JP4582813B2 - Belt-type continuously variable transmission, control method for belt-type continuously variable transmission, and straddle-type vehicle - Google Patents

Description

  The present invention relates to a belt-type continuously variable transmission, a method for controlling a belt-type continuously variable transmission, and a straddle-type vehicle equipped with the belt-type continuously variable transmission.

  In the conventional belt-type continuously variable transmission, a belt is wound between the V-grooves of the primary sheave arranged on the drive shaft and the secondary sheave arranged on the driven shaft, and the sheave position of the primary sheave is controlled by an electric motor. In general, a configuration in which the gear ratio is changed depending on the type is used.

  The gear ratio is normally controlled by controlling the sheave position of the primary sheave with an electric motor in accordance with the throttle sensor opening (engine load state) and the target gear ratio determined based on the vehicle speed. .

  However, in the conventional belt type continuously variable transmission, the driving force of the engine is transmitted to the secondary sheave through the primary sheave by the belt wound between the primary sheave and the secondary sheave. For this reason, when the belt slips or the like, the actual gear ratio may be different from the target gear ratio, and as a result, the rider who is traveling feels uncomfortable.

  In order to avoid this, a method is known in which a deviation between the target gear ratio and the actual gear ratio is detected, and feedback correction is added to the sheave position of the primary sheave based on this deviation.

For example, Patent Document 1 discloses a technique in which the gear ratio control of a continuously variable transmission is adjusted so that the actual gear ratio and the target gear ratio coincide with each other, and Patent Document 2 discloses a target drive pulley rotational speed and A feedback correction technique is described in which the deviation of the actual drive pulley rotational speed is taken and the shift control valve command value signal is corrected with a signal having a magnitude corresponding to the deviation.
JP 2001-65683 A Japanese Patent Laid-Open No. 7-12189

  According to the method of controlling the sheave target position by adding the feedback correction described above, the difference between the target gear ratio and the actual gear ratio is reduced, which is effective in that it is possible to avoid a sense of discomfort for the rider during traveling.

  By the way, some belts used in belt-type continuously variable transmissions are made of metal, but rubber (having flexibility) belts may be used to reduce the weight of the entire vehicle. . However, since this rubber belt is more easily worn than metal belts, the length of the belt changes with time.

  FIG. 16 is a diagram showing a change over time in the engine speed when the vehicle starts when an aged change occurs in the belt. Here, the solid line indicates the target characteristic of the engine speed, and the broken line indicates the actual value. As shown in FIG. 16, immediately after the start, the engine speed rapidly rises and blows up, giving the rider a sense of incongruity.

  However, since this state occurs immediately after the start, the conventional feedback correction cannot avoid the uncomfortable feeling at the start.

  SUMMARY OF THE INVENTION The present invention has been made in view of the above points. A belt-type continuously variable transmission that prevents the engine speed from rising at the start and does not give the rider a sense of incongruity even when the belt changes with time, etc. The purpose is to provide.

  The belt-type continuously variable transmission of the present invention is a belt-type continuously variable transmission that changes the gear ratio steplessly by controlling the sheave position, and the sheave position is determined according to the target gear ratio. Control is based on the sheave target position, and when the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on the deviation between the target gear ratio and the actual gear ratio, and the vehicle is stopped from the running state. In this case, an offset value obtained from the sheave target position and the actual sheave position acquired during a predetermined travel is added to the sheave target position.

  In a preferred embodiment, when the vehicle is in a traveling state again, the sheave position is controlled based on a sheave target position to which an offset value is added.

  In a preferred embodiment, the offset value is obtained from a sheave target position and an actual sheave position acquired when the vehicle starts to be in an acceleration state and reaches a predetermined speed.

  In a preferred embodiment, the belt-type continuously variable transmission is wound between a primary sheave disposed on a drive shaft, a secondary sheave disposed on a driven shaft, and a V groove of the primary sheave and the secondary sheave. It is composed of a belt, and the gear ratio is changed by electrically controlling the sheave position of the primary sheave.

  In a preferred embodiment, the vehicle has a centrifugal clutch in the power transmission path, and the offset value is obtained from the sheave target position and the actual sheave position acquired when the centrifugal clutch is connected.

  In a preferred embodiment, the secondary sheave includes an operation mechanism that generates a thrust according to a torque difference between the shafts of the secondary sheave, and the offset value generates the thrust by operating the operation mechanism. It is obtained from the sheave target position and the actual sheave position acquired at times.

  In a preferred embodiment, the belt type continuously variable transmission uses a flexible belt.

  A control method for a belt-type continuously variable transmission according to the present invention is a control method for a belt-type continuously variable transmission in which a gear ratio is changed steplessly by controlling a sheave position, and the sheave position is set to a target gear ratio. When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on the deviation between the target gear ratio and the actual gear ratio. When the traveling state is changed from the traveling state to the stopped state, an offset value obtained from the sheave target position and the actual sheave position acquired during predetermined traveling is added to the sheave target position.

  A straddle-type vehicle according to the present invention is a straddle-type vehicle equipped with the belt type continuously variable transmission.

  According to the present invention, in addition to the feedback correction, the correction of the sheave target position based on the secular change of the belt or the like can be added to prevent the engine speed from blowing up at the start.

It is the figure which showed the basic composition of sheave position control in the belt type continuously variable transmission of this invention. It is a block diagram which shows the basic composition of the belt type continuously variable transmission which performs sheave position control in this invention. It is the flowchart which showed the process until it acquires and adds the offset value in this invention to a sheave target position. It is the graph which plotted the change of the sheave movement amount at the time of performing gear ratio control using the offset value in the present invention versus time passage from the time of departure. It is the graph which plotted the change of engine speed at the time of performing gear ratio control using the offset value in the present invention to time passage from the time of departure. 1 is a cross-sectional view of a V-belt type automatic transmission for a motorcycle according to an embodiment of the present invention. 1 is a cross-sectional view of an engine unit of a motorcycle in the present embodiment. 1 is a diagram illustrating an overall configuration of a transmission control system for a motorcycle according to an embodiment. FIG. It is a figure which shows the correction control sequence at the time of a stop of the transmission control system in this embodiment. (A) is a diagram showing the relationship between the sheave position and the engine speed when there is no gear ratio correction control in the present embodiment, and (b) shows the relationship between the sheave position and the engine speed when there is a gear ratio correction control. FIG. It is a figure which shows the correction control sequence during driving | running | working of the transmission control system in this embodiment. It is a flowchart which shows the vehicle correction coefficient calculation process performed in the transmission control apparatus in this embodiment. It is a flowchart which shows the correction coefficient calculation process at the time of acceleration performed in the transmission control apparatus in this embodiment. It is a flowchart which shows the correction value calculation process performed in the transmission control apparatus in this embodiment. 1 is a diagram showing a configuration of a motorcycle equipped with a belt type automatic transmission according to the present invention. It is the figure which showed the time change of the engine speed at the time of start of a vehicle when a secular change arises in the conventional belt. It is the graph which showed the relationship between a sheave position and a gear ratio when a secular change arises in the conventional belt.

Explanation of symbols

1 target gear ratio (M ₁ )
2 Sheave target position (P ₁ )
3 Actual gear ratio (M ₂ )
4 Deviation (δM)
6 Actual sheave position (P ₂ )
7 Offset value (δP)
DESCRIPTION OF SYMBOLS 10 Throttle opening sensor 11 Vehicle speed sensor 12 Primary sheave rotation speed sensor 13 Secondary sheave rotation speed sensor 15 Target gear ratio setting unit 16 Correction amount setting unit 17 Sheave position control unit 21 Engine 26 Shift chamber 27 Drive shaft 29 Axle 41 Cell motor 55 Belt Type automatic transmission 56 primary sheave 58 secondary sheave 59 belts 60, 77 fixed sheaves 61, 78 movable sheave 76 centrifugal clutch 86 spring 100 belt type continuously variable transmission 200 transmission control device 301 sheave position detection device 302 secondary sheave rotation speed sensor 303 Vehicle speed sensor 304 Primary sheave rotation speed sensor 401 Shift map calculation process 402 Stopped correction value 405 Sheave position calculation process 408 Sheave movement speed calculation process 500 Motorcycle 502 Front wheel 505 Power unit 06 rear wheel

  The rapid increase in the engine speed immediately after the start shown in FIG. 16 is considered to be caused by the following.

  FIG. 17 is a graph showing the relationship between the sheave position and the transmission gear ratio. The solid line indicates the case where the belt does not change with time, and the broken line indicates the case where the belt shows change over time. As shown in FIG. 17, when a secular change occurs in the belt, a shift (δP) occurs in the sheave position, and this shift (δP) steadily moves the sheave position to the low side. As a result, the actual gear ratio also shifts (δM) from the target gear ratio.

  This shift in gear ratio (δM) can be reduced by conventional feedback correction if the vehicle is running, but the sheave position shift due to aging remains even when the vehicle stops.

  By the way, in the belt-type continuously variable transmission that controls the sheave position of the primary sheave with an electric motor, when the vehicle stops, the primary sheave is controlled to return to a predetermined stop position, so that the vehicle stops. When in a state, the aging belt is in a slack state.

  As a result, when the vehicle starts again with the belt in a slack state, the start of the transmission ratio is delayed, and the engine speed immediately after starting suddenly increases and blows up as shown in FIG. It is thought to have occurred.

  The present inventor has examined the direction of sheave position control so that the target gear ratio can be quickly reached even at the start, based on the knowledge that such a phenomenon is caused by aging of the belt. As a result, the present invention has been conceived.

  FIG. 1 is a diagram showing a basic configuration of sheave position control in a belt type continuously variable transmission 100 according to the present invention.

As shown in FIG. 1, the sheave target position 2 (P ₁ ) is determined so that a target speed ratio 1 (M ₁ ) determined based on the throttle opening signal and the vehicle speed signal is obtained. The gear ratio is controlled by controlling the position of the primary sheave to the sheave target position (P ₁ ) with an electric motor.

At this time, the deviation 4 (δM =) between the actual gear ratio 3 (M ₂ ) obtained based on the primary sheave speed signal (engine speed signal) and the secondary sheave speed signal and the target speed ratio (M1). Based on M ₂ −M ₁ ), feedback correction is applied to the sheave target position (P ₁ ).

On the other hand, the actual sheave position 6 (P ₂ ) is acquired from the sheave position signal during a predetermined travel, and the difference (δP = P ₂ −P ₁ ) from the sheave target position 2 (P ₁ ) at that time is an offset value 7 Is added to the sheave target position (P ₁ ), and this is used as a new sheave target position 8 (P ₁ + δP) to perform sheave position control.

  Accordingly, feedback correction is applied to the newly set sheave target position 8 (P1 + δP).

  The offset value set in this way corresponds to the shift of the sheave position accompanying the aging of the belt, and it is not necessary to perform it in real time during the travel as in the case of feedback correction. . This is because the aging of the belt does not change in units of time that fluctuate while the vehicle is running.

  In the above description, the target gear ratio is determined based on the throttle opening signal and the vehicle speed signal. However, for example, a gear ratio converted from the primary sheave position signal based on a predetermined calculation formula may be used. Good.

  In addition, the feedback correction is performed based on the deviation between the target speed ratio and the actual speed ratio. For example, the target primary speed calculated using the speed change map from the secondary sheave speed signal and the throttle opening signal is Since this is equivalent to the target speed ratio, the feedback correction performed based on the deviation between the target primary speed and the actual primary speed is the same as the feedback correction performed based on the deviation between the target speed ratio and the actual speed ratio. That is, all methods for performing feedback correction based on the deviation between the target value and the actual measurement value using a parameter equivalent to the gear ratio are agreed.

  By the way, the point at which this offset value is acquired becomes a point. This is because the tension of the belt changes depending on the running state of the vehicle, and even if the belt is taken in a slack state, it does not cause a deviation correction corresponding to the secular change of the belt. Also, even if an offset value is added to the sheave target position during driving, this correction is not reflected when starting, so when the vehicle is stopped from the running state, the offset value is added to the sheave target position. It is preferable to do.

  FIG. 2 is a block diagram showing a basic configuration of belt-type continuously variable transmission 100 that performs sheave position control shown in FIG.

  The target gear ratio setting unit 15 sets the target gear ratio (M1) 1 based on the throttle opening signal detected by the throttle opening sensor (TPS) 10 and the vehicle speed signal detected by the vehicle speed sensor 11.

The correction amount setting unit 16 determines the actual gear ratio (M) obtained based on the primary sheave rotation speed signal detected by the primary sheave rotation speed sensor 12 and the secondary sheave rotation speed signal detected by the secondary sheave rotation speed sensor 13. ₂ ) and a deviation δM between the target gear ratio (M ₁ ). Further, the actual sheave position (P ₂ ) 6 is acquired from the sheave position signal detected by the sheave position sensor, and a difference (offset value) δP from the sheave target position (P ₁ ) at that time is calculated.

The sheave position control unit 17 calculates the correction target setting unit 16 with respect to the sheave target position (P ₁ ) determined so as to obtain the target speed ratio (M ₁ ) set by the target speed ratio setting unit 15. The sheave position is controlled by adding feedback correction and offset value correction based on the deviation δM and the difference δP.

  As described above, the point at which the offset value is acquired is not uniformly determined, but a preferred example of acquiring the offset value will be described below.

  FIG. 3 is a flowchart showing a process from obtaining the offset value to adding it to the sheave target position.

In FIG. 3, it is determined whether or not the vehicle is in an acceleration state based on the change in the vehicle speed signal (step S101). If the vehicle is in the acceleration state, it is determined whether or not the vehicle speed has reached a preset speed V0 (for example, a low speed of about 1.3 km / h) (step S102). When it is determined that the speed V0 has been reached, the offset value (δP = P ₂ −P ₁ ) obtained from the sheave target position (P1) and the actual sheave position (P ₂ ) at this time is configured according to the configuration shown in FIG. ) Is acquired (step S103). The acquired offset value is stored in a storage device or the like.

Next, it is determined whether or not the vehicle has stopped (step S104). Then, if it is determined that the stopped state, the stored offset value to the storage device or the like is added to the sheave target position (step S105).

  Here, the reason why the vehicle acquires an offset value when the vehicle is accelerating and running at a low speed is that the belt is wound between sheaves in such a state that the belt is the most tense, and this is due to the aging of the belt. This is because it is considered to be in a state most reflecting the shift of the accompanying sheave position.

  In addition, the offset value can be obtained from the following viewpoints.

  That is, when a centrifugal clutch is provided in the power transmission path of the vehicle, the offset value may be acquired when the centrifugal clutch is connected. This is because when the centrifugal clutch is connected, it is considered that the sheave position is reflected in accordance with the secular change of the belt.

  Further, when the secondary sheave and an operating mechanism (for example, a torque cam) that generates a thrust according to a torque difference between the shafts of the secondary sheave, the operating mechanism is operated and the thrust is generated. An offset value may be acquired. This is because when the thrust of the operating mechanism is generated, it is considered that the sheave position is shifted with the aging of the belt.

  FIG. 4 is a graph in which changes in the sheave movement amount in the case where the gear ratio control is performed using the offset value are plotted with respect to the time elapsed from the departure. A case where the solid line performs offset value correction, and a case where the broken line does not perform offset value correction are shown.

  As shown in FIG. 4, the sheave movement amount during stoppage has moved by the offset value acquired during travel before stopping. And since the sheave position is maintained at the offset position from the acceleration state after the start until it exceeds the preset speed V0, the phenomenon that the engine speed increases can be avoided.

  FIG. 5 is a graph in which changes in the engine speed when the speed ratio control is performed using the offset value are plotted against the passage of time from the time of departure. A solid line indicates a target characteristic of the engine speed, a broken line indicates a case where no correction is performed using an offset value, and a one-dot chain line indicates a case where correction is performed using an offset value.

  As shown in FIG. 5, the engine speed increase that occurs when there is no correction by the offset value is eliminated when the correction by the offset value is performed, thereby eliminating the uncomfortable feeling of the rider at the time of departure. be able to.

  The basic configuration of the belt-type continuously variable transmission according to the present invention has been described above. The specific configuration and operation of the belt-type continuously variable transmission will be described below with reference to FIGS. I will explain in detail.

  First, the configuration of a V-belt type automatic transmission and an engine unit of a motorcycle will be described with reference to FIGS. In FIG. 7, a forced air-cooled four-cycle engine 21 and a transmission case 23 extending rearward from the left side of the crankcase 22 of the engine 21 are provided.

  A transmission chamber 26 is formed on the left side surface of the transmission case 23, and one end portion of the crankshaft 24 is introduced at the front end of the transmission chamber 26, and the rear portion of the transmission chamber 26 is parallel to the crankshaft 24. A driven shaft 27 and a rear wheel (not shown) axle 29 are supported.

  In FIG. 6, a sleeve 48 is spline-engaged on the outer periphery of the crankshaft 24 that penetrates the clutch chamber 34. The sleeve 48 is rotatably supported by the housing 33 via a bearing 49. A one-way clutch 50 is attached to the outer periphery of the sleeve 48. The one-way clutch 50 is for allowing power transmission from the cell motor 41 side to the crankshaft 24 and is accommodated in the clutch chamber 34.

On the other hand, the above-mentioned control chamber 26, V-belt type automatic transmission 55 which Ru is interlocked with the crankshaft 24 and the driven shaft 27 is accommodated. As shown in FIG. 6, a primary sheave 56 that rotates integrally with the crankshaft 24 as a rotating shaft, a secondary sheave 58 attached to the outer periphery of the driven shaft 27 via a centrifugal clutch 57, both sheaves 56, 58 is provided with a V-belt 59 wound around.

The primary sheave 56 is composed of a fixed sheave 60 which is fixed to one end of the crankshaft 24, a movable sheave 61 movable in the axial direction of the crank shaft 24 of this. The opposed surfaces of the fixed sheave 60 and the movable sheave 61 are conical surfaces inclined in opposite directions, and a belt groove 56a having a V-shaped cross section around which the V belt 59 is wound is formed between the conical surfaces. Has been.

  In FIG. 6, the movable sheave 61 has a cylindrical boss portion 62 through which the crankshaft 24 passes, and a cylindrical slider 63 is fixed inside the boss portion 62. The movable sheave 61 integral with the slider 63 is movable in the axial direction of the crankshaft 24 so that the groove width of the belt groove 56a of the primary sheave 56 changes.

  The secondary sheave 58 is composed of a fixed sheave 77 connected to the driven shaft 27 via a centrifugal clutch 76 and a movable sheave 78 movable in the axial direction of the driven shaft 27. The opposed surfaces of the fixed sheave 77 and the movable sheave 78 form conical surfaces inclined in opposite directions, and a V-shaped belt groove 58a around which the V belt 59 is wound is formed between the conical surfaces. ing.

  The centrifugal clutch 76 interposed between the fixed sheave 77 and the driven shaft 27 includes a centrifugal plate 81 that rotates integrally with the guide 79 of the fixed sheave 77, a centrifugal weight 82 supported by the centrifugal plate 81, and the centrifugal clutch 81. A clutch housing 83 that contacts the weight 82 so as to be able to come in and out is provided. The clutch housing 83 is fixed to one end of the driven shaft 27.

  Therefore, when the number of rotations of the centrifugal plate 81 that rotates integrally with the fixed sheave 77 reaches a predetermined value, the centrifugal weight 82 moves outward due to centrifugal force, contacts the clutch housing 83, and the rotation of the fixed sheave 77 is driven. It is transmitted to the shaft 27.

  The movable sheave 78 is urged by a spring 86 in a direction to reduce the groove width of the belt groove 58a. From this, when the groove width of the belt groove 56 a of the primary sheave 56 is reduced, the V-belt 59 is pulled radially inward on the secondary sheave 58 side, so that the movable sheave 78 resists the urging force of the spring 86. Thus, the belt groove 58a is moved in the direction of widening, and the winding diameter of the V belt 59 around the secondary sheave 58 is reduced.

  The cell motor 41 for starting the engine is constituted by a motor that can be rotated forward and backward. During the engine operation, the movable sheave 61 of the primary sheave 56 is reciprocated in the axial direction of the crankshaft 24 by the cell motor 41. The cell motor 41 controls the moving distance and moving direction of the movable sheave 61 of the primary sheave 56 based on a signal output from the transmission control device 200.

  Next, FIG. 8 shows an overall configuration of a transmission control system including the transmission control device 200 of FIG. In FIG. 8, the same components as those shown in FIGS. 6 and 7 are denoted by the same reference numerals, and the description of the components is omitted.

  In FIG. 8, the transmission control system includes a transmission control device 200 having a self-holding circuit 201, a sheave position detection device 301, a secondary sheave rotation speed sensor 302, a vehicle speed sensor 303, and a primary sheave rotation speed sensor 304. Consists mainly of.

  Sheave position detection device 301 is composed of a potentiometer, detects the position of primary sheave 56, and outputs a sheave position detection signal to shift control device 200. Secondary sheave rotation speed sensor 302 detects the rotation speed of secondary sheave 58 and outputs a sheave rotation speed signal to transmission control device 200. The vehicle speed sensor 303 detects the rotational speed of the rear wheel 220 and outputs a vehicle speed signal to the transmission control device 200 based on the rotational speed. Primary sheave rotation speed sensor 304 detects the rotation speed of primary sheave 56 and outputs a sheave rotation speed signal to transmission control device 200.

  Further, when a handle switch provided on the handle is operated by the driver, a handle SW signal output from the handle switch is input to the shift control device 200.

  In addition, a throttle opening signal output from a throttle opening sensor that detects a throttle opening of a throttle valve provided in the intake passage of the engine 21 is input to the shift control device 200.

  The speed change control device 200 is configured to detect a throttle opening signal input from a throttle opening sensor, a sheave rotation speed signal input from a secondary sheave rotation speed sensor 302, a vehicle speed signal input from a vehicle speed sensor 303, and a sheave position detection. Shift control for controlling the sheave position of the primary sheave 56 of the V-belt type automatic transmission 55 based on the sheave position signal input from the device 301 and the sheave rotation speed signal input from the primary sheave rotation speed sensor 304 Execute the process.

  The self-holding circuit 201 includes a nonvolatile memory or the like, and holds a stoppage correction value (offset value), a belt correction value, a vehicle correction coefficient, a belt correction coefficient, and the like, which will be described later.

  Next, a control sequence of the shift control process at the time of start executed in the shift control device 200 will be described with reference to FIG. The control sequence of FIG. 9 shows a case where the correction processing of the sheave position at the time of stopping and transmission of the motorcycle is performed.

  In FIG. 9, first, a shift map calculation process 401 is executed. This shift map calculation process 401 calculates the sheave target position of the primary sheave 56 of the V-belt type automatic transmission 55 using the vehicle speed and the throttle opening as parameters. Next, a correction value is obtained by executing a multiplication process 403 that multiplies the stop time correction value 402 stored in advance in the self-holding circuit 201 by a constant Kr.

  The correction value (offset value) 402 when the vehicle is stopped is the primary sheave when the vehicle stops due to changes over time including wear of the primary sheave 56 of the V-belt type automatic transmission 55, wear of the secondary sheave 58, and wear and hardening of the V-belt 59. 56 is a correction value set in consideration of the shift of the sheave position from before the secular change.

  Next, a calculation process 404 for subtracting the correction value from the sheave target position is executed to obtain a corrected sheave target position. Next, based on the sheave position signal (potential value) input from the sheave position detection device 301, a sheave position calculation process 405 for calculating the sheave position of the primary sheave 56 is executed.

  Next, a calculation process 406 for subtracting the calculated sheave position from the corrected sheave target position is executed to obtain the sheave target movement amount. Next, a multiplication process 407 for multiplying the sheave target movement amount by a constant Kp is executed. Next, a sheave movement speed calculation process 408 for calculating a sheave movement speed is executed based on a change per unit time of a sheave position signal (potential value) input from the sheave position detection device 301, and the sheave movement speed is calculated. A multiplication process 409 for multiplying the constant Kc is executed.

  Next, an arithmetic processing 410 for subtracting the sheave movement speed multiplied by the constant Kc from the sheave target movement amount multiplied by the constant Kp is executed to correct the sheave target movement amount. Then, a multiplication process 411 for multiplying the corrected sheave target movement amount by a constant Kv is executed, and a sheave control output (PWM output) is output to the cell motor 41.

  As described above, when the speed change ratio is corrected by correcting the sheave position during acceleration when starting using the correction value (offset value) at the time of stopping, the state of the engine speed rising is shown in FIG. A description will be given using (b).

10 (a) is a diagram showing a changing state with time of the sheave position of the case not performing the speed ratio correction control without using the stop time correction value (solid line) and the engine rotational speed (dashed line). In this case, the speed ratio rises slowly, and the engine speed immediately after starting abruptly increases and blows up, giving the driver a sense of incongruity.

In contrast, FIG. 10 (b) shows a change in state with time of the sheave position of the case of performing a speed change ratio correction control using the stop time of the correction value (solid line) and the engine rotational speed (dashed line) FIG. In this case, the sheave position when the vehicle is stopped is at a position offset from the beginning by the correction value at the time of stopping, and until the speed V ₀ (for example, 1.3 km / h) set in advance from the acceleration state immediately after starting is exceeded, Since the position where the sheave position is offset by the correction value at the time of stopping is maintained, the phenomenon that the engine speed increases can be improved, and the driver does not feel uncomfortable.

Further, when the vehicle speed exceeds a preset speed V ₀ (for example, 1.3 km / h), the correction value is calculated using the correction value at the time of stopping, so that the sheave position during traveling can be corrected as appropriate. In addition, it is possible to improve the phenomenon that the gear ratio is shifted to the low side during traveling and the engine speed increases.

  Next, a control sequence of the shift control process during traveling executed in the shift control apparatus 200 will be described with reference to FIG. The control sequence of FIG. 11 shows a case where the sheave position correction process during the traveling of the motorcycle is performed.

  In FIG. 11, first, a shift map calculation process 1001 similar to that shown in FIG. 9 is executed to obtain the sheave target position. Next, an actual gear ratio calculation process 1002 that calculates an actual gear ratio based on a sheave rotation speed signal input from the primary sheave rotation speed sensor 304 and a secondary sheave rotation speed signal input from the secondary sheave rotation speed sensor 302. Execute.

  Next, a sheave position calculation process 1003 for calculating the sheave position of the primary sheave 56 based on the sheave position signal input from the sheave position detection device 301 is executed, and the gear ratio for converting the sheave position into a gear ratio (target gear ratio). A conversion process 1004 is executed.

  Next, a calculation process 1005 for subtracting the actual speed ratio from the speed ratio (target speed ratio) is executed to obtain a differential speed ratio, and a multiplication process 1006 for multiplying the differential speed ratio by a constant Kr is executed. Find the correction value.

  Next, an arithmetic processing 1007 for subtracting the correction value from the sheave target position is executed to obtain a corrected sheave target position, and an arithmetic processing 1008 for subtracting the sheave position from the corrected sheave target position is executed, A target movement amount is obtained, and a multiplication process 1009 for multiplying the sheave target movement amount by a constant Kp is executed.

  Next, a sheave movement speed calculation process 1010 for calculating a sheave movement speed is executed based on a change per unit time of a sheave position signal (potential value) input from the sheave position detection device 301, and the sheave movement speed is calculated. A multiplication process 1011 for multiplying the constant Kc is executed.

  Next, an arithmetic processing 1012 is performed to correct the sheave target movement amount by subtracting the sheave movement speed multiplied by the constant Kc from the sheave target movement amount multiplied by the constant Kp. Then, a multiplication process 1013 for multiplying the corrected sheave target movement amount by a constant Kv is executed to output a sheave control output (PWM output) to the cell motor 41.

  By the above control sequence, the sheave target position obtained by the conversion map calculation is corrected by the correction value obtained from the actual transmission ratio during travel and the actual sheave position, and the sheave target movement amount is obtained from the corrected sheave target position. Accordingly, the shift of the sheave position of the traveling primary sheave 56 is corrected.

  Note that the cause of the deviation in the sheave position of the primary sheave 56 during traveling is not due to the secular change of each part of the V-belt type automatic transmission 55 but the V-belt type automatic transmission 55 during the production of the motorcycle. It also occurs due to variations in assembly.

  In order to deal with individual differences due to variations in production, a process for obtaining a vehicle correction coefficient for correcting the shift of the sheave position when the motorcycle is first started will be described with reference to a flowchart shown in FIG. Note that this vehicle correction coefficient is held in the self-holding circuit 201.

  In FIG. 12, the shift control apparatus 200 determines whether or not the vehicle correction coefficient of the vehicle is undetermined based on whether or not the vehicle correction coefficient is held in the self-holding circuit 201 at the first start (step S1101). If it is determined that the vehicle correction coefficient is undetermined, it is determined whether or not the acceleration is increasing based on the change in the vehicle speed signal input from the vehicle speed sensor 303 (step S1102).

If it is determined that the acceleration is increasing, the process proceeds to step S1103, and it is determined whether or not the speed has reached a preset speed V ₀ (for example, 1.3 km / h). If it is determined that the speed has reached the speed V ₀ , the vehicle correction coefficient is held in the self-holding circuit 201 and set as a correction value for the current speed V ₀ (step S 1104).

If the vehicle correction coefficient has already been set in step S1101, if it is determined in step S1102 that the acceleration is not increasing, if it is determined in step S1103 that the speed has not reached the speed V ₀ , that is, the vehicle is stopped. Alternatively, if the vehicle speed is a low speed that does not reach the speed V ₀ , the setting of the correction value is not changed, and the process returns to step S1101.

Therefore, it is possible to retain a vehicle correction coefficient that takes into account a steady sheave position shift due to individual differences of the motorcycle and use it for calculating the correction value. Further, when the motorcycle is in an accelerating state at the initial start and the vehicle speed reaches a preset speed V ₀ , the vehicle correction coefficient is set as a correction value, and the sheave position generated due to individual differences is set. It becomes possible to correct the deviation.

  Next, in order to cope with a case where a deviation occurs in the sheave position of the primary sheave 56 due to a secular change of the V belt 59, a belt correction coefficient indicating the deviation amount is stored in the self-holding circuit 201 and a correction value is calculated. The case of using for this will be described with reference to the flowchart shown in FIG.

In FIG. 13, the shift control device 200 determines whether or not the acceleration is increasing based on a change in the vehicle speed signal input from the vehicle speed sensor 303 (step S1201). If it is determined that the acceleration is increasing, the process proceeds to step S1202, and it is determined whether or not the speed has reached a preset speed V ₀ (eg, 1.3 km / h). If it is determined that the speed has reached the speed V ₀ , the belt correction coefficient stored in the self-holding circuit 201 is set as a correction value for the current speed V ₀ (step S1203).

Further, if the acceleration is determined to not being increased in step S1201, if the speed in the step S1202 is determined to not reached the speed V _0, i.e., parked, or if the vehicle speed is low, which does not reach the speed V ₀ Returns to the processing of step S1201 without changing the setting of the correction value.

  Therefore, the belt correction coefficient is measured and stored in a certain acceleration (speed) state by the above processing, and a correction value for correcting the sheave target position is calculated based on the belt correction coefficient. There is no need to always calculate a correction value.

  As a result, the shift of the sheave position of the primary sheave 56 due to aging of the V-belt 59 can be corrected while reducing the processing load of the transmission control device 200, and the gear ratio becomes low during traveling and the engine speed is reduced. Increasing the number can be improved.

  Next, the case where the correction value is calculated using the stopping correction value, the vehicle correction coefficient, and the belt correction coefficient will be described with reference to the flowchart shown in FIG.

In FIG. 14, the shift control device 200 determines whether or not the vehicle speed exceeds a preset speed V ₀ (eg, 1.3 km / h) based on the vehicle speed signal input from the vehicle speed sensor 303 (step S1301). ). If it is determined that the vehicle speed exceeds the speed V ₀ , a correction value is calculated based on the vehicle correction coefficient held in the self-holding circuit 201 (step S1302). Next, a correction value is calculated based on the belt correction coefficient held in the self-holding circuit 201 (step S1303).

Further, in step S1301, the vehicle speed is when it is determined that does not exceed the speed V _0, sets the stop time correction value held in the holding circuit 201 as the correction value (step S 1304).

  As described above, the stopping correction value considering the secular change of the members constituting the V-belt type automatic transmission 55, the vehicle correction coefficient considering the individual difference of the vehicle, and the belt correction coefficient considering the secular change of the belt. Use to correct the sheave position until acceleration reaches the specified speed after acceleration at start, correction of the sheave position until acceleration reaches the specified speed after initial start-up, and correction of the sheave position during acceleration during traveling And the sheave position can be adjusted so that the target gear ratio is always achieved.

  Further, according to the control sequence during traveling, the following control modes can also be realized.

  (1) When starting, the stored correction value is used to correct the shift of the sheave position. After the vehicle speed exceeds a certain value, feedback based on the comparison result between the target gear ratio and the actual gear ratio Control becomes possible.

  (2) Further, at the time of starting, it is possible to perform the feedforward control and the feedback control with the stored correction value after the target gear ratio is corrected and the vehicle speed becomes a certain value or more. Thus, the gear ratio can be quickly controlled by performing the feedforward control in advance.

  (3) Furthermore, after the vehicle speed exceeds a certain value, it is also possible to perform control to move to a position obtained by adding the stored correction value to the sheave position based on the target gear ratio. Thereby, since feedback control is not performed, the speed ratio can be controlled quickly.

  FIG. 15 shows an example in which the belt type continuously variable transmission 100 according to the present invention is mounted on a motorcycle 500. As shown in FIG. 15, a front fork 501 is pivotally supported by a head pipe of a vehicle body frame, a front wheel 502 is disposed at the lower end of the front fork 501, and a steering handle 503 is disposed at the upper end. Also, below the seat 504, a power unit 505 that is composed of the belt-type continuously variable transmission 100 of the present invention, an electric motor that controls the groove width of the primary sheave of the continuously variable transmission, an engine, and the like swings up and down. A rear wheel 506 is disposed at the rear end of the power unit 505.

As mentioned above, although this invention was demonstrated by suitable embodiment, such description is not a limitation matter and of course various modifications are possible. The motorcycle in the above embodiment means a motorcycle, and includes a motor-equipped bicycle (motorbike) and a scooter, and specifically refers to a vehicle that can turn by tilting the vehicle body. Therefore, even if at least one of the front wheels and the rear wheels is two or more and the number of tires is counted as a tricycle / four-wheel vehicle (or more), it can be included in the “motorcycle”.
The present invention exhibits excellent effects as described above. However, when applied to an actual saddle-type vehicle, the present invention is not limited to a specific aspect including a comprehensive viewpoint including other requirements. Consideration is made.

The belt-type continuously variable transmission according to the present invention provides a belt-type continuously variable transmission that prevents the engine speed from rising when starting, and does not give the rider a sense of incongruity even when the belt changes with time. be able to.

Claims (9)

A belt type continuously variable transmission that changes the transmission ratio steplessly by controlling the sheave position,
The sheave position is controlled based on a sheave target position determined corresponding to a target gear ratio,
When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on a deviation between the target gear ratio and the actual gear ratio,
When the vehicle is stopped from the traveling state, an offset value obtained from the sheave target position and the actual sheave position acquired during a predetermined traveling is added to the sheave target position ,
The belt-type continuously variable transmission is characterized in that the offset value is obtained from a sheave target position and an actual sheave position that are acquired when the vehicle starts and is in an accelerating state and reaches a predetermined speed .   The belt-type continuously variable transmission according to claim 1, wherein when the vehicle is in a running state again, the sheave position is controlled based on a sheave target position to which the offset value is added. . A belt type continuously variable transmission that changes the transmission ratio steplessly by controlling the sheave position,
The sheave position is controlled based on a sheave target position determined corresponding to a target gear ratio,
When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on a deviation between the target gear ratio and the actual gear ratio,
When the vehicle is stopped from the traveling state, an offset value obtained from the sheave target position and the actual sheave position acquired during a predetermined traveling is added to the sheave target position,
A centrifugal clutch in the power transmission path of the vehicle;
The offset value, characterized in that it is determined from the acquired target sheave position and the actual sheave position when the centrifugal clutch is connected, belts CVT. A belt type continuously variable transmission that changes the transmission ratio steplessly by controlling the sheave position,
The sheave position is controlled based on a sheave target position determined corresponding to a target gear ratio,
When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on a deviation between the target gear ratio and the actual gear ratio,
When the vehicle is stopped from the traveling state, an offset value obtained from the sheave target position and the actual sheave position acquired during a predetermined traveling is added to the sheave target position,
The belt-type continuously variable transmission includes a primary sheave disposed on a drive shaft, a secondary sheave disposed on a driven shaft, and a belt wound between V grooves of the primary sheave and the secondary sheave,
The gear ratio is changed by electrically controlling the sheave position of the primary sheave,
An operating mechanism for generating a thrust according to a torque difference between the shaft of the secondary sheave and the secondary sheave;
The offset value, the actuating mechanism is actuated, characterized in that said obtained from the acquired target sheave position and the actual sheave position when that generates thrust, belts CVT. The belt-type continuously variable transmission according to any one of claims 1 to 4, wherein the belt-type continuously variable transmission uses a flexible belt. A control method for a belt-type continuously variable transmission that changes a gear ratio steplessly by controlling a sheave position,
The sheave position is controlled based on a sheave target position determined corresponding to a target gear ratio,
When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on a deviation between the target gear ratio and the actual gear ratio,
When the vehicle is stopped from the traveling state, an offset value obtained from the sheave target position and the actual sheave position acquired during a predetermined traveling is added to the sheave target position ,
The offset value is obtained from a sheave target position and an actual sheave position acquired when the vehicle starts and is in an acceleration state and reaches a predetermined speed, and is a control method for a belt-type continuously variable transmission. .   A control method for a belt-type continuously variable transmission that changes a gear ratio steplessly by controlling a sheave position,
  The sheave position is controlled based on a sheave target position determined corresponding to a target gear ratio,
  When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on a deviation between the target gear ratio and the actual gear ratio,
  When the vehicle is stopped from the traveling state, an offset value obtained from the sheave target position and the actual sheave position acquired during a predetermined traveling is added to the sheave target position,
  A centrifugal clutch in the power transmission path of the vehicle;
  The method of controlling a belt-type continuously variable transmission, wherein the offset value is obtained from a sheave target position and an actual sheave position acquired when the centrifugal clutch is engaged.   A control method for a belt-type continuously variable transmission that changes a gear ratio steplessly by controlling a sheave position,
  The sheave position is controlled based on a sheave target position determined corresponding to a target gear ratio,
  When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on a deviation between the target gear ratio and the actual gear ratio,
  When the vehicle is stopped from the traveling state, an offset value obtained from the sheave target position and the actual sheave position acquired during a predetermined traveling is added to the sheave target position,
  The belt-type continuously variable transmission is composed of a primary sheave disposed on a drive shaft, a secondary sheave disposed on a driven shaft, and a belt wound between V grooves of the primary sheave and the secondary sheave,
  The gear ratio is changed by electrically controlling the sheave position of the primary sheave,
  An operating mechanism for generating a thrust according to a torque difference between the shaft of the secondary sheave and the secondary sheave;
  The method for controlling a belt-type continuously variable transmission, wherein the offset value is obtained from a sheave target position and an actual sheave position acquired when the operating mechanism is operating and generating the thrust. A straddle-type vehicle equipped with the belt-type continuously variable transmission according to any one of claims 1 to 5 .

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