JP5286426B2 - Vehicle, control device thereof, and control method thereof - Google Patents

Description

  The present invention relates to a vehicle, a control device thereof, and a control method thereof. More particularly, the present invention relates to a vehicle including an electronically controlled continuously variable transmission and an idle speed control device, a control device thereof, and a control method thereof.

Conventionally, a continuously variable transmission (hereinafter referred to as “CVT (Continuously) in which idle rotation speed control (ISC: Idle Speed Control)” is performed.
Variable Transmission) ”. ) Is known (for example, Patent Document 1). Specifically, ISC adjusts the engine rotation speed (idle rotation speed) during idling by changing the passage area of the bypass passage using an ISC valve or the like to increase or decrease the amount of intake air to the engine. It is control to do.

JP 2004-19740 A

  By the way, an electronically controlled continuously variable transmission (hereinafter referred to as “ECVT (Electronic Continuously Variable Transmission)”) has been known. In this ECVT, the gear ratio can be adjusted regardless of the engine speed. For this reason, ECVT is widely used for vehicles such as scooters.

  In a vehicle equipped with ECVT, when the ISC described in Patent Document 1 is to be applied, there is a risk that the vehicle speed increases even though the rider does not open the throttle. That is, the vehicle may increase in speed against the rider's intention to decelerate, and drivability is not preferable.

  The present invention has been made in view of such a point, and an object thereof is to improve drivability in a vehicle including an ECVT and an idle speed control device.

The vehicle according to the present invention includes a drive wheel, an engine, an input shaft connected to the engine, and an output shaft, and an electronic device in which a gear ratio between the input shaft and the output shaft is adjusted. A control-type continuously variable transmission, a clutch disposed between the output shaft and the drive wheel, and intermittently controlled according to the rotational speed of the output shaft, and an idle speed control for adjusting the idle rotational speed of the engine and an idle speed control device for performing the abnormality was detected in the continuously variable transmission gear ratio control is normally performed not become the continuously variable transmission, wherein when said abnormality occurs in the continuously variable transmission, wherein And a control unit that suppresses or stops the idle speed control.

A vehicle control device according to the present invention includes a drive wheel, an engine, an input shaft connected to the engine, and an output shaft, and a gear ratio between the input shaft and the output shaft is adjusted. An electronically controlled continuously variable transmission, a clutch that is disposed between the output shaft and the drive wheel and that is intermittently engaged according to the rotational speed of the output shaft, and adjusts the idle rotational speed of the engine An idle speed control device that performs idle speed control, and detects an abnormality of the continuously variable transmission that prevents control of the gear ratio of the continuously variable transmission from being performed normally , When the abnormality occurs in the continuously variable transmission, the idle speed control is suppressed or stopped.

A vehicle control method according to the present invention includes a drive wheel, an engine, an input shaft connected to the engine, and an output shaft, and a gear ratio between the input shaft and the output shaft is adjusted. An electronically controlled continuously variable transmission, a clutch that is disposed between the output shaft and the drive wheel and that is intermittently engaged according to the rotational speed of the output shaft, and adjusts the idle rotational speed of the engine An idle speed control device that performs idle speed control, a vehicle control method comprising: detecting an abnormality of the continuously variable transmission that prevents the control of the transmission ratio of the continuously variable transmission from being performed normally ; when the abnormality occurs in the continuously variable transmission is a method of suppressing or stopping the idle speed control.

  According to the present invention, drivability can be improved in a vehicle including an ECVT and an idle speed control device.

1 is a side view of a motorcycle embodying the present invention. It is sectional drawing of an engine unit. It is a fragmentary sectional view showing the composition of CVT. It is sectional drawing of the intake pipe vicinity of an engine. 1 is a block diagram illustrating a control system for a motorcycle. FIG. It is a flowchart showing ISC F / B control. 6 is a flowchart showing suppression or prohibition control of ISC F / B control based on a connection state of a centrifugal clutch 25. 7 is a flowchart showing suppression or inhibition control of ISC F / B control based on an abnormality of transmission 20. 6 is a cross-sectional view of the vicinity of an intake pipe of an engine according to Modification 1. FIG. FIG. 10 is a cross-sectional view of the vicinity of an intake pipe of an engine in a second modification. It is a block diagram showing the control system which concerns on Embodiment 2. FIG.

<Embodiment 1>
<< Outline of this embodiment >>
As a result of diligent research, the present inventors have found for the first time the reason why the vehicle speed increases when the throttle is closed, and have made this embodiment. Before describing the vehicle according to the present embodiment in detail, the reason why the vehicle speeds up when the throttle found by the present inventors is closed will be described.

-Why the vehicle speeds up when the throttle is closed-
For example, in the case of CVT using a centrifugal weight, the gear ratio is determined according to the rotational speed of the engine. Specifically, when the rotational speed of the engine is relatively high, the gear ratio is relatively small. On the other hand, when the rotational speed of the engine is relatively low, the gear ratio is relatively large. In contrast, in a vehicle equipped with ECVT, the gear ratio can be changed regardless of the rotational speed of engine 10 as described above. For this reason, there may occur a situation in which the gear ratio is small even though the rotational speed of the engine is low.

  When the gear ratio is small, the rotational speed of the output shaft of the ECVT is relatively high. For this reason, when the gear ratio is small, the rotational speed of the output shaft of the ECVT is relatively high even though the rotational speed of the engine is low. As a result, a state where the centrifugal clutch attached to the output shaft is not disconnected may occur. In other words, the centrifugal clutch may remain in the connected state despite the low engine speed.

  Further, when the gear ratio is small, the load on the engine becomes relatively large. Therefore, the engine rotation speed becomes lower than the target rotation speed. For this reason, ISC operates to increase the rotational speed of the engine.

  In this way, if the gear ratio is kept small, there is a possibility that the ISC may operate while the centrifugal clutch is kept connected even though the rotational speed of the engine is low. Therefore, in a vehicle equipped with ECVT, even when the rider tries to decelerate and closes the throttle, the gear ratio is relatively small, so that the ISC works and the vehicle may be accelerated. The present inventors have found this for the first time, and have reached the present embodiment.

  Hereinafter, an example of a preferable embodiment in which the present invention is implemented will be described in detail by taking the motorcycle 1 shown in FIG. 1 as an example. In the present embodiment, a so-called scooter type motorcycle 1 will be described as an example. However, the vehicle of the present invention is not limited to a so-called scooter type motorcycle. The vehicle of the present invention may be, for example, a motorcycle other than the scooter type. Specifically, the vehicle of the present invention may be an off-road type, a motorcycle type, a scooter type, or a so-called moped type. The vehicle of the present invention may be a straddle-type vehicle other than a motorcycle. Specifically, the vehicle of the present invention may be, for example, ATV: All Terrain Vehicle. Furthermore, the vehicle of the present invention may be a vehicle other than a straddle-type vehicle such as a four-wheeled vehicle.

  In the present embodiment, the motorcycle 1 having a belt-type ECVT will be described as an example. However, the vehicle according to the present invention is not limited to this configuration. For example, the vehicle according to the present invention may have an ECVT other than the belt type. The vehicle according to the present invention may have, for example, a toroidal ECVT or the like.

<< Detailed explanation of motorcycle 1 >>
(Schematic configuration of the motorcycle 1)
FIG. 1 shows a side view of the motorcycle 1. The motorcycle 1 includes a body frame (not shown). An engine unit 2 is suspended from the body frame. A rear wheel 3 is disposed at the rear end of the engine unit 2. In the present embodiment, the rear wheel 3 constitutes a drive wheel that is driven by the power of the engine unit 2.

  The vehicle body frame has a head pipe (not shown) extending downward from the steering handle 4. A front fork 5 is connected to the lower end of the head pipe. A front wheel 6 is rotatably attached to the lower end portion of the front fork 5. The front wheel 6 is not connected to the engine unit 2 and constitutes a driven wheel.

(Configuration of engine unit 2)
Next, the configuration of the engine unit 2 will be described with reference to FIGS.

-Configuration of engine 10-
As shown in FIGS. 2 and 3, the engine unit 2 includes an engine (internal combustion engine) 10 and a transmission 20. In the present embodiment, the engine 10 is described as a forced air-cooled four-cycle engine. However, the engine 10 may be another type of engine. For example, the engine 10 may be a water-cooled engine. The engine 10 may be a two-cycle engine.

  As shown in FIG. 3, the engine 10 includes a crankshaft 11. A sleeve 12 is splined to the outer periphery of the crankshaft 11. The sleeve 12 is rotatably supported on the housing 14 via a bearing 13. A one-way clutch 31 connected to the electric motor 30 is attached to the outer periphery of the sleeve 12.

-Configuration of ISC device 9-
FIG. 4 is a cross-sectional view showing the vicinity of the intake pipe 15 connected to the engine 10. The intake pipe 15 supplies air to the engine 10. The intake pipe 15 is provided with a throttle valve 18 as an intake pipe valve. The throttle valve 18 is for adjusting the amount of air flowing through the intake pipe 15 by adjusting the flow passage area of the intake pipe 15. The throttle valve 18 is driven by a throttle (not shown). By opening the throttle, the throttle valve 18 is opened, and the amount of air flowing through the intake pipe 15 is increased.

  The throttle valve 18 is provided with a throttle opening sensor 18a (see FIG. 5) not shown. The opening degree of the throttle valve 18 is detected by the throttle opening degree sensor 18a.

  An intake pipe pressure sensor 19 is disposed in the intake pipe 15. Specifically, the intake pipe pressure sensor 19 is disposed in the downstream portion 15 a on the engine 10 side of the throttle valve 18 in the intake pipe 15. The intake pipe pressure sensor 19 detects the pressure in the downstream portion 15a. As shown in FIG. 5, the intake pipe pressure sensor 19 outputs the pressure in the downstream portion 15a to the ECU 7 as the intake pipe pressure.

  An ISC device 9 is attached to the intake pipe 15 to adjust the engine rotation speed when the motorcycle 1 is idling by adjusting the amount of air flowing through the intake pipe 15. Specifically, the ISC device 9 includes a bypass pipe 16, an air amount adjusting device 17, and an ECU 7. The bypass pipe 16 bypasses a portion of the intake pipe 15 where the throttle valve 18 is disposed. In other words, the bypass pipe 16 connects the upstream side and the downstream side of the throttle valve 18 of the intake pipe 15. The air amount adjusting device 17 is for adjusting the amount of air flowing through the intake pipe 15 by adjusting the flow passage area of the bypass pipe 16. Specifically, the air amount adjusting device 17 includes an actuator 17a and a bypass pipe valve 17b driven by the actuator 17a. The bypass pipe valve 17 b is disposed in the bypass pipe 16. The bypass pipe valve 17 b adjusts the amount of air flowing through the bypass pipe 16 by adjusting the flow passage area of the bypass pipe 16. The actuator 17a can be configured by, for example, a stepping motor or the like.

-Configuration of transmission 20-
In the present embodiment, the transmission 20 is a belt-type ECVT. However, the transmission 20 is not limited to a belt-type ECVT. The transmission 20 may be a toroidal ECVT, for example.

  As shown in FIGS. 2 and 3, the transmission 20 includes a primary sheave 21, a secondary sheave 22, and a V belt 23. The V belt 23 is wound around the primary sheave 21 and the secondary sheave 22. The kind of V belt 23 is not specifically limited, A rubber belt, a resin block belt, etc. may be sufficient.

  The primary sheave 21 rotates integrally with the crankshaft 11. The primary sheave 21 includes a fixed sheave body 21a and a movable sheave body 21b. The fixed sheave body 21 a is fixed to one end of the crankshaft 11. The movable sheave body 21b is disposed to face the fixed sheave body 21a. The movable sheave body 21 b is movable in the axial direction of the crankshaft 11. A belt groove 21c around which the V belt 23 is wound is formed by the facing surfaces of the fixed sheave body 21a and the movable sheave body 21b. As shown in FIG. 3, the movable sheave body 21 b has a cylindrical boss portion 21 d through which the crankshaft 11 passes. A cylindrical slider 24 is fixed inside the boss portion 21d. The movable sheave body 21 b integrated with the slider 24 is movable in the axial direction of the crankshaft 11. For this reason, the groove width of the belt groove 21c is variable.

  The groove width of the belt groove 21 c of the primary sheave 21 is changed by driving the movable sheave body 21 b in the axial direction of the crankshaft 11 by the electric motor 30. The electric motor 30 may also be used as a cell motor.

  Secondary sheave 22 is arranged behind primary sheave 21. Secondary sheave 22 is attached to driven shaft 27 via centrifugal clutch 25. Specifically, the secondary sheave 22 includes a fixed sheave body 22a and a movable sheave body 22b. The movable sheave body 22b faces the fixed sheave body 22a. The fixed sheave body 22a is connected to the driven shaft 27 via the centrifugal clutch 25. The movable sheave body 22 b is movable in the axial direction of the driven shaft 27. A belt groove 22c around which the V belt 23 is wound is formed by the opposing surfaces of the fixed sheave body 22a and the movable sheave body 22b.

  The movable sheave body 22b is urged by a spring 26 in a direction to reduce the groove width of the belt groove 22c. Therefore, when the groove width of the belt groove 21c of the primary sheave 21 is reduced and the winding diameter of the V belt 23 around the primary sheave 21 is increased, the V belt 23 is pulled radially inward on the secondary sheave 22 side. . For this reason, the movable sheave body 22b moves in the direction of expanding the belt groove 22c against the urging force of the spring 26. For this reason, the winding diameter of the V belt 23 around the secondary sheave 22 is reduced.

-Configuration of centrifugal clutch 25-
The centrifugal clutch 25 includes a centrifugal plate 25a, a centrifugal weight 25b, and a clutch housing 25c. The centrifugal plate 25a rotates integrally with the fixed sheave body 22a. The centrifugal weight 25b is supported by the centrifugal plate 25a so as to be displaceable in the radial direction of the centrifugal plate 25a.

  In the present embodiment, the centrifugal plate 25a and the centrifugal weight 25b constitute a first clutch member 25d. The output shaft 22a1 of the transmission 20 is integrally formed with the fixed sheave body 22a of the secondary sheave 22. Specifically, the output shaft 22a1 of the transmission 20 is configured by a cylindrical portion into which the driven shaft 27 of the fixed sheave body 22a is inserted.

  The clutch housing 25c constitutes a second clutch member 25e. The clutch housing 25 c is fixed to one end of the driven shaft 27. A speed reduction mechanism 28 is connected to the driven shaft 27. The driven shaft 27 is connected to the axle 29 via the speed reduction mechanism 28. A rear wheel 3 is attached to the axle 29. Thus, the clutch housing 25 c is connected to the rear wheel 3 as a drive wheel via the driven shaft 27, the speed reduction mechanism 28, and the axle 29. The clutch housing 25c is engaged with and disengaged from the first clutch member 25d according to the rotational speed of the output shaft 22a1. Specifically, when the rotation speed of the output shaft 22a1 becomes equal to or higher than a predetermined rotation speed, the centrifugal weight 25b moves to the outside in the radial direction of the centrifugal plate 25a by centrifugal force and contacts the clutch housing 25c. Accordingly, the first clutch member 25d and the clutch housing 25c as the second clutch member 25e are engaged. When the first clutch member 25d and the clutch housing 25c are engaged, the rotation of the output shaft 22a1 is transmitted to the rear wheel 3 as a drive wheel via the clutch housing 25c, the driven shaft 27, the speed reduction mechanism 28, and the axle 29. Is done. On the other hand, when the rotation speed of the output shaft 22a1 becomes less than the predetermined rotation speed, the centrifugal force applied to the centrifugal weight 25b decreases, and the centrifugal weight 25b moves away from the clutch housing 25c. Therefore, the rotation of the output shaft 22a1 is not transmitted to the clutch housing 25c. As a result, the rear wheel 3 does not rotate.

(Control system for motorcycle 1)
Next, the control system of the motorcycle 1 will be described in detail with reference to FIG. The motorcycle 1 includes an ECU 7 as a control unit. The ECU 7 controls the transmission 20, the engine 10, and the like.

-Schematic configuration of control system for motorcycle 1-
As shown in FIG. 5, a sheave position sensor 40 is connected to the ECU 7. In the present embodiment, the sheave position sensor 40 constitutes a gear ratio sensor that detects the gear ratio of the transmission 20. The sheave position sensor 40 is, so to speak, a sensor that detects the state of the movable part of the transmission 20 and detects the speed ratio of the transmission 20 by detecting the state of the movable part of the transmission 20. The sheave position sensor 40 detects the position of the movable sheave body 21 b of the primary sheave 21. The sheave position sensor 40 outputs the detected position of the movable sheave body 21b to the ECU 7 as a sheave position detection signal. The sheave position sensor 40 can be configured by, for example, a potentiometer.

  In addition, a primary sheave rotation sensor 43, a secondary sheave rotation sensor 41, and a vehicle speed sensor 42 are connected to the ECU 7. The primary sheave rotation sensor 43 detects the rotation speed of the primary sheave 21. Primary sheave rotation sensor 43 outputs a primary sheave rotation speed signal to ECU 7 based on the detected rotation speed of primary sheave 21. The secondary sheave rotation sensor 41 detects the rotation speed of the secondary sheave 22. Secondary sheave rotation sensor 41 outputs a secondary sheave rotation speed signal to ECU 7 based on the detected rotation speed of secondary sheave 22. The vehicle speed sensor 42 detects the rotational speed of the rear wheel 3. The vehicle speed sensor 42 outputs a vehicle speed signal to the ECU 7 based on the detected rotational speed.

  A handle switch attached to the steering handle 4 is connected to the ECU 7. The handle switch outputs a handle SW signal when the handle switch is operated by the rider.

  As described above, the throttle opening sensor 18a outputs a throttle opening signal to the ECU 7.

-Control of transmission 20-
The ECU 7 controls the sheave position of the movable sheave body 21 b of the primary sheave 21 based on the vehicle speed signal output from the vehicle speed sensor 42. Specifically, the ECU 7 determines the target gear ratio from the throttle opening and the vehicle speed. The ECU 7 calculates the sheave target position from the determined target gear ratio. The sheave position of the movable sheave body 21b of the primary sheave 21 is controlled according to the calculated sheave target position.

  The driving method of the electric motor 30 is not particularly limited. In the present embodiment, the electric motor 30 is described as being driven by pulse width modulation (PWM (Pulse Width Modulation) drive). Specifically, the ECU 7 is provided with a drive circuit (not shown) of the electric motor 30 and a CPU (Central Processing Unit) (not shown) that outputs a signal to the drive circuit. The CPU outputs a pulse width modulation signal to the drive circuit. The drive circuit applies a pulse voltage corresponding to the pulse width modulation signal to the electric motor 30. Thereby, the electric motor 30 is driven. However, the electric motor 30 may be a step motor.

-Idle speed control feedback control-
Idle speed control (ISC) feedback control (hereinafter referred to as “ISC F / B”) is control for changing the engine speed when the engine 10 is idling. The ISC F / B control is a control for increasing the idle rotation speed for the purpose of, for example, early warming up of the motorcycle 1 during idling.

  Specifically, here, ISC F / B control is performed according to the flowchart shown in FIG. First, in step S21, it is determined whether or not the following conditions 1) to 6) are satisfied. If it is determined in step S21 that the following conditions 1) to 6) are satisfied, the process proceeds to step S22. In step S22, the intake air amount to the engine 10 is adjusted. Specifically, the intake air amount of the engine 10 is increased or decreased. For example, when the intake air amount to the engine 10 is increased, the bypass pipe valve 17b is driven by the actuator 17a, the flow passage area of the bypass pipe 16 is enlarged, and the intake air amount to the engine 10 is increased.

On the other hand, if it is determined in step S21 that the following conditions 1) to 6) are not satisfied, the process returns to step S21 again.
1) Engine rotation speed ≧ ISC F / B control permission engine rotation speed 2) Cooling water temperature of engine 10 ≧ ISC F / B control permission water temperature 3) Throttle opening ≦ idle determination opening 4) Vehicle speed of motorcycle 1 < ISC F / B control permission vehicle speed 5) Throttle opening sensor 18a is not abnormal 6) Not in deceleration fuel cut state

  Conditions 1) and 2) in step S21 are conditions for avoiding that the engine 10 stops. The ISC F / B control permission engine rotation speed in condition 1) can be set to 500 rpm, for example. However, the ISC F / B control permission engine rotation speed in the condition 1) and the ISC F / B control permission water temperature in the condition 2) can be appropriately set according to the type of the motorcycle 1, the use environment, and the like.

  Conditions 3) and 4) in step S21 are conditions for determining whether or not the motorcycle 1 is idling and the vehicle speed is not so high. The idle determination opening degree in the condition 3) and the ISC F / B control permission vehicle speed in the condition 4) can be set as appropriate according to the type of the motorcycle 1, the use environment, and the like.

  Condition 6) in step S21 is to determine whether or not the deceleration fuel cut state has already been made by some control other than the ISC F / B control.

-Suppressing or stopping ISC F / B control-
In one reference form, the ISC F / B control as described above is suppressed or stopped based on the flowchart shown in FIG. Specifically, when the centrifugal clutch 25 is in the connected state, the ISC F / B control is suppressed or stopped.

  As shown in FIG. 7, in step S1, it is determined whether or not the centrifugal clutch 25 is in a connected state. Specifically, in step S1, it is determined whether or not the first clutch member 25d and the second clutch member 25e are engaged.

  In addition, the determination method of the connection state of the centrifugal clutch 25 is not specifically limited. For example, the connection state of the centrifugal clutch 25 may be determined based on the rotation speed of the first clutch member 25d detected by the secondary sheave rotation sensor 41. Specifically, the centrifugal clutch 25 may be determined to be in a connected state when the rotational speeds of the first clutch member 25d and the driven shaft 27 are equal to or higher than a predetermined rotational speed.

  The connection state of the centrifugal clutch 25 may be determined based on the difference between the rotational speeds of the first clutch member 25d and the driven shaft 27 and the rotational speed of the second clutch member 25e. Specifically, when the centrifugal clutch 25 is in the connected state when the rotational speed of the first clutch member 25d and the driven shaft 27 is substantially the same as the rotational speed of the second clutch member 25e. You may make it judge.

  In step S1, when it is determined that the centrifugal clutch 25 is in the connected state, the ISC F / B control is suppressed or stopped. The suppression of the ISC F / B control is to decrease the gain of the ISC F / B control or lengthen the feedback cycle of the ISC F / B control.

《Action and effect》
By the way, although the throttle is closed, the situation in which the motorcycle 1 is accelerated is a situation that occurs because the centrifugal clutch 25 is in the connected state. In the state where the centrifugal clutch 25 is not connected, the power of the engine 10 is not transmitted to the rear wheel 3, so that the motorcycle 1 does not increase its speed when the throttle is closed. Here, in this reference embodiment, when the centrifugal clutch 25 is in the connected state, the ISC F / B control is suppressed or stopped. For this reason, in the present embodiment, the occurrence of a situation where the motorcycle 1 speeds up against the rider's intention is suppressed, and good drivability is realized.

  The ISC F / B control is a control for adjusting the engine rotation speed when the motorcycle 1 is idling. For this reason, it is not particularly necessary when the engine speed at which the centrifugal clutch 25 is connected is relatively high. Therefore, even if the ISC F / B control is suppressed or stopped when the centrifugal clutch 25 is in the connected state, no significant problem occurs.

  The ISC F / B control may or may not be performed when the centrifugal clutch 25 is in the half-clutch state.

  In the reference embodiment, the example in which the ISC F / B control is suppressed or stopped when the centrifugal clutch 25 is in the connected state has been described. On the other hand, Embodiment 1 of the present invention suppresses or stops ISC F / B control when an abnormality occurs in the transmission 20 as described below. Hereinafter, the suppression or stop of the ISC F / B control in the first embodiment will be described with reference to FIG. Except for the suppression or stop of the ISC F / B control, it is the same as the reference embodiment, and FIGS.

  As shown in FIG. 8, it is determined in step S11 whether or not the transmission 20 is abnormal. When it is determined in step S11 that an abnormality has occurred in the transmission 20, the process proceeds to step S12, where the ISC F / B control is suppressed or stopped. The suppression or stop of the ISC F / B control performed in step S12 is the same as the suppression or stop of the ISC F / B control performed in step S2 of the reference embodiment.

  Note that “abnormality of the transmission 20” means that the transmission 20 is not normally controlled in the transmission 20. Specifically, “abnormality of the transmission 20” refers to an abnormality of the primary sheave rotation sensor 43 as an input shaft rotation speed sensor, an abnormality of the throttle opening sensor 18a, an abnormality of the vehicle speed sensor 42, an abnormality of the transmission 20 Abnormalities in the transmission mechanism excluding the ECU 7, abnormalities in the transmission control system including the ECU 7 and the wiring connecting the ECU 7 and the transmission mechanism, abnormalities in the sheave position sensor 40 as a gear ratio sensor, and the secondary sheave rotation sensor 41 This includes cases where at least one of abnormalities or the like has occurred.

《Action and effect》
Although the throttle is closed, a situation in which the transmission gear ratio of the transmission 20 is kept relatively high may occur, for example, when an abnormality occurs in the transmission 20. Therefore, by suppressing or stopping the ISC F / B control when an abnormality occurs in the transmission 20, it is possible to suppress the occurrence of a situation where the vehicle speeds up against the rider's intention.

<< Modification 1 >>
In the said embodiment, the motorcycle 1 provided with the ISC apparatus 9 provided with the bypass pipe 16 was mentioned as an example, and the example of the preferable form which implemented this invention was demonstrated. However, in the present invention, the ISC device 9 is not limited to one having a bypass pipe. For example, as shown in FIG. 9, the ISC device 9 may use an electronically controlled throttle valve 18 b driven by an actuator 45. In the ISC device 9 shown in FIG. 9, the opening degree of the throttle valve 18 b is electronically controlled by the ECU 7.

<< Modification 2 >>
As shown in FIG. 10, the ISC device 9 may be configured by the ECU 7 and the throttle opening adjustment device 50 that forcibly adjusts the opening of the throttle valve 18 that is not electronically controlled. The throttle opening adjusting device 50 may be constituted by, for example, a pressing member 52 that presses the throttle valve 18 and an actuator 51 that drives the pressing member 52. Specifically, the throttle opening adjusting device 50 may be configured by, for example, a solenoid element.

<< Modification 3 >>
In the above embodiment, the centrifugal clutch 25 is disposed between the output shaft 22a1 and the rear wheel 3. However, the centrifugal clutch 25 only needs to be disposed in the power transmission path between the engine 10 and the rear wheel 3, and is provided, for example, between the crankshaft 11 as the input shaft and the primary sheave 21. Also good. The centrifugal clutch 25 is not intermittent according to the rotational speed of the output shaft 22a1, but may be intermittent according to the rotational speed of the crankshaft 11 as an input shaft.

<Embodiment 2>
FIG. 11 is a block diagram illustrating a motorcycle control system according to the second embodiment. Also in the second embodiment, the transmission 260 is a belt-type ECVT. However, the belt of the transmission 260 according to the second embodiment is a so-called metal belt 264.

  In the first embodiment, the ECVT actuator is the electric motor 30. However, the ECVT actuator is not limited to the electric motor 30. In the second embodiment described below, the ECVT actuator is a hydraulic actuator.

  In the first embodiment, the clutch is the centrifugal clutch 25 that is mechanically engaged and disengaged according to the rotational speed of the output shaft 22a1 of the transmission 20. However, the clutch according to the present invention only needs to be a clutch that is intermittently engaged according to the rotational speed of the input shaft or the output shaft of the transmission, and is not limited to a clutch that is mechanically interrupted according to the rotational speed, A clutch that is intermittently controlled according to the rotational speed may be used. In the second embodiment, an electronically controlled multi-plate friction clutch 265 is used as such a clutch.

  As shown in FIG. 11, the motorcycle according to the second embodiment includes a multi-plate friction clutch 265 that is electronically controlled, and a transmission 260 made of ECVT. The transmission 260 includes a primary sheave 262, a secondary sheave 263, and a metal belt 264 wound around the primary sheave 262 and the secondary sheave 263. The primary sheave 262 includes a fixed sheave body 262A and a movable sheave body 262B. The secondary sheave 263 includes a fixed sheave body 263A and a movable sheave body 263B.

  The primary sheave 262 is provided with a primary sheave rotation speed sensor 43. The secondary sheave 263 is provided with a secondary sheave rotation speed sensor 41.

  The motorcycle includes a hydraulic cylinder 267A, a hydraulic cylinder 267B, and a hydraulic control valve 267C connected to the hydraulic cylinders 267A and 267B as hydraulic actuators. The hydraulic cylinder 267A adjusts the groove width of the primary sheave 262 by driving the movable sheave body 262B of the primary sheave 262. The hydraulic cylinder 267B adjusts the groove width of the secondary sheave 263 by driving the movable sheave body 263B of the secondary sheave 263. The hydraulic control valve 267C is a valve that adjusts the hydraulic pressure applied to the hydraulic cylinders 267A and 267B. The hydraulic control valve 267C performs control such that when either one of the hydraulic cylinders 267A and 267B is increased, the other hydraulic pressure is decreased. The hydraulic control valve 267C is controlled by the ECU 7.

  The multi-plate friction clutch 265 is provided between the engine 10 and the input shaft 271 of the transmission 260 and is intermittently controlled according to the rotational speed of the engine 10. For example, the multi-plate friction clutch 265 is controlled so as to be connected when the rotational speed of the engine 10 becomes equal to or higher than a predetermined value, and to be disconnected when the rotational speed of the engine 10 becomes lower than a predetermined value.

  In the second embodiment, the same control as in the first embodiment is performed. That is, the abnormality of the transmission 260 is detected, and when the abnormality occurs, the ISC F / B control is suppressed or stopped (see FIG. 8).

  Note that when the multi-plate friction clutch 265 is in the half-clutch state, the ISC F / B control may or may not be performed.

<< Other modifications >>
The vehicle of the present invention may be, for example, a motorcycle other than the scooter type. Specifically, the vehicle of the present invention may be an off-road type, a motorcycle type, a scooter type, or a so-called moped type. The vehicle of the present invention may be a straddle-type vehicle other than a motorcycle. Specifically, the vehicle of the present invention may be, for example, ATV: All Terrain Vehicle. Furthermore, the vehicle of the present invention may be a vehicle other than a straddle-type vehicle such as a four-wheeled vehicle.

  The transmission may be, for example, a toroidal ECVT.

  The engine 10 may be a type of engine other than a forced air-cooled four-cycle engine. For example, the engine 10 may be a water-cooled engine. The engine 10 may be a two-cycle engine.

  The condition of the ISC F / B control may not be the condition shown in FIG. The conditions of ISC F / B control can be determined as appropriate according to the vehicle type and the like.

<< Definition of terms etc. in this specification >>
“Idle rotational speed” refers to the rotational speed of the engine when the vehicle is idling.

  “Suppression of ISC F / B control” is to decrease the gain of ISC F / B control or lengthen the feedback cycle of ISC F / B control.

  “Transmission device abnormality” means that in the transmission device, control of the gear ratio is not performed as usual. Specifically, “abnormality of the transmission” refers to an abnormality of the primary sheave rotation sensor 43 as an input shaft rotation speed sensor, an abnormality of the throttle opening sensor 18a, an abnormality of the vehicle speed sensor 42, an ECU 7 of the transmission 20 Abnormality of the transmission mechanism except for the ECU 7, the abnormality of the transmission control system including the wiring connecting the ECU 7 and the transmission mechanism, the abnormality of the sheave position sensor 40 as the transmission ratio sensor, and the abnormality of the secondary sheave rotation sensor 41 This includes the case where at least one of the above occurs.

  The “state where the clutch is engaged” may include a half-clutch state or may not include a half-clutch state depending on the vehicle to which the present invention is applied.

  The “clutch that is intermittently engaged according to the rotational speed” includes a clutch that is intermittently controlled according to the rotational speed in addition to the centrifugal clutch that is mechanically intermittently interrupted according to the rotational speed.

  The present invention is useful for vehicles such as straddle-type vehicles.

1 Motorcycle
2 Engine unit
3 Rear wheels (drive wheels)
7 ECU (control unit)
9 ISC equipment
10 engine
11 Crankshaft (input shaft)
18a Throttle opening sensor
19 Intake pipe pressure sensor
20 Transmission
21 Primary sheave
21a Fixed sheave body
21b Movable sheave body
22 Secondary sheave
22a Fixed sheave body
22a1 output shaft
22b Movable sheave body
23 V belt
25 Centrifugal clutch
25d first clutch member
25e Second clutch member
27 Driven shaft
28 Deceleration mechanism
29 axles
40 sheave position sensor
41 Secondary sheave rotation sensor
42 Vehicle speed sensor
43 Primary sheave rotation sensor

Claims (4)

Driving wheels,
Engine,
An electronically-controlled continuously variable transmission having an input shaft connected to the engine and an output shaft, wherein a gear ratio between the input shaft and the output shaft is adjusted;
A clutch that is arranged between the output shaft and the drive wheel, and is intermittently engaged according to the rotational speed of the output shaft;
An idle speed control device for performing idle speed control for adjusting the idle rotation speed of the engine;
The abnormality was detected in the continuously variable transmission gear ratio control is not performed normally the continuously variable transmission, wherein when the abnormality in the continuously variable transmission has occurred, to slow or stop the idle speed control A control unit;
Vehicle equipped with. The vehicle according to claim 1 , wherein
An input shaft rotational speed sensor for detecting the rotational speed of the input shaft;
A throttle opening sensor;
A vehicle speed sensor,
Further comprising
The continuously variable transmission is
A transmission control system for controlling the transmission ratio;
A transmission ratio sensor for detecting the transmission ratio;
Further comprising
Wherein the abnormality in the continuously variable transmission, the transmission control system of the abnormality, the input shaft rotational speed sensor abnormality, the abnormality of the throttle opening degree sensor, abnormality and the gear ratio abnormality of at least one sensor of the vehicle speed sensor This is because the control of the gear ratio of the continuously variable transmission cannot be performed as usual because of the above . Driving wheels,
Engine,
An electronically-controlled continuously variable transmission having an input shaft connected to the engine and an output shaft, wherein a gear ratio between the input shaft and the output shaft is adjusted;
A clutch that is arranged between the output shaft and the drive wheel, and is intermittently engaged according to the rotational speed of the output shaft;
An idle speed control device for performing idle speed control for adjusting the idle rotation speed of the engine;
A vehicle control device comprising:
The abnormality was detected in the continuously variable transmission gear ratio control is not performed normally the continuously variable transmission, wherein when the abnormality in the continuously variable transmission has occurred, to slow or stop the idle speed control Control device. Driving wheels,
Engine,
An electronically-controlled continuously variable transmission having an input shaft connected to the engine and an output shaft, wherein a gear ratio between the input shaft and the output shaft is adjusted;
A clutch that is arranged between the output shaft and the drive wheel, and is intermittently engaged according to the rotational speed of the output shaft;
An idle speed control device for performing idle speed control for adjusting the idle rotation speed of the engine;
A vehicle control method comprising:
The abnormality was detected in the continuously variable transmission gear ratio control is not performed normally the continuously variable transmission, wherein when the abnormality in the continuously variable transmission has occurred, to slow or stop the idle speed control Control method.

Images