JP2011185444A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle enabling the driver to properly set a gear ratio when the driver turns off a main switch during the traveling. <P>SOLUTION: This vehicle (motorcycle 1) includes an engine 2, the main switch 18 with which the driver controls the engine 2, a continuously variable transmission 4 for transmitting a drive force generated by the engine 2 to a rear wheel 3, and a shift controller 17 which controls the gear ratio of the continuously variable transmission 4 and continuously controls the gear ratio of the continuously variable transmission 4 after the driver turns off the main switch 18 to provide a stop instruction to the engine 2. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a vehicle, and more particularly to a vehicle provided with a continuously variable transmission.

  Conventionally, scooter type motorcycles are known as vehicles equipped with continuously variable transmissions. In this scooter type motorcycle, a continuously variable transmission such as a V-belt type or a toroidal type is used.

  In a scooter type motorcycle equipped with such a continuously variable transmission, during normal driving, an optimum target gear ratio (target engine speed) is calculated from the throttle opening (accelerator opening) and the vehicle speed. The actual gear ratio is controlled so as to achieve the calculated target gear ratio. In this case, when the motorcycle is stopped (the vehicle speed is 0), the transmission ratio of the continuously variable transmission is normally low (maximum transmission ratio). Thereby, at the next start after the stop, the gear ratio of the continuously variable transmission is normally low. In this way, when the engine is started with the gear ratio being low, the engine output is converted to have a large torque and transmitted to the rear wheels, so the load on the engine at the start is reduced.

  However, in a motorcycle equipped with the above-described conventional continuously variable transmission, if the driver turns off the main switch while the motorcycle is running, the engine is stopped and a gear ratio other than low is set. In this state, the shift control is interrupted. When the engine is started to start next time after the gear ratio is set to a state other than low in this way and stopped, the torque transmitted to the rear wheels is small, increasing the engine load and preventing smooth start. Inconvenience occurs.

  Therefore, conventionally, a technique for solving such inconvenience has been proposed (see, for example, Patent Document 1). In the above-mentioned Patent Document 1, when the speed ratio of the continuously variable transmission is not low at the time of stop, the engine is started after forcibly returning the speed ratio of the continuously variable transmission to low at the next start operation. A motorcycle configured as described above is disclosed. In Patent Document 1, as described above, the engine is started after the transmission gear ratio is returned to low during the start operation, so that the main switch is turned off by the driver during traveling, and the transmission gear ratio control is performed in a state where the transmission gear ratio is not low. Even if the engine is interrupted and stopped, it is possible to suppress an increase in the engine load at the next start.

Japanese Patent No. 2584618

  However, in Patent Document 1 described above, it is possible to suppress an increase in the engine load during the start operation, while starting the engine after returning the gear ratio of the continuously variable transmission to low during the start operation. There is an inconvenience that it takes a long time to start after the start operation. For this reason, there is a problem that it is difficult to start smoothly.

  Further, in the above-mentioned Patent Document 1, in order to perform control to return the transmission gear ratio of the continuously variable transmission to low at the next start operation after the motorcycle is stopped, the main switch is turned off during traveling so Even when the shift control is interrupted in the ratio state, the shift control to low is not performed until the next start operation. For this reason, when the main switch is turned off while the motorcycle is traveling, the motorcycle is coasting while being fixed to the gear ratio on the top side with respect to low. Thus, there is a problem that the engine brake is hardly effective in a state where the gear ratio is fixed to the top side.

  The present invention has been made to solve the above-described problems, and one object of the present invention is a vehicle in which a gear ratio can be appropriately set when a driver turns off a main switch during traveling. Is to provide.

Means for Solving the Problems and Effects of the Invention

  A vehicle according to one aspect of the present invention includes a driving force generating means, a first switch for a driver to control the driving force generating means, and a first driving force transmitting means for transmitting the driving force from the driving force generating means. And a belt type continuously variable transmission that transmits the driving force generated by the driving force generating means to the driving wheel, and a second driving force transmitting means that transmits the driving force from the first driving force transmitting means to the driving wheel. And controlling the gear ratio of the belt-type continuously variable transmission and instructing the driving force generating means to stop by turning off the first switch by the driver, the first driving force transmitting means and the first When the rotational speed of at least one of the two driving force transmission means is larger than a predetermined value, the gear ratio of the belt type continuously variable transmission is continuously controlled toward the low side, and the first driving force transmission means and the first driving force transmission means At least one of the two driving force transmission means Rotational speed of and a shift control means for stopping the control of the belt type continuously variable transmission when it is below a predetermined value.

  In the vehicle according to this aspect, as described above, after the first switch is turned off, the driving force generating means is instructed to stop, and then the gear ratio for continuously controlling the gear ratio of the continuously variable transmission is controlled. Control means are provided. Thus, the gear ratio of the continuously variable transmission can be continuously controlled by the speed change control means even after the driver has instructed the driving force generating means to stop by turning off the first switch during traveling. Therefore, the gear ratio of the continuously variable transmission can be brought close to low during traveling (before stopping). As a result, the driving force generating means can be started in a low or near low state during the next starting operation, so that the driving force generated by the driving force generating means is converted into a large torque and transmitted to the driving wheels. Can do. As a result, a smooth start is possible. In addition, even after the driving force generating means is instructed to stop when the first switch is turned off during traveling, the continuously variable transmission can be brought close to low during traveling (before stopping). It is not necessary to return the gear ratio of the continuously variable transmission to low during the next starting operation. As a result, it is possible to shorten the time until the start after the start operation. In addition, by continuously controlling the gear ratio of the continuously variable transmission after the driving force generating means is instructed to stop, it is possible to travel inertially while performing the shift control to the low side by the shift control means. it can. As a result, even after the driving force generating means is instructed to stop, the vehicle can travel in a state where the engine brake is likely to be effective, so that the operability can be improved. The continuously variable transmission includes a first driving force transmission unit that transmits driving force from the driving force generation unit, and a second driving force transmission unit that transmits the driving force from the first driving force transmission unit to the driving wheels. The transmission control means continuously detects the rotation of at least one of the first driving force transmission means and the second driving force transmission means and continuously controls the gear ratio of the continuously variable transmission. According to this configuration, even after the stop is instructed to the driving force generating means, until the rotational speed of at least one of the first driving force transmitting means and the second driving force transmitting means becomes, for example, a predetermined value or less. Since the gear ratio of the continuously variable transmission can be controlled, the gear ratio of the continuously variable transmission can be easily brought close to low. Further, when the rotational speed of at least one of the first driving force transmission means and the second driving force transmission means becomes, for example, a predetermined value or less, the speed ratio of the continuously variable transmission is not controlled. It is possible to suppress a change in the gear ratio of the continuously variable transmission after the rotation of the first driving force transmission unit and the second driving force transmission unit is stopped. When using a belt-type continuously variable transmission, the speed ratio of the continuously variable transmission is not changed after the rotation of the first driving force transmitting means and the second driving force transmitting means is stopped. Can keep. Thereby, when restarting in the state which the belt member slackened, it can suppress that the problem of giving a damage to a belt member generate | occur | produces. The shift control means stops controlling the continuously variable transmission when the rotational speed of at least one of the first driving force transmitting means and the second driving force transmitting means becomes a predetermined value or less. With this configuration, when the rotational speed of one of the first driving force transmission unit and the second driving force transmission unit becomes a predetermined rotational speed or less, the control of the transmission ratio of the continuously variable transmission is performed. Since this is not performed, it is possible to easily suppress the speed ratio of the continuously variable transmission from being controlled after the rotation of the first driving force transmission unit and the second driving force transmission unit is stopped. The continuously variable transmission is an electrically controlled belt-type continuously variable transmission. If a belt-type continuously variable transmission that is electrically controlled in this way is used, the gear ratio of the continuously variable transmission can be easily controlled. Further, for example, when a belt type continuously variable transmission in which only the first driving force transmission means is electrically controlled is used, after the rotation of the first driving force transmission means and the second driving force transmission means stops, The belt member is slackened because only the sheave of the first driving force transmission means moves to the low side while the sheave of the second driving force transmission means is stopped due to the control of the transmission ratio of the step transmission. Inconvenience is likely to occur. In this case, the first driving force transmission is achieved by using a configuration in which the rotation ratio of the continuously variable transmission is controlled by detecting the rotation of at least one of the first driving force transmission unit and the second driving force transmission unit. By controlling the transmission ratio of the continuously variable transmission when the rotational speed of at least one of the means and the second driving force transmission means becomes a predetermined value or less, the slackness of the belt member is suppressed. Is effective.

  In the vehicle according to the above aspect, preferably, the transmission control means sets the target transmission ratio of the continuously variable transmission to a predetermined low value when the transmission ratio reaches a predetermined low value. Thus, the gear ratio is continuously controlled. With this configuration, even when the road becomes a downhill after the gear ratio has become a predetermined low value after the first switch is turned off, the gear speed increases due to the vehicle speed increasing. The ratio does not change from the low side to the top side. As a result, it is possible to travel downhill with the engine brake applied. As a result, the driver's operability can be further improved.

  In the vehicle in which the continuously variable transmission includes the first driving force transmitting means and the second driving force transmitting means, preferably between the second driving force transmitting means and the driving wheels, or between the driving force generating means and the first driving. A clutch disposed further between the force transmission means is further provided. In the case where the clutch is a centrifugal clutch, for example, when the centrifugal clutch is disposed between the second driving force transmission means and the driving wheel, the centrifugal clutch does not transmit the driving force when the rotational speed is lower than a predetermined rotational speed. While the rotation of the first driving force transmission means and the second driving force transmission means stops, the vehicle continues to travel. In this case, if the control of the gear ratio is continued until the vehicle speed after the rotation of the first driving force transmitting means and the second driving force transmitting means stops below a predetermined value, the first driving force transmitting means and the second driving force transmitting means. Since the gear ratio of the continuously variable transmission is controlled even after the means is stopped, only the sheave of the first driving force transmission means is low when the sheave of the second driving force transmission means is stopped as described above. The belt member loosens by moving to the side. Therefore, in particular, when a centrifugal clutch is provided, a configuration is used in which the rotation ratio of the continuously variable transmission is controlled by detecting the rotation of at least one of the first driving force transmission means and the second driving force transmission means. Thus, by not controlling the transmission ratio of the continuously variable transmission when the rotational speed of at least one of the first driving force transmission unit and the second driving force transmission unit becomes a predetermined value or less, It is effective to suppress the slack of the belt member. Further, when the clutch is, for example, a centrifugal clutch, when the centrifugal clutch is disposed between the driving force generating means and the first driving force transmitting means, the driving force is generated when the centrifugal clutch becomes below a predetermined rotational speed. Since the driving force of the means is not transmitted to the first driving force transmission means, the rotation speed of the first driving force transmission means is detected by detecting the rotation of the driving force generation means when the centrifugal clutch is below a predetermined rotation speed. I can't do that. Therefore, in particular, when a centrifugal clutch is provided, a configuration for directly detecting the rotation of at least one of the first driving force transmission means and the second driving force transmission means to control the transmission ratio of the continuously variable transmission. By using it, the gear ratio of the continuously variable transmission is not controlled when the rotational speed of at least one of the first driving force transmission means and the second driving force transmission means becomes a predetermined value or less. It is effective to suppress the slack of the belt member.

  In a vehicle including a clutch disposed either between the second driving force transmission unit and the driving wheel or between the driving force generation unit and the first driving force transmission unit, The clutch further disposed between the driving force transmitting means and the driving wheel, and the shift control means continuously controls the continuously variable transmission by detecting the rotation of the driving force generating means, and generates the driving force. When the rotation speed of the means becomes a predetermined value or less, the control of the continuously variable transmission is stopped. According to this configuration, when the rotational speed of the driving force generation unit becomes a predetermined value or less, the speed ratio of the continuously variable transmission is not controlled, and thus the first driving force transmission unit and the second driving force transmission unit Control of the speed ratio of the continuously variable transmission can be easily suppressed after the rotation of the driving force transmission means is stopped. As a result, when the belt-type continuously variable transmission is used, the speed ratio of the continuously variable transmission is controlled after the rotation of the first driving force transmission means and the second driving force transmission means is stopped. 2. When the sheave of the driving force transmission means is stopped, only the sheave of the first driving force transmission means moves to the low side, so that the belt member can be easily prevented from loosening.

  In a vehicle provided with a clutch disposed either between the second driving force transmission means and the driving wheel or between the driving force generation means and the first driving force transmission means, preferably the driving force The clutch further arranged between the generating means and the first driving force transmission means, and the shift control means detects the rotation of the first driving force transmission means and continuously controls the continuously variable transmission. If comprised in this way, the rotational speed of a continuously variable transmission can be detected easily.

  In a vehicle including a clutch disposed between the driving force generation unit and the first driving force transmission unit, the shift control unit preferably has the rotation speed of the first driving force transmission unit equal to or lower than a predetermined value. If this happens, the control of the continuously variable transmission is stopped. According to this structure, when the rotational speed of the first driving force transmission means becomes a predetermined value or less, the speed ratio of the continuously variable transmission is not controlled, so the first driving force transmission means and It is possible to easily suppress the speed ratio of the continuously variable transmission from being controlled after the rotation of the second driving force transmission unit is stopped. As a result, when the belt-type continuously variable transmission is used, the speed ratio of the continuously variable transmission is controlled after the rotation of the first driving force transmission means and the second driving force transmission means is stopped. 2. When the sheave of the driving force transmission means is stopped, only the sheave of the first driving force transmission means moves to the low side, so that the belt member can be easily prevented from loosening.

  When the rotational speed of at least one of the first driving force transmission means and the second driving force transmission means, the rotational speed of the driving force generation means, or the rotational speed of the first driving force transmission means becomes a predetermined value or less. In the vehicle that stops the control of the continuously variable transmission, the predetermined value is zero. With this configuration, the transmission gear ratio of the continuously variable transmission can be made close to low until the rotational speed of the first driving force transmission unit, the second driving force transmission unit, or the driving force generation unit becomes zero. The speed ratio of the continuously variable transmission can be made closer to low.

  In a vehicle including the belt type continuously variable transmission, the belt member of the belt type continuously variable transmission is preferably formed of an elastomer. A belt member made of such an elastomer is easily damaged when slack occurs. Therefore, the first driving force transmission means and the second driving force transmission means and the second driving force transmission means are detected by detecting the rotation of at least one of the first driving force transmission means and the gear ratio of the continuously variable transmission. The control of the gear ratio of the continuously variable transmission is not performed when the rotational speed of at least one of the two driving force transmission means becomes a predetermined value or less. Thereby, since the tension of the belt member can be appropriately maintained, damage to the belt member due to the slack of the belt member can be suppressed.

  In the vehicle in which the continuously variable transmission includes first driving force transmission means and second driving force transmission means, the continuously variable transmission preferably includes first driving force transmission means to which driving force is transmitted from the driving force generation means. And a second driving force transmitting means for transmitting the driving force from the first driving force transmitting means to the driving wheel, and the shift control means is one of the first driving force transmitting means and the second driving force transmitting means. The gear ratio of the continuously variable transmission is controlled by electrically controlling only the motor. For example, when a belt type continuously variable transmission in which only the first driving force transmission means is electrically controlled is used, the continuously variable transmission is stopped after rotation of the first driving force transmission means and the second driving force transmission means is stopped. The belt member is slackened because only the sheave on the first driving force transmission means side moves to the low side while the sheave of the second driving force transmission means is stopped due to the control of the transmission gear ratio. Likely to happen. However, by using a configuration that detects the rotation of at least one of the first driving force transmission unit and the second driving force transmission unit and controls the speed ratio of the continuously variable transmission, the first driving force transmission unit and In particular, it is possible to suppress the slack of the belt member by not controlling the gear ratio of the continuously variable transmission when the rotational speed of at least one of the second driving force transmission means becomes a predetermined value or less. It is valid.

1 is a side view showing an overall structure of a motorcycle according to a first reference example of the present invention. FIG. 4 is a diagram for explaining shift control of the continuously variable transmission of the motorcycle according to the first reference example shown in FIG. 1. FIG. 2 is a cross-sectional view for explaining a detailed structure of a continuously variable transmission of the motorcycle according to the first reference example shown in FIG. 1. FIG. 2 is a cross-sectional view for explaining a detailed structure of a clutch of the continuously variable transmission of the motorcycle according to the first reference example shown in FIG. 1. FIG. 2 is a cross-sectional view for explaining a detailed structure of a clutch of the continuously variable transmission of the motorcycle according to the first reference example shown in FIG. 1. FIG. 3 is a timing chart showing the state of a relay switch and the voltage of a switch line when the main switch is turned off when the vehicle speed of the motorcycle according to the first reference example shown in FIG. 1 is higher than 0 km / h (running state). is there. FIG. 1 is a timing chart showing the state of a relay switch and the voltage of a switch line when the main switch is turned off when the speed of the motorcycle according to the first reference example shown in FIG. 1 is 0 km / h (stopped state). It is. FIG. 3 is a diagram for explaining a control method for a continuously variable transmission of the transmission control apparatus for a motorcycle according to the first reference example shown in FIG. 1. FIG. 3 is a diagram showing a three-dimensional control map of the transmission control device for a motorcycle according to the first reference example shown in FIG. 1. It is the figure which showed the processing flow of the transmission control apparatus when the main switch by the 1st reference example shown in FIG. 1 was turned off. It is the figure which showed the processing flow of the transmission control apparatus when the main switch by the 2nd reference example of this invention was turned off. It is the figure which showed the processing flow of the transmission control apparatus when the main switch by 1st Embodiment of this invention was turned off. It is a figure for demonstrating the shift control of the continuously variable transmission of the two-wheeled motor vehicle by 2nd Embodiment of this invention. It is the figure which showed the processing flow of the transmission control apparatus when the main switch by 2nd Embodiment of this invention was turned off. It is the figure which showed the processing flow of the transmission control apparatus when the main switch by 3rd Embodiment of this invention was turned off. It is the figure which showed the processing flow of the transmission control apparatus when the main switch by 4th Embodiment of this invention was turned off. It is the figure which showed the processing flow of the transmission control apparatus when the main switch by 5th Embodiment of this invention was turned off. It is the figure which showed the processing flow of the transmission control apparatus when the main switch by 6th Embodiment of this invention was turned off.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First Reference Example)
FIG. 1 is a side view showing the overall structure of a motorcycle according to a first reference example of the present invention. FIG. 2 is a diagram for explaining the shift control of the continuously variable transmission of the motorcycle according to the first reference example shown in FIG. 3 to 5 are views for explaining the structure of the continuously variable transmission and the centrifugal clutch of the motorcycle according to the first reference example shown in FIG. A structure of a motorcycle according to a first reference example of the present invention will be described with reference to FIGS. In the first reference example, a scooter type motorcycle will be described as an example of the vehicle of the present invention.

  As shown in FIG. 1, a scooter type motorcycle 1 according to the first reference example is an electrically controlled V-belt continuously variable transmission as a mechanism for transmitting a driving force from an engine 2 to a rear wheel 3. 4 is provided. The engine 2 composed of an internal combustion engine is an example of the “driving force generating means” in the present invention, and the rear wheel 3 is an example of the “driving wheel” in the present invention. As shown in FIG. 2, the continuously variable transmission 4 includes a primary shaft 5 rotated by the engine 2, a primary sheave 6 coupled to the primary shaft 5, a centrifugal clutch 7, and a speed reduction mechanism 8. A secondary shaft 9 that outputs power to the wheel 3, a secondary sheave 10 connected to the secondary shaft 9, and a V-belt 11 made of an elastomer such as rubber or resin bridged between the primary sheave 6 and the secondary sheave 10. Including. The primary sheave 6 is an example of the “first driving force transmission means” in the present invention, and the secondary sheave 10 is an example of the “second driving force transmission means” in the present invention. The V belt 11 is an example of the “belt member” in the present invention.

  2 and 3, the primary sheave 6 has a fixed sheave 6a and a movable sheave 6b, and the secondary sheave 10 has a fixed sheave 10a and a movable sheave 10b. Further, between the fixed sheave 6a and the movable sheave 6b of the primary sheave 6 and between the fixed sheave 10a and the movable sheave 10b of the secondary sheave 10, there are respectively V grooves 6c and 10c around which the V belt 11 is wound. Is formed. The movable sheave 6b is formed to be movable in the axial direction of the primary shaft 5, and the movable sheave 10b is formed to be movable in the axial direction of the secondary shaft 9. The movable sheave 10b of the secondary sheave 10 is urged toward the fixed sheave 10a by a compression coil spring 10d.

  As shown in FIG. 2, the driving force of the engine 2 is converted into the rotational force of the V belt 11 by the primary sheave 6, and the rotational force of the V belt 11 is transmitted to the centrifugal clutch 7 via the secondary sheave 10. Is done. As shown in FIG. 4, the centrifugal clutch 7 includes a clutch drum 7a, three clutch pieces 7b arranged to face the inner peripheral surface of the clutch drum 7a, and three clutch pieces 7b, respectively. Two clutch springs 7c. The clutch drum 7a is connected to the rear wheel 3 via a speed reduction mechanism 8 (see FIG. 2). The three clutch pieces 7b (see FIG. 4) are connected to the secondary sheave 10 (see FIG. 2). As shown in FIG. 4, the clutch piece 7b is applied to the inner peripheral surface of the clutch drum 7a by centrifugal force against the urging force of the clutch spring 7c as the rotational speed of the secondary sheave 10 (see FIG. 2) increases. Get closer. When the rotational speed of the secondary sheave 10 reaches a predetermined value or more, as shown in FIG. 5, the clutch piece 7b comes into contact with the inner peripheral surface of the clutch drum 7a and from the secondary sheave 10 (see FIG. 2) to the rear wheel. The driving force is transmitted to 3.

  Further, in the continuously variable transmission 4, as shown in FIG. 2, a sheave position moving device 12 for electrically moving the position of the movable sheave 6b of the primary sheave 6 and the position of the movable sheave 6b are detected. The sheave position detecting device 13 is provided. By this sheave position moving device 12, the continuously variable transmission 4 is configured to adjust the width of the V groove 6 c of the primary sheave 6 by moving the movable sheave 6 b of the primary sheave 6 in the axial direction of the primary shaft 5. ing. That is, the continuously variable transmission 4 is configured such that only the primary sheave 6 is electrically controlled. Thereby, since the winding diameter with respect to the primary sheave 6 and the secondary sheave 10 of the V belt 11 changes, the gear ratio is adjusted steplessly between the primary sheave 6 and the secondary sheave 10.

  The continuously variable transmission 4 is provided with a secondary sheave rotation speed sensor 14 that detects the rotation of the secondary sheave 10. Further, a rear wheel rotation speed sensor 15 that detects the rotation speed of the rear wheel 3 is provided in the vicinity of the rear wheel 3. By comparing the rotational speed of the secondary sheave 10 detected by the secondary sheave rotational speed sensor 14 with the rotational speed of the rear wheel 3 detected by the rear wheel rotational speed sensor 15, the secondary shaft 9 and the centrifugal clutch 7 are It is possible to check whether it is connected. An engine rotation speed sensor 16 that detects the rotation speed of the engine 2 is provided in the vicinity of the engine 2.

  Further, as shown in FIG. 2, the motorcycle 1 is provided with a speed change control device 17 for controlling the speed ratio of the continuously variable transmission 4. The shift control device 17 is an example of the “shift control means” in the present invention. The speed change control device 17 is constituted by a microcomputer including a CPU and a memory. The shift control device 17 includes a secondary sheave rotation speed signal output from the secondary sheave rotation speed sensor 14, a rear wheel rotation speed signal output from the rear wheel rotation speed sensor 15, and a throttle opening sensor (not shown). The throttle opening signal output from the vehicle, the sheave position signal output from the sheave position detection device 13, the engine rotation speed signal output from the engine rotation speed sensor 16, and the main power system for turning on / off the vehicle in general. The main switch signal of the switch 18 is input. The main switch 18 is an example of the “first switch” in the present invention. Further, the shift control device 17 controls the continuously variable transmission 4 based on the above-described signals. The shift control device 17 is provided with a self-holding circuit 17a. The self-holding circuit 17a is provided to maintain power supply to the transmission control device 17 even when the driver turns off the main switch 18 during traveling.

  In addition, as shown in FIG. 2, power is supplied to the transmission control device 17 from the in-vehicle power supply 19 via the power supply line 20. The power supply line 20 can supply power from the in-vehicle power supply 19 to the shift control device 17 independently of the main switch 18. The on-vehicle power supply 19 is an example of the “power supply unit” in the present invention.

  Here, in the first reference example, the power supply line 20 is provided with a relay circuit 21 having a self-holding function. The relay circuit 21 includes a relay switch 22 that controls power supply from the in-vehicle power source 19 to the transmission control device 17 and a switch control element 23 that controls ON / OFF of the relay switch 22. The relay switch 22 is an example of the “second switch” in the present invention. A switch line 24 is provided between the in-vehicle power source 19 and the switch control element 23 so that a voltage can be applied from the in-vehicle power source 19 to the switch control element 23 via the main switch 18.

  In the first reference example, a voltage is applied to the switch control element 23 between the switch control element 23 and the self-holding circuit 17a even after the main switch 18 is turned off to close the relay switch 22 ( A switch line 25 is provided for keeping the switch in the ON state. The self-holding circuit 17a of the transmission control device 17 is configured to apply a voltage to the switch control element 23 via the switch line 25 when electric power is supplied from the in-vehicle power source 19 via the power supply line 20. Has been. That is, in the first reference example, it is possible to apply a voltage to the switch control element 23 from two lines of the switch line 24 via the main switch 18 and the switch line 25 via the self-holding circuit 17a. The switch line 25 prevents a reverse current from flowing to the self-holding circuit 17a and prevents a reverse current from flowing to the self-holding circuit 17a via the switch line 25 when the main switch 18 is turned on / off. A diode 26 is provided. Further, in the part of the switch line 24 between the main switch 18 and the switch control element 23, when the main switch 18 is turned off, a current flows from the switch line 25 to the main switch 18 (main switch signal line) side. A diode 27 for preventing flow is provided.

  The switch control element 23 is configured to maintain the relay switch 22 in a closed state (on state) when a voltage is applied from one of the switch line 24 and the switch line 25. The switch control element 23 is configured to open the relay switch 22 (off state) when no voltage is applied from either the switch line 24 or the switch line 25.

  Further, a switch line 28 is provided between the switch line 24 between the main switch 18 and the relay circuit 21 and the engine 2. The switch line 28 is provided with an ignition control circuit 31 for controlling ignition of the spark plug, and a switch 29 for stopping power supply to the ignition control circuit 31 and stopping the engine 2 in an emergency. . Thus, even when the main switch 18 is in the on state, the engine 2 can be stopped by turning off the switch 29. A switch line 24 between the main switch 18 and the relay circuit 21 includes a lighting system control circuit 32 for lighting a headlight and the like, and a meter / indicator control circuit 33 for controlling instruments. Is connected. Thereby, only when the main switch 18 is in an ON state, power is supplied from the in-vehicle power source 19 to the lighting system control circuit 32 and the meter / display control circuit 33 via the switch line 24.

  FIG. 6 shows the state of the relay switch and the voltage of the switch line when the main switch is turned off when the vehicle speed of the motorcycle according to the first reference example shown in FIG. 1 is higher than 0 km / h (running state). FIG. 7 is a relay switch when the main switch is turned off in a state where the speed of the motorcycle according to the first reference example shown in FIG. 1 is 0 km / h (stopped state). 6 is a timing chart showing the state and the voltage of the switch line. In the timing charts of FIGS. 6 and 7, for the main switch 18 and the relay switch 22, the H level state indicates the on state, and the L level state indicates the off state. Regarding the voltage of the switch line 24 and the voltage of the switch line 25, the H level state indicates a state in which a voltage is applied to the switch control element 23, and the L level state applies a voltage to the switch control element 23. It shows a state that is not.

  First, a case where the main switch 18 is turned off in a state where the vehicle speed is higher than 0 km / h (traveling state) will be described with reference to FIGS. As shown in FIG. 6, when the main switch 18 is turned on at time t0 at the time of engine start, a main switch signal (see FIG. 2) is supplied to the transmission control device 17, and an in-vehicle power source is connected via the switch line 24. A voltage is applied from 19 to the switch control element 23. As a result, the relay switch 22 is turned on, so that electric power is supplied to the transmission control device 17. When power is supplied to the speed change control device 17, a voltage is applied from the self-holding circuit 17a to the switch control element 23 via the switch line 25 at approximately the same time t1. Thereafter, when the main switch 18 is turned off at the time t2 while the motorcycle 1 is traveling, the application of voltage to the switch control element 23 via the switch line 24 is stopped and the transmission control device 17 is connected. Supply of the main switch signal is stopped. Since the voltage application from the self-holding circuit 17a to the switch control element 23 via the switch line 25 is continued when the main switch 18 is turned off, the switch control element 23 closes the relay switch 22 ( (ON state). Then, the vehicle speed is calculated based on the rear wheel rotation speed signal or the secondary sheave rotation speed signal. In this case, even if the main switch 18 is turned off, the vehicle speed is higher than 0 km / h because the vehicle is running. In this case, in the first reference example, a voltage is continuously applied from the self-holding circuit 17a to the switch control element 23. Thereafter, when the vehicle speed becomes 0 km / h (time t3), the application of voltage from the self-holding circuit 17a to the switch control element 23 is stopped. As a result, the relay switch 22 is in an open state (off state), so that the supply of power from the in-vehicle power source 19 to the transmission control device 17 via the power supply line 20 is stopped, and the transmission control device 17 is continuously variable. Control of the transmission 4 is stopped.

  Next, a case where the main switch 18 is turned off in a state where the vehicle speed is 0 km / h (a stopped state) will be described with reference to FIGS. As shown in FIG. 7, when the main switch 18 is turned on at the time t4 at the time of starting the engine, a main switch signal (see FIG. 2) is supplied to the speed change control device 17 and the in-vehicle power supply via the switch line 24. A voltage is applied from 19 to the switch control element 23. As a result, the relay switch 22 is turned on, so that electric power is supplied to the transmission control device 17. When power is supplied to the speed change control device 17, a voltage is applied from the self-holding circuit 17a to the switch control element 23 via the switch line 25 at approximately the same time t5. Thereafter, when the main switch 18 is switched off at time t6 in a stop state after the motorcycle 1 has finished traveling, the application of voltage to the switch control element 23 via the switch line 24 is stopped and the speed change is performed. Supply of the main switch signal to the control device 17 is stopped. When the main switch 18 is turned off (time t6), voltage application from the self-holding circuit 17a to the switch control element 23 via the switch line 25 is continued, so that the switch control element 23 is connected to the relay switch 22. Is kept closed (ON state). Then, the vehicle speed is calculated based on the rear wheel rotation speed signal or the secondary sheave rotation speed signal. In this case, since the vehicle speed is 0 km / h, the application of voltage from the self-holding circuit 17a to the switch control element 23 is stopped at substantially the same time t7 as the time t6. As a result, the relay switch 22 is in an open state (off state), so that the supply of power from the in-vehicle power source 19 to the transmission control device 17 via the power supply line 20 is stopped, and the transmission control device 17 is continuously variable. Control of the transmission 4 is stopped.

  FIG. 8 is a diagram for explaining a control method of the continuously variable transmission of the motorcycle shift control apparatus according to the first reference example shown in FIG. 1, and FIG. 9 is a first reference example shown in FIG. FIG. 3 is a diagram showing a three-dimensional control map of a motorcycle shift control device according to FIG. FIG. 10 is a diagram showing a processing flow of the shift control apparatus when the main switch according to the first reference example shown in FIG. 1 is turned off. Next, with reference to FIG. 2 and FIGS. 8-10, operation | movement of the transmission control apparatus 17 by the 1st reference example of this invention is demonstrated in detail.

  In the following description, when the main switch 18 is turned off, the supply of electric power to the ignition control circuit 31 is stopped and the engine 2 is stopped. In addition, since the crankshaft and the primary shaft 5 of the engine 2 rotate due to inertia for a predetermined time immediately after the combustion of the engine 2 is stopped, the primary sheave 6 and the secondary sheave 10 rotate. Thus, the gear ratio can be changed in a state where the V belt 11 is in close contact with the primary sheave 6 and the secondary sheave 10 until the vehicle speed becomes a predetermined value or less.

  In step S1 shown in FIG. 10, when the main switch 18 is turned off, the main switch signal (see FIG. 2) is not supplied to the transmission control device 17. In step S2, it is determined whether or not the vehicle speed is 0 km / h. If it is determined in step S2 that the vehicle speed is 0 km / h (stopped state), the application of voltage from the self-holding circuit 17a to the switch control element 23 via the switch line 25 is stopped in step S6. As a result, the relay switch 22 is changed from the closed state (on state) to the open state (off state), whereby the relay circuit 21 is disconnected and the processing is ended. As a result, the power supply from the in-vehicle power source 19 to the transmission control device 17 is cut off, and the transmission control of the transmission control device 17 is stopped. If it is determined in step S2 that the vehicle speed is not 0 km / h (running state), map control is performed in step S3. As the vehicle speed decreases, the gear ratio changes to low. Specifically, first, the vehicle speed is calculated based on the rear wheel rotational speed signal output by the rear wheel rotational speed sensor 15. Based on the calculated vehicle speed and the throttle opening signal, the target engine speed is calculated based on the three-dimensional control map shown in FIG. Here, the three-dimensional control map is prepared in advance from the engine rotation speed, the vehicle speed, and the throttle opening. As shown in FIG. 9, this three-dimensional control map shows the vehicle speed (V) on the horizontal axis, the throttle opening (θ) on the depth axis, and the engine speed (rpm) on the vertical axis. The target engine speed can be calculated from the vehicle speed and the throttle opening by the dimension control map. Then, as shown in FIG. 8, the gear ratio is calculated from the target engine speed and the actual engine speed obtained from the engine speed sensor 16 (see FIG. 2). Based on the calculated gear ratio, the gear ratio is controlled and the continuously variable transmission 4 is driven. Specifically, the moving amount of the sheave position moving device 12 is determined based on the calculated gear ratio. Then, based on the determined moving amount, the target position of the movable sheave 6b of the primary sheave 6 is determined, the movable sheave 6b of the primary sheave 6 is moved using the sheave position moving device 12, and the gear ratio is reduced. Move closer to

  Thereafter, in step S4, it is determined whether or not the sheave position is low. If it is determined in step S4 that the sheave position is not low, the process returns to step S2, and the gear ratio control by the three-dimensional control map is continued until the vehicle speed becomes 0 km / h. On the other hand, if it is determined in step S4 that the sheave position is low, the process proceeds to step S5. In step S5, it is determined whether or not the vehicle speed is 0 km / h. If it is determined that the vehicle speed is not 0 km / h, the sheave target value is set to low in step S6, and the shift control is performed. Continue. Then, the determinations in step S4 and step S5 are repeated. In this case, the gear ratio is kept low until the vehicle speed reaches 0 km / h. Thereafter, when the vehicle speed becomes 0 km / h, it is determined in step S5 that the vehicle speed is 0 km / h, and in step S7, the relay circuit 21 is disconnected and the process is terminated.

  In the first reference example, as described above, after the main switch 18 is turned off and the engine 2 is instructed to stop, the speed change control device 17 that continuously controls the speed ratio of the continuously variable transmission 4. Is provided. As a result, the speed ratio of the continuously variable transmission 4 is continued by the self-holding circuit 17a of the speed change control device 17 even after the driver has instructed the engine 2 to stop by turning off the main switch 18 during traveling. Therefore, the gear ratio of the continuously variable transmission 4 can be brought close to low during traveling (before stopping). As a result, the engine 2 can be started in a low or near-low state during the next starting operation, so that the load on the engine 2 is reduced and a smooth start can be performed. Further, even after the engine 2 is instructed to stop by turning off the main switch 18 during traveling, the continuously variable transmission 4 can be brought close to low during traveling (before stopping). It is not necessary to return the gear ratio of the continuously variable transmission 4 to low during the next starting operation. Thereby, it is possible to shorten the time until the vehicle starts after the start operation. Further, after the engine 2 is instructed to stop, the speed ratio control of the continuously variable transmission 4 is continued, so that the engine 2 is instructed to stop by turning off the main switch 18 during traveling. Later, it is possible to travel by inertia while the shift control device 17 performs shift control to the low side. Thereby, even after the engine 2 is instructed to stop, it is possible to travel in a state where the engine brake is likely to be effective, so that the operability can be improved.

  Further, in the first reference example, after the main switch 18 is turned off and the engine 2 is instructed to stop, when the vehicle speed is higher than 0 km / h, it is based on the three-dimensional control map for shift control. Thus, the continuously variable transmission 4 is map-controlled so that the transmission ratio of the continuously variable transmission 4 is low. Thereby, even after the engine 2 is instructed to stop by turning off the main switch 18 during traveling, the gear ratio of the continuously variable transmission 4 is easily brought close to low using the three-dimensional control map. be able to.

  Further, in the first reference example, when the main switch 18 is turned off and the engine 2 is instructed to stop and then the gear ratio becomes low, the low speed change is performed until the vehicle speed becomes 0 km / h. Keep the ratio. If the gear ratio control is continued after the main switch 18 is turned off, the gear ratio may fluctuate from low to top when the road goes downhill because the vehicle speed increases. In the first reference example, since the gear ratio is set to low, the engine brake can be applied more effectively than when the gear ratio fluctuates to the top side. Thereby, since it can suppress that a vehicle speed becomes larger, a driver | operator's operativity can be improved more.

  Further, in the first reference example, the transmission control device 17 is configured to turn off the relay switch 22 when the vehicle speed becomes 0 km / h, so that the continuously variable transmission is performed until the motorcycle 1 stops. Since the gear ratio of the machine 4 can be made closer to low, the gear ratio of the continuously variable transmission 4 can be made closer to low. Further, when the vehicle speed becomes 0 km / h, the relay switch 22 is configured to be turned off, whereby the power supply from the in-vehicle power source 19 to the transmission control device 17 is cut off, so that the vehicle speed is 0 km. When it becomes / h, the control of the transmission ratio by the transmission control device 17 can be easily stopped.

(Second reference example)
FIG. 11 is a diagram showing a processing flow of the shift control apparatus when the main switch according to the second reference example of the present invention is turned off. In the second reference example, unlike the first reference example, an example in which the target gear ratio is set to low without performing map control when the main switch 18 is turned off will be described. The remaining configuration of the second reference example is the same as that of the first reference example. Hereinafter, with reference to FIG. 2 and FIG. 11, the operation of the shift control device 17 according to the second reference example of the present invention will be described.

  In step S11 shown in FIG. 11, when the main switch 18 is turned off, the main switch signal (see FIG. 2) is not supplied to the transmission control device 17. In step S12, it is determined whether or not the vehicle speed is 0 km / h. If it is determined in step S12 that the vehicle speed is 0 km / h (stopped state), in step S16, the application of voltage from the self-holding circuit 17a to the switch control element 23 via the switch line 25 is stopped. As a result, the relay switch 22 is changed from the closed state (on state) to the open state (off state), whereby the relay circuit 21 is disconnected and the processing is ended. As a result, the power supply from the in-vehicle power source 19 to the transmission control device 17 is cut off, and the transmission control of the transmission control device 17 is stopped. If it is determined in step S12 that the vehicle speed is not 0 km / h (traveling state), the target gear ratio (sheave target value) is fixedly set to low in step S13. Accordingly, the movable sheave 6b of the primary sheave 6 is immediately moved to the low position using the sheave position moving device 12.

  Thereafter, in step S14, it is determined whether or not the sheave position is low. If it is determined in step S14 that the sheave position is not low, the process returns to step S12. If it is determined in step S14 that the sheave position is low, the process proceeds to step S15. In step S15, it is determined whether or not the vehicle speed is 0 km / h. If it is determined that the vehicle speed is not 0 km / h, the process returns to step S13, and the determinations in steps S14 and S15 are repeated. . In this case, the gear ratio is kept low until the vehicle speed reaches 0 km / h. Thereafter, when the vehicle speed becomes 0 km / h, it is determined in step S15 that the vehicle speed is 0 km / h. In step S16, the relay circuit 21 is disconnected and the process is terminated.

  In the second reference example, as described above, after the main switch 18 is turned off and the engine 2 is instructed to stop, the target of the continuously variable transmission 4 is obtained when the vehicle speed is higher than 0 km / h. By setting the gear ratio (sheave target value) to low, the gear ratio of the continuously variable transmission 4 can be brought closer to low more quickly than when map control is used.

  The remaining effects of the second reference example are similar to those of the aforementioned first reference example. That is, in the second reference example, similarly to the first reference example, after the main switch 18 is turned off and the engine 2 is instructed to stop, the speed ratio of the continuously variable transmission 4 is continued. A shift control device 17 is provided for controlling. Thereby, when a driver | operator turns off the main switch 18 during driving | running | working, a gear ratio can be set appropriately.

(First embodiment)
FIG. 12 is a diagram showing a processing flow of the shift control apparatus when the main switch according to the first embodiment of the present invention is turned off. In the first embodiment, unlike the case where the speed ratio is controlled based on the vehicle speed described in the first and second reference examples, the speed ratio is determined based on the rotational speed of the primary sheave 6 detected from the engine speed. The case of controlling will be described. The remaining configuration of the first embodiment is the same as that of the first reference example.

  Hereinafter, with reference to FIG. 2 and FIG. 12, the operation of the shift control device 17 according to the first embodiment of the present invention will be described.

  In step S21 shown in FIG. 12, when the main switch 18 (see FIG. 2) is turned off, the main switch signal is not supplied to the transmission control device 17. In step S22, it is determined whether or not the rotational speed of the primary sheave 6 is 0 rpm. In the first embodiment, the rotational speed of the primary sheave 6 is detected based on an engine rotational speed signal from the engine rotational speed sensor 16. That is, in the first embodiment, the rotational speed of the primary sheave 6 is indirectly detected by detecting the engine rotational speed. If it is determined in step S22 that the rotational speed of the primary sheave 6 is 0 rpm, the application of voltage from the self-holding circuit 17a to the switch control element 23 via the switch line 25 is stopped in step S25. As a result, the relay switch 22 is changed from the closed state (on state) to the open state (off state), whereby the relay circuit 21 is disconnected and the processing is ended. As a result, the power supply from the in-vehicle power source 19 to the transmission control device 17 is cut off, and the transmission control of the transmission control device 17 is stopped. If it is determined in step S22 that the rotation speed of the primary sheave 6 is not 0 rpm, the gear ratio is changed to low in step S23 by the same map control as in the first reference example.

  Thereafter, in step S24, it is determined whether or not the sheave position is low. If it is determined in step S24 that the sheave position is not low, the process returns to step S22. If it is determined in step S24 that the sheave position is low, the process proceeds to step S25. In step S25, the relay circuit 21 is disconnected and the process is terminated.

  In the first embodiment, as described above, when the rotation of the primary sheave 6 indirectly detected by the engine rotation speed is stopped, the speed ratio of the continuously variable transmission 4 is not controlled. Thus, since the control of the transmission ratio of the continuously variable transmission 4 is not performed after the rotation of the primary sheave 6 is stopped, the transmission ratio of the continuously variable transmission 4 is controlled after the rotation of the primary sheave 6 is stopped. Can be suppressed. As a result, the transmission ratio of the continuously variable transmission 4 is controlled after the rotation of the primary sheave 6 and the secondary sheave 10 is stopped, so that only the sheave of the primary sheave 6 is on the low side while the secondary sheave 10 is stopped. It is possible to prevent the inconvenience that the V-belt 11 is loosened due to the movement to the position. As a result, it is possible to prevent the inconvenience of damaging the V-belt 11 when the V-belt 11 is restarted in a slack state.

  In the first embodiment, the centrifugal clutch 7 is provided between the secondary sheave 10 and the rear wheel 3. When the centrifugal clutch 7 is provided in this way, the function of transmitting the driving force is lost when the centrifugal clutch 7 becomes a predetermined rotational speed or less, so that the rotation of the primary sheave 6 and the secondary sheave 10 is stopped, while the motorcycle 1 Will continue to run. In this case, if the control of the gear ratio is continued until the vehicle speed after the rotation of the primary sheave 6 and the secondary sheave 10 is reduced to a predetermined value or less, the continuously variable transmission 4 of the continuously variable transmission 4 can be obtained even after the primary sheave 6 and the secondary sheave 10 are stopped. Since the gear ratio is controlled, the V-belt 11 is loosened by moving only the primary sheave 6 to the low side while the secondary sheave 10 is stopped as described above. Therefore, particularly when the centrifugal clutch 7 is provided, the speed ratio of the continuously variable transmission 4 is controlled by indirectly detecting the rotation of the primary sheave 6 from the engine speed as in the first embodiment. By using the configuration, it is effective to suppress the loosening of the V-belt 11 by not controlling the gear ratio of the continuously variable transmission 4 when the rotational speed of the primary sheave 6 becomes 0 rpm. It is. Further, when the centrifugal clutch 7 is arranged between the secondary sheave 10 and the rear wheel 3 as in the first embodiment, the driving force of the secondary sheave 10 is changed to the rear wheel when the centrifugal clutch 7 becomes a predetermined rotational speed or less. Since the function of transmitting to 3 is lost, the rotation speed of the secondary sheave 10 (the continuously variable transmission 4) cannot be detected by detecting the rotation of the rear wheel 3 when the centrifugal clutch 7 is below a predetermined rotation speed. . In this case, it is effective to detect the rotation speed of the continuously variable transmission 4 by indirectly detecting the rotation of the primary sheave 6 by detecting the rotation of the engine 2 as described above.

  In the first embodiment, as in the first and second reference examples, the V-belt 11 of the belt-type continuously variable transmission 4 is formed of an elastomer such as rubber or resin. The V belt 11 made of such an elastomer is easily damaged when slack occurs. Therefore, the rotation of the primary sheave 6 is controlled by using the configuration in which the speed ratio of the continuously variable transmission 4 is controlled by indirectly detecting the rotation speed of the primary sheave 6 based on the engine rotation speed as in the first embodiment. The speed ratio of the continuously variable transmission 4 is not controlled when the speed becomes 0 rpm. Thereby, since the tension of the V belt 11 can be appropriately maintained, damage to the V belt 11 due to the looseness of the V belt 11 can be suppressed.

  The remaining effects of the first embodiment are similar to those of the aforementioned first reference example. That is, also in the first embodiment, as in the first reference example, after the main switch 18 is turned off and the engine 2 is instructed to stop, the speed ratio of the continuously variable transmission 4 is continued. A shift control device 17 is provided for controlling. Thereby, when a driver | operator turns off the main switch 18 during driving | running | working, a gear ratio can be set appropriately.

(Second Embodiment)
FIG. 13 is a diagram for explaining the shift control of the continuously variable transmission of the motorcycle according to the second embodiment of the present invention. In the second embodiment, unlike the first reference example, the centrifugal clutch 37 is disposed between the engine 2 and the primary sheave 6. In the second embodiment, the shift control device 17 is configured to control the gear ratio based on the rotation speed of the primary sheave 6 detected from the primary sheave rotation speed signal. The remaining configuration of the second embodiment is the same as that of the first reference example.

  In the second embodiment, the centrifugal clutch 37 is disposed between the engine 2 and the primary sheave 6 as shown in FIG. The centrifugal clutch 37 is configured to transmit driving force to the primary sheave 6 when the rotational speed of the engine 2 becomes a predetermined value or more. In the second embodiment, a centrifugal clutch is not disposed between the secondary sheave 10 and the speed reduction mechanism 8. For this reason, the secondary sheave 10 is directly connected to the speed reduction mechanism 8. The continuously variable transmission 4 is provided with a primary sheave rotation speed sensor 34 that detects the rotation of the primary sheave 6. Further, the primary sheave rotation speed signal output from the primary sheave rotation speed sensor 34 is input to the transmission control device 17. The primary shaft 5 and the centrifugal clutch 37 are connected by comparing the rotational speed of the primary sheave 6 detected by the primary sheave rotational speed sensor 34 with the rotational speed of the engine 2 detected by the engine rotational speed sensor 16. It is possible to check whether or not

  In the second embodiment, the secondary sheave rotation speed sensor that detects the rotation of the secondary sheave 10 is not provided.

  In the second embodiment, the shift control device 17 is configured to detect the rotational speed of the primary sheave 6 based on the primary sheave rotational speed signal from the primary sheave rotational speed sensor 34.

  FIG. 14 is a diagram showing a processing flow of the shift control apparatus when the main switch according to the second embodiment of the present invention is turned off. Next, with reference to FIGS. 13 and 14, the operation of the speed change control device 17 according to the second embodiment of the present invention will be described.

  In step S31 shown in FIG. 14, when the main switch 18 (see FIG. 13) is turned off, the main switch signal is not supplied to the transmission control device 17. In step S32, it is determined whether or not the rotational speed of the primary sheave 6 is 0 rpm. In the second embodiment, the rotational speed of the primary sheave 6 is detected based on the primary sheave rotational speed signal from the primary sheave rotational speed sensor 34. If it is determined in step S32 that the rotation speed of the primary sheave 6 is 0 rpm, the process proceeds to step S35. In step S35, the application of the voltage from the self-holding circuit 17a to the switch control element 23 via the switch line 25 is stopped, so that the relay switch 22 is changed from the closed state (on state) to the open state (off state). As a result, the relay circuit 21 is disconnected and the processing is terminated. As a result, the power supply from the in-vehicle power source 19 to the transmission control device 17 is cut off, and the transmission control of the transmission control device 17 is stopped. If it is determined in step S32 that the rotational speed of the primary sheave 6 is not 0 rpm, the gear ratio is changed to low in step S33 by the same map control as in the first reference example.

  Thereafter, in step S34, it is determined whether or not the sheave position is low. If it is determined in step S34 that the sheave position is not low, the process returns to step S32. If it is determined in step S34 that the sheave position is low, the process proceeds to step S35. In step S35, the relay circuit 21 is disconnected and the process is terminated.

  In the second embodiment, as described above, when the rotation of the primary sheave 6 detected directly by the primary sheave rotation speed sensor 34 is stopped, the speed ratio of the continuously variable transmission 4 is not controlled. . Thereby, since the change of the transmission ratio of the continuously variable transmission 4 is not performed after the rotation of the primary sheave 6 is stopped, the transmission ratio of the continuously variable transmission 4 is changed after the rotation of the primary sheave 6 is stopped. Can be suppressed. As a result, it is possible to suppress a change in the gear ratio of the continuously variable transmission 4 after the rotation of the primary sheave 6 and the secondary sheave 10 is stopped, so that the tension of the V belt 11 can be appropriately maintained. As a result, it is possible to suppress the occurrence of inconvenience of damaging the V belt 11 when the V belt 11 is restarted in a slack state. When the centrifugal clutch 37 is disposed between the engine 2 and the primary sheave 6 as in the second embodiment, the driving force of the engine 2 is transferred to the primary sheave 6 when the centrifugal clutch 37 becomes a predetermined rotational speed or less. Since the transmission function is lost, when the centrifugal clutch 37 is below a predetermined rotation speed, the rotation speed of the primary sheave 6 cannot be detected by detecting the rotation of the engine 2. In this case, it is effective to detect the rotation speed of the continuously variable transmission 4 by directly detecting the rotation of the primary sheave 6 as described above.

  In the second embodiment, as in the first embodiment, the V-belt 11 of the belt-type continuously variable transmission 4 is formed of an elastomer such as rubber or resin, and therefore, compared to a belt member made of metal. Easy to take damage. In this case, as in the second embodiment, the primary sheave rotational speed sensor 34 directly detects the rotational speed of the primary sheave 6 to control the gear ratio of the continuously variable transmission 4, thereby using the primary sheave. It is particularly effective to suppress the slack of the V-belt 11 by not controlling the transmission ratio of the continuously variable transmission 4 when the rotational speed of 6 becomes 0 rpm.

  The remaining effects of the second embodiment are similar to those of the aforementioned first reference example. That is, also in the second embodiment, as in the first reference example, after the main switch 18 is turned off and the engine 2 is instructed to stop, the speed ratio of the continuously variable transmission 4 is continued. A shift control device 17 is provided for controlling. Thereby, when a driver | operator turns off the main switch 18 during driving | running | working, a gear ratio can be set appropriately.

(Third embodiment)
FIG. 15 is a diagram showing a processing flow of the shift control apparatus when the main switch according to the third embodiment of the present invention is turned off. In the third embodiment, in the configuration of the third and second embodiments, when the main switch 18 is turned off, the target gear ratio is set to low without performing map control. explain. The remaining configuration of the third embodiment is the same as that of the third and second embodiments. Hereinafter, with reference to FIG. 2, FIG. 13, and FIG. 15, the operation of the shift control device 17 according to the third embodiment of the present invention will be described.

  In step S41 shown in FIG. 15, when the main switch 18 is turned off, the main switch signal (see FIGS. 2 and 13) is not supplied to the transmission control device 17. In step S42, it is determined whether or not the rotational speed of the primary sheave 6 is 0 rpm. If it is determined in step S42 that the rotation speed of the primary sheave 6 is 0 rpm (stopped state), in step S45, voltage is applied from the self-holding circuit 17a to the switch control element 23 via the switch line 25. Is stopped, the relay switch 22 is changed from the closed state (on state) to the open state (off state), whereby the relay circuit 21 is disconnected and the processing is ended. As a result, the power supply from the in-vehicle power source 19 to the transmission control device 17 is cut off, and the transmission control of the transmission control device 17 is stopped. If it is determined in step S42 that the rotational speed of the primary sheave 6 is not 0 rpm (traveling state), the target gear ratio (sheave target value) is fixedly set to low in step S43. Accordingly, the movable sheave 6b of the primary sheave 6 is immediately moved to the low position using the sheave position moving device 12.

  Thereafter, in step S44, it is determined whether or not the sheave position is low. If it is determined in step S44 that the sheave position is not low, the process returns to step S42. If it is determined in step S44 that the sheave position is low, the process proceeds to step S45. In step S45, the relay circuit 21 is disconnected and the process is terminated.

  In the third embodiment, as described above, when the main switch 18 is turned off and the engine 2 is instructed to stop, when the rotation speed of the primary sheave 6 is greater than 0 rpm, the continuously variable transmission By setting the target speed ratio (sheave target value) of 4 to low, the speed ratio of the continuously variable transmission 4 can be brought closer to low more quickly than when map control is used.

  The remaining effects of the third embodiment are similar to those of the aforementioned first embodiment and second embodiment.

(Fourth embodiment)
FIG. 16 is a diagram showing a processing flow of the shift control apparatus when the main switch according to the fourth embodiment of the present invention is turned off. In the fourth embodiment, unlike the first embodiment, when the sheave position becomes low by map control, the case where the sheave target value is set low until the rotation speed of the primary sheave 6 becomes 0 rpm will be described. . In addition, the other structure of 4th Embodiment is the same as that of the said 1st Embodiment.

  Hereinafter, with reference to FIG. 2 and FIG. 16, operation | movement of the transmission control apparatus 17 by 4th Embodiment of this invention is demonstrated.

  In step S51 shown in FIG. 16, when the main switch 18 (see FIG. 2) is turned off, the main switch signal is not supplied to the transmission control device 17. In step S52, it is determined whether or not the rotational speed of the primary sheave 6 is 0 rpm. If it is determined in step S52 that the rotational speed of the primary sheave 6 is 0 rpm, the application of voltage from the self-holding circuit 17a to the switch control element 23 via the switch line 25 is stopped in step S57. As a result, the relay switch 22 is changed from the closed state (on state) to the open state (off state), whereby the relay circuit 21 is disconnected and the processing is ended. As a result, the power supply from the in-vehicle power source 19 to the transmission control device 17 is cut off, and the transmission control of the transmission control device 17 is stopped. If it is determined in step S52 that the rotational speed of the primary sheave 6 is not 0 rpm, the gear ratio is changed to low in step S53 by the same map control as that in the first reference example.

  Thereafter, in step S54, it is determined whether or not the sheave position is low. If it is determined in step S54 that the sheave position is not low, the process returns to step S52. If it is determined in step S54 that the sheave position is low, the process proceeds to step S55. In step S55, it is determined whether or not the rotation speed of the primary sheave 6 has become 0 rpm. If it is determined that the rotation speed of the primary sheave 6 has not reached 0 rpm, the sheave target value is set to a low value in step S56. To continue shifting control. Then, the determinations in step S54 and step S55 are repeated. In this case, the transmission control device 17 keeps the gear ratio low until the rotational speed of the primary sheave 6 becomes 0 rpm. Thereafter, when the rotational speed of the primary sheave 6 becomes 0 rpm, it is determined in step S55 that the rotational speed of the primary sheave 6 is 0 rpm, and in step S57, the relay circuit 21 is disconnected and the processing is terminated.

  Here, if the gear ratio control is continued after the main switch 18 is turned off, the gear ratio may change from low to top when the road goes downhill because the vehicle speed increases. is there. In the fourth embodiment, as described above, when the main switch 18 is turned off and the engine 2 is instructed to stop, then when the gear ratio becomes low, the rotation speed of the primary sheave 6 becomes 0 rpm. Until then, the low gear ratio is maintained. Thus, in the fourth embodiment, since the gear ratio is kept low, the engine brake can be applied more effectively than when the gear ratio changes to the top side. Thereby, since it can suppress that a vehicle speed becomes larger, a driver | operator's operativity can be improved more.

  The remaining effects of the fourth embodiment are similar to those of the aforementioned first embodiment.

(Fifth embodiment)
FIG. 17 is a diagram showing a processing flow of the shift control apparatus when the main switch according to the fifth embodiment of the present invention is turned off. In the fifth embodiment, unlike the second embodiment (see FIG. 14), when the sheave position becomes low by map control, the sheave target value is set low until the rotation speed of the primary sheave 6 becomes 0 rpm. The case where it does is demonstrated. The remaining configuration of the fifth embodiment is similar to that of the aforementioned second embodiment.

  Hereinafter, with reference to FIG. 13 and FIG. 17, the operation of the speed change control device 17 according to the fifth embodiment of the present invention will be described.

  In step S61 shown in FIG. 17, when the main switch 18 (see FIG. 13) is turned off, the main switch signal is not supplied to the transmission control device 17. In step S62, it is determined whether or not the rotation speed of the primary sheave 6 is 0 rpm. If it is determined in step S62 that the rotational speed of the primary sheave 6 is 0 rpm, the application of voltage from the self-holding circuit 17a to the switch control element 23 via the switch line 25 is stopped in step S67. As a result, the relay switch 22 is changed from the closed state (on state) to the open state (off state), whereby the relay circuit 21 is disconnected and the processing is ended. As a result, the power supply from the in-vehicle power source 19 to the transmission control device 17 is cut off, and the transmission control of the transmission control device 17 is stopped. If it is determined in step S62 that the rotational speed of the primary sheave 6 is not 0 rpm, the gear ratio is changed to low in step S63 by the same map control as in the first reference example.

  Thereafter, in step S64, it is determined whether or not the sheave position is low. If it is determined in step S64 that the sheave position is not low, the process returns to step S62. If it is determined in step S64 that the sheave position is low, the process proceeds to step S65. In step S65, it is determined whether or not the rotation speed of the primary sheave 6 has become 0 rpm. If it is determined that the rotation speed of the primary sheave 6 has not reached 0 rpm, the sheave target value is set to a low value in step S66. To continue shifting control. Then, the determinations in step S64 and step S65 are repeated. In this case, the transmission control device 17 keeps the gear ratio low until the rotational speed of the primary sheave 6 becomes 0 rpm. Thereafter, when the rotation speed of the primary sheave 6 becomes 0 rpm, it is determined in step S65 that the rotation speed of the primary sheave 6 is 0 rpm. In step S67, the relay circuit 21 is disconnected and the processing is terminated.

  Here, if the gear ratio control is continued after the main switch 18 is turned off, the gear ratio may change from low to top when the road goes downhill because the vehicle speed increases. is there. In the fifth embodiment, as described above, when the main switch 18 is turned off and the engine 2 is instructed to stop, then when the gear ratio becomes low, the rotation speed of the primary sheave 6 becomes 0 rpm. Until then, the low gear ratio is maintained. Thus, in the fifth embodiment, since the gear ratio is kept low, the engine brake can be applied more effectively than when the gear ratio fluctuates to the top side. Thereby, since it can suppress that a vehicle speed becomes larger, a driver | operator's operativity can be improved more.

  The remaining effects of the fifth embodiment are similar to those of the aforementioned second embodiment.

(Sixth embodiment)
FIG. 18 is a diagram showing a processing flow of the shift control apparatus when the main switch according to the sixth embodiment of the present invention is turned off. In the sixth embodiment, unlike the sixth and fifth embodiments, an example in which the target gear ratio is set to low without performing map control when the main switch 18 is turned off will be described. To do. The remaining configuration of the sixth embodiment is the same as that of the sixth and fifth embodiments. Hereinafter, with reference to FIG. 2, FIG. 13, and FIG. 18, the operation of the shift control device 17 according to the sixth embodiment of the present invention will be described.

  In step S71 shown in FIG. 18, when the main switch 18 is turned off, the main switch signal (see FIGS. 2 and 13) is not supplied to the transmission control device 17. In step S72, it is determined whether or not the rotational speed of the primary sheave 6 is 0 rpm. If it is determined in step S72 that the rotation speed of the primary sheave 6 is 0 rpm (stopped state), in step S76, voltage is applied from the self-holding circuit 17a to the switch control element 23 via the switch line 25. Is stopped, the relay switch 22 is changed from the closed state (on state) to the open state (off state), whereby the relay circuit 21 is disconnected and the processing is ended. As a result, the power supply from the in-vehicle power source 19 to the transmission control device 17 is cut off, and the transmission control of the transmission control device 17 is stopped. If it is determined in step S72 that the rotational speed of the primary sheave 6 is not 0 rpm (traveling state), the target gear ratio (sheave target value) is fixedly set to low in step S73. Accordingly, the movable sheave 6b of the primary sheave 6 is immediately moved to the low position using the sheave position moving device 12.

  Thereafter, in step S74, it is determined whether or not the sheave position is low. If it is determined in step S74 that the sheave position is not low, the process returns to step S72. If it is determined in step S74 that the sheave position is low, the process proceeds to step S75. In step S75, it is determined whether or not the rotational speed of the primary sheave 6 has reached 0 rpm. If it is determined that the rotational speed of the primary sheave 6 has not reached 0 rpm, the process returns to step S73, and step S74 and step The determination in S75 is repeated. In this case, the transmission control device 17 keeps the transmission ratio low until the rotational speed of the primary sheave 6 becomes 0 rpm. Thereafter, when the rotation speed of the primary sheave 6 becomes 0 rpm, it is determined in step S75 that the rotation speed of the primary sheave 6 is 0 rpm. In step S76, the relay circuit 21 is disconnected and the process is terminated.

  In the sixth embodiment, as described above, when the main switch 18 is turned off and the engine 2 is instructed to stop, the continuously variable transmission is in the case where the rotational speed of the primary sheave 6 is greater than 0 rpm. The target gear ratio (sheave target value) of 4 is set to low. Thereby, compared with the case where map control is used, the gear ratio of the continuously variable transmission 4 can be brought close to low earlier.

  The remaining effects of the sixth embodiment are similar to those of the aforementioned fourth embodiment and fifth embodiment.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and further includes all modifications within the meaning and scope equivalent to the scope of claims for patent.

  For example, in the above embodiment, a scooter type motorcycle is shown as an example of the vehicle of the present invention. However, the present invention is not limited to this, and any vehicle including a continuously variable transmission can be used. It can also be applied to other vehicles.

  In the above-described embodiment, the case where the predetermined values of the vehicle speed and the rotation speed of the primary sheave when the shift control by the shift control device is interrupted is set to 0. However, the present invention is not limited to this, and the shift control The predetermined values of the vehicle speed and the primary sheave rotation speed when the shift control by the device is interrupted may be other than zero.

  In the first to sixth embodiments, the primary sheave rotation speed is detected by the engine rotation speed sensor or the primary sheave rotation speed sensor, and the shift control is stopped when the primary sheave rotation speed becomes 0 rpm. However, the present invention is not limited to this, and the secondary sheave rotation speed is detected by the secondary sheave rotation speed sensor or the rear wheel rotation speed sensor, and the shift control is stopped when the secondary sheave rotation speed becomes 0 rpm. It may be.

  In the above-described embodiment, an example in which a belt-type continuously variable transmission is provided in a motorcycle has been described. However, the present invention is not limited to this, and a motorcycle may be provided with a toroidal continuously variable transmission. A continuously variable transmission other than the toroidal type may be provided.

  In the above embodiment, an example in which an engine composed of an internal combustion engine is used as the driving force generating means is shown, but the present invention is not limited to this, and an electric motor may be used as the driving force generating means.

  In the first to third embodiments, the example is shown in which the relay circuit is disconnected and the process is terminated when it is determined that the sheave position is low. Not only, but when it is determined that the sheave position is low, after the primary sheave rotation speed or the engine rotation speed becomes 0 rpm, the relay circuit may be disconnected and the process may be terminated. .

2 Engine (driving force generating means)
3 Rear wheels (drive wheels)
4 continuously variable transmission 6 primary sheave (first driving force transmission means)
7, 37 Centrifugal clutch 10 Secondary sheave (second driving force transmission means)
11 V belt (belt member)
14 Secondary sheave rotation speed sensor 16 Engine rotation speed sensor 17 Shift control device (shift control means)
18 Main switch (first switch)
19 On-vehicle power supply (power supply means)
20 Power supply line 21 Relay circuit 22 Relay switch (second switch)
23 Switch control element 24 Switch line 25 Switch line 34 Primary sheave rotation speed sensor

Claims (9)

Driving force generating means;
A first switch for a driver to control the driving force generating means;
A first driving force transmitting means for transmitting a driving force from the driving force generating means; and a second driving force transmitting means for transmitting the driving force from the first driving force transmitting means to the driving wheel, A belt type continuously variable transmission for transmitting the driving force generated by the force generating means to the driving wheels;
The gear ratio of the belt-type continuously variable transmission is controlled, and the driver is instructed to stop by turning off the first switch, and then the first driving force transmission is performed. And continuously controlling the gear ratio of the belt-type continuously variable transmission toward the low side when the rotational speed of at least one of the first driving force transmission means and the second driving force transmission means is greater than a predetermined value. A vehicle comprising: a shift control unit that stops the control of the belt-type continuously variable transmission when a rotational speed of at least one of the driving force transmission unit and the second driving force transmission unit becomes a predetermined value or less.   The transmission control means sets the transmission ratio by setting a target transmission ratio of the belt-type continuously variable transmission to the predetermined low value when the transmission ratio reaches a predetermined low side value. The vehicle according to claim 1, which is continuously controlled.   2. The clutch according to claim 1, further comprising a clutch disposed either between the second driving force transmission unit and the driving wheel or between the driving force generation unit and the first driving force transmission unit. The vehicle described. A clutch disposed between the second driving force transmission means and the driving wheel;
The shift control means continuously controls the belt-type continuously variable transmission by detecting the rotation of the driving force generating means, and the rotational speed of the driving force generating means becomes a predetermined value or less. The vehicle according to claim 3, wherein control of the belt type continuously variable transmission is stopped. A clutch disposed between the driving force generation means and the first driving force transmission means;
The vehicle according to claim 3, wherein the shift control means detects rotation of the first driving force transmission means and continuously controls the belt type continuously variable transmission.   The vehicle according to claim 5, wherein the shift control unit stops the control of the belt-type continuously variable transmission when the rotation speed of the first driving force transmission unit becomes a predetermined value or less.   The vehicle according to claim 1, wherein the predetermined value is zero.   The vehicle according to claim 1, wherein a belt member of the belt-type continuously variable transmission is formed of an elastomer.   The shift control means controls a gear ratio of the belt-type continuously variable transmission by electrically controlling only one of the first driving force transmission means and the second driving force transmission means. The vehicle according to 1.

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