JP2006057705A - Control device of continuously variable transmission mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain favorable acceleration performance by always starting from a low ratio in a vehicle including a continuously variable transmission. <P>SOLUTION: Determination that a throttle grip opening θgp is in the totally closed state in a step S1, makes advance to a step S2 to detect a gear ratio Rm of the continuously variable transmission 23. Determined that the change gear ratio Rm does not return to the low ratio Rlow at the time of starting, makes advance to the step S3. In the step S3, DBW control is started, and the throttle opening θis controlled so that the engine rotational frequency Ne is kept at Nref1 a little exceeding the clutch-in rotational frequency Nin, whereby the gear ratio Rm is gradually decreased. After that, when the gear ratio Rm returns to the low ratio Rlow, DBW control is released in the step S4. As a result, the throttle opening θth is again controlled to the opening corresponding to the throttle grip opening. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a continuously variable transmission mechanism, and more particularly to a control device for a continuously variable transmission mechanism in which a gear ratio changes continuously according to engine rotation.

  In a transmission mechanism that transmits engine driving force to a drive wheel via a belt-type continuously variable transmission, a configuration in which a centrifugal start clutch is provided on the output shaft (driven side), the drive wheel starts from the drive wheel when the vehicle stops suddenly. Torque input to the transmission can be cut off by the starting clutch. Therefore, if the engine is not stopped, the continuously variable transmission will continue to rotate, so that the transmission ratio can be returned to the low ratio at the time of starting, but generally the starting clutch provided on the output shaft to be decelerated has its transmission capacity. Must be increased, leading to an increase in the size and weight of the apparatus.

On the other hand, Patent Document 1 discloses a configuration in which a starting clutch is provided on the input shaft (drive side) of a continuously variable transmission. In such a configuration, the speed ratio of the continuously variable transmission may not return when the vehicle stops suddenly. In such a case, the speed ratio of the continuously variable transmission does not return to the low ratio when the vehicle restarts. Therefore, a new technical problem arises that it is difficult to obtain sufficient acceleration performance.
JP-A-8-178014

  FIG. 7 is a timing chart for explaining the above-described problem. When the throttle grip opening θgp begins to close at time t1, the engine speed Ne and the vehicle speed V begin to decrease in response to this, The gear ratio Rm of the continuously variable transmission also begins to decrease with a delay. At this time, if the closing operation of the throttle grip is slow as shown by the solid line in FIG. 8, the speed of the continuously variable transmission is changed before the engine speed falls below the clutch-in speed Nin of the starting clutch at time t3. The ratio Rm can be completely returned to the low ratio Rlow at the start. Therefore, at the next start, it is possible to start from the low ratio Rlow, and it becomes difficult to obtain good acceleration performance.

  On the other hand, if the closing operation of the throttle grip is rapid as shown by the broken line in the figure, the rate of decrease in the engine speed Ne increases, so the engine speed Ne becomes the clutch of the starting clutch at time t2. -The speed ratio Rm of the continuously variable transmission cannot return to the low ratio Rlow at the start before the in-speed Nin falls below. Therefore, at the time of the next start, it is not possible to start from the low ratio Rlow, so that good acceleration performance cannot be obtained.

  SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems of the prior art and to always allow a vehicle to be started from a low ratio in a vehicle equipped with a continuously variable transmission so as to obtain good acceleration performance.

  In order to achieve the above-described object, according to the present invention, a centrifugal start clutch and a continuously variable transmission that continuously shifts according to the rotational speed of an input shaft are connected in series between a crankshaft and a drive shaft of an engine. In the control device for the continuously variable transmission mechanism connected to, there is a feature in that the following measures are taken.

  (1) An accelerator opening sensor that detects an accelerator opening, an opening / closing mechanism that opens and closes a throttle valve in response to an accelerator operation, a transmission ratio sensor that detects a transmission ratio of a continuously variable transmission, and an accelerator operation of the throttle valve A throttle actuator that opens and closes independently, a one-way clutch that is interposed between the continuously variable transmission and the drive shaft, and that transmits power in only one direction from the continuously variable transmission to the drive shaft; If the gear ratio does not return to a predetermined low ratio when the gear ratio is below a predetermined reference opening, the throttle actuator is controlled until the gear ratio returns to the predetermined low ratio, so that the engine speed can be changed to a predetermined variable speed. And throttle control means for maintaining the number above a certain number.

  (2) The continuously variable transmission is a belt type continuously variable transmission in which the crankshaft of the engine is connected to the input shaft via a centrifugal start clutch, and the drive shaft is connected to the output shaft. If the accelerator opening is below a predetermined reference opening and the gear ratio does not return to a predetermined low ratio, the throttle actuator is controlled until the gear ratio returns to the predetermined low ratio, The number of revolutions is maintained at or above the clutch-in number of revolutions of the starting clutch.

  (3) The throttle valve is opened and closed in response to an accelerator operation when the gear ratio returns to a predetermined low ratio.

  According to the present invention, the following effects are achieved.

  (1) According to the first aspect of the invention, even if the accelerator operation is performed to return the accelerator opening to the fully closed opening or the vicinity thereof, the speed ratio of the continuously variable transmission starts even if the engine speed decreases rapidly. Until returning to the low ratio, the throttle valve is driven by the actuator regardless of the accelerator operation, and the engine speed is maintained at or above the speed at which the continuously variable transmission can change. It will be possible to return. Accordingly, since it is possible to start from the low ratio at the next start, it is possible to always obtain a good acceleration performance.

  (2) According to the invention of claim 2, in the structure in which the centrifugal start clutch is connected to the input side (drive side) of the continuously variable transmission, the transmission ratio of the continuously variable transmission returns to the low ratio at the time of start. Until then, the throttle valve is driven by the actuator regardless of the accelerator operation, and the engine speed is maintained at or above the clutch-in speed of the starting clutch, so that the gear ratio can be reliably returned to the low ratio. Accordingly, since it is possible to start from the low ratio at the next start, it is possible to always obtain a good acceleration performance.

  (3) According to the invention of claim 3, when the speed ratio of the continuously variable transmission is returned to the low ratio, the control subject of the throttle valve is returned to the accelerator operation from the throttle actuator, so that it is necessary to connect the start clutch. Minimized.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a side view of an embodiment of a scooter type hybrid vehicle to which the present invention is applied.

  The hybrid vehicle has a front fork 1 that pivotally supports a front wheel WF in front of the vehicle body. The front fork 1 is pivotally supported by a head pipe 2 and can be steered by operating a handle 3. A down pipe 4 is attached rearward and downward from the head pipe 2, and an intermediate frame 5 extends substantially horizontally from the lower end of the down pipe 4. Further, a rear frame 6 is formed rearward and upward from the rear end of the intermediate frame 5.

  One end of a power unit 11 including an engine as a power source and a drive motor is pivotally attached to the body frame 10 thus configured. The power unit 11 has a rear wheel WR, which is a driving wheel, rotatably attached to the other end on the rear side thereof, and is suspended by a rear cushion attached to the rear frame 6.

  The outer periphery of the vehicle body frame 10 is covered with a vehicle body cover 13, and a seat 14 on which a passenger sits is fixed to the rear and upper surface of the vehicle body cover 13. A step floor 15 on which a passenger puts his / her foot is formed in front of the seat 14. A storage box 100 that functions as a utility space for storing helmets, luggage, and the like is provided below the seat 14.

  FIG. 2 is a block diagram showing a system configuration of the above-described hybrid vehicle. The power unit 11 is connected to an engine 20, an ACG starter motor 21a that functions as an engine starter and a generator, and a crankshaft 22. A continuously variable transmission (power transmission means) 23 for transmitting the power of the engine 20 to the rear wheel WR, a starting clutch 40 for connecting and disconnecting power transmission between the crankshaft 22 and the input shaft of the continuously variable transmission 23, A drive motor 21b that functions as a motor or a generator, a one-way clutch 44 that transmits power from the engine 20 to the rear wheel WR side but does not transmit power from the rear wheel WR to the engine 20 side, and a continuously variable transmission And a speed reduction mechanism 69 that decelerates the output of the machine 23 and transmits it to the rear wheel WR. The speed ratio Rm of the continuously variable transmission 23 is detected by the speed ratio sensor 12, and the rotational speed Ne of the engine 20 is detected by the engine speed sensor 36.

  The power of the engine 20 is transmitted from the crankshaft 22 to the rear wheel WR via the start clutch 40, the continuously variable transmission 23, the one-way clutch 44, the drive shaft 60, and the speed reduction mechanism 69. On the other hand, the power of the drive motor 21 b is transmitted to the rear wheel WR via the drive shaft 60 and the speed reduction mechanism 69. That is, in this embodiment, the drive shaft 60 also serves as the output shaft of the drive motor 21b.

  A battery 74 is connected to the ACG starter motor 21a and the drive motor 21b. The battery 74 supplies electric power to the motors 21a and 21b when the drive motor 21b functions as a motor and when the ACG starter motor 21a functions as a starter, and the ACG starter motor 21a and the drive motor 21b When functioning as a generator, the regenerative power is configured to be charged. The engine 20, the ACG starter motor 21a, and the drive motor 21b are controlled by the travel control unit 7a of the control unit 7. The throttle grip 38 is provided with a throttle grip sensor 39 as an accelerator opening sensor for detecting that the grip opening θgp as the accelerator opening is returned to the fully closed opening or a reference opening in the vicinity thereof. .

  A throttle valve 17 that controls the amount of air is rotatably provided in the intake pipe 16 of the engine 20. The throttle valve 17 rotates according to the operation amount of a throttle grip (not shown) operated by the passenger. In this embodiment, a DBW (drive-by-wire) system 37 is mounted as a throttle actuator that opens and closes the throttle valve 17 regardless of the accelerator operation, and the throttle valve 17 is independent of the rider's operation. Automatic control based on the engine speed, vehicle speed, and the like is also possible. Between the throttle valve 17 and the engine 20, an injector 18 for injecting fuel and a negative pressure sensor 19 for detecting negative pressure in the intake pipe are disposed.

  Next, the configuration of the power unit 11 including the engine 20 and the drive motor 21b will be described with reference to FIG.

  The engine 20 includes a piston 25 connected to a crankshaft 22 via a connecting rod 24. The piston 25 is slidable within a cylinder 27 provided in the cylinder block 26, and the cylinder block 26 is disposed so that the axis of the cylinder 27 is substantially horizontal. A cylinder head 28 is fixed to the front surface of the cylinder block 26, and a combustion chamber 20a in which the air-fuel mixture is combusted by the cylinder head 28, the cylinder 27, and the piston 25 is formed.

  The cylinder head 28 is provided with a valve (not shown) for controlling intake or exhaust of the air-fuel mixture into the combustion chamber 20a, and an ignition plug 29. The opening and closing of the valve is controlled by the rotation of the cam shaft 30 that is pivotally supported by the cylinder head 28. The camshaft 30 includes a driven sprocket 31 on one end side, and an endless cam chain 33 is stretched between the driven sprocket 31 and a drive sprocket 32 provided at one end of the crankshaft 22. A water pump 34 that cools the engine 20 is provided at one end of the camshaft 30. The water pump 34 is attached such that its rotating shaft 35 rotates integrally with the cam shaft 30. Therefore, when the camshaft 30 rotates, the water pump 34 can be operated.

  A stator case 49 is connected to the right side of the crankcase 48 that supports the crankshaft 22 in the vehicle width direction, and the ACG starter motor 21a is accommodated therein. The ACG starter motor 21 a is a so-called outer rotor type motor, and its stator is composed of a coil 51 in which a conductive wire is wound around a tooth 50 fixed to a stator case 49. On the other hand, the outer rotor 52 is fixed to the crankshaft 22 and has a substantially cylindrical shape covering the outer periphery of the stator. A magnet 53 is disposed on the inner peripheral surface of the outer rotor 52.

  A fan 54a for cooling the ACG starter motor 21a is attached to the outer rotor 52. When the fan 54a rotates in synchronization with the crankshaft 22, it is formed on the side surface 55a of the cover 55 of the stator case 49. Cooling air is taken in from the cooling air intake.

  A transmission case 59 is connected to the left side of the crankcase 48 in the vehicle width direction, and a drive side is connected to the crankshaft 22 via a fan 54 b fixed to the left end portion of the crankshaft 22 and a starting clutch 40. The continuously variable transmission 23 and the drive motor 21b connected to the driven side of the continuously variable transmission 23 are housed. The fan 54b cools the continuously variable transmission 23 and the drive motor 21b accommodated in the transmission case 59. The fan 54b is on the same side as the drive motor 21b with respect to the continuously variable transmission 23, that is, in this embodiment. It is arranged on the left side in the vehicle width direction.

  A cooling air intake 59a is formed on the vehicle body front side and left side of the transmission case 59, and when the fan 54b rotates in synchronization with the crankshaft 22, the transmission case is provided from the cooling air intake 59a located in the vicinity of the fan 54b. Outside air is taken into 59, and the drive motor 21b and the continuously variable transmission 23 are forcibly cooled.

  The continuously variable transmission 23 has a drive-side transmission pulley 58 attached via a starting clutch 40 to the left end of the crankshaft 22 protruding from the crankcase 48 in the vehicle width direction, and an axis parallel to the crankshaft 22. A belt constructed by winding an endless V-belt (endless belt) 63 between a drive shaft 60 supported by a transmission case 59 and a driven transmission pulley 62 mounted via a one-way clutch 44. It is a converter.

  As shown in the enlarged view of the main part of FIG. 4, the drive-side transmission pulley 58 is attached to the crankshaft 22 via the sleeve 58d so as to be rotatable in the circumferential direction, and is fixed to the sleeve 58d. A side fixed pulley half 58a and a drive side movable pulley half 58c that is slidable in the axial direction but non-rotatable in the circumferential direction with respect to the sleeve 58d.

  On the other hand, the driven-side transmission pulley 62 is driven by a driven-side fixed pulley half 62a that is attached to the drive shaft 60 via a sleeve 62c, while sliding in the axial direction of the driven-side transmission pulley 62 is rotatably mounted in the circumferential direction. On the sleeve 62c, a driven-side movable pulley half 62b is attached so as to be slidable in the axial direction.

  Then, a substantially V-shaped cross section formed between the driving-side fixed pulley half 58a and the driving-side movable pulley half 58c and between the driven-side fixed pulley half 62a and the driven-side movable pulley half 62b. An endless 5-belt 63 is wound around the belt-shaped groove.

  A spring (elastic member) 64 that constantly urges the driven-side movable pulley half 62b toward the driven-side fixed pulley half 62a is disposed on the rear side (left side in the vehicle width direction) of the driven-side movable pulley half-off 62b. Has been.

  In such a configuration, when the rotational speed of the crankshaft 22 increases, in the driving transmission pulley 58, centrifugal force acts on the weight roller 58b so that the driving movable pulley half 58c is moved to the driving fixed pulley half idle 58a. Slide. The drive-side movable pulley half 58c approaches the drive-side fixed pulley half 58a by the amount of sliding, and the groove width of the drive-side transmission pulley 58 decreases, so that the drive-side transmission pulley 58 and the 5-belt 63 contact each other. The position shifts radially outward of the drive side transmission pulley 58, and the winding diameter of the five belt 63 increases. Accordingly, in the driven transmission pulley 62, the width of the groove formed by the driven fixed pulley half 62a and the driven movable pulley half 62b increases. That is, the winding diameter (transmission pitch diameter) of the V-belt 63 continuously changes according to the rotation speed of the crankshaft 22, and the gear ratio automatically and continuously changes.

  The starting clutch 40 is formed on the outer side of the vehicle body (left side in the vehicle width direction in the present embodiment) from the continuously variable transmission 23, that is, between the driving-side fixed pulley half 58a and the fan 54b and in the transmission case 59. It is provided in the vicinity of the cooling air inlet 59a.

  The starting clutch 40 includes a cup-shaped outer case 40a fixed to the sleeve 58d, an outer plate 40b fixed to the left end portion of the crankshaft 22, and a radially outer portion of the outer plate 40b via a weight 40c. And a spring 40e for urging the shoe 40d radially inward.

  When the engine rotation speed, that is, the rotation speed of the crankshaft 22 is a predetermined value (for example, 3000 rpm) or less, power transmission between the crankshaft 22 and the continuously variable transmission 23 is interrupted by the start clutch 40. When the engine speed increases and the crankshaft 22 speed exceeds the predetermined value, the centrifugal force acting on the weight 40c resists the elastic force acting radially inward by the spring 40e, and the weight 40c moves radially outward. As a result, the shoe 40d is pressed against the inner peripheral surface of the outer case 40a with a force greater than a predetermined value. As a result, the rotation of the crankshaft 22 is transmitted to the sleeve 58d through the outer case 40a, and the drive side transmission pulley 58 fixed to the sleeve 58d is driven.

  The one-way clutch 44 enables transmission of power only in one direction from the cup-shaped outer clutch 44a, the inner clutch 44b coaxially inserted in the outer clutch 44a, and the inner clutch 44b to the outer clutch 44a. And a roller 44c. The outer clutch 44a also serves as the inner rotor body of the drive motor 21b and is composed of the same member as the inner rotor body. The inner circumference of the inner clutch 44b and the left end portion of the boss portion of the driven side fixed pulley half 62a are spline-coupled to each other.

  The power from the engine 20 side transmitted to the driven transmission pulley 62 of the continuously variable transmission 23 is the driven fixed pulley half 62a, the inner clutch 44b, the outer clutch 44a, that is, the inner rotor body, the drive shaft 60, and the speed reduction mechanism 69. The power from the rear wheel WR side during vehicle pushing and regenerative operation is transmitted to the rear wheel WR via the speed reduction mechanism 69, the drive shaft 60, the inner rotor body, that is, the outer clutch 44a. However, since the outer clutch 44a rotates idly with respect to the inner clutch 44b, it is not transmitted to the continuously variable transmission 23 and the engine 20.

  On the vehicle body rear side of the transmission case 59, an inner rotor type drive motor 21b having the drive shaft 60 as a motor output shaft is provided.

  The inner rotor 80 includes a drive shaft 60 that is also an output shaft of the continuously variable transmission 23, and an inner rotor body that is spline-coupled to the drive shaft 60 by a boss portion 80b that is cup-shaped and formed at the center thereof. A clutch 44b and a magnet 80c disposed on the outer peripheral surface of the inner clutch 44b on the opening side are provided. A plurality of detected bodies 82 to be detected by a rotor sensor 81 attached to the inner wall 59A of the transmission case 59 are mounted on the outer peripheral surface on the bottom side of the inner clutch 44b. On the other hand, the stator 83 is constituted by a coil 83c in which a conductive wire is wound around a tooth 83b fixed to the stator case 83a in the transmission case 59.

  Returning to FIG. 3, the drive motor 21b functions as a motor when assisting the output of the engine 20, converts the rotation of the drive shaft 60 into electric energy, and regenerates the battery 74 (not shown in FIG. 2). It also functions as a generator for charging. The drive motor 21b is directly attached to the inner wall 59A of the metal transmission case 59 via the stator case 83a, and the outer wall 59B of the transmission case 59 corresponding to the directly attached portion is for cooling extending in the longitudinal direction of the vehicle body. A plurality of fins 59b are provided at intervals.

  The speed reduction mechanism 69 is provided in a transmission chamber 70 connected to the right side of the rear end portion of the transmission case 59, and includes an intermediate shaft 73 supported in parallel with the drive shaft 60 and the axle 68 of the rear wheel WR, and is driven. A first reduction gear pair 71, 71 formed at the right end portion of the shaft 60 and the central portion of the intermediate shaft 73, and a second reduction gear formed at the right end portion of the intermediate shaft 73 and the left end portion of the axle 68, respectively. A pair 72 and 72 are provided. With such a configuration, the rotation of the drive shaft 60 is decelerated at a predetermined reduction ratio, and is transmitted to the axle 68 of the rear wheel WR that is pivotally supported in parallel therewith.

  The travel control unit 7a of the control unit 7 receives information from the opening degree of the throttle valve 17, the negative pressure sensor 19, the engine speed sensor 36, and the like, so that an ignition device that operates the ignition plug 29 of the engine 20 is predetermined. The control signal is output.

  The gear ratio return control unit 7b of the control unit 7 monitors the gear ratio Rm of the automatic transmission, and when the opening degree of the throttle grip 38 is less than the fully closed opening degree or a reference opening degree in the vicinity thereof, the gear change ratio Rm. If the ratio Rm has not returned to the predetermined low ratio, the DBW control is executed until the speed ratio Rm returns to the predetermined low ratio, and the engine speed Ne is maintained equal to or higher than the clutch-in speed of the starting clutch 40. .

  FIG. 5 is a flowchart showing a procedure of the gear ratio return control performed by the gear ratio return control unit 7b, and FIG. 6 is a timing chart thereof. In FIG. 6, the operation timing of the present embodiment is indicated by a solid line, the operation timing when the closing operation of the throttle grip 38 is slow is indicated by a chain line, and the present embodiment is illustrated although the closing operation of the throttle grip 38 is rapid. The operation timing when this control is not performed is indicated by a one-dot chain line.

  In step S1, it is determined whether or not the opening degree of the throttle grip 38 is in a fully closed state (or in the vicinity thereof). If it is determined at time t1 that the throttle grip opening degree θgp is in the fully closed state, the process proceeds to step S2, and the speed ratio Rm of the continuously variable transmission 23 is detected. Here, if the throttle grip 38 is quickly returned as shown by the solid line, it is determined that the gear ratio Rm has not returned to the low ratio Rlow at the time of start, so the routine proceeds to step S3.

  In step S3, DBW control for controlling the throttle opening θth independently of the throttle grip opening θgp is started at time t2, and the engine speed Ne is maintained at Nref1 slightly exceeding the clutch-in speed Nin of the starting clutch 40. Thus, the throttle opening degree θth is controlled. If the engine speed Ne is maintained higher than the clutch-in speed Nin, in the continuously variable transmission 23, the engine power is transmitted to the drive-side transmission pulley 58 via the start clutch 40 to drive it. Therefore, the driven side transmission pulley 62 is also driven through the five belt 63.

  Here, since the engine rotates at a low speed slightly exceeding the clutch-in rotation speed Nin, the driven-side movable pulley half 62b is urged by the spring 64 toward the driven-side fixed pulley half 62a, and the 5-belt 63 The winding diameter increases. Accordingly, in the drive side transmission pulley 62, the groove width formed by the drive side fixed pulley half 58a and the drive side movable pulley half 58c is narrowed against the centrifugal force of the weight roller 58b. The winding diameter of the belt 63 starts to decrease. That is, the speed ratio Rm of the continuously variable transmission change 23 gradually decreases.

  Thereafter, at time t3, the gear ratio Rm returns to the low ratio Rlow, and when this is detected in step S2, the DBW control is canceled in step S4. As a result, the control subject of the throttle valve 17 returns from the DBW control to the accelerator operation, so that the throttle opening θth is again controlled to the opening corresponding to the throttle grip opening.

  In the hybrid vehicle having the above configuration, when starting the engine, the crankshaft 22 is rotated using the ACG starter motor 21a on the crankshaft 22. At this time, the starting clutch 40 is not connected, and power transmission from the crankshaft 22 to the continuously variable transmission 23 is interrupted.

  When the rotational speed of the crankshaft 22 exceeds a predetermined value (for example, 3000 rpm) corresponding to the operation amount of the throttle grip, the rotational power of the crankshaft 22 is transmitted via the start clutch 40 to the continuously variable transmission 23, the one-way clutch. 44 and the speed reduction mechanism 69 to drive the rear wheel WR. At the time of this start, it is also possible to operate the drive motor 21b by supplying power from the battery 74 and assist the rotation of the drive shaft 60 by engine power.

  Further, instead of starting by the engine 20, starting by only the drive motor 21b is possible. In this case, since the rotation of the drive shaft 60 by the drive motor 21b is not transmitted to the driven transmission pulley 62 by the one-way clutch 44, the continuously variable transmission 23 is not driven. Thereby, when driving | running | working driving the rear-wheel WR only with the drive motor 21b, energy transmission efficiency improves.

  When the vehicle is running only with the engine 20, when the load is large, such as during acceleration or high speed, the driving of the engine can be assisted by the drive motor 21b. At this time, the rotational power of the crankshaft 22 due to the reciprocating motion of the piston 25 is transmitted to the drive shaft 60 via the start clutch 40, the continuously variable transmission 23, and the one-way clutch 44, and the power from the drive motor 21b. The combined power drives the rear wheel WR via the speed reduction mechanism 69. On the contrary, when the vehicle is traveling only by the drive motor 21b, the engine 20 can assist the motor traveling.

  When traveling at a constant speed (cruise traveling) using only the drive motor 21b as a power source, even if the engine 20 is driven, if it is less than or equal to the connection rotational speed of the start clutch 40 (the above predetermined value), Power generation by the ACG starter motor 21a can be performed without driving the continuously variable transmission 23.

  When traveling at a constant speed with only the drive motor 21b as the power source, the power transmission from the drive motor 21b to the rear wheel WR is performed without driving the continuously variable transmission 23. Excellent.

  At the time of deceleration, the one-way clutch 44 does not transmit the rotation of the drive shaft 60 to the driven transmission pulley 62 of the continuously variable transmission 23, so that the rotation of the axle 68 can be reduced without driving the continuously variable transmission 23. It is possible to regenerate directly to the drive motor 21b via 69.

  That is, during the regenerative operation from the rear wheel WR to the drive motor 21b, the power transmitted from the rear wheel WR to the drive motor 21b is not consumed for driving the continuously variable transmission 23, so the charging efficiency during regeneration is improved. To do.

  On the other hand, when the vehicle is stopped from the running state, the throttle grip 38 is quickly returned, and the speed ratio Rm of the continuously variable transmission 23 is the same as that at the time of start until the engine speed Ne falls below the clutch-in speed Nin of the start clutch 40. If it cannot return to the low ratio Rlow, the throttle opening degree θth is maintained at a predetermined opening degree by the DBW control, and the engine speed Ne is maintained at the clutch-in speed Nin or higher, thereby allowing the continuously variable transmission 23 to return to the low ratio Rlow Therefore, at the next start, the vehicle can travel from the low gear ratio state, and good acceleration performance can be obtained.

  In the above-described embodiment, the configuration in which the start clutch 40 is connected to the input side (drive side) of the continuously variable transmission 23 has been described as an example. However, the start clutch 40 is connected to the output side of the continuously variable transmission 23 ( Even when connected to the driven side), if the gear ratio Rm of the continuously variable transmission 23 does not return to the low ratio Rlow when the grip opening degree θgp is the fully closed opening degree, the speed ratio Rm returns to the low ratio. If the DBW control is performed until the engine speed Ne is maintained at or above the speed at which the continuously variable transmission 23 can be shifted, the same effect can be obtained.

  The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention. For example, the application target is not limited to a two-wheeled vehicle, but may be another moving body such as a three-wheeled vehicle or a four-wheeled vehicle.

1 is a side view of a motorcycle according to an embodiment of a hybrid vehicle according to the present invention. It is a block diagram which shows the system structure of the two-wheeled vehicle shown in FIG. It is sectional drawing of the power unit of the two-wheeled vehicle shown in FIG. It is a principal part enlarged view of FIG. It is the flowchart which showed the procedure of gear ratio return control. 6 is a timing chart showing a procedure of gear ratio return control. It is a figure for demonstrating the problem of the conventional continuously variable transmission.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Power unit 12 Gear ratio sensor 20 Engine 21b Drive motor 23 Continuously variable transmission 36 Engine speed sensor 37 DBW system (throttle actuator)
44 One-way clutch (one-way power transmission means)
60 Drive shaft 62 Driven side transmission pulley (driven pulley)

Claims (3)

In a control device for a continuously variable transmission mechanism in which a centrifugal start clutch and a continuously variable transmission that continuously changes speed according to the rotational speed of an input shaft are connected in series between a crankshaft and a drive shaft of an engine.
An accelerator opening sensor for detecting the accelerator opening;
An opening and closing mechanism that opens and closes the throttle valve according to the accelerator operation;
A gear ratio sensor for detecting the gear ratio of the continuously variable transmission;
A throttle actuator that opens and closes the throttle valve independently of the accelerator operation;
A one-way clutch that is interposed between the continuously variable transmission and the drive shaft and transmits power in only one direction from the continuously variable transmission to the drive shaft;
If the gear ratio does not return to a predetermined low ratio when the accelerator opening is below a predetermined reference opening, the throttle actuator is controlled until the gear ratio returns to the predetermined low ratio, and the engine speed is increased. And a throttle control means for maintaining the rotation speed at a predetermined speed or higher. The continuously variable transmission is a belt type continuously variable transmission in which an engine crankshaft is connected to an input shaft via a centrifugal start clutch, and a drive shaft is connected to an output shaft;
The throttle control means controls the throttle actuator until the gear ratio returns to the predetermined low ratio if the gear ratio does not return to the predetermined low ratio when the accelerator opening is below a predetermined reference opening. The control device for a continuously variable transmission mechanism according to claim 1, wherein the engine speed is maintained at a value equal to or higher than a clutch-in speed of the starting clutch.   3. The control device for a continuously variable transmission mechanism according to claim 1, wherein when the speed ratio returns to a predetermined low ratio, the throttle valve is opened and closed according to the accelerator operation.

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