JP2584617B2 - Travel control device for continuously variable automatic transmission for motorcycles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial applications]

The present invention relates to a traveling control device for a continuously variable automatic transmission for a motorcycle that controls a gear ratio according to a traveling state.

[Prior art]

The vehicle includes, for example, (i) a continuously variable automatic transmission provided in a power transmission system of an internal combustion engine;
Some of the continuously variable automatic transmissions control the gear ratio in accordance with the running state, thereby enabling efficient operation of the internal combustion engine and improving fuel efficiency, and (ii) controlling the rotation of the engine of the vehicle. For a vehicle that continuously decelerates by a continuously variable transmission and transmits the same to drive wheels, and adjusts the effectiveness of an engine brake of the vehicle by changing the speed ratio of an input shaft and an output shaft of the continuously variable transmission. A speed ratio control device for a continuously variable transmission, comprising: accelerator operation detecting means for detecting an accelerator operation of a vehicle; brake operation detecting means for detecting a brake operation of the vehicle; and a brake for a vehicle capable of releasing the accelerator operation of the vehicle. Speed ratio control means for executing the speed ratio control for adjusting the effect of the engine brake from the time when the vehicle is operated to the time when the accelerator of the vehicle is operated again, and the speed ratio control means By including the rotational speed determining means, the target rotational speed correcting means, the correction controlling means, the correction increment correcting means, the speed ratio changing speed adjusting means, etc., the vehicle speed, the operating amount of the brake, the brake operation from a predetermined relationship. A method has been proposed in which the manner of changing the speed ratio of the input shaft and the output shaft of the continuously variable transmission is adjusted in accordance with the change in the speed of the vehicle at the time (Japanese Patent Laid-Open No. 61-1986).
No. 41072).

[Problems to be solved by the invention]

In the vehicle having the continuously variable automatic transmission (i), the control of the gear ratio is performed according to the traveling state of the vehicle speed information and the accelerator opening information, and the brake operation information is input to control the gear ratio. Not adopted as one of them. Therefore, if an attempt is made to apply the engine brake, the speed ratio of the continuously variable automatic transmission must be manually changed in the downshift direction, and the operation is troublesome. The (ii) speed ratio control device for a continuously variable transmission for a vehicle,
The speed ratio control means is used to adjust the speed ratio according to the vehicle speed, the operation amount of the vehicle accelerator, the operation amount of the vehicle brake, the speed change of the vehicle at the time of the brake operation, etc. from a predetermined relationship. It is necessary to include a target rotation speed determination unit, a target rotation speed correction unit, a correction control unit, a correction increment correction unit, a speed ratio change speed adjustment unit, and the like. There is a disadvantage that it cannot be adopted as a travel control device of a continuously variable automatic transmission for a motorcycle. The problem to be solved by the present invention is to provide a travel control device for a continuously variable automatic transmission for a motorcycle that does not have the above-mentioned disadvantages of the prior art, in other words, to control the operation ratio of the brake by controlling the gear ratio. A continuously variable motorcycle with a simple structure that can be used as information and can sufficiently apply engine brakes even when the vehicle speed decreases, and can effectively control the gear ratio according to the running state and braking state of the vehicle. An object of the present invention is to provide a traveling control device for an automatic transmission.

[Means for Solving the Problems]

The present invention provides, as means for solving the above problems,
The following configuration of the invention is adopted. According to the configuration of the present invention, the rotation of the output shaft of the internal combustion engine is transmitted to the continuously variable automatic transmission without the intervention of the clutch and the speed is changed, and the rotation of the output shaft of the continuously variable automatic transmission is transmitted to the drive wheels via the automatic clutch. The actual transmission ratio of the continuously variable automatic transmission is detected, and the target transmission ratio is determined by the target transmission ratio calculating means according to the traveling state of the vehicle. In a travel control device for a continuously variable automatic transmission for a motorcycle for controlling a transmission ratio by controlling a transmission driving means so as to match a gear ratio, a braking device for the vehicle is provided, and braking of the braking device is performed. Brake detecting means for detecting and braking time determining means for determining a braking time are provided, wherein the braking time determining means is configured to issue a control signal when the braking time is a predetermined time or more, and When the control signal is input thereto, the speed ratio control means determines the speed ratio to be the control target at this time from the target speed ratio at this time determined by the target speed ratio calculating means in accordance with the running state of the vehicle. Is also set to a value changed in the downshift direction by an amount corresponding to the engine brake and controls the transmission drive means.

[Operation]

In the running control device for a continuously variable transmission for a motorcycle according to the present invention, the braking time of the braking device is detected by the brake detecting means, and the braking time is determined by the braking time determining means. At this time, the braking time determination means issues a control signal, and when the control signal is input to the gear ratio control means, the gear ratio control means calculates a gear value to be a control target at that time by a target gear ratio calculation. The speed is set to a value changed in the downshift direction by the amount corresponding to the engine brake from the current target gear ratio determined according to the running state of the vehicle by the means, and the gear ratio is adjusted so as to match the gear ratio as the control target. Since the gear ratio is controlled by controlling the machine drive means, the engine brake can be effectively applied. The rotation of the output shaft of the internal combustion engine is transmitted to the continuously variable automatic transmission without the intervention of the clutch, thereby shifting the speed. The rotation of the output shaft of the continuously variable automatic transmission is transmitted to the drive wheels via the automatic clutch. In a continuously variable automatic transmission for motorcycles,
In order to start at the maximum reduction ratio, the rotation speed of the input shaft of the clutch-in automatic clutch is set to be considerably lower than the rotation speed of the clutch-in internal combustion engine. For this reason, even if the rotation speed of the internal combustion engine is reduced due to the deceleration of the vehicle, the rotation speed of the input shaft of the automatic clutch is relatively high, the automatic clutch is hardly disengaged, and the engine brake is effective even at a low vehicle speed. Will be. However, in the above-mentioned state, when the speed ratio of the continuously variable automatic transmission is small and the engine brake is insufficient, the braking time becomes longer. The braking time is detected by the brake detecting means, the long braking time is determined by the braking time determining means, and the speed ratio, which is the control target of the continuously variable automatic transmission at this time, is calculated by the target speed ratio calculating means. The target drive ratio at this time determined according to the state is set to a value changed in the downshift direction by the amount corresponding to the engine brake, and the transmission drive means is set so that the speed ratio matches the control target speed ratio. Since control is performed to control the gear ratio, sufficient engine braking can be obtained.

【Example】

One embodiment of the present invention will be described in detail with reference to FIGS. FIG. 1 is a block diagram showing the basic configuration of the present invention. Reference numeral 1 in FIG. 1 denotes a vehicle speed detecting means for detecting a running speed of the vehicle from rotation of a rear wheel which is a driving wheel, and 2 denotes a throttle opening detecting means for detecting a throttle opening for adjusting a fuel supply amount of the internal combustion engine. Reference numeral 3 denotes brake detection means for detecting braking of a braking device for an axle of a rear wheel which is a driving wheel of the vehicle. The vehicle speed information obtained from the vehicle speed detecting means 1 and the throttle opening information obtained from the throttle opening detecting means 2 are input to the target gear ratio calculating means 4. The target gear ratio calculating means 4 calculates the gear ratio of the control target, that is, the target gear ratio, based on the information. The calculation result of the target gear ratio calculating means 4 is
Is input to The gear ratio control means 5 calculates a target control position at which a target gear ratio can be obtained from the current control position of the transmission driving means 6, and based on a drive signal from the gear ratio control means 5 for obtaining the target control position. Then, the transmission driving means 6 is driven to control the speed ratio of the continuously variable automatic transmission in accordance with a predetermined traveling state. The detection signal of the brake detecting means 3 is input to the braking time determining means 7. Breaking time judgment means 7
Outputs a control signal when the braking time exceeds a predetermined time, and this control signal is input to the speed ratio control means 5. When the control signal is input, the gear ratio control means 5 calculates the gear ratio at that time from the optimum gear ratio (that is, the target gear ratio) calculated by the target gear ratio calculating means 4 from the throttle opening information and the vehicle speed information. In the downshift direction, that is,
The transmission drive means 6 is configured to output a drive signal for moving the control position of the transmission driving means 6 to the low side, and the transmission drive means 6 controls the continuously variable automatic transmission based on the drive signal for moving the control position to the low side. It has become. Therefore, in addition to the throttle opening information by the rider's accelerator operation, the brake operation information becomes the control input of the gear ratio, whereby the engine brake that assists the braking of the braking device is applied, and the braking operation is facilitated, and further driving is performed. The gear ratio can be controlled according to the conditions. FIGS. 2 to 5 show a more specific embodiment in which the present invention is applied to a toroidal type continuously variable automatic transmission for a motorcycle. In FIG. 2, reference numeral 20 denotes a scooter-type motorcycle. A front wheel 21 is suspended via a front fork 22 on the front side of the vehicle body. The front wheel 21 is steered by a handle 23, and a brake lever 24 is provided on the left side of the handle 23. On the rear side of the vehicle body, a rear wheel 25 as a driving wheel is rotatably supported via an axle 28 of a power unit 27 including an internal combustion engine 26. The front side of the power unit 27 is supported by the vehicle body frame 30 via a bracket 29 and the rear side via a suspension (not shown). A braking device 31 is provided on the rear side of the power unit 27, and an opportunity-type drum brake is used for the braking device 31. The operation lever 32 of the braking device 31 is operated by the brake lever 24 and fixed to the axle 28. A brake drum (not shown) is braked. The internal combustion engine 26 has a crankshaft 33 as shown in FIG.
A one-way clutch 34 is provided at one end of the motor. The one-way clutch 34 is connected to a starter motor 35 via a connection shaft 36. At the end of the crankshaft 33, a toroidal-type continuously variable automatic transmission 37 is provided, and its housing is provided.
An input shaft 39 connected to the crankshaft 33 and an output shaft 40 loosely connected to the input shaft 39 are rotatably supported in the shaft 38. A cam plate 41 is arranged on the input shaft 39 so as to be integrally rotatable, and power is transmitted to the input disk 43 via the rollers 42. The input disk 43 is loosely engaged with the input shaft 39, and an output disk 44 is disposed opposite to the input disk 43. The output disk 44 is provided on the output shaft 40 loosely coupled to the input shaft 39. The output disk 44 and the input disk 43 are formed with rotating curved surfaces 44a, 43a facing each other, and a pair of power is provided between the rotating curved surfaces 44a, 43a. A roller 45 is provided. An output gear 46 is press-fitted into the output shaft 40, and the output gear 46 is a gear 48 of the intermediate shaft 47.
Is engaged. The power roller 45 has a toroidal convex surface which engages with the rotating curved surfaces 44a and 43a, and is rotatably supported by the trunnion 49 via the respective roller shafts.
Is transmitted to the output disk 23, and the rotation ratio of the disks 43 and 44, that is, the speed ratio is controlled. The trunnion 49 is supported by the housing 38 so as to be able to move slightly in a vertical direction (a direction perpendicular to the plane of FIG. 3). When the trunnion 49 moves a small amount in the vertical direction, the power roller 45 is displaced in the vertical direction, so that a well-known automatic speed change action occurs, and a desired speed ratio can be obtained. The vertical movement of the trunnion 49 is performed by the transmission driving means 6 shown in FIG. 4, and the rotating shaft 50 constituting the transmission driving means 6 is disposed in parallel with the input shaft 39, and A trunnion 49 is connected via a link 52 and a nut member 53 to the guide 51 that screws. Axis of rotation
Wheel gear 54 provided at the end of 50 is a servomotor
The guide 51 moves on the rotating shaft 50 by the drive of the servomotor 55, and the trunnion 49
Are rotated in forward and reverse directions. The servo motor 55 is driven by a drive signal issued from the speed ratio control means 5 shown in FIG. The target gear ratio calculating means 4 calculates the vehicle speed information from the vehicle speed detecting means 1 provided on the axle of the rear wheel 25 which is the driving wheel, and the throttle opening information from the throttle opening detecting means 2 provided on the throttle. The target gear ratio is calculated on the basis of the input information, and is transmitted to the gear ratio control means 5.
Is input, and a drive signal for setting the shift position to a position at which the target gear ratio can be obtained is output. Further, the speed ratio control means 5 is also controlled by a control signal from the braking time determination means 7. A detection signal of the brake detecting means 3 for detecting the operation of the brake lever 24 is input to the braking time determining means 7. An output pulley 57 is key-engaged with the intermediate shaft 47 and is connected to an input pulley 60 of an automatic clutch 59 via a belt 58. In the automatic clutch 59, an input pulley 60 is loosely engaged with the clutch shaft 61, a clutch center 62 is provided on the input pulley 60 so as to be integrally rotatable, and a clutch outer 63 is provided on the outside thereof so as to be integrally rotatable with the clutch shaft 61. And is configured. When the clutch center 62 rotates at a certain rotation speed or more, the centrifugal roller 64 moves outward in the radial direction to
65 and 66 are brought into sliding contact with each other, and clutch center 62 and clutch outer 6
3 are integrated via the centrifugal roller 64 and the clutch plates 65 and 66, and the clutch is connected (clutch-in), the clutch shaft 61 rotates, and the driving force is transmitted to the axle 24. In FIG. 3, the right half of the automatic clutch 59 shows the clutch connection state in which the centrifugal roller 64 has moved outward in the radial direction.
The left half shows the clutch disengaged state in which the centrifugal roller 64 is located radially inward. Next, the operation of the embodiment will be described based on the control flowchart of FIG. In step a, the vehicle speed detecting means 1 performs vehicle speed processing for obtaining vehicle speed information from the rotation of the rear wheels 25. In step b, the throttle opening degree detecting means 2 adjusts the fuel supply amount of the internal combustion engine 26 from the operation of the throttle to the throttle. A throttle opening process for obtaining opening information is performed, and the respective information is read. Then, in step c, the target gear ratio calculating means 4
Then, a target gear ratio for control (that is, an optimal gear ratio) is calculated from the vehicle speed information and the throttle opening information obtained in steps a and b. Next, in step d, the brake detecting means 3 detects the braking time by operating the brake lever 24, and inputs the detection signal detected by the brake detecting means 3 to the braking time determining means 7. In step e, the braking time determination means 7 determines whether the braking has been performed for a predetermined time. In step f, if the braking has been performed for a predetermined time or more, the optimum gear ratio at this time determined by the target gear ratio calculating means 4 from the vehicle speed information obtained in step a and the throttle opening information obtained in step b. Control is performed such that the shift position is shifted to the low side by a certain amount from the gear ratio. That is, the speed ratio to be the control target at this time is set to a value changed in the downshift direction by the amount corresponding to the engine brake from the optimum speed ratio (target speed ratio) so that the engine brake can be applied. In steps g and h, the transmission driving means 6 controls the servo motor 55 based on the result obtained in the calculation in step f.
To control the gear ratio of the continuously variable automatic transmission 37. If braking is not performed in step d, the process jumps to step g. Also, in step e, when the braking is performed only for a predetermined time or less, that is, for example, when the braking
If it is 3 seconds, it is judged as a warning signal for the following car, etc.
Jump to step g and do not apply the engine brake. As described above, when the rider manually performs the brake operation for a certain period of time or more, this brake operation information becomes control input information of the continuously variable automatic transmission 37, and the gear ratio is changed in the downshift direction by the amount corresponding to the engine brake. Since the engine brake is applied, the braking operation is facilitated, and the gear ratio can be controlled in accordance with the traveling conditions. When the automatic clutch is arranged on the input side of the continuously variable automatic transmission and the input shaft of the automatic clutch is connected to the crankshaft of the internal combustion engine, the actual speed of the internal combustion engine is reduced by the automatic deceleration of the clutch-in due to the deceleration of the vehicle. If the rotational speed of the clutch is lower than the rotation speed of the input shaft, the automatic clutch is disengaged. In this state, even if the speed ratio of the continuously variable automatic transmission is changed to the downshift direction, the engine brake cannot be applied at all. In the embodiment, the automatic clutch 59 is connected to the continuously variable automatic transmission 37.
This is provided on the output side of the clutch, and is started at the maximum reduction ratio.
The rotational speed of the clutch sensor 62 of the internal combustion engine
It is set considerably lower than 20 rpm. Therefore, even if the rotation speed of the internal combustion engine 20 decreases due to the deceleration of the vehicle, the rotation speed of the clutch shaft 61 is relatively high, and the automatic clutch
The 59 is hard to cut, and the engine brake works even at low vehicle speeds. However, in the above state, when the speed ratio of the continuously variable automatic transmission is small and the engine brake is insufficient, the brake king time becomes long. In this case, the brake king is detected by the brake detecting means 3. Then, the long braking time is judged by the braking time judgment means 7, and the gear ratio to be the control target of the continuously variable automatic transmission 37 at this time is determined by the target gear ratio calculation means 7 according to the running state of the vehicle. The transmission drive means 6 is set to a value changed in the downshift direction by the amount corresponding to the engine brake from the target gear ratio at this time, so that the actual gear ratio matches the gear ratio to be the control target.
Is controlled to control the gear ratio, sufficient engine braking can be obtained. In the embodiment, the friction type automatic centrifugal clutch is used as the automatic clutch. However, when the rotation speed of the input shaft of the clutch (the clutch center 62 in the embodiment) exceeds a certain rotation speed, the input shaft of the clutch is automatically turned on. Any structure that can transmit rotation to the output shaft of the clutch (the clutch shaft 61 in the embodiment) can be used. In the embodiment, an example in which a toroidal-type continuously variable transmission is used as the continuously variable automatic transmission has been described. However, another type of continuously variable automatic transmission may be used.

【The invention's effect】

In the traveling control device for a continuously variable motorcycle for a motorcycle according to the present invention, the braking time of the braking device is detected by the brake detecting means, and the braking time is determined by the braking time determining means. When the braking time is equal to or longer than the time, the braking time determination means issues a control signal, and when the control signal is input to the gear ratio control means, the gear ratio control means sets the gear value to be the control target at that time to the target gear ratio. The calculation means sets a value changed in the downshift direction by the amount corresponding to the engine brake from the current target gear ratio determined according to the running state of the vehicle so that the gear ratio matches the gear ratio as the control target. Since the transmission ratio is controlled by controlling the transmission driving means, the engine brake can be effectively applied. That is, for example, a short time (for example, 2.
When the braking is performed for about 3 seconds, the braking time determining means does not issue the control signal. However, when the braking is performed for a longer time, the braking time determining means generates the control signal and the braking time is determined. The control signal is input to the speed ratio control means, and the speed ratio to be the control target is set to a value changed in the downshift direction by the amount corresponding to the engine brake from the target speed ratio determined according to the traveling state of the vehicle. The engine brake is applied, the braking operation is facilitated, and the gear ratio can be controlled according to the running state and the braking state. The rotation of the output shaft of the internal combustion engine is transmitted to the continuously variable automatic transmission without the intervention of the clutch, thereby shifting the speed. The rotation of the output shaft of the continuously variable automatic transmission is transmitted to the drive wheels via the automatic clutch. In a continuously variable automatic transmission for motorcycles,
Since the vehicle is started at the maximum reduction ratio, the rotation speed of the input shaft of the clutch-in automatic clutch is set to be considerably lower than the rotation speed of the internal combustion engine with the clutch in. For this reason, even if the rotation speed of the internal combustion engine decreases due to the deceleration of the motorcycle, the rotation speed of the input shaft of the automatic clutch is relatively high, and the automatic clutch is hard to be disengaged. Will work. However, in the above-mentioned state, when the speed ratio of the continuously variable automatic transmission is small and the engine brake is insufficient, the braking time becomes longer. The braking time is detected by the brake detecting means, the long braking time is determined by the braking time determining means, and the speed ratio, which is the control target of the continuously variable automatic transmission at this time, is calculated by the target speed ratio calculating means. Set to a value changed in the downshift direction by the amount corresponding to the engine brake from the target gear ratio at this time determined according to the state,
Since the transmission ratio is controlled by controlling the transmission driving means so that the speed ratio matches the speed ratio as the control target, the engine brake can be sufficiently applied. In addition, when the braking time is equal to or longer than the predetermined time, the gear ratio to be the control target is set to a value changed in the downshift direction by the amount corresponding to the engine brake from the target gear ratio at this time, so that the engine brake is applied. Therefore, it is only necessary to judge the braking time by the braking time judgment means, and the traveling control device can have a simple configuration.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a basic configuration of the present invention, and FIGS. 2 to 5 show an embodiment in which the present invention is applied to a toroidal type continuously variable automatic transmission of a motorcycle. FIG. FIG. 3 is a cross-sectional view of a power unit of the motorcycle, FIG. 4 is a plan view of a transmission driving unit, and FIG. 5 is a flowchart of a control program. REFERENCE SIGNS LIST 1 vehicle speed detecting means 2 throttle opening degree detecting means 3 brake detecting means 4 target gear ratio calculating means 5 gear ratio controlling means 6 transmission driving means 7 braking Time judgment means, 20: Internal combustion engine 24: Brake lever, 25: Rear wheel 31: Braking device, 37: Toroidal continuously variable transmission 59: Automatic clutch, 60: Input pulley 61: Clutch Shaft, 62: Clutch center 62: Clutch outer, 63: Centrifugal roller

Claims (1)

(57) [Claims] 1. A continuously variable automatic transmission that transmits the rotation of an output shaft of an internal combustion engine to a continuously variable automatic transmission without a clutch and transmits the rotation of the output shaft of the continuously variable automatic transmission to drive wheels via an automatic clutch. Then, the actual gear ratio of the continuously variable automatic transmission is detected, the target gear ratio is determined by the target gear ratio calculating means according to the running state of the vehicle, and the actual gear ratio is determined by the gear ratio control means. In a traveling control device for a continuously variable automatic transmission for a motorcycle for controlling a transmission ratio by controlling a transmission driving means so as to match a braking device, a braking device for the vehicle is provided, and braking of the braking device is detected. Brake detecting means for determining the braking time and braking time determining means for determining the braking time, wherein the braking time determining means is configured to issue a control signal when the braking time is equal to or longer than a predetermined time, and ratio When the control signal is input to the control unit, the control unit sets the gear ratio to be the control target at this time to a value higher than the target gear ratio at this time determined by the target gear ratio calculation unit according to the traveling state of the vehicle. A travel control device for a continuously variable automatic transmission for a motorcycle, wherein the drive control device is configured to set a value changed in a downshift direction by an amount corresponding to a brake and to control a transmission drive unit.