Vehicle and vehicle control method

Abstract

To suppress torque fluctuation, and improve travel feeling of a driver.SOLUTION: A vehicle includes an internal combustion engine as a travel driving source, a driving wheel, a main clutch including a first rotor arranged on the side of the internal combustion engine and a second rotor arranged on the side of the driving wheel, a clutch actuator for operating the main clutch, and a processing circuit, where the processing circuit is configured to determine whether or not to satisfy a predetermined combustion requirement related to a request to start combustion of the internal combustion engine, in a state where the vehicle travels in a disconnection state of the main clutch, to execute clutch control to control a clutch actuator so as to transit the main clutch from a cut state to a coupled state when it is determined that the combustion requirement is satisfied, to determine whether or not to satisfy a predetermined combustion permission condition related to permission of the combustion of the internal combustion engine, after the start of the clutch control, and to execute combustion start control to start the combustion of the internal combustion engine when it is determined that the combustion permission condition is satisfied.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present disclosure relates to a vehicle and a method for controlling the vehicle.

Background Art

[0002] In the hybrid vehicle of Patent Document 1, during traveling, the engine is rotated by utilizing the rotation of the transmission shaft. Next, when the vehicle determines the combustion of the engine, the clutch is controlled so that the driving force of the engine is not transmitted to the transmission shaft.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the vehicle of Patent Document 1, power transmission from the transmission shaft to the engine is started and combustion of the engine is started. For this reason, the combustion start timing of the engine is not determined, and torque fluctuations caused by the start of engine combustion are easily transmitted to the transmission shaft. Due to this torque fluctuation, the driving feeling of the driver is impaired.

[0005] Therefore, an object of the present disclosure is to provide a vehicle and a method for controlling the vehicle that suppress torque fluctuations and improve the driving feeling of the driver.

Means for Solving the Problems

[0006] A vehicle according to one aspect of the present disclosure includes an internal combustion engine as a driving power source, drive wheels, a first rotating body disposed on the internal combustion engine side in a power transmission path between the internal combustion engine and the drive wheels, and a second rotating body disposed on the drive wheel side in the power transmission path, a main clutch that can be switched between a engaged state and a disengaged state, a clutch actuator that operates the main clutch, and a processing circuit. The processing circuit determines whether a predetermined combustion request condition regarding a request to start combustion of the internal combustion engine is satisfied in a state where the vehicle is running with the main clutch in the disengaged state. When it is determined that the combustion request condition is satisfied, the processing circuit executes clutch control to control the clutch actuator to transition the main clutch from the disengaged state to the engaged state. After the clutch control is started, the processing circuit determines whether a predetermined combustion permission condition regarding permission to start combustion of the internal combustion engine is satisfied. When it is determined that the combustion permission condition is satisfied, the processing circuit executes combustion start control to start combustion of the internal combustion engine.

[0007] A vehicle control method according to an aspect of the present disclosure includes an internal combustion engine as a driving power source, drive wheels, a first rotating body disposed on the internal combustion engine side in a power transmission path between the internal combustion engine and the drive wheels, and a second rotating body disposed on the drive wheel side in the power transmission path, a main clutch that can be switched between a engaged state and a disengaged state, and a torque reduction device that reduces the torque transmitted to the drive wheels. The vehicle control method is as follows: determining whether a predetermined combustion request condition regarding requesting the start of combustion of the internal combustion engine is satisfied in a state where the vehicle is running with the main clutch in the disengaged state; when it is determined that the combustion request condition is satisfied, transitioning the main clutch from the disengaged state to the engaged state; after starting to transition the main clutch from the disengaged state to the engaged state, determining whether a predetermined combustion permission condition regarding permitting the combustion of the internal combustion engine is satisfied; when it is determined that the combustion permission condition is satisfied, starting the combustion of the internal combustion engine and controlling the torque reduction device to reduce the torque transmitted to the drive wheels.

Advantages of the Invention

[0008] According to the present disclosure, it is possible to provide a vehicle and a vehicle control method that prevent variations in the combustion start timing of the engine, suppress torque fluctuations, and improve the driving feeling of the driver.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

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 saddle-riding vehicle including rear wheels as drive wheels 9 and front wheels as driven wheels. Examples of saddle-riding vehicles include motorcycles and three-wheeled motor vehicles.

[0012] The vehicle 1 described in the present embodiment is a hybrid vehicle. The vehicle 1 includes an internal combustion engine (hereinafter, also 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. The electric motor 3 is configured to be able to rotate forward and backward. Further, the vehicle 1 includes a transmission 4, a main clutch (hereinafter, also simply referred to as "clutch") 21, a clutch actuator 22, and a controller 30.

[0013] The transmission 4 shifts the rotational power output from the traveling drive source. In the present embodiment, the transmission 4 is a dog-clutch type gear transmission. The transmission 4 has an input shaft 5, an output shaft 6, and a plurality of sets of transmission gear pairs 7 having 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] Vehicle 1 is provided with at least one operator that receives an operation by a driver. The at least one operator is an accelerator operator, a brake operator, a boost operator, a shift operator, a mode switching operator, or any combination thereof. For example, the accelerator operator may be a throttle grip disposed on the steering wheel. For example, the brake operator may be a brake lever disposed on the steering wheel. For example, the shift operator may be a shift pedal operated by the driver's foot, or a lever or switch disposed on the steering wheel. For example, the boost operator and the mode switching operator may each be a switch disposed on the steering wheel. The operation of the driver on these operators is detected by an operation sensor 31 described later.

[0015] In the transmission 4, one set of transmission gear pairs 7 is mechanically selected in conjunction with the operation of the shift operator by the driver. The transmission gear pair corresponding to one gear position selected from a plurality of gear positions transmits power from the input shaft 5 to the output shaft 6. The transmission 4 may be configured to perform a gear change in electrical conjunction with the shift operation of the driver on the shift operator. The transmission 4 does not have to be a dog clutch type transmission, and may be, for example, a continuously variable transmission.

[0016] The main clutch 21 is disposed in an engine power transmission path (hereinafter simply referred to as a "power transmission path") that is a path for transmitting engine power from the engine 2 to the drive wheels 9. Specifically, the main clutch 21 is disposed between the engine 2 and the input shaft 5 of the transmission 4 in the power transmission path.

[0017] The main clutch 21 is a friction clutch. For example, the main clutch 21 is a single plate clutch or a multi-plate clutch. The main clutch 21 includes a pair of rotors 21a and 21b that can contact and separate from each other. Of the pair of rotors 21a and 21b, the rotor disposed on the engine 2 side in the power transmission path is referred to as the first rotor 21a, and the rotor disposed on the drive wheel 9 side in the power transmission path is referred to as the second rotor 21b.

[0018] The primary gear 11 to which the power of the engine 2 is transmitted is arranged around the axis of the input shaft 5 so as to be rotatable relative to the input shaft 5. The primary gear 11 and the first rotating body 21a are connected to each other so as to rotate together. Also, the second rotating body 21b and the input shaft 5 are connected to each other so as to rotate together. For example, the first rotating body 21a is a friction plate, and the second rotating body 21b is a clutch plate. The main clutch 21 transmits the rotational power from one of the pair of rotating bodies 21a, 21b to the other by the frictional force between the pair of rotating bodies 21a, 21b.

[0019] The main clutch 21 is operated by a clutch actuator 22. The clutch actuator 22 operates the main clutch 21 and changes the engagement pressure of the main clutch 21. The engagement pressure of the main clutch 21 is the pressure that presses one of the pair of rotating bodies 21a, 21b against the other. The greater the engagement pressure of the main clutch 21, the greater the transmission torque, i.e., the frictional torque, that the main clutch 21 can transmit. That is, the clutch actuator 22 changes the transmission torque that the main clutch 21 can transmit.

[0020] According to the engagement pressure of the main clutch 21, the main clutch 21 assumes one of a disengaged state, an engaged state, and a semi-clutch state. The disengaged state of the main clutch 21 is a state in which the pair of rotating bodies 21a, 21b are separated from each other, and even if one of the rotating bodies rotates, the power transmission to the other rotating body is blocked. That is, the disengaged state is a state in which power is not transmitted between the engine 2 and the input shaft 5.

[0021] The engaged state of the main clutch 21 is a state in which one of the pair of rotors 21a and 21b is sufficiently pressed against the other with a predetermined maximum engagement pressure. In the engaged state, the rotational power is transmitted between the pair of rotors 21a and 21b without basically generating slippage. That is, the engaged state is a state in which 100% of the torque generated or transmitted in one of the elements of the engine 2 and the input shaft 5 is transmitted to the other element of the engine 2 and the input shaft 5 between the engine 2 and the input shaft 5.

[0022] When the main clutch 21 transitions from the disengaged state to the engaged state, the main clutch 21 passes through a semi-engaged state. The semi-engaged state of the main clutch 21 is a state in which one of the pair of rotors 21a and 21b is pressed against the other with a pressure less than the maximum engagement pressure. The semi-engaged state of the main clutch 21 is a state in which one of the pair of rotors 21a and 21b is pressed against the other with a pressure less than the maximum engagement pressure.

[0023] An allowable torque corresponding to the engagement pressure is set for the main clutch 21. The allowable torque is the maximum torque that can be transmitted from one of the pair of rotors 21a and 21b to the other. The smaller the engagement pressure, the smaller the allowable torque. In the semi-engaged state, since the engagement pressure is smaller than in the engaged state, the allowable torque becomes smaller. For example, when a torque larger than the allowable torque set according to the engagement pressure is transmitted from one of the engine 2 and the input shaft 5 to the main clutch 21 in the semi-engaged state, the main clutch 21 in the semi-engaged state does not transmit the torque larger than the allowable torque to the other of the engine 2 and the input shaft 5. Therefore, by adjusting the engagement pressure of the main clutch 21 in the semi-engaged state, the torque that can be transmitted from one of the engine 2 and the input shaft 5 to the other through the main clutch 21 can be adjusted. The transmissible torque in the semi-engaged state may be adjusted stepwise or non-stepwise.

[0024] In this embodiment, the clutch actuator 22 is a hydraulic actuator. The clutch actuator 22 includes a hydraulic chamber, a piston driven by the hydraulic pressure in the hydraulic chamber, and a solenoid valve that adjusts the hydraulic pressure in the hydraulic chamber. The hydraulic pressure of the clutch 21 changes according to the value of the current applied to the solenoid valve. For example, when the hydraulic pressure reaches a preset release-equivalent pressure, the clutch 21 is in a disengaged state, and when the hydraulic pressure is equal to or higher than the engagement-equivalent pressure, the clutch 21 is in an engaged state. When the hydraulic pressure is between the release-equivalent pressure and the engagement-equivalent pressure, the clutch 21 is in a semi-clutch state where the transmissible torque is limited and rotational power is transmitted. In this embodiment, the clutch actuator 22 is configured such that the hydraulic pressure in the hydraulic chamber can be variably set stepwise or continuously. Thereby, the torque transmissible from one of the engine 2 and the input shaft 5 to the other via the main clutch 21 can be arbitrarily set.

[0025] In this embodiment, the output shaft 3a of the electric motor 3 rotates together with the second rotating body 21b of the main clutch 21. Specifically, the output shaft 3a of the electric motor 3 is connected so as to rotate together with the input shaft 5 of the transmission 4 via a gear chain or the like, and as described above, the second rotating body 21b and the input shaft 5 are connected to each other so as to rotate together. Therefore, the rotational speed of the output shaft 3a of the electric motor 3 and the rotational speed of the input shaft 5 of the transmission 4 are proportional to each other.

[0026] Further, the output shaft 3a of the electric motor 3 is connected to the input shaft 5 of the transmission 4 without passing through the main clutch 21. Therefore, even when the main clutch 21 is in a disengaged state, power can be transmitted from the electric motor 3 to the input shaft 5 regardless of whether the engine 2 is rotating or not. When the main clutch 21 is engaged, the rotational torque of the engine 2 can be transmitted to the drive wheels 9, or the rotational torque of the drive wheels 9 can be transmitted to the engine 2. Also, as described above, by adjusting the engagement pressure of the main clutch 21, the torque transmitted from one of the pair of rotating bodies 21a, 21b to the other can be made variable.

[0027] Figure 2 is a block diagram showing the controller 30 and its inputs and outputs. At least one operation sensor 31, an engine speed sensor 32, a motor speed sensor 33, and at least one vehicle state sensor 34 are electrically connected to the controller 30. The controller 30 controls the engine 2, the electric motor 3, and the clutch actuator 22 based on information received from various sensors such as at least one operation sensor 31, the engine speed sensor 32, the motor speed sensor 33, and at least one vehicle state sensor 34.

[0028] At least one operation sensor 31 detects the driver's operation on the above-described operator. The at least one operation sensor 31 is, for example, an accelerator operation sensor that detects the angular displacement amount of the throttle grip, which is an accelerator operator, a brake operation sensor that detects a brake operation on the brake operator, a boost operation sensor that detects a boost operation on the boost operator, a shift operation sensor that detects a shift operation on the shift operator, a mode change operation sensor that detects a mode change operation on the mode change operator, or any combination thereof.

[0029] The engine speed sensor 32 detects the rotational speed of the engine 2, that is, the rotational speed of the crankshaft 2a (hereinafter also referred to as "engine speed"). Note that the engine speed sensor 32 may be able to detect a parameter value corresponding to the rotational speed of the crankshaft 2a. That is, the engine speed sensor 32 may directly detect the rotation of the crankshaft 2a, or may detect the rotation of another rotating body that rotates together with the crankshaft 2a, such as the primary gear 11 or the first rotating body 21a.

[0030] The motor rotation speed sensor 33 detects the rotation speed of the output shaft 3a of the electric motor 3 (hereinafter also referred to as "motor rotation speed"). Note that the motor rotation speed sensor 33 may be able to detect a parameter value corresponding to the rotation speed of the output shaft 3a of the electric motor 3. That is, the motor rotation speed sensor 33 may directly detect the rotation of the output shaft 3a of the electric motor 3, or may detect the rotation of another rotating body that co-rotates with the output shaft 3a of the electric motor 3, such as the input shaft 5 or the second rotating body 21b, for example.

[0031] At least one vehicle state sensor 34 detects the vehicle state. The at least one vehicle state sensor 34 is, for example, a vehicle speed sensor that detects the vehicle speed, an acceleration sensor that detects the acceleration of the vehicle body in various directions (vertical direction, front-rear direction, left-right direction, etc.), a lean angle sensor that detects the lean angle, a steering sensor that detects the steering angle, a stroke sensor that detects the stroke amount of the suspension located between the wheel and the vehicle body, a vibration sensor that detects the vibration frequency of the vehicle body in the vertical direction, a clutch sensor that detects the fastening pressure of the main clutch 21 or a parameter value corresponding thereto, an oil temperature sensor that detects the oil temperature of the clutch actuator 22, a temperature sensor that detects the air temperature around the vehicle body, a temperature sensor that detects the temperature of the battery that stores the electric power supplied to the electric motor 3, a battery sensor that detects the state of charge (SOC) of the battery, or any combination thereof.

[0032] The engine 2 includes a throttle device 2a, an ignition device 2b, and a fuel supply device 2c. The throttle device 2a, the ignition device 2b, and the fuel supply device 2c are controlled by the controller 30. The throttle device 2a adjusts the intake air amount of the cylinders of the engine 2. For example, the throttle device 2a is an electronically controlled throttle device that opens and closes a throttle valve by a valve actuator such as a motor. The ignition device 2b ignites the air-fuel mixture in the combustion chamber of the engine 2. The ignition device 2b is, for example, a spark plug. The fuel supply device 2c adjusts the amount of fuel supplied to the combustion chamber of the engine 2. The fuel supply device 2c is, for example, an injector.

[0033] The controller 30 may be a single control unit or may be distributed among a plurality of control units. In terms of hardware, the controller 30 has at least one CPU 30a, at least one memory 30b, an I / O interface, 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.

[0034] The CPU 30a executes control corresponding to the state of the vehicle 1 for the engine 2, the electric motor 3, and the clutch actuator 22. For example, the CPU 30a switches the driving mode of the vehicle 1. The driving modes of the vehicle 1 include an EV mode and an HEV mode.

[0035] The EV mode is a driving mode in which the drive wheels 9 are driven only by the output torque of the electric motor 3. In the EV mode, the clutch 21 is in a disengaged state so that the engine 2 does not become a resistance when the electric motor 3 is driven. During the EV mode, basically the engine 2 is stopped.

[0036] The CPU 30a calculates a rider required torque based on the accelerator operation amount of the driver. When the driving mode is the EV mode, the CPU 30a controls the electric motor 3 so that the output torque of the electric motor 3 becomes the rider required torque.

[0037] The HEV mode is a driving mode in which the drive wheels 9 are driven by at least the output torque of the engine 2. In the HEV mode, the clutch 21 is in an engaged state so that the rotational power of the engine 2 is transmitted to the drive wheels 9 via the transmission 4. In the HEV mode, the drive wheels 9 may be driven by the output torques of both the electric motor 3 and the engine 2, or the drive wheels 9 may be driven only by the rotational power of the engine 2 without driving the electric motor 3.

[0038] For example, when the driving mode is the HEV mode, the CPU 30a determines the engine required torque (hereinafter referred to as the "engine required torque"), which is the torque required for the engine 2 as the output torque, and the motor required torque (hereinafter referred to as the "motor required torque"), which is the torque required for the electric motor 3 as the output torque, such that the sum of them becomes the rider required torque. The CPU 30a controls the engine 2 so that the output torque of the engine 2 becomes the determined engine required torque, and controls the electric motor 3 so that the output torque of the electric motor 3 becomes the determined motor required torque.

[0039] For example, when the rotation direction of the electric motor 6 that generates the torque for accelerating the vehicle 1 forward is defined as the positive direction and the opposite direction is defined as the negative direction, the motor required torque may be determined as the torque in the positive direction or may be determined as the torque in the negative direction. For example, in the HEV mode, in the electric motor 3, in order to charge the battery, a negative regenerative torque may be generated during vehicle running.

[0040] Specifically, the HEV mode can take either the normal running state or the power generation running state. For example, in the normal running state, basically, the engine 2 bears all the driving force required for running, and the electric motor 3 only generates torque to compensate for the shortage of the output torque of the engine 2. On the other hand, in the power generation running state, a negative torque is required for the electric motor 3, and for the engine 2, in addition to the rider required torque, a torque that cancels out the negative torque by the electric motor 3 is also required. Thereby, in the power generation running state, the vehicle 1 is run while the electric motor 3 generates electricity.

[0041] In this embodiment, while maintaining the driving state of the vehicle 1, it is configured to be switchable from the EV mode to the HEV mode. In this case, a transient mode is set as the driving mode during the process of switching from the EV mode to the HEV mode. During the EV mode, the engine 2 is in a combustion-stopped state and is in a non-combustible state described later. Therefore, in order to start the combustion of the engine 2 while shifting from the EV mode to the HEV mode, it is necessary to rotate the crankshaft 2a of the engine 2. In this embodiment, the vehicle 1 is not equipped with a dedicated starter motor for starting or an ISG (Integrated Starter Generator) for starting and power generation, and the crankshaft 2a of the engine 2 is rotated by the electric motor 3 which is the driving power source for running. In this specification, the combustion of the engine 2 means a state in which the state of the engine 2 is such that the crankshaft 2a is rotated by itself by the combustion of the engine 2 (that is, the combustion of the air-fuel mixture in the combustion chamber of the engine 2). Also, the start of combustion of the engine means starting at least one of the supply of intake air, fuel injection, and ignition of the air-fuel mixture in order to make the engine rotate the crankshaft 2a by itself.

[0042] <Switching from EV Mode to HEV Mode> Hereinafter, while maintaining the running of the vehicle 1, the flow of processing when switching the driving mode from the EV mode to the HEV mode will be described. In other words, the flow of processing for switching from the engine combustion-stopped state to the engine combustion state during running will be described. FIG. 3 is a flowchart showing the flow of processing for switching control from the EV mode to the HEV mode in this embodiment. FIG. 4 is a graph showing the time change of each value in the switching control shown in FIG. 3.

[0043] FIG. 4 shows graphs indicating the rotational speeds of engine 2 and electric motor 3, a graph indicating the engagement pressure of main clutch 21, graphs indicating various torques, and a graph indicating the throttle opening degree, in this order from the top. In the topmost graph of FIG. 4, the motor rotational speed and the engine rotational speed are shown. Also, in the second graph from the bottom of FIG. 4, the engine torque which is the output torque of engine 2, the motor torque which is the output torque of electric motor 3, and the rider required torque are shown. Each rotational speed and torque are shown as converted values at the input shaft 5 (transmission shaft) of transmission 4.

[0044] As shown in FIG. 4, while vehicle 1 is traveling in EV mode, clutch 21 is in a disengaged state, and drive wheels 9 are being driven by the output torque of electric motor 3. CPU 30a controls electric motor 3 such that the output torque of electric motor 3 becomes the rider required torque.

[0045] As shown in FIG. 3, CPU 30a determines whether or not a predetermined combustion requirement condition is satisfied in a state where vehicle 1 is traveling with main clutch 21 disengaged (step S1). The combustion requirement condition is a condition related to requiring the start of combustion of engine 2, and is the start condition of clutch control described later.

[0046] In the present embodiment, the combustion requirement condition is the mode switching condition from EV mode to HEV mode. That is, while vehicle 1 is traveling in EV mode, CPU 30a determines whether or not a mode switching condition which is an example of the fuel requirement condition is satisfied. The mode switching condition may be satisfied by a mode switching operation by the driver, or may be satisfied without a mode switching operation by the driver. For example, when CPU 30a determines that a mode switching operation by the driver from EV mode to HEV mode is detected by the mode switching operation sensor, CPU 30a may determine that the mode switching condition is satisfied.

[0047] For example, based on the information received from various sensors of the vehicle 1 (such as the vehicle state sensor 34), when the CPU 30a grasps the current driving state of the vehicle 1 and determines that the HEV mode is the optimal driving mode, it may determine that the mode switching condition from the EV mode to the HEV mode is satisfied. In this case, the mode switching condition may be, for example, a condition that it becomes difficult to continue the EV mode. For example, the mode switching condition may be a condition that the SOC detected by the battery sensor, that is, the remaining battery level, is equal to or less than a predetermined value. For example, the mode switching condition may be a condition that the boost operation sensor detects a boost operation by the driver, in other words, a condition that a requirement to accelerate the vehicle 1 with both the engine 2 and the electric motor 3 occurs. For example, the mode switching condition may be a condition that the temperature detected by a temperature sensor that detects the temperature of the battery is equal to or higher than a predetermined value.

[0048] Note that the combustion requirement condition may include, in addition to the mode switching condition, a condition that the vehicle 1 is running with the main clutch 21 disengaged. In this case, the CPU 30a may determine whether the condition that the vehicle 1 is running with the main clutch 21 disengaged is satisfied based on the information received from the clutch sensor and the vehicle speed sensor.

[0049] When it is determined that the combustion requirement condition is satisfied (step S1: Yes, t1 in FIG. 4), the CPU 30a starts clutch control (step S2) before the start of combustion of the engine 2. The clutch control is control to increase the rotational speed of the crankshaft 2a of the engine 2 by the rotational force of the transmission shaft (input shaft 5 in this example) driven by the electric motor 3. That is, in the clutch control, the CPU 30a controls the clutch actuator 22 so that the main clutch 21 transitions from the disengaged state to the engaged state. In the present embodiment, the clutch control is rotational speed synchronization control that matches the rotational speed of the transmission shaft (input shaft 5 in this example) accompanying the rotation of the engine 2 with the rotational speed of the transmission shaft accompanying the rotation of the electric motor 3. In other words, the rotational speed synchronization control is control to make the rotational speed of the first rotating body 21a and the rotational speed of the second rotating body 21b coincide.

[0050] In this embodiment, as shown in FIG. 4, the CPU 30a controls the clutch actuator 22 so that the engagement pressure of the main clutch 21 gradually increases according to the change in time in clutch control. That is, as the engagement pressure of the main clutch 21 increases, the transmission torque that can be transmitted from the transmission shaft to the engine 2 increases. As a result, among the output torques of the electric motor 3, the transmission torque transmitted to the engine 2 via the main clutch 21 increases. When the transmission torque reaches a predetermined torque, the crankshaft 2a of the engine 2 in the non-combustion state starts to rotate, and the rotational speed of the crankshaft 2a increases. In FIG. 4, for the sake of simplicity of the figure, it is shown that the increase in the engine rotational speed starts at the start time t1 of the clutch control. However, actually, since the crankshaft 2a does not rotate until the transmission torque reaches a predetermined torque, the engine rotational speed starts to increase slightly after the timing when the increase in the clutch engagement pressure starts.

[0051] In this way, a part of the output torque of the electric motor 3 is taken as the torque for rotating the crankshaft 2a. Since the engine 2 in the non-combustion state has inertial resistance, compression resistance, rotational resistance, etc., the rotational speed gradually increases when receiving the torque from the electric motor 3.

[0052] During the clutch control in the transient mode, although the engine 2 is not burning, in the second graph from the bottom in FIG. 4, the engine torque is shown as a negative value. This is because the engine 2 on the side driven by an external force during the clutch control becomes a load that takes away the rotational torque of the transmission shaft (input shaft 5 in this example).

[0053] The CPU 30a controls the electric motor 3 so as to increase the output torque of the electric motor 3 as the engagement pressure of the main clutch 21 increases in the clutch control. That is, the CPU 30a executes the control for increasing the engagement pressure of the main clutch 21 and the control for increasing the output torque of the electric motor 3 in parallel.

[0054] Specifically, during clutch control, the CPU 30a adds the load torque transmitted from the electric motor 3 to the engine 2 according to the engagement pressure of the main clutch 21 to the rider's required torque, and corrects the motor required torque, and thus the output torque of the electric motor 3. More specifically, if the rider's required torque is constant and the output torque of the motor is constant, as the engagement pressure of the main clutch 21 increases, a part of the output torque of the motor is taken away for the rotation of the crankshaft 2a, and the rotational speed of the drive wheel 9 drops. To prevent this, while increasing the engagement pressure of the main clutch 21 over time, the output torque of the motor is also increased over time. Thereby, even if the torque of the electric motor 3 is taken away according to the engagement pressure of the main clutch 21, it is possible to suppress the drop in the rotational speed of the drive wheel 9. That is, by suppressing the change in the rotational speed of the drive wheel 9, it is possible to suppress the influence on the running feeling and increase the engine speed to a predetermined rotational speed at which the combustion of the engine 2 can be stably performed.

[0055] After the clutch control starts, the CPU 30a determines whether or not a predetermined combustion permission condition is satisfied (step S3). The combustion permission condition is a condition regarding permitting the combustion of the engine 2. The combustion permission condition is a condition for shifting the non-combustible state of the engine 2 to a combustible state.

[0056] In this embodiment, the combustion permission condition is the condition that the clutch control is completed, in other words, the condition that the main clutch 21 has reached the engaged state. The method for determining that the main clutch 21 has reached the engaged state is not particularly limited. For example, when the CPU 30a determines that the difference between the converted value of the engine speed on the transmission shaft and the converted value of the motor speed on the transmission shaft based on the signals received from the engine speed sensor 32 and the motor speed sensor 33 is within a predetermined synchronization reference value, the CPU 30a may determine that the main clutch 21 has reached the engaged state. Alternatively, when the CPU 30a determines that the engagement pressure of the main clutch 21 detected by the clutch sensor or the parameter value corresponding thereto is equal to or greater than a predetermined value, the CPU 30a may determine that the main clutch 21 has reached the engaged state. For example, when the clutch sensor is a current sensor that detects the current value applied to the solenoid valve, the CPU 30a may determine that the main clutch 21 has reached the engaged state when it determines that the hydraulic pressure of the clutch 21 is equal to or greater than the engagement equivalent pressure based on the detected current value.

[0057] In clutch control, the CPU 30a may be configured to change the time for the main clutch 21 to transition from the disengaged state to the engaged state according to the driving operation by the driver or the vehicle state, that is, according to the information received from the operation sensor 31 or the vehicle state sensor 34.

[0058] For example, the CPU 30a may control the clutch actuator 22 so that the higher the temperature of the hydraulic oil of the clutch actuator 22, the shorter the time for the main clutch 21 to transition from the disengaged state to the engaged state. Specifically, the CPU 30a may control the clutch actuator 22 so that the acceleration rate of increase in hydraulic pressure corresponds to the oil temperature received from the oil temperature sensor that detects the oil temperature of the clutch actuator 22. In this case, the CPU 30a may control the clutch actuator 22 so that the higher the detected oil temperature, the greater the acceleration rate of increase in hydraulic pressure.

[0059] For example, the CPU 30a may control the clutch actuator 22 such that the time for the main clutch 21 to transition from the disengaged state to the engaged state becomes shorter as the accelerator operation amount or the time change of the accelerator operation amount increases. Specifically, the CPU 30a may control the clutch actuator 22 such that the acceleration rate of the hydraulic pressure corresponds to the accelerator operation amount received from the operation sensor 31. In this case, the CPU 30a may control the clutch actuator 22 such that the acceleration rate of the hydraulic pressure increases as the accelerator operation amount or the time change of the accelerator operation amount increases.

[0060] When the CPU 30a determines that a predetermined combustion permission condition is not satisfied (step S3: No), the CPU 30a maintains the state of the engine 2 in a non-combustible state (step S6). The non-combustible state of the engine 2 is a state in which at least one of the following non-combustion conditions (a), (b), and (c) is satisfied. (a) The throttle valve for adjusting the intake air amount of the cylinders of the engine 2 is in a closed state. (b) Ignition in the cylinders by the ignition device 2b is stopped. (c) Fuel supply to the cylinders by the fuel supply device 2c is stopped.

[0061] In the present embodiment, since the combustion permission condition is the condition that the main clutch 21 has reached the engaged state, the CPU 30a is configured to control some or all of the throttle device 2a, the ignition device 2b, and the fuel supply device 2c so that at least one of the non-combustion conditions (a), (b), and (c) is maintained during clutch control.

[0062] When the CPU 30a determines that a predetermined combustion permission condition is satisfied (step S3: Yes, t2 in FIG. 4), that is, when the main clutch 21 has reached the engaged state, the CPU 30a executes combustion start control to start the combustion of the engine 2 (step S4).

[0063] Specifically, in the combustion start control, the CPU 30a controls the engine 2 so as to change the state of the engine 2 from a non-combustible state to a combustible state in which none of the above combustion non-conditions (a), (b), and (c) are satisfied. For example, when the throttle valve of the throttle device 2a is maintained in the closed state during the clutch control, the CPU 30a controls the throttle device 2a to open the throttle valve in step S4 as shown in FIG. 3. In the bottom graph of FIG. 4, it is shown that the throttle opening is zero, that is, the throttle valve is in the closed state during the clutch control, and an example in which the throttle valve is opened after the clutch control is shown.

[0064] Upon the start of the combustion start control, the CPU 30a starts torque change control (step S5). In the torque change control, the CPU 30a controls the engine 2 to increase the output torque of the engine 2 (hereinafter also referred to as engine torque increase control), and controls the electric motor 3 to reduce the output torque of the electric motor 3 (hereinafter also referred to as motor torque reduction control). More specifically, in the torque change control, the CPU 30a determines the engine required torque and the motor required torque in the HEV mode. The sum of the engine required torque and the motor required torque is the rider required torque. In other words, in the torque change control, as the torque converted to the transmission shaft, the sum of the engine-side torque and the motor-side torque is made to maintain the rider required torque.

[0065] In torque change control, the CPU 30a executes engine torque increase control and motor torque reduction control in parallel. In engine torque increase control, the CPU 30a controls the engine 2 so as to increase the output torque of the engine 2 toward the determined engine required torque. In motor torque reduction control, the CPU 30a controls the electric motor 3 so as to reduce the output torque of the electric motor 3 toward the determined motor required torque. In motor torque reduction control, the output torque of the electric motor 3 is reduced as the output torque of the internal combustion engine 2 increases due to engine torque increase control. The start timing of motor torque reduction control starts simultaneously with the start of combustion of the engine 2 in step S4, that is, at the start timing of combustion start control.

[0066] In the second graph from the bottom of FIG. 4, the motor torque and the engine torque in the power generation running state in the HEV mode are shown. Since it is the power generation running state, the motor torque shows a negative value. However, the motor required torque in the HEV mode may not be a negative value, for example, it may be zero or a positive value. That is, even after the combustion of the engine 2, the generated torque of the electric motor 3 may be used for the rotation of the drive wheels 9.

[0067] When the output torque of the engine 2 and the output torque of the electric motor 3 reach the engine required torque and the motor required torque in the HEV mode, respectively (t3 in FIG. 4), the transient mode ends and the transition to the HEV mode is completed. In the example of FIG. 4, while torque change control is being performed, the mode in which each required torque changes linearly is illustrated, but the required torque may change non-linearly.

[0068] As described above, according to the present embodiment, after starting the clutch control, the combustion of the internal combustion engine 2 is started in a state where the engine speed has sufficiently increased. This prevents combustion failure due to insufficient engine speed and enables the combustion of the engine 2 to be stably executed at the start of combustion. As a result, it is possible to prevent the combustion timing from varying. Further, it is possible to prevent torque fluctuations caused by variations in the combustion timing and improve the driving feeling.

[0069] Further, in the present embodiment, the torque taken from the transmission shaft with the connection of the main clutch 21 can be compensated by increasing the output torque of the electric motor 3. Thereby, it is possible to suppress fluctuations in the rotational force of the drive wheels 9 when the main clutch 21 is transitioned from the disengaged state to the engaged state, in other words, changes in the driving force of the drive wheels 9.

[0070] Further, in the present embodiment, in the combustion start control, as the output torque of the internal combustion engine 2 increases, the output torque of the electric motor 3 is reduced to suppress a sudden increase in the torque transmitted to the drive wheels 9 as a whole. Thereby, the driving feeling can be further improved.

[0071] Further, in the present embodiment, since the reduction of the output torque of the electric motor 3 is started at the start of combustion of the engine 2, the effect of reducing the vehicle body shock associated with the start of combustion of the engine 2 can be enhanced.

[0072] <Other Embodiments> The present disclosure is not limited to the above-described embodiments, and its configuration can be changed, added, or deleted.

[0073] For example, the vehicle described in the above embodiment was a saddle-riding vehicle such as a motorcycle or a three-wheeled vehicle, but the vehicle does not have to be a saddle-riding vehicle. The vehicle may be a four-wheeled vehicle or the like. However, since a saddle-riding vehicle is relatively lightweight compared to other vehicles and the shock generated in the vehicle body easily affects the driver's driving feeling, a saddle-riding vehicle is suitable for control that can prevent torque fluctuations caused by variations in combustion timing.

[0074] For example, the vehicle described in the above embodiment was 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 for traveling. When the vehicle is not a hybrid vehicle, the combustion requirement conditions may not include the mode switching conditions.

[0075] In the above embodiment, the crankshaft of the engine was rotated by the driving force of the electric motor, but the crankshaft of the engine may be rotated by the inertial force during the traveling of the vehicle. This is also applicable to starting the engine when going down a slope without power from the driving power source. When the vehicle is traveling down a slope without power from the driving power source, the crankshaft of the engine may be rotated by the rotational force of the input shaft.

[0076] Also, in the above embodiment, the vehicle 1 was not equipped with a starter motor or an ISG, but the vehicle may be equipped with a starter motor or an ISG for starting the engine. In this case, rotational speed synchronization control may be executed by the starter motor or the ISG. The motor torque reduction control may be control for reducing the torque of the starter motor or the ISG. That is, the electric motor capable of transmitting power to the internal combustion engine may be a traction motor that is a driving power source for traveling, or may be a starter motor or an ISG.

[0077] The input shaft of the transmission has been described as a transmission shaft that is disposed between the second rotating body and the drive wheel in the power transmission path and is connected to the electric motor without passing through the main clutch. However, the transmission shaft may be the output shaft of the transmission. Further, the vehicle may not be provided with a transmission. In this case, the transmission shaft through which the output torque of the electric motor is transmitted may be disposed between the second rotating body and the drive wheel in the power transmission path.

[0078] The combustion permission condition may be a condition other than the condition that the main clutch 21 has reached the engaged state. That is, the combustion permission condition may be satisfied before the main clutch reaches the engaged state. The combustion permission condition may be a condition that can directly or indirectly determine that the engine speed has risen sufficiently to stably execute the combustion of the engine. For example, the combustion permission condition may include the condition that the engine speed is equal to or higher than a predetermined starting speed at which the combustion of the engine can be stably performed. For example, the combustion permission condition may include the condition that a predetermined time has elapsed since the start of the clutch control. For example, the combustion permission condition may include the condition that the engagement pressure of the main clutch or a parameter value corresponding thereto (for example, the hydraulic pressure of the clutch actuator) is equal to or higher than a predetermined value. For example, the combustion permission condition may include the condition that the hydraulic pressure of the clutch actuator has reached a predetermined pressure or higher.

[0079] The vehicle may be provided with a user interface that accepts the driver's selection of a mode that allows vehicle body shock and a mode that does not allow vehicle body shock, and the driving operation state may include a mode selection operation for the user interface. Further, the driving operation state may include an acceleration operation state, a deceleration operation state, a constant speed driving operation state, a braking operation state, a shifting operation state, a turning operation state, a lighting operation state, and the like.

[0080] 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.

[0081] When the clutch actuator 22 is a hydraulic actuator, the clutch sensor may be a hydraulic sensor that detects hydraulic pressure, or a current sensor that detects the value of the current flowing through the solenoid of the solenoid valve that controls the hydraulic pressure. For example, the clutch sensor may be a displacement sensor that detects the displacement of one of a pair of rotating bodies with respect to the other.

[0082] The transmission 4 was configured to select a gear shift stage mechanically in conjunction with the driver's gear shift operation, but it may also be configured to select a gear shift stage electrically in conjunction with the driver's gear shift operation.

[0083] After performing torque conversion control to start the engine combustion, the output torque of the engine is increased, and the output torque of the electric motor is reduced, but it is not limited to this. For example, while increasing the output torque of the engine, a braking torque for braking the drive wheels may be generated in the electric motor to reduce the torque transmitted to the drive wheels. The electric motor for reducing torque may be, in addition to the traction motor that serves as the driving power source, an electric motor for acceleration assistance, power generation, or regeneration. Also, the electric motor only needs to reduce the torque transmitted to the drive wheels, and may be connected to a power transmission path other than the input shaft of the transmission. For example, the electric motor may be directly connected to the crankshaft or may be connected to the output shaft of the transmission.

[0084] A torque reduction device other than the electric motor may be used to reduce the increase in torque of the drive wheels accompanying engine combustion. Specifically, a torque reduction device such as a brake braking device for braking the drive wheels, a main clutch, or a power generation device may be used to suppress the increase in torque of the drive wheels. That is, the processing circuit may execute reduction of the torque transmitted to the drive wheels using the torque reduction device simultaneously with the start of the combustion start control.

[0085] The time variation of the engagement pressure of the main clutch in clutch control may be variable. The time variation of the engagement pressure of the main clutch may be changed according to whether the driver is in a situation where vehicle body shock can be tolerated. For example, the processing circuit may determine whether the driver is in a situation where vehicle body shock can be tolerated based on the information received from the operation sensor 31 or the vehicle state sensor 34. When the processing circuit determines that the driver is in a situation where vehicle body shock can be tolerated, the processing circuit may control the clutch actuator so that the time variation of the clutch engagement pressure when it is determined that the driver is in a situation where vehicle body shock can be tolerated is greater than the time variation of the clutch engagement pressure when it is determined that the driver is in a situation where vehicle body shock cannot be tolerated.

[0086] The time variation of the motor torque and the time variation of the engine torque in torque change control may be variable. The time variation of the motor torque and the engine torque may be changed according to whether the driver is in a situation where vehicle body shock can be tolerated. For example, the processing circuit may determine whether the driver is in a situation where vehicle body shock can be tolerated based on the information received from the operation sensor 31 or the vehicle state sensor 34. When the processing circuit determines that the driver is in a situation where vehicle body shock can be tolerated, the processing circuit may control the electric motor so that the time variation of the motor torque when it is determined that the driver is in a situation where vehicle body shock can be tolerated is greater than the time variation of the motor torque when it is determined that the driver is in a situation where vehicle body shock cannot be tolerated. When the processing circuit determines that the driver is in a situation where vehicle body shock can be tolerated, the processing circuit may control the engine so that the time variation of the engine torque when it is determined that the driver is in a situation where vehicle body shock can be tolerated is greater than the time variation of the engine torque when it is determined that the driver is in a situation where vehicle body shock cannot be tolerated.

[0087] Based on the information received from the operation sensor, when the processing circuit determines that the driver has performed an accelerator operation, a shift operation, or a boost operation, the processing circuit may determine that the driver is in a situation where vehicle body shock can be tolerated. When the processing circuit detects a mode switching operation of the driver by the mode switching operation sensor and the mode switching condition is satisfied, the processing circuit may determine that the driver is in a situation where vehicle body shock can be tolerated.

[0088] When the processing circuit determines that the vehicle is in a lean state or a steering state based on the information received from the vehicle state sensor, it may determine that the driver is in a situation where the vehicle body shock cannot be tolerated.

[0089] When the mode switching condition is satisfied regardless of the driver's mode switching operation, the processing circuit may determine that the driver is in a situation where the vehicle body shock cannot be tolerated. On the other hand, when the mode switching condition is satisfied regardless of the driver's mode switching operation, the processing circuit may determine that the driver is in a situation where the vehicle body shock cannot be tolerated.

[0090] In the above embodiment, the throttle device 2a was controlled to open the throttle valve in step S4. However, while the engine 2 is in a non-combustible state, it is preferable that the non-combustible condition (a) is not satisfied. In other words, while the engine 2 is in a non-combustible state, it is preferable that the non-combustible conditions (b), (c), or both (b) and (c) are satisfied. That is, for example, in combustion start control, it is preferable to execute ignition prevention, fuel supply stop, or both ignition prevention and fuel supply stop in the engine with the throttle valve fully open. Thereby, the throttling by the throttle valve is suppressed and the intake resistance is reduced, so that it becomes easier to rotate the crankshaft in the non-combustible state.

[0091] Even after the engine starts combustion, after maintaining the engine combustion state, the clutch may be disengaged and driving in the EV mode may be continued.

[0092] In the above embodiment, the processing circuit executed each process shown in FIG. 3. However, part or all of each process shown in FIG. 3 may be executed by the driver's operation.

[0093] 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 thereto, and is also applicable to embodiments in which appropriate changes, replacements, additions, omissions, etc. are made. Further, it is also possible to form a new embodiment by combining the respective components described in the above embodiments. For example, some configurations or methods in one embodiment may be applied to other embodiments, and some configurations in an embodiment can be arbitrarily extracted separately from other configurations in that embodiment. Further, among the components described in the accompanying drawings and the detailed description, there are not only components essential for solving the problems, but also components not essential for solving the problems for exemplifying the technology. Two blocks shown in order in a flowchart can, in some cases, be executed simultaneously or in reverse order.

[0094] 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 execute the disclosed functions. Since a processor includes transistors and other circuits, it is regarded as a processing circuit or a circuit. In the present disclosure, a circuit, a unit, or a means is hardware that executes the recited functions or hardware programmed to execute the recited functions. The hardware may be the hardware disclosed in this specification or other known hardware programmed or configured to execute the recited functions. When the hardware is a processor considered to be a type of circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used for configuring the hardware or the processor.

[0095] [Disclosure Aspects] Each of the following aspects is a disclosure of a preferred embodiment.

[0096] [Aspect 1] an internal combustion engine as a driving source; Drive wheels and a main clutch including a first rotor disposed on the internal combustion engine side in a power transmission path between the internal combustion engine and the drive wheels, and a second rotor disposed on the drive wheels side in the power transmission path, the main clutch being switchable between an engaged state and a disengaged state; a clutch actuator that operates the main clutch; a processing circuit, The processing circuitry determining whether a predetermined combustion requirement condition related to a request for starting combustion in the internal combustion engine is satisfied while the vehicle is running with the main clutch disengaged; When it is determined that the combustion requirement condition is satisfied, clutch control is executed to control the clutch actuator so as to transition the main clutch from a disengaged state to an engaged state. After the clutch control is started, it is determined whether a predetermined combustion permission condition related to permission of combustion in the internal combustion engine is satisfied; The vehicle is configured to execute combustion start control to start combustion in the internal combustion engine when it is determined that the combustion permission condition is satisfied.

[0097] According to the above configuration, since the combustion start control is executed after it is determined that the combustion permission condition is satisfied after the clutch control is initiated, combustion in the internal combustion engine can be started when the engine speed has risen sufficiently. This prevents poor combustion due to insufficient engine speed and enables stable engine combustion at the start of combustion. As a result, variation in combustion timing can be prevented. Furthermore, torque fluctuations caused by variation in combustion timing can be prevented, improving the driving feel.

[0098] [Aspect 2] Further, an electric motor capable of transmitting power to the drive wheels is provided. The vehicle according to Aspect 1, wherein the processing circuit is configured to control the internal combustion engine so as to increase the output torque of the internal combustion engine and control the electric motor so as to reduce the output torque of the electric motor after the combustion start control.

[0099] According to the above configuration, as the output torque of the internal combustion engine increases, by reducing the output torque of the electric motor, it is possible to suppress a sudden increase in the torque transmitted to the drive wheels as a whole. As a result, the driving feeling can be further improved.

[0100] [Aspect 3] The electric motor is a driving source for traveling different from the internal combustion engine in the vehicle, The vehicle further includes a transmission shaft disposed between the second rotating body and the drive wheels in the power transmission path, and to which the output torque of the electric motor is transmitted. The vehicle according to Aspect 2, wherein the processing circuit is configured to control the electric motor so as to increase the output torque of the electric motor as the fastening pressure of the main clutch increases in the clutch control.

[0101] According to the above configuration, the torque taken from the transmission shaft as the main clutch is connected can be compensated by increasing the output torque of the electric motor. Thereby, it is possible to suppress the fluctuation of the rotational force of the drive wheels, in other words, the change in the driving force of the drive wheels, when the main clutch is transitioned from the disengaged state to the engaged state.

[0102] [Aspect 4] The vehicle according to Aspect 2 or 3, wherein the processing circuit is configured to start reducing the output torque of the electric motor simultaneously with the start of combustion of the internal combustion engine by the combustion start control.

[0103] According to the above configuration, since the reduction of the output torque of the electric motor is started at the start of combustion of the engine, the effect of reducing the vehicle body shock associated with the start of combustion of the engine can be enhanced.

[0104] [Aspect 5] The processing circuit controls the internal combustion engine to maintain a non-combustible state in which at least one of the following non-combustion conditions is satisfied: a first non-combustion condition that the throttle valve for adjusting the intake air amount of the cylinder of the internal combustion engine is in a closed state from at least the time when the clutch control starts until the time when it is determined that the combustion permission condition is satisfied; a second non-combustion condition that ignition in the cylinder by the ignition device of the internal combustion engine is stopped; and a third non-combustion condition that fuel supply to the cylinder of the internal combustion engine is stopped. When it is determined that the combustion permission condition is satisfied, in the combustion start control, the internal combustion engine is configured to start combustion of the internal combustion engine by changing from the non-combustible state to a combustible state in which none of the first non-combustion condition, the second non-combustion condition, and the third non-combustion condition is satisfied, according to any one of Aspects 1 to 4.

[0105] According to the above configuration, it is possible to prevent the internal combustion engine from combusting before the combustion permission condition is satisfied.

[0106] [Aspect 6] The processing circuit is configured to change the time at which the main clutch transitions from the disengaged state to the engaged state in the clutch control according to a driving operation by the driver or the vehicle state, according to any one of Aspects 1 to 5.

[0107] According to the above configuration, in order to change the time at which the main clutch transitions from the disengaged state to the engaged state in the clutch control according to a driving operation by the driver or the vehicle state, for example, the shock generated in the vehicle body as the engagement pressure of the clutch increases can be adjusted according to the situation. For example, the vehicle can be controlled in view of the allowable degree of vehicle body shock according to the driver's intention to accelerate. For example, when the accelerator operation amount or its time change is large, a certain amount of shock generated in the vehicle body can be tolerated, and the time for the main clutch to transition from the disengaged state to the engaged state can be shortened.​

[0108] [Aspect 7] The vehicle according to any one of Aspects 1 to 6, wherein the processing circuit is configured to change the combustion permission condition according to a driving operation by a driver or a vehicle state.

[0109] According to the above configuration, since the combustion permission condition is changed according to a driving operation by a driver or a vehicle state, the timing of engine combustion can be adjusted according to the situation. For example, when the driver can tolerate some variation in the combustion timing of the engine from a driving operation by the driver or a vehicle state, combustion start control can be performed in a state where the engine speed is relatively low.

[0110] [Aspect 8] The vehicle according to any one of Aspects 2 to 7, wherein the processing circuit is configured to change an acceleration rate of an output torque of the internal combustion engine in control for increasing the output torque of the internal combustion engine according to a driving operation by a driver or a vehicle state.

[0111] According to the above configuration, since the acceleration rate of the output torque of the internal combustion engine is changed according to a driving operation by a driver or a vehicle state, for example, the shock generated in the vehicle body can be adjusted according to the situation as the acceleration rate of the output torque of the internal combustion engine is increased. For example, the vehicle can be controlled in view of the allowable degree of vehicle body shock according to the driver's acceleration intention. For example, when the accelerator operation amount or its change over time is large, some shock generated in the vehicle body can be tolerated and the acceleration rate of the output torque of the internal combustion engine can be increased.

[0112] [Aspect 9] The vehicle according to any one of Aspects 1 to 8, wherein the vehicle is a saddle-riding vehicle.

[0113] According to the above configuration, since a saddle-riding vehicle is relatively lightweight compared to other vehicles and the shock generated in the vehicle body easily affects the driving feeling of the driver, it is suitable for control that can prevent torque fluctuations caused by variations in combustion timing.

[0114] [Aspect 10] an internal combustion engine as a driving source; Drive wheels and a main clutch including a first rotor disposed on the internal combustion engine side in a power transmission path between the internal combustion engine and the drive wheels, and a second rotor disposed on the drive wheels side in the power transmission path, the main clutch being switchable between an engaged state and a disengaged state; a torque reduction device that reduces torque transmitted to the drive wheels, determining whether a predetermined combustion requirement condition related to requesting the start of combustion in the internal combustion engine is satisfied while the vehicle is running with the main clutch disengaged; transitioning the main clutch from a disengaged state to an engaged state when it is determined that the combustion requirement condition is satisfied; determining whether a predetermined combustion permission condition related to permission of combustion in the internal combustion engine is satisfied after the main clutch starts to transition from a disengaged state to an engaged state; When it is determined that the combustion permission condition is satisfied, the method of controlling a vehicle includes starting combustion in the internal combustion engine and controlling the torque reduction device to reduce the torque transmitted to the drive wheels.

[0115] According to the above method, after starting to transition the main clutch from the disengaged state to the engaged state, and after determining that the combustion permission condition is satisfied, the engine combustion is started. Therefore, the engine combustion can be started in a state where the engine speed has sufficiently increased. This prevents poor combustion due to insufficient engine speed and enables stable engine combustion at the start of combustion. As a result, it is possible to prevent variations in combustion timing. In addition, torque fluctuations caused by variations in combustion timing can be prevented, and the driving feeling can be improved. Further, while starting the combustion of the internal combustion engine, the torque reduction device is controlled to reduce the torque transmitted to the drive wheels, so that a sudden increase in the torque transmitted to the drive wheels as a whole can be suppressed. Thereby, the driving feeling can be further improved.

[0116] A control program for a vehicle that causes at least one processor to execute the above control method.

Explanation of symbols

[0117] 1: Vehicle 2: Internal combustion engine 2a: Throttle device 2b: Ignition device 2c: Fuel supply device 3: Electric motor 4: Transmission 5: Input shaft 6: Output shaft 7: Transmission gear pair 9: Drive wheels 21: Main clutch 21a: First rotating body 21b: Second rotating body 22: Clutch actuator 30: Controller 30a: CPU 31: Operation sensor 32: Engine speed sensor 33: Motor speed sensor 34: Vehicle state sensor

Claims

1. an internal combustion engine as a traveling drive source, drive wheels, a first rotating body disposed on the internal combustion engine side in the power transmission path between the internal combustion engine and the drive wheels, and a second rotating body disposed on the drive wheel side in the power transmission path, and a main clutch that can be switched between a engaged state and a disengaged state, a clutch actuator that operates the main clutch, a processing circuit, and a vehicle comprising the same, wherein the processing circuit determines whether or not a predetermined combustion request condition regarding a request for starting combustion of the internal combustion engine is satisfied in a state where the vehicle is traveling with the main clutch disengaged, when it is determined that the combustion request condition is satisfied, executes clutch control to control the clutch actuator so as to transition the main clutch from the disengaged state to the engaged state, after the clutch control is started, determines whether or not a predetermined combustion permission condition regarding permission of combustion of the internal combustion engine is satisfied, and when it is determined that the combustion permission condition is satisfied, executes combustion start control to start combustion of the internal combustion engine. A vehicle configured as described above.

2. further comprising an electric motor capable of transmitting power to the drive wheels, wherein the processing circuit is configured to control the internal combustion engine so as to increase the output torque of the internal combustion engine and control the electric motor so as to reduce the output torque of the electric motor after the combustion start control. The vehicle according to claim 1.

3. the electric motor is a traveling drive source different from the internal combustion engine in the vehicle, the vehicle further comprises a transmission shaft disposed between the second rotating body and the drive wheels in the power transmission path, and to which the output torque of the electric motor is transmitted, wherein the processing circuit is configured to control the electric motor so as to increase the output torque of the electric motor as the engagement pressure of the main clutch increases in the clutch control. The vehicle according to claim 2.

4. the processing circuit is configured to start reducing the output torque of the electric motor simultaneously with the start of combustion of the internal combustion engine by the combustion start control. The vehicle according to claim 2 or 3.

5. the processing circuit At least from the time when the clutch control starts until the time when it is determined that the combustion permission condition is satisfied, a first combustion impossible condition that the throttle valve for adjusting the intake air amount of the cylinder of the internal combustion engine is in a closed state, a second combustion impossible condition that the ignition in the cylinder by the ignition device of the internal combustion engine is stopped, and a third combustion impossible condition that the fuel supply to the cylinder of the internal combustion engine is stopped, the internal combustion engine is controlled to maintain a combustion impossible state in which at least one of the conditions is satisfied, When it is determined that the combustion permission condition is satisfied, in the combustion start control, the internal combustion engine is configured to start combustion of the internal combustion engine by changing from the combustion impossible state to a combustible state in which none of the first combustion impossible condition, the second combustion impossible condition, and the third combustion impossible condition is satisfied. The vehicle according to claim 1 or 2.

6. The vehicle according to claim 1 or 2, wherein the processing circuit is configured to change the time for the main clutch to transition from the disengaged state to the engaged state in the clutch control according to a driving operation by a driver or a vehicle state.

7. The vehicle according to claim 1 or 2, wherein the processing circuit is configured to change the combustion permission condition according to a driving operation by a driver or a vehicle state.

8. The vehicle according to claim 2, wherein the processing circuit is configured to change an acceleration rate of an output torque of the internal combustion engine in control for increasing the output torque of the internal combustion engine according to a driving operation by a driver or a vehicle state.

9. The vehicle according to claim 1 or 2, wherein the vehicle is a saddle-riding vehicle.

10. An internal combustion engine as a traveling drive source, Drive wheels, Including a first rotating body disposed on the internal combustion engine side in the power transmission path between the internal combustion engine and the drive wheels, and a second rotating body disposed on the drive wheel side in the power transmission path, and a main clutch that can be switched between an engaged state and a disengaged state, A vehicle control method including a torque reduction device that reduces the torque transmitted to the drive wheels, Determining whether or not a predetermined combustion request condition regarding the request for starting combustion of the internal combustion engine is satisfied in a state where the vehicle is traveling with the main clutch disengaged, When it is determined that the combustion requirement conditions are satisfied, transitioning the main clutch from the disengaged state to the engaged state; After starting to transition the main clutch from the disengaged state to the engaged state, determining whether predetermined combustion permission conditions regarding permitting combustion of the internal combustion engine are satisfied; When it is determined that the combustion permission conditions are satisfied, starting combustion of the internal combustion engine and controlling the torque reduction device to reduce the torque transmitted to the drive wheels, a vehicle control method including this.

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