JP5749541B2 - Vehicle shift control device - Google Patents

Description

  The present invention relates to a vehicle shift control device, and more particularly to a vehicle shift control device suitable for use in a vehicle (such as a motorcycle) equipped with an electric belt type continuously variable transmission.

  Currently, due to increasing environmental awareness, there is a demand for improved fuel efficiency in motorcycles.

  One of the means for improving the fuel efficiency is to reduce the rotational speed (low Ne) of the prime mover (engine). That is, in a motorcycle using a continuously variable transmission, the engine speed can be reduced by increasing the transmission ratio of the continuously variable transmission during cruise (when the vehicle speed is substantially constant), The fuel efficiency can be improved.

  However, at this time, depending on the engine speed, there is a case where the vibration of the vehicle body becomes large, and this vibration has a problem of giving the driver an unpleasant feeling.

  On the other hand, as a method for reducing vehicle body vibration, conventionally, there has been disclosed a technique for suppressing vibration by controlling the gear ratio of a continuously variable transmission to shift the engine speed to reduce vibration generated in a vehicle (for example, Patent Document 1). Conventionally, the vibration of the vehicle is reduced by controlling at least one of the throttle opening, the fuel injection amount, the ignition timing, the gear ratio, etc. so as to realize a target torque that cancels the vibration component. The technique which does is disclosed (for example, refer patent document 2).

Japanese Patent No. 3505839 JP 2007-231875 A

  However, the methods described in Patent Documents 1 and 2 are intended to control vibration suppression associated with acceleration / deceleration of the vehicle, and for the purpose of reducing vibration generation associated with low Ne rotation of the engine speed during cruise described above. Therefore, even if vibration can be suppressed, fluctuations in vehicle speed cannot be suppressed. That is, the current situation is that vibration suppression control unique to cruise is required.

  The present invention has been made in consideration of such problems, and when vibrations occur in the vehicle during the control of low Ne of the engine during cruise, it can be quickly avoided from resonance. Another object of the present invention is to provide a vehicle shift control device that can suppress fluctuations in vehicle speed.

[1] The first feature of the present invention is that the engine speed detecting means (148) for detecting the speed (Ne) of the engine (104) and the vehicle speed detecting means for detecting the vehicle speed (V) of the vehicle (12). (191), and the electric belt type continuously variable transmission (106) that changes the transmission ratio by the electric motor (164) for shifting according to the driving state of the vehicle (12), and the magnitude of the vibration of the vehicle body Provided in the vibration determining means (238), the throttle opening detecting means (226) for detecting the operating state of the throttle operating means (220), and the intake passage (212) connected to the engine (104), the throttle opening And an intake air amount control means (216) for controlling the intake air amount to the engine (104) according to the control signal, at least a detection signal of the throttle opening degree detection means (226) If the vehicle is determined to be in the cruise traveling state based on the above, the target engine speed is set to a predetermined cruise speed (Np) and the vehicle speed (V) is constant, so that at least the electric belt type continuously variable An engine speed reduction control means (236) for reducing the engine speed (Ne) toward the predetermined cruise speed (Np) while reducing the speed ratio by the transmission (106), and the engine during control by the rotational speed reduction control means (236), when the vibration of the vehicle body is determined to be a predetermined value (Sth) or by the vibration determining unit (238), according to the rotation speed of the engine (Ne) or to continue the reduction control of the revolution speed (Ne) of the engine Te, wherein the relationship the vehicle speed (V) is constant, the electric belt type continuously variable transmission (106) and said intake air amount control means (2 While increasing the speed ratio by 6), by decrease control the amount of intake air to the engine (104), and select whether to increase the rotation speed of the engine (Ne), the vibration of the vehicle body is predetermined And vibration suppression control means (240 or 242) for controlling to be less than the value (Sth).

[2] The second feature of the present invention is that, in the first feature , the engine speed reduction control means (236) has a fluctuation range (dV) of the vehicle speed (V) equal to or less than a predetermined value (Vth). After changing the gear ratio, the intake air amount to the engine (104) by the intake air amount control means (216) is changed.

[3] According to a third feature of the present invention , in the first or second feature , the vehicle (12) further selects a fuel consumption priority mode that prioritizes fuel consumption and a shift mode selection of a sports mode that prioritizes running performance. The vibration suppression control means (240) includes a means (206), and the engine speed reduction control means (236) when the fuel economy priority mode is selected by the shift mode selection means (206). When the vibration determination means (238) determines that the vibration of the vehicle body is greater than or equal to a predetermined value (Sth) during the control by the above, the current engine speed (Ne) and a predetermined determination value (Nr) ), The engine speed reduction control means (236) continues the engine speed (Ne) reduction control, or the vehicle speed (V) is constant. The electric belt type continuously variable transmission (106) selects whether to increase the engine speed (Ne) while increasing the gear ratio, and the vibration of the vehicle body becomes less than the predetermined value (Sth). It is characterized by controlling as follows.

[4] A fourth feature of the present invention is that, in the third feature , the vibration suppression control means (240) is configured such that the current engine speed (Ne) is equal to or greater than the determination value (Nr). by continuing the reduction control of the engine speed reduction control means (236) for by the engine rotational speed (Ne), the rotational speed of the engine (Ne) is lowered, it said current rotational speed of the engine (Ne) is the determination If it is less than the value (Nr), at least the electric belt type continuously variable transmission (106) increases the speed (Ne) of the engine while increasing the gear ratio.

[5] A fifth feature of the present invention is that, in the fourth feature , the vibration suppression control means (240) is configured such that the engine speed (Ne) is less than the determination value (Nr), Prior to the control to increase the gear ratio by the electric belt type continuously variable transmission (106), the intake air amount control means (216) controls to increase the intake air amount to the engine (104). .

[6] A sixth feature of the present invention is that, in the fourth feature , the vibration suppression control means (240) is configured such that the engine speed (Ne) is equal to or higher than the determination value (Nr). In response to a decrease in engine speed (Ne), the intake air amount control means (216) controls the engine (104) to increase the amount of intake air, and the engine speed (Ne) is determined as described above. When the engine speed is lower than the value (Nr), the intake air amount control means (216) controls the intake air amount to the engine (104) to be decreased with respect to the increase in the engine speed (Ne). It is characterized by.

[7] According to a seventh feature of the present invention , in the first feature , the vehicle (12) further includes a fuel consumption priority mode that prioritizes fuel consumption, and a gear change mode selection means (206) that prioritizes running performance. And the vibration suppression control means (242) during the control by the engine speed reduction control means (236) when the sport mode is selected by the shift mode selection means (206). When the vibration determining means (238) determines that the vibration of the vehicle body is greater than or equal to a predetermined value (Sth), the vehicle speed (V) is always constant, so that at least the electric belt type continuously variable transmission. The engine (106) increases the engine speed (Ne) while increasing the gear ratio, and controls the vibration of the vehicle body to be less than the predetermined value (Sth). To.

[8] An eighth feature of the present invention is that, in the seventh feature , the vibration suppression control means (242) controls the intake air amount control means (216) with respect to an increase in the engine speed (Ne). Thus, the amount of intake air to the engine (104) is controlled to decrease.

[9] A ninth feature of the present invention is that, in the first feature , the vibration determining means (238) determines the magnitude of vibration of the vehicle body based on an output of the vibration detecting means (228), and the vibration detection is performed. The means (228) is characterized in that it is arranged on a member that supports the handle (20) in a steerable manner.

(1) According to the first feature of the present invention, when it is detected that vibration has occurred in the vehicle during the engine speed reduction control, the gear ratio is set so that the change in the vehicle speed is reduced. By changing the rotational speed of the engine, it is possible to quickly avoid resonance and shorten the generation time of boarding vibration, and to suppress fluctuations in vehicle speed.

(2) According to the second feature of the present invention , a time lag occurs until a change in the intake air amount to the engine leads to an increase in the engine output. It becomes easy to suppress below a predetermined value.

(3) According to the third feature of the present invention, in the fuel efficiency priority mode, when it is detected that vibration has occurred in the vehicle during the engine speed reduction control, the change in the vehicle speed is reduced. In this way, by changing the gear ratio and the engine speed, it is possible to quickly avoid resonance and shorten the generation time of the ride vibration.

(4) According to the fourth feature of the present invention, when the current engine speed is equal to or higher than a determination value, resonance is avoided by lowering the engine speed, so that low fuel consumption can be improved. it can.

(5) According to the fifth aspect of the present invention, since priority is given to increasing the engine speed, which is the source of vibration, resonance can be avoided quickly.

(6) According to the sixth aspect of the present invention, when the engine speed is equal to or higher than the determination value Nr and the engine speed reduction control is performed, the rear wheel driving force is reduced, The vehicle speed necessary for cruise driving cannot be secured. Therefore, by controlling the intake air amount in the direction in which the intake air amount to the engine is increased, the rear wheel driving force is improved, and it is necessary for cruise traveling in combination with the engine speed reduction control. A constant rear wheel driving force can be obtained.

  Similarly, when the engine speed is less than the determination value Nr and the increase control of the engine speed is performed, the rear wheel driving force is improved and the vehicle speed required for cruise traveling cannot be secured. Therefore, by controlling the intake air amount in the direction in which the intake air amount to the engine is decreased by the intake air amount control means, the rear wheel driving force is reduced, and coupled with the increase control of the engine speed, it is necessary for cruise traveling. A constant rear wheel driving force can be obtained.

(7) According to the seventh feature of the present invention, when the occurrence of vibration in the vehicle is detected during the engine speed reduction control under the sport mode, the engine speed is always increased. In order to reduce vibration by controlling in the direction to be driven, the cruise speed is set higher than the fuel efficiency priority mode, and as a result, the marginal driving force required for reacceleration becomes larger than the fuel efficiency priority mode, and at the time of reacceleration The power performance can be improved.

(8) According to the eighth aspect of the present invention, when the engine speed is less than the determination value and the increase control of the engine speed is performed, the rear wheel driving force is improved and the cruise is improved. The vehicle speed required for driving cannot be secured. Therefore, by controlling the intake air amount in the direction in which the intake air amount to the engine is decreased by the intake air amount control means, the rear wheel driving force is reduced, and coupled with the increase control of the engine speed, it is necessary for cruise traveling. A constant rear wheel driving force can be obtained.

(9) According to the ninth feature of the present invention, by arranging the vibration detecting means at a part where the driver feels most vibration, the vibration felt by the driver can be reflected in the vibration determining means, Generation | occurrence | production can be suppressed effectively.

1 is a side view showing a motorcycle with a part of a motorcycle on which a transmission control device according to an embodiment is installed omitted. Fig. 3 is a plan view showing a front part of the motorcycle with a part broken away. It is sectional drawing which shows a unit engine. It is a perspective view which shows an example of the left side handle switch applied to a motorcycle. It is a block diagram which shows a part of control system of a unit engine. It is explanatory drawing which shows the basic control operation | movement of the transmission control apparatus (transmission control part) which concerns on this Embodiment. It is a block diagram which shows the structure of the transmission control apparatus (transmission control part) which concerns on this Embodiment. It is a block diagram which shows the structure of an engine speed reduction control part. It is a block diagram which shows the structure of a 1st vibration suppression control part. It is a block diagram which shows the structure of a 2nd vibration suppression control part. It is a flowchart which shows the processing operation of an engine speed fall control part. It is a flowchart which shows the processing operation of a 1st vibration suppression control part. It is a flowchart which shows the processing operation of a 2nd vibration suppression control part. It is a timing chart of control mainly by an engine speed reduction control unit. It is a timing chart of control mainly by the first vibration suppression control unit. It is a timing chart of control mainly by the second vibration suppression control unit.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment in which a vehicle shift control device according to the present invention is applied to, for example, a motorcycle will be described with reference to FIGS.

  As shown in FIGS. 1 and 2, a motorcycle 12 on which a vehicle speed change control device 10 (see FIG. 7) according to the present embodiment is mounted is a scooter type vehicle, for example, a vehicle body frame 14, a front wheel 16. A rear wheel 18 and a handle 20.

  The front portion of the vehicle body frame 14 includes a front fork 22 that pivotally supports the front wheel 16, and a head pipe 24 and a handle post 25 that support the handle 20 connected to the front fork 22 so as to be steerable. A unit engine 26 that supports the rear wheel 18 at the rear end is supported so as to be able to swing up and down at an intermediate portion in the front-rear direction of the vehicle body frame 14. A fuel tank 28 and a radiator 30 disposed behind the fuel tank 28 are mounted. A storage box 32 is attached to the body frame 14 so as to cover the unit engine 26 from above, and a front seat 34 and a rear seat 36 are provided on the storage box 32 to form a tandem type. A riding seat 38 is disposed. Further, a synthetic resin vehicle body cover 40 that covers the vehicle body frame 14, the front portion of the unit engine 26, the fuel tank 28, the radiator 30, and the storage box 32 is attached to the vehicle body frame 14.

  The vehicle body frame 14 includes a head pipe 24, a pair of left and right upper down frames 42 that are connected to the head pipe 24 and extend rearwardly downward, and are connected to the head pipe 24 below the upper downframe 42 and are rearwardly lowered. A horizontal portion 44b is integrally connected to the rear end of the inclined portion 44a extending to the left and right, a pair of left and right lower down frames 44 whose rear ends are welded to the rear end portion of the upper down frame 42, and both upper down frames 42, a pair of left and right seat rails 46 extending rearward from the middle portion of the frame 42, a pair of left and right rear frames 48 connecting the rear portion of the upper down frame 42 and the rear portion of the seat rail 46, an upper down frame 42, and a lower down frame 44. And a pair of left and right support frames 50 arranged on the outer side of the rear frame 48 and extending in the front-rear direction.

  Both the support frames 50 support the step floor 52 provided on the left and right sides of the vehicle body cover 40 from below, and the front ends of both support frames 50 are coupled to the lower part of the inclined portion 44a in the lower down frame 44. The rear end of the support frame 50 is coupled to the middle portion of the rear frame 48.

  The vehicle body cover 40 sits on the front cover 54 that covers the front portion of the head pipe 24 and the upper portion of the front wheel 16, a pair of left and right front side covers 56 that are joined to the left and right sides of the front cover 54, and the front seat 34. The leg shield 58 that covers the front of the driver's legs and is joined to the front side covers 56 so as to cover the head pipe 24 from the rear side, and is located above the leg shield 58 and is also the head pipe 24. And a pair of left and right floor center covers 62 that form a step floor 52 at the lower end of the inner cover 60 that is joined to both front side covers 56 so as to cover the front side cover 56 and extend to the rear side of the leg shield 58. And a pair of left and right floor sides hanging downward from the outer edge of the step floor 52 A pair of left and right body sides disposed below the both sides of the bar 64, a pair of left and right passenger steps 66 provided at the rear portion of the step floor 52, and the riding seat 38, and extending rearward by being connected to the floor side cover 64 A cover 68, a pair of left and right rear lower covers 70 connected to the lower rear side of the body side cover 68, and a rear upper cover 76 disposed between the rear bulge portion 72 of the storage box 32 and the rear portion of the grab rail 74. And a rear center cover 80 connected to the rear upper cover 76 so as to cover the rear bulging portion 72 of the storage box 32 from the rear.

  A license plate 84, a reflector 86, and a license light 88 are attached to a rear fender 82 that covers the rear wheel 18 from the rear. The rear fender 82 includes a pair of left and right tail light units 78 and a cover member that forms part of the vehicle body cover 40. The rear upper cover 76 and the rear center cover 80 are attached to the rear bulging portion 72 of the storage box 32.

  A front fender 90 that covers the front wheel 16 from above is supported by the front fork 22, and a pair of left and right rearview mirrors 92, a switch case 94 for operating each lamp, and the like are attached to the handle 20. A headlight 96 is disposed between both front portions of the front cover 54 and the front portions of the pair of left and right front side covers 56, and blinkers 98 are disposed below the headlights 96 at the front portions of both front side covers 56. Has been placed. A meter panel 100 for placing meters and the like is joined to the top of the front cover 54, both front side covers 56 and the leg shield 58, and the meter visor 100a is projected upward from the front of the meter panel 100. Are integrally provided, and a windshield 102 is disposed in front of the meter visor 100a.

  The unit engine 26 is a water-cooled engine 104 having a cylinder axis substantially horizontal, and a belt-type continuously variable transmission that continuously transmits the output of the engine 104 to a rear wheel 18 by a transmission belt and a pulley. The continuously variable transmission 106 drives the crankshaft-side drive pulley in accordance with the operation of the electric motor 108 as a gearshift actuator, and changes the gear ratio steplessly. The transmission case 110 of the continuously variable transmission 106 is connected to the left side of the crankcase 112 in the engine 104 so as to protrude from the engine 104 and extends to the left side of the rear wheel 18. In addition, brackets 114 are attached to the rear ends of the upper down frames 42, that is, the lower ends, and the main stand 116 is rotatably supported by the brackets 114. When the main stand 116 is erected, the rear wheel 18 can be lifted to allow the scooter type vehicle to stand on its own, and the main stand 116 can be stored so that the rear wheel 18 is grounded when the scooter type vehicle is traveling.

  Here, the unit engine 26 in which the engine 104 and the continuously variable transmission 106 are integrated will be described with reference to FIG.

  The unit engine 26 has a crankshaft 120 that is an output shaft, and a piston 124 is connected via a connecting rod 122 of the crankshaft 120. The piston 124 can slide in a cylinder 128 provided in the cylinder block 126. A cylinder head 130 is fixed to the upper end of the cylinder block 126, and the cylinder head 130, the cylinder 128, and the piston 124 form a combustion chamber 132 for burning the air-fuel mixture.

  The cylinder head 130 is provided with a valve (not shown) for controlling intake and exhaust of the air-fuel mixture into the combustion chamber 132 and an ignition plug 134 for igniting the compressed air-fuel mixture. The opening / closing operation of the valve is controlled by the rotation of the camshaft 136 that is pivotally supported by the cylinder head 130. A driven sprocket 140 is provided at the right end of the camshaft 136 on which the cylinder head cover 138 is disposed, and an endless shape is provided between the driven sprocket 140 and the drive sprocket 142 installed on the crankshaft 120. A cam chain 144 is stretched over.

  The ACG starter motor 146 fixed to the right end portion of the crankshaft 120 is housed in the right end portion of the crankcase 112 that supports the crankshaft 120, and in the vicinity thereof, the rotation speed of the ACG starter motor 146 determines the engine 104. An engine speed sensor 148 that detects the speed (engine speed Ne) is provided. On the other hand, on the left side of the crankshaft 120 in the figure, a continuously variable transmission 106 including a driving pulley 150, a V belt 152 and a driven pulley 154 is connected. The drive pulley 150 is formed with a fan 156 that forcibly cools the continuously variable transmission 106 and the like by rotating in synchronization with the crankshaft 120. The continuously variable transmission 106 includes a drive pulley 150 connected to the left end of the crankshaft 120 and a driven shaft 160 supported by a transmission case 158 in parallel to the crankshaft 120 via a centrifugal start clutch 162. The continuously variable transmission belt converter is configured by winding an endless V-belt 152 between the driven pulley 154 and the driven pulley 154. The continuously variable transmission 106 is provided with a gear ratio control motor 164 in the vicinity of the drive pulley 150 for arbitrarily changing the gear ratio.

  The drive pulley 150 includes a drive-side fixed pulley half 166 fixed to the left end portion of the crankshaft 120 and a drive-side movable pulley half 168 attached to the crankshaft 120 so as to be slidable in the axial direction. I have. The drive side movable pulley half 168 is provided with a feed screw on the right side of the drawing, and the transmission ratio control motor 164 transmitted via the pinion gear 170, the first transmission gear 172, and the second transmission gear 174 is provided. By rotating with a driving force, it is configured to slide freely in the axial direction. A gear ratio sensor 176 that detects the gear ratio by detecting the position of the driving side movable pulley half 168 is provided in the vicinity of the driving side movable pulley half 168.

  On the other hand, the driven pulley 154 includes a driven-side fixed pulley half 182 fixed to a sleeve 180 that rotates integrally with a rotating body that holds the clutch shoe 178 of the starting clutch 162, and a slide in the axial direction with respect to the sleeve 180. And a driven half movable pulley half 184 that can move. The V-belt 152 is formed between the driving-side fixed pulley half 166 and the driving-side movable pulley half 168 and between the driven-side fixed pulley half 182 and the driven-side movable pulley half 184, respectively. It is wound around a belt groove having a substantially V-shaped cross section. Further, a spring 186 that constantly biases the driven-side movable pulley half 184 toward the driven-side fixed pulley half 182 is disposed on the back side of the driven-side movable pulley half 184.

  The starting clutch 162 blocks transmission of driving force between the driven pulley 154 and the driven shaft 160 when the rotational speed of the driven pulley 154 is less than a predetermined value. When the engine speed Ne increases and the rotational speed of the driven pulley 154 becomes a predetermined value or more, the clutch shoe 178 is configured to press the inner peripheral surface of the outer case 188 by centrifugal force. Accordingly, the rotation of the driven pulley 154 is transmitted to the outer case 188 via the sleeve 180 and the clutch shoe 178, the driven shaft 160 fixed to the outer case 188, the transmission shaft 190 meshing with the driven shaft 160, and the transmission The axle (not shown) of the rear wheel 18 that meshes with the shaft 190 is rotated. A vehicle speed sensor 191 that detects the vehicle speed from the rotation speed of the outer case 188 is provided in the vicinity of the outer case 188.

  The speed ratio of the continuously variable transmission 106 is changed by rotationally driving the speed ratio control motor 164 in a direction corresponding to the up / down of the speed ratio. If the rotation direction of the gear ratio control motor 164 is the shift-up direction (top ratio direction), the drive-side movable pulley half 168 is slid in the left direction in the figure. Then, the drive-side movable pulley half 168 approaches the drive-side fixed pulley half 166 and the belt groove width of the drive pulley 150 is reduced by the amount of sliding, so that the contact position between the drive pulley 150 and the V-belt 152 is reduced. Shifts outward in the radial direction, and the winding diameter of the V-belt 152 increases (in FIG. 3, a low ratio position 168 (L) is shown above the crankshaft 120 and a top ratio position 168 (H ).

  Along with the speed change operation described above, in the driven pulley 154, the distance between the crankshaft 120 and the driven shaft 160 is not changed, and the V belt 152 is endless, so that a force for reducing the winding diameter acts. . Accordingly, the driven-side movable pulley half 184 slides in the left direction in the figure against the elastic force urged by the spring 186, and is formed by the driven-side fixed pulley half 182 and the driven-side movable pulley half 184. The groove width increases. Thus, the change of the transmission gear ratio by the continuously variable transmission 106 is realized by continuously changing the winding diameter (transmission pitch diameter) of the V-belt 152.

  As described above, the continuously variable transmission 106 can select an arbitrary gear ratio steplessly by controlling the gear ratio control motor 164. Therefore, depending on the control method, not only smooth running by continuously variable transmission but also several fixed gear ratios (for example, seven steps) are set, and a shift change is performed between the fixed gear ratios by the occupant's command. It is possible to carry out manual transmission-type shift control, and furthermore, shift control that can provide a manual auto-shift riding feeling in which automatic transmission is performed in a stepped transmission.

  FIG. 4 is a perspective view of a left handle switch applied to the motorcycle 12. A left handle grip 192 is attached to the left side of the pipe-shaped handle 20 in the figure, and a left brake lever 194 is disposed in the front direction of the vehicle. A left switch case 198 is installed between the left handle grip 192 and the brake fluid reservoir tank 196. The left switch case 198 includes a winker switch 200, a horn switch 202, a headlight optical axis switch 204, and a shift switch that swings in a seesaw manner from the neutral state to the plus (+) direction and the minus (−) direction. 206 is provided.

  In addition, the motorcycle 12 is provided with at least a “continuously variable transmission mode” that can be selected from two types: a fuel efficiency priority mode (D mode) that emphasizes fuel efficiency and a sports mode (S mode) that emphasizes running performance. The operation for switching each speed change mode can be performed by the shift switch 206 between the D mode and the S mode.

  The motorcycle 12 includes an engine control device (engine control unit: ECU 210) that controls the unit engine 26 and the like described above, as schematically shown in FIG.

  Further, the engine 104 of the unit engine 26 is provided with an intake pipe 212 and an exhaust pipe 214. The intake pipe 212 is provided with a throttle valve 216. A fuel injection valve 218 is provided at a position near the engine 104 of the intake pipe 212. Provided. The throttle valve 216 is rotated by driving the throttle valve motor 222 according to the rotation operation of the throttle grip 220, and the rotation amount (opening angle of the intake valve) is detected by the valve opening sensor 224.

  The ECU 210 includes a travel mode selection signal (travel mode M) from the shift switch 206, a detection signal (engine speed Ne) from the engine speed sensor 148, and a detection signal (vehicle speed V) from the vehicle speed sensor 191. And a detection signal from the transmission ratio sensor 176 (wrapping diameter of the V-belt 152 on the driving side: hereinafter referred to as a winding diameter Ra) and detection from the grip opening degree sensor 226 that detects the amount of operation rotation of the throttle grip 220. A signal (grip opening degree Ag), a detection signal (valve opening degree Av) from the valve opening degree sensor 224, and a detection signal (vehicle body vibration value) from a vibration sensor 228 (for example, an acceleration sensor) that detects vibration generated by the vehicle body. Sa) is input at least.

  As shown in FIGS. 1 and 2, the vibration sensor 228 is preferably arranged on a member (head pipe 24, handle post 25, etc.) that supports the handle 20 so as to be steerable.

  ECU 210 includes a shift control unit 230 that functions as shift control apparatus 10 according to the present embodiment. Here, prior to the detailed configuration and functions of the shift control unit 230, basic control operations will be described with reference to FIG.

  The engine speed, the grip opening, the vehicle speed, the travel mode, and the vehicle body vibration value are input to the speed change control unit 230, and cruise travel determination and vibration suppression control determination are performed, and the cruise target engine speed and target valve are determined. Each setting (including calculation) of the opening degree and the control value of the transmission ratio control motor is performed, and based on these set (calculated) values, the throttle valve motor 222 is driven by the throttle valve driving unit, and the transmission motor is driven. The gear ratio control motor 164 is driven by the unit.

  First, in the procedure F1, when the motorcycle 12 is determined to be in the cruise traveling state based on the change state of the vehicle speed and the grip opening degree, the target engine rotational speed is set to the engine rotational speed Np for cruise traveling (for example, the rotational speed during idling). Number + 100 rpm, etc.).

  In step F2, when the vehicle body vibration value from the vibration sensor 228 is equal to or greater than a threshold value (determination vibration value), it is determined that the vehicle body vibration suppression control is necessary.

  In step F3, a target valve opening and a control value of the gear ratio control motor 164 for reducing the engine speed are calculated while maintaining the vehicle speed at the time of cruise traveling determination. At that time, if it is determined that vibration suppression control is necessary, the target value is changed.

  In step F4, the opening degree and winding diameter of the throttle valve 216 are changed so that the target value set (calculated) in step F3 is obtained.

  Next, the configuration and processing operation of the shift control device 10 (shift control unit 230) according to the present embodiment will be described with reference to FIGS.

  As shown in FIG. 7, the shift control unit 230 includes a cruise travel determination unit 232, a reference vehicle speed setting unit 234, an engine speed reduction control unit 236, a vibration suppression control determination unit 238, and a fuel consumption priority mode first mode. 1 vibration suppression control part 240 and 2nd vibration suppression control part 242 for sport modes.

  The cruise travel determination unit 232 determines whether or not the cruise travel state (cruise travel state) is based on the vehicle speed V and the grid opening degree Ag. Specifically, a state in which the fluctuation range dV of the vehicle speed V is equal to or less than a predetermined value Vth and the fluctuation range dAg of the grip opening degree Ag is equal to or less than a predetermined value Ath continues for a predetermined time Ta. If it is, it is determined that the vehicle is in a cruise driving state. The predetermined values Va and Ath and the predetermined time Ta are set in advance based on an experiment or the like assuming a cruise traveling state.

  The reference vehicle speed setting unit 234 sets the vehicle speed V when it is determined that the vehicle is in the cruise traveling state as the reference vehicle speed Va.

  As shown in FIG. 8, the engine speed reduction control unit 236 includes a target engine speed setting unit 244, a target ratio setting unit 246, a first transmission motor driving unit 248, a first throttle valve driving unit 250, 1 control end determination unit 252.

  The target engine speed setting unit 244 sets the target engine speed to a predetermined cruise speed Np when it is determined that the vehicle is in the cruise traveling state.

  The target ratio setting unit 246 sets a target ratio for shifting to the high ratio side based on the winding diameter Ra when it is determined that the vehicle is in the cruise traveling state.

  The first transmission motor driving unit 248 drives the transmission ratio control motor 164 in a range where the vehicle speed fluctuation range dV (| current vehicle speed V−reference vehicle speed Va |) is equal to or less than the allowable fluctuation range Vth, and thus the continuously variable transmission. The current winding diameter Ra of 106 is shifted to the high ratio side so as to be a diameter corresponding to the target ratio. That is, the gear ratio is shifted to the high ratio side. At this time, the engine rotational speed Ne decreases toward the target engine rotational speed Np, but the first transmission motor drive unit 248 causes the winding speed Ra so that the engine rotational speed Ne × the winding diameter Ra becomes substantially constant. Shift toward the target ratio.

  The first throttle valve drive unit 250 allows the driving force of the rear wheel 18 to be substantially constant with respect to the shift of the winding diameter Ra to the high ratio side within a range where the vehicle speed fluctuation range dV is equal to or less than the allowable fluctuation range Vth. That is, in other words, the throttle valve motor 222 is driven to increase the opening degree of the throttle valve 216 (valve opening degree Av) so that the decrease in the engine speed Ne becomes small. As a result, the engine output increases and the driving force of the rear wheels 18 becomes substantially constant. At this time, the throttle valve 216 is controlled to open so that engine output × winding diameter Ra becomes substantially constant.

  The first control end determination unit 252 is in a state where the current vehicle body vibration value Sa is less than the predetermined determination vibration value Sth, the vehicle speed variation width dV is equal to or less than the allowable variation width Vth, and the current engine speed When the number Ne is equal to or less than the target engine speed Np, it is determined that the engine speed reduction control is finished, and the shift operation of the winding diameter Ra is stopped.

  The vibration suppression control determination unit 238 (see FIG. 7) compares the current vehicle body vibration value Sa with a predetermined determination vibration value Sth, and the current vehicle body vibration value Sa is greater than or equal to the determination vibration value Sth. Then, it is determined that vibration suppression control is necessary.

  As shown in FIG. 9, the first vibration suppression control unit 240 includes a determination engine speed setting unit 254, a control direction determination unit 256, the first transmission motor drive unit 248 described above, and the first throttle valve described above. It has a drive unit 250, a second transmission motor drive unit 258, a second throttle valve drive unit 260, and a second control end determination unit 262.

  The determination engine rotational speed setting unit 254 is a rotational speed lower than the engine rotational speed when determined to be cruise traveling and higher than the set target engine rotational speed Np, and determines the direction of vibration suppression control. A determination engine speed Nr for determination is set.

  The control direction determination unit 256 compares the engine speed Ne when it is determined that vibration suppression control is necessary and the engine speed Nr for determination, and the first transmission motor driving unit 248 and the first throttle described above. It is determined whether to continue the engine speed reduction control by the valve driving unit 250 or to perform the engine speed increase control by the second transmission motor driving unit 258 and the second throttle valve driving unit 260.

  The second transmission motor drive unit 258 drives the transmission ratio control motor 164 within a range where the vehicle speed fluctuation range dV is equal to or less than the allowable fluctuation range Vth, and the current winding diameter Ra of the continuously variable transmission 106 is set to the low ratio side. Shift. At this time, the engine speed Ne increases as the load on the rear wheel 18 side decreases, but the second transmission motor drive unit 258 causes the engine speed Ne × the winding diameter Ra to be substantially constant. The winding diameter Ra is shifted to the low ratio side.

  The second throttle valve drive unit 260 performs two controls. First, the first control is performed prior to the control by the second transmission motor drive unit 258, and the vehicle speed fluctuation range dV becomes equal to or less than the allowable fluctuation range Vth. Within the range, the throttle valve motor 222 is driven to increase the opening of the throttle valve 216 (valve opening Av). As a result, the engine output increases, and the engine speed Ne increases accordingly. The second control is performed after the control by the second speed change motor driving unit 258, and the shift to the low ratio side of the winding diameter Ra is performed in the range where the vehicle speed fluctuation width dV is equal to or less than the allowable fluctuation width Vth. The throttle valve motor 222 is driven so that the driving force of the wheel 18 becomes substantially constant, that is, the decrease in the engine speed Ne becomes small, and the opening of the throttle valve 216 (valve opening Av). Decrease. As a result, the engine output is reduced and the driving force of the rear wheels 18 becomes substantially constant. At this time, the throttle valve 216 is controlled in the closing direction so that the engine output × the winding diameter Ra becomes substantially constant.

  The second control end determination unit 262 is in a state where the current vehicle body vibration value Sa is less than the predetermined determination vibration value Sth, the vehicle speed variation width dV is equal to or less than the allowable variation width Vth, and the current engine speed When the number Ne is equal to or less than the target engine speed Np, it is determined that the vibration suppression control is finished, and the shift operation of the winding diameter Ra is stopped. If the current vehicle body vibration value Sa is less than the preset vibration value for determination Sth and the current engine speed Ne exceeds the target engine speed Np, the engine speed reduction control unit 236 is used. Return to control.

  On the other hand, as shown in FIG. 10, the second vibration suppression control unit 242 includes the above-described second transmission motor drive unit 258, the second throttle valve drive unit 260, and the second control end determination unit 262. Therefore, redundant description is omitted here.

  Next, the operation of the shift control device (shift control unit) in the fuel efficiency priority mode will be described with reference to FIGS. 11 and 12.

  First, in step S1 and step S2 of FIG. 11, the cruise travel determination unit 232 determines whether or not the vehicle is in the cruise travel state based on the vehicle speed V and the grid opening degree Ag. Specifically, a state in which the fluctuation range dV of the vehicle speed V is equal to or less than a predetermined value Vth and the fluctuation range dAg of the grip opening degree Ag is equal to or less than a predetermined value Ath continues for a predetermined time Ta. If it is, it is determined that the vehicle is in a cruise driving state.

  When it is determined that the vehicle is in the cruise travel state, the process proceeds to the next step S3, and the reference vehicle speed setting unit 234 determines the vehicle speed at the time point ta determined as the cruise travel state, for example, as shown in the timing chart of FIG. V is set as the reference vehicle speed Va.

  Control from the engine speed reduction control unit 236 starts from step S4 onward in FIG. That is, first, in step S4, the target engine speed setting unit 244 sets the target engine speed to a predetermined cruise speed Np.

  In step S5, as shown in the timing chart of FIG. 14, for example, the target ratio setting unit 246 shifts the target ratio to the high ratio side based on the winding diameter Ra at the time point ta determined as being in the cruise traveling state. Rb is set.

  In step S6 of FIG. 4, the first speed change motor driving unit 248 drives the speed ratio control motor 164 within a range where the vehicle speed fluctuation width dV is equal to or less than the allowable fluctuation width Vth, and the current winding of the continuously variable transmission 106 is performed. The diameter Ra is shifted to the high ratio side so that the diameter corresponds to the target ratio Rb. At this time, the engine rotational speed Ne decreases toward the target engine rotational speed Np, but the first transmission motor drive unit 248 causes the winding speed Ra so that the engine rotational speed Ne × the winding diameter Ra becomes substantially constant. Shift toward the target ratio.

  In step S7, the first throttle valve drive section 250 has a driving force of the rear wheel 18 substantially equal to the shift of the winding diameter Ra to the high ratio side within a range where the vehicle speed fluctuation width dV is equal to or less than the allowable fluctuation width Vth. The throttle valve motor 222 is driven so as to be constant, and the opening degree of the throttle valve 216 (valve opening degree Av) is increased. As a result, the engine output increases and the driving force of the rear wheels 18 becomes substantially constant. At this time, the throttle valve 216 is controlled to open so that engine output × winding diameter Ra becomes substantially constant.

By the way, when the engine speed reduction control is performed during cruise traveling, the gear ratio is shifted to the high ratio side, and at the same time, the throttle valve opening moves in the opening direction. This is because the driving force of the rear wheels required for cruise traveling is constant, but if the gear ratio is simply shifted to the high ratio side, the driving force of the rear wheels 18 decreases. This is because it is necessary to increase the output on the engine side to compensate for the decreased driving force. However, when the gear ratio is shifted to the high ratio side, the rotational speed of the rear wheel 18 increases, so that the engine rotational speed decreases in order to bring it into the cruise traveling state (constant speed).

  In step S8 in FIG. 11, the vibration suppression control determination unit 238 determines whether or not the current vehicle body vibration value Sa is less than a predetermined vibration value for determination Sth. If the determination result is affirmative (YES), the process proceeds to the next step S9, and the first control end determination unit 252 determines that the vehicle speed fluctuation range dV is equal to or less than the allowable fluctuation range Vth and the current engine speed Ne is the target. It is determined whether or not the engine speed is Np or less. If this determination result is negative (NO), the processing returns to the processing after step S6 described above. On the other hand, if the determination result in step S9 described above is affirmative (YES), it is determined that the engine speed reduction control is finished, and the gear ratio shift operation by the gear ratio control motor 164 is stopped. This is because, as shown by a two-dot chain line La in the engine speed timing chart of FIG. 14, the current engine speed before reaching the time point tb when the current vehicle body vibration value Sa is determined to be equal to or greater than the determination vibration value Sth. The case where the number Ne becomes equal to or less than the target engine speed Np is shown.

  On the other hand, if it is determined in step S8 described above that the current vehicle body vibration value Sa is equal to or greater than the determination vibration value Sth, the process proceeds to step S10, and the current travel mode is determined based on the travel mode M from the shift switch. Whether or not is in the fuel efficiency priority mode is determined. If it is the fuel economy priority mode, the control by the first vibration suppression control unit 240 after step S11 in FIG. 12 is entered.

  That is, in step S11, the determination engine rotational speed setting unit 254 has a rotational speed that is lower than the engine rotational speed when determined to be cruise travel and higher than the set target engine rotational speed Np. A determination engine speed Nr for determining the direction of vibration suppression control is set. As seen from the timing chart of FIG. 14, the engine speed Nr that is lower than the engine speed Nm at the time ta determined to be cruise travel and higher than the target engine speed Np is set as the determination engine speed Nr.

  In step S12, the control direction determination unit 256 compares the engine speed Ne when it is determined that the vibration suppression control is necessary and the determination engine speed Nr, and continues the engine speed reduction control. Alternatively, it is determined whether to perform engine speed increase control. As seen from the timing chart of FIG. 14, the engine speed Ne (= Na) at the time point tb when the vehicle body vibration value Sa becomes equal to or greater than the determination vibration value Sth is compared with the determination engine rotation speed Nr.

  If the engine speed Na is greater than or equal to the determination engine speed Nr, the engine speed reduction control described above is continued in step S13 and step S14. As a result, as indicated by the solid line Lb in FIG. 14, the engine speed decreases toward the target engine speed Np. In step S15, the vibration suppression control determination unit 238 determines whether or not the current vehicle body vibration value Sa is less than the determination vibration value Sth. If the determination result is negative (NO), the process returns to step S13 and the engine speed reduction control is continued. If the determination result in step S15 is affirmative (YES), the process proceeds to the next step S16, and the first control end determination unit 252 determines that the vehicle speed fluctuation range dV is equal to or less than the allowable fluctuation range Vth and the current engine speed. It is determined whether Ne is equal to or less than the target engine speed Np. If this determination result is negative (NO), the processing returns to the processing after step S6 described above. On the other hand, if the determination result in the above-described step S16 is affirmative (YES), it is determined that the engine speed reduction control is finished, and the gear ratio shift operation by the gear ratio control motor 164 is stopped.

  On the other hand, if it is determined in step S12 described above that the engine speed Na is less than the determination engine speed Nr, the process proceeds to step S17, and the second throttle valve drive unit 260 determines that the vehicle speed fluctuation range dV has an allowable fluctuation. The throttle valve motor 222 is driven to increase the opening degree of the throttle valve 216 (valve opening degree Av) within the range of the width Vth or less (see the solid line Lc in FIG. 15). As a result, the engine output increases, and the engine speed Ne increases accordingly (see the solid line Ld in FIG. 15).

  In other words, if the engine speed Ne (= Na) at the time point tb when the vehicle body vibration value Sa becomes equal to or greater than the determination vibration value Sth is greater than or equal to the determination engine rotation speed Nr, the engine rotation as shown by the solid line Lb in FIG. If the engine speed Ne (= Na) at the time tb is less than the determination engine speed Nr, the engine speed increases as shown by the solid line Ld in FIG. .

  Thereafter, in step S18, the second transmission motor drive unit 258 drives the transmission ratio control motor 164 within a range where the vehicle speed fluctuation range dV is equal to or less than the allowable fluctuation range Vth, and the current winding diameter of the continuously variable transmission 106 is reached. Ra is shifted to the low ratio side (see solid line Le in FIG. 15). At this time, the engine speed Ne increases as the load on the rear wheel 18 side decreases, but the second transmission motor drive unit 258 causes the engine speed Ne × the winding diameter Ra to be substantially constant. The winding diameter Ra is shifted to the low ratio side.

  In step S19, the second throttle valve driving unit 260 has a driving force of the rear wheel 18 substantially equal to the shift of the winding diameter Ra to the low ratio side within a range where the vehicle speed fluctuation width dV is equal to or less than the allowable fluctuation width Vth. The throttle valve motor 222 is driven to reduce the opening of the throttle valve 216 (valve opening Av) so as to be constant, that is, so that the change in the engine speed Ne is small (see FIG. 15). (See solid line Lf). As a result, the engine output is reduced and the driving force of the rear wheels 18 becomes substantially constant. At this time, the throttle valve 216 is controlled in the closing direction so that the engine output × the winding diameter Ra becomes substantially constant.

  In step S20, the vibration suppression control determination unit 238 determines whether or not the current vehicle body vibration value Sa is less than the determination vibration value Sth. If the determination result is negative (NO), the process returns to step S18 described above, and the engine speed increase control is continued. On the other hand, if the determination result in step S20 described above is affirmative (YES), it is determined that the engine speed increase control has ended, and the gear ratio shift operation by the gear ratio control motor 164 is stopped.

  That is, in this engine speed increase control, the gear ratio is shifted to the low ratio side at the time tb when the current vehicle body vibration value Sa becomes equal to or greater than the determination vibration value Sth, but the throttle valve 216 remains open. As a result, the engine output increases, and the driving force of the rear wheels substantially exceeds the driving force required for cruise traveling. Therefore, by shifting the gear ratio to the low ratio side and moving the throttle valve opening in the closing direction, the engine speed Ne is increased while the rear wheel driving force remains substantially the same, thereby avoiding resonance. It will be.

  If it is determined in step S10 in FIG. 11 that the sport mode is set, the process proceeds to step S21 and subsequent steps in FIG. 13 to force the engine by the second transmission motor drive unit 258 and the second throttle valve drive unit 260. Rotational speed increase control is performed.

  That is, in step S21, the second transmission motor driving unit 258 drives the transmission ratio control motor 164 within a range where the vehicle speed fluctuation width dV is equal to or less than the allowable fluctuation width Vth, and the current winding diameter of the continuously variable transmission 106 is reached. Ra is shifted to the low ratio side (see the solid line Le in FIG. 16). At this time, the engine speed Ne increases as the load on the rear wheel 18 decreases (see the solid line Ld in FIG. 16). However, the second speed change motor driving unit 258 has the engine speed Ne × the winding diameter. The winding diameter Ra is shifted to the low ratio side so that Ra is substantially constant.

  In step S22, the second throttle valve driving unit 260 has a driving force of the rear wheel 18 substantially equal to the shift of the winding diameter Ra to the low ratio side within a range where the vehicle speed fluctuation width dV is equal to or less than the allowable fluctuation width Vth. The throttle valve motor 222 is driven to reduce the opening degree of the throttle valve 216 (valve opening degree Av) so as to be constant, that is, so that the change in the engine speed Ne is small (see FIG. 16). (See solid line Lg). As a result, the engine output is reduced and the driving force of the rear wheels 18 becomes substantially constant. At this time, the throttle valve 216 is controlled in the closing direction so that the engine output × the winding diameter Ra becomes substantially constant.

  In step S23, the vibration suppression control determination unit 238 determines whether or not the current vehicle body vibration value Sa is less than the determination vibration value Sth. If this determination result is negative (NO), the process returns to step S21 and the engine speed increase control is continued. If the determination result in step S23 is affirmative (YES), the process proceeds to the next step S24, and the second control end determination unit 262 determines that the vehicle speed fluctuation range dV is equal to or less than the allowable fluctuation range Vth and the current engine speed. It is determined whether Ne is equal to or less than the target engine speed Np. If this determination result is negative (NO), the processing returns to the processing after step S6 described above. On the other hand, if the determination result in step S24 described above is affirmative (YES), it is determined that the engine speed increase control has ended, and the gear ratio shift operation by the gear ratio control motor 164 is stopped.

  As described above, in the shift control device 10 (shift control unit 230) according to the present embodiment, when it is determined that the vehicle is in the cruise traveling state based on at least the detection signal of the grip opening degree sensor 226, the target engine speed is set. While setting the predetermined cruise speed Np and keeping the vehicle speed constant, the continuously variable transmission 106 (speed ratio control motor 164) reduces the speed ratio (shifts to the high ratio side) while rotating the engine speed. When engine speed reduction control is performed to reduce Ne toward a predetermined cruise speed Np, and during the engine speed reduction control, it is determined that the vibration value Sa of the vehicle body is greater than or equal to the determination vibration value Sth, The engine speed Ne is controlled by at least the continuously variable transmission 106 (speed ratio control motor 164), and the vehicle body vibration value Sa becomes less than the determination vibration value Sth. Therefore, when it is detected that vibration has occurred in the motorcycle 12 during the engine speed reduction control, the gear ratio and the engine speed are changed so that the change in the vehicle speed is reduced. By doing so, it is possible to quickly avoid resonance, shorten the time of occurrence of boarding vibration, and suppress fluctuations in vehicle speed.

  The engine speed reduction control unit 236 changes the intake amount to the engine 104 by the first throttle valve drive unit 250 after changing the gear ratio so that the fluctuation range dV of the vehicle speed is equal to or less than the predetermined value Vth. Therefore, a time lag occurs until the change in the intake air amount to the engine 104 leads to an increase in the output of the engine 104. Therefore, by changing the speed ratio first, the vehicle speed fluctuation range dV can be easily suppressed to the predetermined value Vth or less. .

  The first vibration suppression control unit 240 that operates when the fuel efficiency priority mode is selected determines that the vehicle body vibration value Sa is greater than or equal to the predetermined value Sth by the vibration suppression control determination unit 238 during the engine speed reduction control. In some cases, at least the continuously variable transmission 106 (speed ratio) is controlled so that the engine speed reduction control is continued or the vehicle speed is constant according to the vertical relationship between the current engine speed Ne and the determination engine speed Nr. The control motor 164) selects whether to increase the engine speed Ne while increasing the gear ratio (shifting to the low ratio side), and controls the vehicle body vibration value Sa to be less than the predetermined value Sth. Yes. Therefore, under the fuel economy priority mode, if it is detected that vibration has occurred in the vehicle during the engine speed reduction control of the engine 104, the gear ratio and the engine speed are changed so that the change in the vehicle speed is reduced. By doing so, it is possible to quickly avoid resonance and reduce the generation time of boarding vibration.

  In addition, when the current engine speed Ne is equal to or greater than the determination engine speed Nr, the first vibration suppression control unit 240 continues the engine speed reduction control to decrease the engine speed Ne, thereby reducing the current engine speed. When the number Ne is less than the determination engine speed Nr, at least the continuously variable transmission 106 increases the engine speed Ne while increasing the gear ratio. In particular, when the current engine speed Ne is equal to or higher than the determination engine speed Nr, resonance is avoided by reducing the engine speed Ne, so that low fuel consumption can be improved.

  When the engine speed Ne is less than the determination value Nr, the first vibration suppression control unit 240 controls the engine by the second throttle valve driving unit 260 prior to the control to increase the gear ratio by the continuously variable transmission 106. The amount of intake air to 104 is controlled to increase. In this case, since priority is given to increasing the rotation speed of the engine 104 that is the source of vibration, resonance can be avoided quickly.

  When the engine speed Ne is equal to or higher than the determination engine speed Nr, the first vibration suppression control unit 240 controls the engine 104 to the engine 104 by the first throttle valve driving unit 250 in response to the reduction control of the engine speed Ne. When the engine speed Ne is controlled to increase the intake air amount and the engine speed Ne becomes less than the determination engine speed Nr, the engine 104 is controlled by the second throttle valve driving unit 260 for increasing the engine speed Ne. The amount of intake air is controlled to decrease. In this case, if the engine speed Ne becomes equal to or higher than the determination value Nr and the engine speed Ne is controlled to decrease, the driving force of the rear wheels 18 decreases, and the vehicle speed necessary for cruise traveling cannot be secured. Therefore, the first throttle valve drive unit 250 controls the intake air amount to the engine 104 to be increased so that the driving force of the rear wheel 18 is improved and coupled with the reduction control of the engine speed Ne. A constant driving force of the rear wheel 18 necessary for traveling can be obtained.

  Similarly, when the engine rotational speed Ne becomes less than the determination engine rotational speed Nr and the increase control of the engine rotational speed Ne is performed, the driving force of the rear wheels 18 is improved, and the vehicle speed necessary for cruise traveling can be secured. Disappear. Therefore, the second throttle valve driving unit 260 controls the intake air amount to the engine 104 to decrease, thereby reducing the driving force of the rear wheels 18 and cruising together with the increase control of the engine speed Ne. A constant driving force of the rear wheel 18 necessary for traveling can be obtained.

  When the second vibration suppression control unit 242 that operates when the sport mode is selected, the vibration suppression control determination unit 238 determines that the vehicle body vibration value Sa is equal to or greater than the predetermined value Sth during the engine speed reduction control. In addition, the vehicle speed is always kept constant, and at least the continuously variable transmission 106 controls the vehicle body vibration value Sa to be less than the predetermined value Sth by increasing the engine speed Ne while increasing the gear ratio. Like to do. In this case, in the sport mode, when it is detected that vibration has occurred in the vehicle during the engine speed reduction control, the engine 104 is always controlled to increase the engine speed to reduce the vibration. For this reason, the cruise speed is set higher than the fuel efficiency priority mode, and as a result, the marginal driving force required at the time of reacceleration becomes larger than that of the fuel efficiency priority mode, and the power performance at the time of reacceleration can be improved. .

  In addition, the second vibration suppression control unit controls the intake air amount to the engine 104 to be decreased by the second throttle valve driving unit 260 with respect to the increase in the engine speed Ne. When the engine speed Ne becomes less than the determination engine speed Nr and the increase control of the engine speed Ne is performed, the driving force of the rear wheels 18 is improved, and the vehicle speed necessary for cruise traveling cannot be secured. Therefore, the second throttle valve driving unit 260 controls the intake air amount to the engine 104 to decrease, so that the driving force of the rear wheel 18 is reduced, which is combined with the above-described increase control of the engine speed Ne. Thus, it is possible to obtain a constant rear wheel driving force necessary for cruise driving.

  Further, the vibration suppression control determination unit 238 determines the magnitude of the vibration of the vehicle body based on the output of the vibration sensor 228. In particular, a member (head pipe 24, handle for supporting the vibration sensor so that the handle can be steered) is supported. Post 25 etc.). In this case, by arranging the vibration sensor 228 in a part where the driver feels vibration most, the vibration felt by the driver can be reflected in the vibration suppression control determination unit 238, and the occurrence of resonance is effectively suppressed. Can do.

  Of course, the speed change control device according to the present invention is not limited to the above-described embodiment, and various configurations can be adopted without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 10 ... Transmission control device 12 ... Motorcycle 14 ... Body frame 16 ... Front wheel 18 ... Rear wheel 20 ... Handle 24 ... Head pipe 25 ... Handle post 26 ... Unit engine 104 ... Engine 106 ... Continuously variable transmission 108 ... Electric motor 148 ... Engine speed sensor 164 ... Gear ratio control motor 176 ... Gear ratio sensor 191 ... Vehicle speed sensor 206 ... Shift switch 210 ... ECU
212 ... Intake pipe 214 ... Exhaust pipe 216 ... Throttle valve 220 ... Throttle grip 222 ... Throttle valve motor 224 ... Valve opening sensor 226 ... Grip opening sensor 228 ... Vibration sensor 230 ... Shift control unit 232 ... Cruise travel determination unit 234 ... Reference vehicle speed setting unit 236 ... Engine speed reduction control unit 238 ... Vibration suppression control determination unit 240 ... First vibration suppression control unit 242 ... Second vibration suppression control unit 244 ... Target engine speed setting unit 246 ... Target ratio setting unit 248 ... first transmission motor drive unit 250 ... first throttle valve drive unit 252 ... first control end determination unit 254 ... determination engine speed setting unit 256 ... control direction determination unit 258 ... second transmission motor drive unit 260 ... second Throttle valve drive unit 262 ... second control end determination unit

Claims (8)

Engine speed detecting means (148) for detecting the speed (Ne) of the engine (104);
Vehicle speed detection means (191) for detecting the vehicle speed (V) of the vehicle (12);
An electric belt-type continuously variable transmission (106) that changes a gear ratio by an electric motor (164) for shifting according to the driving state of the vehicle (12);
Vibration determination means (238) for determining the magnitude of vibration of the vehicle body;
Throttle opening detection means (226) for detecting the operation state of the throttle operation means (220);
In a speed change control apparatus comprising an intake air amount control means (216) provided in an intake passage (212) connected to the engine (104) and controlling an intake air amount to the engine (104) in accordance with a throttle opening. ,
If it is determined that the vehicle is in a cruise traveling state based on at least a detection signal from the throttle opening detection means (226), the target engine speed is set to a predetermined cruise speed (Np) and the vehicle speed (V) is set to With a constant relationship, at least the electric belt type continuously variable transmission (106) reduces the engine speed (Ne) toward the predetermined cruise speed (Np) while reducing the speed ratio. Engine speed reduction control means (236);
Wherein during control by the engine speed reduction control means (236), wherein when the vibration of the vehicle body is determined to be a predetermined value (Sth) or by the vibration determining unit (238), the rotational speed of the engine (Ne) or to continue the reduction control of the rotational speed of the engine (Ne) in accordance with, in relation to the vehicle speed (V) is constant, the electric belt type continuously variable transmission (106) said intake air amount control means (216 ) the while increasing the speed ratio, by decrease control the intake air amount of said to the engine (104), the rotational speed of the engine (Ne) to select whether to increase the vibration of the vehicle body is the predetermined value have a vibration suppression controlling means for controlling to be less than (Sth) (240 or 242),
The vehicle (12) further includes a fuel efficiency priority mode that prioritizes fuel efficiency and a shift mode selection means (206) for a sports mode that prioritizes driving performance.
The vibration suppression control means (240)
When the fuel consumption priority mode is selected by the shift mode selection means (206), the vibration determination means (238) causes the vehicle body to vibrate during the control by the engine speed reduction control means (236). When it is determined that the engine speed is greater than or equal to the predetermined value (Sth), the engine speed reduction control means (236) according to the vertical relationship between the current engine speed (Ne) and a preset determination value (Nr). The engine speed (Ne) is continuously controlled to decrease, or the vehicle speed (V) is constant, and at least the electric belt type continuously variable transmission (106) increases the speed ratio while A speed change control device that selects whether to increase the engine speed (Ne) and controls the vibration of the vehicle body to be less than the predetermined value (Sth) . The shift control apparatus according to claim 1, wherein
The engine speed reduction control means (236)
After changing the gear ratio so that the fluctuation range (dV) of the vehicle speed (V) is equal to or less than a predetermined value (Vth), the intake air amount to the engine (104) by the intake air amount control means (216) is changed. A shift control apparatus characterized by the above. The shift control apparatus according to claim 1 , wherein
The vibration suppression control means (240)
Wherein when the rotation speed of the current engine (Ne) is equal to or greater than the determination value (Nr), by continuing the reduction control of the engine speed reduction control means (236) for by the engine rotational speed (Ne), the engine Reduce the rotational speed (Ne),
When the current engine speed (Ne) is less than the determination value (Nr), at least the electric belt type continuously variable transmission (106) increases the speed ratio and the engine speed (Ne). A shift control device characterized by raising the speed. The shift control device according to claim 3 , wherein
The vibration suppression control means (240)
When the engine speed (Ne) becomes less than the determination value (Nr), the intake air amount control means precedes the control to increase the speed ratio by the electric belt type continuously variable transmission (106). (216), the speed change control device that controls the increase in the intake air amount to the engine (104). The shift control device according to claim 3 , wherein
The vibration suppression control means (240)
When the engine speed (Ne) is equal to or greater than the determination value (Nr), the intake air amount control means (216) returns the engine (104) to the engine (104) in response to a decrease in the engine speed (Ne). Control in the direction to increase the intake amount of
When the engine speed (Ne) becomes less than the determination value (Nr), the intake air amount control means (216) returns the engine (104) to the engine (104) in response to an increase in the engine speed (Ne). A speed change control device that controls the amount of intake air to be reduced. The shift control apparatus according to claim 1 , wherein
Before Symbol vibration suppression control means (242),
When the sport mode is selected by the transmission mode selection means (206), the vibration determination means (238) causes the vehicle body to vibrate during the control by the engine speed reduction control means (236). When it is determined that the vehicle speed (V) is equal to or greater than the value (Sth), the engine speed is increased by at least the electric belt-type continuously variable transmission (106) so that the vehicle speed (V) is constant. The speed change control device is configured to control the vibration of the vehicle body to be less than the predetermined value (Sth) by increasing the rotation speed (Ne) of the vehicle. The transmission control device according to claim 6 , wherein
The vibration suppression control means (242)
The speed change control apparatus according to claim 1, wherein the intake air amount control means (216) controls the intake air amount to the engine (104) to decrease in response to an increase in the engine speed (Ne). The shift control apparatus according to claim 1, wherein
The vibration determination means (238) determines the magnitude of vibration of the vehicle body based on the output of the vibration detection means (228),
The speed change control device characterized in that the vibration detecting means (228) is disposed on a member that supports the steering wheel (20) so as to be steerable.

Images