JPS62273189A - Travelling controller of non-stage automatic transmission for car - Google Patents
Travelling controller of non-stage automatic transmission for carInfo
- Publication number
- JPS62273189A JPS62273189A JP11421186A JP11421186A JPS62273189A JP S62273189 A JPS62273189 A JP S62273189A JP 11421186 A JP11421186 A JP 11421186A JP 11421186 A JP11421186 A JP 11421186A JP S62273189 A JPS62273189 A JP S62273189A
- Authority
- JP
- Japan
- Prior art keywords
- gear ratio
- automatic transmission
- transmission
- continuously variable
- variable automatic
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims description 53
- 238000002485 combustion reaction Methods 0.000 claims description 16
- 238000001514 detection method Methods 0.000 description 13
- 238000010586 diagram Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Landscapes
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Transmission Device (AREA)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】
３、発明の詳細な説明
（産業上の利用分野）
この発明は変速比の制御を簡単、かつ迅速に行なうこと
かできる車両用無段変速機の走行制御袋１ｕに関するも
のである。Detailed Description of the Invention 3. Detailed Description of the Invention (Field of Industrial Application) This invention relates to a travel control bag 1u for a continuously variable transmission for a vehicle that allows for easy and quick control of the gear ratio. It is something.
（従来の技術）
例えば、自動二輪車においては、内燃機関の動力伝達系
に無段自動変速機を備えるものかあり、内燃機関の動力
を所定の変速比で変速して、内燃機関の効率的な運転を
可能とし、燃費の改善を図っている。(Prior art) For example, some motorcycles are equipped with a continuously variable automatic transmission in the power transmission system of an internal combustion engine, and the power of the internal combustion engine is shifted at a predetermined gear ratio to improve the efficiency of the internal combustion engine. This makes it possible to drive the vehicle and improves fuel efficiency.
この種の無段自動変速機では、その実際の変速比の制御
か内炉機関に燃料を供給するスロットルの開度情報と、
車速情報とから最適な目標変速比を渭算し、前記実変速
比をこの目標変速比に一致させるように制御する。In this type of continuously variable automatic transmission, the control of the actual gear ratio or the opening information of the throttle that supplies fuel to the internal combustion engine,
An optimal target gear ratio is calculated from the vehicle speed information, and the actual gear ratio is controlled to match the target gear ratio.
この場合に、無段自動変速機から実際の変速比を得る必
要があり、このため内燃機関の回転速度を検出し、この
機関回転速度情報から演算して間接的に求める等の手段
が採用されることかある。In this case, it is necessary to obtain the actual gear ratio from the continuously variable automatic transmission, and for this purpose, methods such as detecting the rotational speed of the internal combustion engine and calculating it from this engine rotational speed information are adopted. There are some things.
（発明が解決しようとする問題点）
ところで、実変速比を内燃機関の回転速度から演算して
得る場合には、間接的となるため、検出して演算処理す
る制御が複雑で、かつ処理時間か長くなる。また、内燃
機関の始動時に変速位置かロー側にないことかあると、
始動時を検出して憧段自動変速機をロー側変速位置に修
正する制御が必要となる場合がある、
この発明はかかる実情を背景にしてなされたもので、簡
単かつ迅速に変速比の制御を行なうことができる車両用
無段自動変速機の走行制御装置を提供することを目的と
している。(Problems to be Solved by the Invention) By the way, when the actual gear ratio is calculated from the rotational speed of the internal combustion engine, it is indirect, so the control for detecting and calculating is complicated and the processing time is high. or longer. Also, if the gear shift position is not in the low side when starting the internal combustion engine,
There are cases where it is necessary to detect the start time and correct the automatic transmission to the low gear position.This invention was made against the background of this situation, and it is possible to easily and quickly control the gear ratio. An object of the present invention is to provide a travel control device for a continuously variable automatic transmission for a vehicle.
（問題点を解決するための手段）
この発明は前記の間が点を解決するため、内燃機関の出
力を無段自動変速機で変速して、その出力を駆動機構へ
伝達し、前記無段自動変速機の変速比を走行状態に応じ
て制御する車両用無段自動変速機の走行制御装置におい
て、前Ｅ変速機から実変速位置を直接検出する変速機（
Ｖ置検出手段と、この実変速位置から得られる実変速比
を、車速情報とスロットル開度情報とから得られる目標
変速比に一致させるように制御する変速比制御手段とを
備えたことを特徴としている。(Means for Solving the Problem) In order to solve the above problem, the present invention changes the output of the internal combustion engine with a continuously variable automatic transmission, transmits the output to the drive mechanism, and In a driving control device for a continuously variable automatic transmission for a vehicle that controls the gear ratio of the automatic transmission according to the driving condition, a transmission (
The vehicle is characterized by comprising a V position detection means and a speed ratio control means for controlling the actual speed ratio obtained from the actual speed change position to match the target speed ratio obtained from the vehicle speed information and the throttle opening information. It is said that
（作用）
この発明は、無段自動変速機に備えられた変速機（！７
． ｉｔ検出手段で、常に実際の変速比を検出して、変
速比ｌ制御手段に人力する。(Function) This invention provides a transmission equipped with a continuously variable automatic transmission (!7
．． The actual gear ratio is always detected by the IT detection means and manually inputted to the gear ratio l control means.
この変速比制御手段では、実変速比を目標変速比演算手
段によって、スロットル開度情報と車速情報とから得た
目標変速比と一致するように無段自動変速機を制御する
、
（実施例）
以下、この発明の一実施例を添付図面に基づいて詳細に
説明する。The gear ratio control means controls the continuously variable automatic transmission so that the actual gear ratio matches the target gear ratio obtained from the throttle opening information and the vehicle speed information using the target gear ratio calculation means. Hereinafter, one embodiment of the present invention will be described in detail based on the accompanying drawings.
７１図はこの発明の構成を示すブロック因である６図に
おいて、１は車速を検出する単連横比手段、２はスロッ
トル開度検出手段で、スロットル開度検出手段２は内燃
機関の気化器に設けられスロットルの開度を検出する７
前記車速情報とスロットル開度情報は目標変速比演算手
段３に人力され、この目標変速比演算手段３で変速比制
御マツプ設定手段４で設定された変速比制御マツプに基
づき、ｆｉ通変速比である目標変速比が演算される。Figure 71 is a block diagram showing the configuration of the present invention.In Figure 6, 1 is a single transverse ratio means for detecting vehicle speed, 2 is a throttle opening detection means, and the throttle opening detection means 2 is a carburetor of an internal combustion engine. The vehicle speed information and the throttle opening information are manually input to the target gear ratio calculation means 3, and the target gear ratio calculation means 3 determines the speed change set by the transmission ratio control map setting means 4. Based on the ratio control map, a target gear ratio, which is the fi-through gear ratio, is calculated.
この目標変速比は変速比制御手段５に入力され、この変
速比ｌ制御手段５には変速機位置検出手段６から常に実
際の変速比が入力される。この変速機位置検出手段６は
無段自動変速機７に備えられ、その動作４１置を検出し
実変速比を得るように構成されている。変速比制御手段
５は実変速比を目標変速比に一致させるように、変速機
駆動手段８を制御し、無段自動変速機７を駆動する。This target gear ratio is input to the gear ratio control means 5, and the actual gear ratio is always inputted to the gear ratio l control means 5 from the transmission position detection means 6. The transmission position detection means 6 is provided in the continuously variable automatic transmission 7, and is configured to detect the position of the operation 41 and obtain the actual gear ratio. The gear ratio control means 5 controls the transmission drive means 8 and drives the continuously variable automatic transmission 7 so that the actual gear ratio matches the target gear ratio.
第２図乃至第５図はこの発明をトロイダル形無段自動変
ｉｌ１機に通用した、さらに具体的な実施例を示す。FIGS. 2 to 5 show a more specific embodiment in which the present invention is applied to a toroidal type continuously variable automatic machine.
図において、符Ｉｉ＋２０はスクータ型の自動二輪車で
、車体の前側には前輪２１かフロントフォーク２２を介
して懸架されている７このｉＩｉ輸２１を？３縦するハ
ンドル２３の右側には図示しないアクセルグリップが設
けられている。このアクセルグリップで内燃機関２４に
設けられた図示しない気化器のスロットルか開閉され、
スロットルの開度はスロットル開度検出手段２で検出さ
れる。In the figure, Ii+20 is a scooter-type motorcycle, which is suspended on the front side of the vehicle body via a front wheel 21 or a front fork 22. 3. An accelerator grip (not shown) is provided on the right side of the vertical handle 23. With this accelerator grip, the throttle of a carburetor (not shown) provided in the internal combustion engine 24 is opened and closed.
The opening degree of the throttle is detected by the throttle opening detection means 2.
車体の後側には駆動輪である後輪２５が、内燃機関２４
のパワーユニット２６に車軸２７を介して回動可能に支
持されている。パワーユニット２６の前側はブラケット
２８を、後側は図示しないサスペンションを介して、車
体フレーム２９にそれぞれ支持されている、
内燃機関２４は第３図に示すように、ピストン３０で回
転するクランク軸３１の端部にはワンウェイクラッチ３
２を介してトロイタル影の無段自動変速機３３か接続さ
れている。On the rear side of the vehicle body, a rear wheel 25, which is a driving wheel, is connected to an internal combustion engine 24.
It is rotatably supported by a power unit 26 via an axle 27. The front side of the power unit 26 is supported by a vehicle body frame 29 via a bracket 28 and the rear side is supported by a suspension (not shown).As shown in FIG. One-way clutch 3 at the end
2 is connected to a continuously variable automatic transmission 33 of Troutal Shadow.
無段自動変速機３３のハウジング３４内にはクランク＠
３１側に接続される入力軸３５と、この人力軸３５に遊
合される出力軸３６とが回動可能に軸支されている７
人力軸３５にはカムプレート３７が一体転可能に配設さ
れ、コロ３８を介して入力ディスク３９に動力が伝達さ
れるようになっている。人力ディスク３９は人力軸３５
に遊合され、この人力ディスク３９に出力ディスク４０
が対向して配設されている。Inside the housing 34 of the continuously variable automatic transmission 33 is a crank@
7. An input shaft 35 connected to the 31 side and an output shaft 36 that is loosely coupled to the human-powered shaft 35 are rotatably supported. A cam plate 37 is rotatably arranged on the human-powered shaft 35. The power is transmitted to the input disk 39 via the rollers 38. The human power disk 39 is the human power axis 35
The output disk 40 is connected to this human-powered disk 39.
are arranged facing each other.
出力デ°イスク４０と人力ディスク３９には対向する回
転曲面か彫成さね、回転曲面間には一対のパワーローラ
４１が配設されている。出力ディスり４０は出力軸３６
に一体形成され、この出力軸３６には、また、出力ギヤ
４２が一体形成されている、前記パワーローラ４１はト
ロイダル状凸面を有し、それぞれトラニオン４３に回転
可能に軸支され、人力ディスク３９からの動力を出力デ
ィスク４０に伝達するとともに、両ディスク３９゜４０
の回転比、即ち変速比を制御する。The output disk 40 and the manual disk 39 are carved with opposing rotating curved surfaces, and a pair of power rollers 41 are disposed between the rotating curved surfaces. The output disc 40 is connected to the output shaft 36
The output shaft 36 is also integrally formed with an output gear 42. The power rollers 41 each have a toroidal convex surface and are each rotatably supported by a trunnion 43. In addition to transmitting the power from the output disc 40 to the output disc 40,
The rotation ratio, that is, the gear ratio is controlled.
トラニオン４３は僅かに鉛直方向（第３図において紙面
と直交する方向）に移動可能に、ハウジング３４に支持
されている６トラニオン４３が鉛直方向に少量移動する
と、パワーローラ４１が鉛直方向に偏位するので公知の
自動変速作用が生じて、所望の変速比が得られる、
トラニオン４３の鉛直方向の移動は第４図及び第５図に
示す変速機駆動手段８によって行なわれる。変速機駆動
手段８の回転軸４４は人力軸３５と平行に配置され、回
転軸４４上を螺動するガイド４５にはトラニオン４３が
リンク４６及びナツト部材４７を介して連結されている
。回転＠４４の端部に設けられたホイールギヤ４８はサ
ーボそ一夕４９のウオームギヤ５０と噛合し、回転軸４
４の回転でカイト４５を移動させ、トラニオン４３を正
逆転方向に回転するようになっている。The trunnion 43 is movable slightly in the vertical direction (direction perpendicular to the plane of paper in FIG. 3). When the 6 trunnion 43 supported by the housing 34 moves a small amount in the vertical direction, the power roller 41 is displaced in the vertical direction. As a result, a known automatic transmission action occurs, and a desired transmission ratio is obtained.The vertical movement of the trunnion 43 is performed by the transmission drive means 8 shown in FIGS. 4 and 5. A rotating shaft 44 of the transmission driving means 8 is arranged parallel to the human power shaft 35, and a trunnion 43 is connected to a guide 45 that threads on the rotating shaft 44 via a link 46 and a nut member 47. The wheel gear 48 provided at the end of the rotating shaft 44 meshes with the worm gear 50 of the servo starter 49, and rotates the rotating shaft 4.
Rotation 4 moves the kite 45 and rotates the trunnion 43 in the forward and reverse directions.
前記回転軸４４のト方には変速機位置検出手段６を構成
するスライドボリューム５１か、回転軸４４をハウジン
グ３４に支持するブラケット５２．５３に取付けられて
いる。このスライドボリューム５１は軸方向に摺動する
レバー５１ａの位置によって出力電圧を変化させるよう
に構成されている。このレバー５１ａはガイド４５の軸
部４５ａに接続具５４を介して接続され、ガイド４５の
移動に応じて摺動する、
スライドボリューム５１の出力′電圧は変速比制御手段
５に人力され、この変速比制御手段５では出力電圧に応
じた実変速比を得、この実変速比が目標変速比演算手段
３から人力される目標変速比と一致するように、サーボ
モータ４９を駆タカする。On the opposite side of the rotating shaft 44, a slide volume 51 constituting the transmission position detecting means 6 or a bracket 52, 53 that supports the rotating shaft 44 on the housing 34 is attached. This slide volume 51 is configured to change the output voltage depending on the position of a lever 51a that slides in the axial direction. This lever 51a is connected to the shaft portion 45a of the guide 45 via a connector 54, and slides according to the movement of the guide 45. The output voltage of the slide volume 51 is manually inputted to the gear ratio control means 5, and this lever The ratio control means 5 obtains an actual speed ratio according to the output voltage, and drives the servo motor 49 so that this actual speed ratio matches the target speed ratio manually inputted from the target speed ratio calculation means 3.
前記無段自ｖＩ変速機３３の中間軸５５に固定したギヤ
５６は出力ギヤ４２に噛合され、この中間軸５５には出
力プーリ５７がキー係合され、タイミングベルト５８を
介して自動クラッチ５９の人力プーリ６０と連結されて
いる。人力プーリ６０はクラッチ軸６１に遊合され、ク
ラッチセンタ６２とは一体回転可能に設けられている、
このクラッチセンタ６２の外側には、クラッチアウタ６
３がクラッチ軸６１と一体回転可能に設けられ、クラッ
チセンタ６２の回転で、を心ローラ６４を外方へ移動さ
せて、クラッチ板６５．６６の摺接でクラッチの接続が
行なわれる。クラッチ軸６１はギヤ６７．６８を介して
、車軸２７と連結している。A gear 56 fixed to an intermediate shaft 55 of the continuously variable VI transmission 33 is meshed with the output gear 42 , an output pulley 57 is keyed to the intermediate shaft 55 , and an automatic clutch 59 is connected via a timing belt 58 . It is connected to a human pulley 60. The human pulley 60 is loosely engaged with the clutch shaft 61 and is provided so as to be rotatable integrally with the clutch center 62.
A clutch outer 6 is provided on the outside of this clutch center 62.
3 is provided so as to be able to rotate integrally with the clutch shaft 61, and the rotation of the clutch center 62 moves the center roller 64 outward, and the clutch is connected by the sliding contact of the clutch plates 65 and 66. The clutch shaft 61 is connected to the axle 27 via gears 67, 68.
なお、第３図におし１て、自タカクラッチ５９の右半分
は遠心ローラ６４か外方へｇ動したクラッチ接続状態を
、左側半分は遠心ローラ６４か内方にイ装置するクラッ
チ切断状態を示している。In addition, in FIG. 3, the right half of the self-adjusting clutch 59 is in a clutch connected state in which the centrifugal roller 64 is moved outward, and the left half is in a clutch disengaged state in which the centrifugal roller 64 is moved inward. It shows.
以下、この実施例の作動について説明する。The operation of this embodiment will be explained below.
内燃機関２４の動力はクランク＠３１からワンウェイク
ラッチ３２を介して、彎段自＠変速機３３の入力軸３５
に人力される。そして、カムブレート３７、コロ３８、
人力ディスク３９からパワーローラ４１を介して、出力
ディスク４０に伝達される６さらに、この出力ディスク
４０から出力ギヤ４２に伝達され、ギヤ５６、中間軸５
５の出力プーリ５７、タイミングベルト５８を介して自
動クラッチ５９に伝達される。The power of the internal combustion engine 24 is transmitted from the crank 31 to the input shaft 35 of the transmission 33 via the one-way clutch 32.
is man-powered. And cambrate 37, roller 38,
6 is transmitted from the manual disk 39 to the output disk 40 via the power roller 41, and is further transmitted from the output disk 40 to the output gear 42, to the gear 56, and the intermediate shaft 5.
5 is transmitted to an automatic clutch 59 via an output pulley 57 and a timing belt 58.
この内燃機関２４の運転で、スロットル開ｆＫ検圧手段
２からスロットル開度情報が、また車速検出手段１から
車速情報か目標変速比ｆｗ算手段３に入力される。これ
により、ＴＡ比制御マツプ設定手段４で予め設定された
変速比制御マツプから、目標変速比演算手段３で最適の
回転比を垣１劾と演算し、この演算結果を変速比制御手
段５に人力する。During this operation of the internal combustion engine 24, throttle opening information is input from the throttle opening fK pressure detection means 2, and vehicle speed information is input from the vehicle speed detection means 1 to the target gear ratio fw calculation means 3. As a result, the target speed ratio calculation means 3 calculates the optimum rotation ratio from the speed ratio control map preset by the TA ratio control map setting means 4, and the calculation result is sent to the speed ratio control means 5. Manpower.
この変速比制御手段５には変速機位置検出手段６のスラ
イドボリューム５１から変速機の位置を示す出力電圧が
人力される、この出力′電圧に応じて得られる実変速比
を前記目標変速比に一致させる器間位置が刻刻と演算さ
れ、これにより変速機駆動手段８を構成するサーボモー
タ４９を所定角度回転させる。The gear ratio control means 5 is manually supplied with an output voltage indicating the position of the transmission from the slide volume 51 of the transmission position detection means 6, and the actual gear ratio obtained according to this output voltage is adjusted to the target gear ratio. The inter-vehicle position to be matched is calculated every moment, and the servo motor 49 constituting the transmission drive means 8 is thereby rotated by a predetermined angle.
この回転に伴なって回転軸４４が回転し、こｊによりガ
イド４５か回転軸４４ヒを移動して、ナツト部材４７が
リンク４６を介して回転する。Along with this rotation, the rotating shaft 44 rotates, which moves the guide 45 or the rotating shaft 44, and the nut member 47 rotates via the link 46.
このため、トラニオン４３か軸方向へ移動して、前記の
自動変速作用が生じる、
従って、パワーローラ４１と人力及び出力ディスク３９
．４０の回転曲面との係合円半径か変化し、トラニオン
４３は所定角度回転した状態で、軸方向に移動して元の
位置に戻り、無段自動変速機３３の開制御が行なわれる
。For this reason, the trunnion 43 moves in the axial direction, and the above-mentioned automatic speed change action occurs.
．． The radius of the circle of engagement with the rotating curved surface of the trunnion 40 changes, and the trunnion 43 is rotated by a predetermined angle, moves in the axial direction and returns to its original position, and the continuously variable automatic transmission 33 is controlled to open.
このとき、スライドボリューム５１のレバー５１ａはガ
イド４５の軸部４５ａと連動し、その移動位置に応した
出力電圧が取り出される。この出力電圧は変速比制御手
段５に人力されるため、変速比制御手段５では変速機か
ら直接その実変速比を得ることができる。At this time, the lever 51a of the slide volume 51 is interlocked with the shaft portion 45a of the guide 45, and an output voltage corresponding to the moving position is extracted. Since this output voltage is manually input to the speed ratio control means 5, the speed ratio control means 5 can obtain the actual speed ratio directly from the transmission.
従って、例えば、内燃機関２４の回転速度を検出して、
さらにこの回転速度から実変速比を得る等の演算処理を
行なう必要がなく、直接実変速比を得ることかできる。Therefore, for example, by detecting the rotational speed of the internal combustion engine 24,
Furthermore, there is no need to perform arithmetic processing such as obtaining the actual gear ratio from this rotational speed, and the actual gear ratio can be directly obtained.
このため、実変速比を目標変速比に一致させる変速比の
制御か簡単で、しかも演算処理時間が短縮される７
さらに、変速比駆動手段８を構成するスライドボリュー
ム５１から、無段自動変速機３３の変速比を直接得るこ
とができるため、始動時に無段自動変速Ｊｉ！３３がロ
ー変速位置にない場合があっても、その変速比は常に変
速比制御手段５に人力される。このため、変速機のロー
４Ｊ置検出用リミツトスイツチ等を設ける必要がなく、
変速比を直接検出できるため、制御か一層簡単、かつ高
績度になる、
なお、この発明は前記のようなリンク機構を用いないで
、トラニオン４３にプーリを設け、このプーリをワイヤ
でカイト４５の軸部に連結し、ワイヤでプーリを回転さ
せる機構にも同縁に通用することができる。Therefore, it is easy to control the gear ratio so that the actual gear ratio matches the target gear ratio, and the calculation processing time is shortened. 33 gear ratios can be directly obtained, so the continuously automatic transmission Ji! 33 is not in the low gear position, the gear ratio is always manually controlled by the gear ratio control means 5. Therefore, there is no need to provide a limit switch for detecting the low 4J position of the transmission.
Since the gear ratio can be directly detected, control is simpler and more efficient.In addition, this invention does not use the above-mentioned link mechanism, but instead provides a pulley on the trunnion 43, and connects this pulley with a wire to the axis of the kite 45. The same mechanism can also be used for a mechanism that connects to a section and rotates a pulley using a wire.
（Ｑ明の効果）
この発明は前記のように、無段自動変速機に備えられた
変速機位置検出手段で、常に実際の実変速比を検出して
変速比制御手段に人力し、この変速比制御手段で実変速
比を目標変速比演算手段から得る目標変速比と一致する
ようになしたから。(Effect of Q-light) As described above, this invention uses a transmission position detecting means provided in a continuously variable automatic transmission to constantly detect the actual actual gear ratio and manually input the actual gear ratio to the gear ratio control means. This is because the actual gear ratio is made to match the target gear ratio obtained from the target gear ratio calculation means by the ratio control means.
例えば、内燃機関の回転速度を検出し、さらにこの回転
速度から無段自動変速機の実変速比を得る等の演算処理
を行なう必要かなく、直接実変速比を得ることかできる
。For example, it is possible to directly obtain the actual gear ratio without having to perform arithmetic processing such as detecting the rotational speed of the internal combustion engine and further obtaining the actual gear ratio of the continuously variable automatic transmission from this rotational speed.
従って、実変速比を目標変速比に一致させる変速比の制
御か簡単で、しかも演算処理時間が短縮される。Therefore, it is easy to control the gear ratio so that the actual gear ratio matches the target gear ratio, and the calculation processing time is shortened.
さらに、無段自動変速機からその変速比を直接得ること
かできるため、始動時に無段自動変ｉ７１［機かロー変
速位置にない場合かあっても、無段自動変速機を一日一
ロー変速位置に修正して、変速比の制御を行なう必要か
なく、制御か一層簡単、かつ高１ｎ度になる４Furthermore, since the gear ratio can be obtained directly from the continuously variable automatic transmission, even if the continuously variable automatic transmission is not in the low gear position at startup, There is no need to adjust the gear position and control the gear ratio, making control easier and achieving a high 1n degree.
第１図はこの発明の構成を示すブロック図、第２図乃至
第５図はこの発明をトロイダル形無段自動変速機に通用
した実施例を示すものて、第２図は自動二輪車の側面図
、第３図はパワーユニットの断面図、第４図は変速機駆
動手段の平面図、第５図は第４図のＶ−Ｖ断面図である
。
１・・・車速検出手段
２・・・スロットル開度検出手段
３・・・目標変速比演算手段
５・・・変速比制御手段
６・・・変速機位置検出手段
７・・・無段自重力変速機
８・・・変速機駆動手段Fig. 1 is a block diagram showing the configuration of the present invention, Figs. 2 to 5 show an embodiment in which the invention is applied to a toroidal continuously variable transmission, and Fig. 2 is a side view of a motorcycle. , FIG. 3 is a sectional view of the power unit, FIG. 4 is a plan view of the transmission drive means, and FIG. 5 is a sectional view taken along line V-V in FIG. 4. 1... Vehicle speed detection means 2... Throttle opening detection means 3... Target gear ratio calculation means 5... Gear ratio control means 6... Transmission position detection means 7... Stepless self-gravity Transmission 8...transmission drive means
Claims (1)
を駆動機構へ伝達し、前記無段自動変速機の変速比を走
行状態に応じて制御する車両用無段自動変速機の走行制
御装置において、前記変速機から実変速位置を直接検出
する変速機位置検出手段と、この実変速位電から得られ
る実変速比を、車速情報とスロットル開度情報とから得
られる目標変速比に一致させるように制御する変速比制
御手段とを備えた車両用無段自動変速機の走行制御装置
。Driving of a continuously variable automatic transmission for a vehicle that changes the output of an internal combustion engine with a continuously variable automatic transmission, transmits the output to a drive mechanism, and controls the gear ratio of the continuously variable automatic transmission according to the driving condition. In the control device, a transmission position detecting means for directly detecting an actual gear shift position from the transmission, and an actual gear ratio obtained from the actual gear shift position voltage to a target gear ratio obtained from vehicle speed information and throttle opening information. A travel control device for a continuously variable automatic transmission for a vehicle, comprising a gear ratio control means for controlling the gear ratio so that they match.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11421186A JPS62273189A (en) | 1986-05-19 | 1986-05-19 | Travelling controller of non-stage automatic transmission for car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11421186A JPS62273189A (en) | 1986-05-19 | 1986-05-19 | Travelling controller of non-stage automatic transmission for car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62273189A true JPS62273189A (en) | 1987-11-27 |
Family
ID=14631992
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11421186A Pending JPS62273189A (en) | 1986-05-19 | 1986-05-19 | Travelling controller of non-stage automatic transmission for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62273189A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0293166A (en) * | 1988-09-30 | 1990-04-03 | Honda Motor Co Ltd | Controller for continuously variable transmission |
| US5025685A (en) * | 1988-07-29 | 1991-06-25 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicles |
| US5085053A (en) * | 1987-12-28 | 1992-02-04 | Honda Giken Kogyo Kabushiki Kaisha | Swashplate assembly for a swashplate type hydraulic pressure device |
| US5214983A (en) * | 1988-07-29 | 1993-06-01 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicle with fault detection |
| JP2007187295A (en) * | 2006-01-16 | 2007-07-26 | Yamaha Motor Co Ltd | Continuously variable transmission control device and saddle riding type vehicle |
| EP2261536A2 (en) | 2009-06-10 | 2010-12-15 | Nissan Motor Co., Ltd. | Control apparatus of driving force in case of belt slipping for vehicle equipped with v-belt continuously variable transmission and control method thereof |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59113355A (en) * | 1982-12-17 | 1984-06-30 | Nissan Motor Co Ltd | Control method of stepless transmission gear |
-
1986
- 1986-05-19 JP JP11421186A patent/JPS62273189A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59113355A (en) * | 1982-12-17 | 1984-06-30 | Nissan Motor Co Ltd | Control method of stepless transmission gear |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5085053A (en) * | 1987-12-28 | 1992-02-04 | Honda Giken Kogyo Kabushiki Kaisha | Swashplate assembly for a swashplate type hydraulic pressure device |
| US5025685A (en) * | 1988-07-29 | 1991-06-25 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicles |
| US5214983A (en) * | 1988-07-29 | 1993-06-01 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicle with fault detection |
| US5282400A (en) * | 1988-07-29 | 1994-02-01 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicle |
| JPH0293166A (en) * | 1988-09-30 | 1990-04-03 | Honda Motor Co Ltd | Controller for continuously variable transmission |
| JP2007187295A (en) * | 2006-01-16 | 2007-07-26 | Yamaha Motor Co Ltd | Continuously variable transmission control device and saddle riding type vehicle |
| EP2261536A2 (en) | 2009-06-10 | 2010-12-15 | Nissan Motor Co., Ltd. | Control apparatus of driving force in case of belt slipping for vehicle equipped with v-belt continuously variable transmission and control method thereof |
| US8527167B2 (en) | 2009-06-10 | 2013-09-03 | Nissan Motor Co., Ltd. | Control apparatus of driving force in case of belt slipping for vehicle equipped with V-belt continuously variable transmission and control method thereof |
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