JP5406444B2 - Transmission mechanism control device, transmission device, vehicle equipped with the same, transmission mechanism control method, and motor heat generation amount estimation method in transmission mechanism - Google Patents

Description

  The present invention relates to a transmission mechanism control device, a transmission device, a vehicle including the transmission device, a transmission mechanism control method, and a motor heat generation amount estimation method in the transmission mechanism. More specifically, the present invention relates to a control device for an electronically controlled transmission mechanism in which the transmission gear ratio is changed by a motor, an electronically controlled transmission device in which the transmission gear ratio is changed by a motor, a vehicle including the same, and a transmission gear ratio that is changed by a motor. The present invention relates to a method for controlling an electronically controlled transmission mechanism that can be changed, and a method for estimating a heat generation amount of a motor in an electronically controlled transmission mechanism that can change a transmission ratio by a motor.

2. Description of the Related Art Conventionally, an electronically controlled continuously variable transmission (hereinafter referred to as “ECVT (Electronic Continuously Variable Transmission)”) in which a gear ratio is continuously changed by a motor is known (for example, Patent Document 1). .
JP 2004-19740 A

  In ECVT, since the number of times the motor is driven to rotate in reverse with a change in gear ratio is relatively large, the amount of heat generated by the motor is relatively large. When the amount of heat generated by the motor increases, the temperature of the motor and its drive circuit increases, and the performance of the motor may be degraded.

  Therefore, it is preferable to monitor the motor temperature or the amount of heat generated so that the motor temperature does not exceed the usable temperature range. For example, as a method for estimating the temperature of the motor, a method of providing a temperature sensor for the motor, its drive circuit, or the like can be considered. As a method of estimating the heat generation amount of the motor, since the heat generation amount of the motor is proportional to the square of the current flowing through the motor, a current sensor is provided, the current flowing through the motor is measured, and the heat generation of the motor is calculated from the measured current. A method for estimating the quantity is conceivable.

  However, in the method as described above, it is necessary to separately provide a temperature sensor and a current sensor in order to estimate the motor temperature and the heat generation amount. This complicates ECVT configuration and control.

  The present invention has been made in view of such points, and an object of the present invention is to provide a transmission capable of estimating the amount of heat generated by a motor with a simple configuration.

  Here, the problem to be solved has been described by taking the case of ECVT as an example, but the problem to be solved can be said for all transmission devices that change the gear ratio using a motor. .

A control device according to the present invention is a control device for a speed change mechanism including an input shaft, an output shaft, and a motor that changes a speed ratio between the input shaft and the output shaft. A change speed is calculated, and a heat generation amount of the motor is estimated based on the calculated change speed of the gear ratio.

A transmission according to the present invention calculates a change speed of the transmission ratio, a transmission mechanism having an input shaft, an output shaft, and a motor that changes a transmission ratio between the input shaft and the output shaft, And a controller that estimates the amount of heat generated by the motor based on the calculated change speed of the gear ratio.

  The vehicle according to the present invention includes the continuously variable transmission according to the present invention.

A control method according to the present invention is a control method of a speed change mechanism including an input shaft, an output shaft, and a motor that changes a speed ratio between the input shaft and the output shaft. In this method, a change rate is calculated, and a heat generation amount of the motor is estimated based on the calculated change rate of the transmission ratio.

A method for estimating the amount of heat generated by a motor according to the present invention includes: an input shaft; an output shaft; and a motor that changes a gear ratio between the input shaft and the output shaft. In this method, the speed of change of the gear ratio is calculated, and the amount of heat generated by the motor is estimated based on the calculated speed of change of the gear ratio.

  According to the present invention, it is possible to realize a transmission that can estimate the amount of heat generated by a motor with a simple configuration.

<Embodiment 1>
<< Outline of this embodiment >>
As a result of intensive studies, the present inventor has conceived that the amount of heat generated by the motor correlates with the amount of change in the gear ratio, and as a result, has achieved this embodiment.

  Hereinafter, an example of a preferable embodiment in which the present invention is implemented will be described in detail by taking the motorcycle 1 shown in FIG. 1 as an example. In the present embodiment, a so-called scooter type motorcycle 1 will be described as an example. However, the vehicle of the present invention is not limited to a so-called scooter type motorcycle. The vehicle of the present invention may be, for example, a motorcycle other than the scooter type. Specifically, the vehicle of the present invention may be an off-road type, a motorcycle type, a scooter type, or a so-called moped type motorcycle. The vehicle of the present invention may be a straddle-type vehicle other than a motorcycle. Specifically, the vehicle of the present invention may be, for example, ATV: All Terrain Vehicle. Furthermore, the vehicle of the present invention may be a vehicle other than a straddle-type vehicle such as a four-wheeled vehicle.

<< Detailed Description of Motorcycle 1 According to this Embodiment >>
(Schematic configuration of the motorcycle 1)
FIG. 1 shows a side view of the motorcycle 1. The motorcycle 1 includes a body frame (not shown). An engine unit 2 is suspended from the body frame. A rear wheel 3 is disposed at the rear end of the engine unit 2. In the present embodiment, the rear wheel 3 constitutes a drive wheel that is driven by the power of the engine unit 2.

  The vehicle body frame has a head pipe (not shown) extending downward from the steering handle 4. A front fork 5 is connected to the lower end of the head pipe. A front wheel 6 is rotatably attached to the lower end portion of the front fork 5. The front wheel 6 is not connected to the engine unit 2 and constitutes a driven wheel.

(Configuration of engine unit 2)
Next, the configuration of the engine unit 2 will be described with reference to FIGS. 2 and 3.

-Configuration of engine 10-
As shown in FIGS. 2 and 3, the engine unit 2 includes an engine (internal combustion engine) 10 and a transmission 20. In the present embodiment, the engine 10 is described as a forced air-cooled four-cycle engine. However, the engine 10 may be another type of engine. For example, the engine 10 may be a water-cooled engine. The engine 10 may be a two-cycle engine.

  As shown in FIG. 3, the engine 10 includes a crankshaft 11. A sleeve 12 is splined to the outer periphery of the crankshaft 11. The sleeve 12 is rotatably supported on the housing 14 via a bearing 13. A one-way clutch 31 connected to the motor 30 is attached to the outer periphery of the sleeve 12.

-Configuration of transmission 20-
The transmission 20 includes a transmission mechanism 20a and an ECU 7 as a control unit that controls the transmission mechanism 20a. In the present embodiment, an example in which the speed change mechanism 20a is a belt-type ECVT will be described. The ECVT belt may be a resin belt, a metal belt, or another belt. Further, the transmission mechanism 20a is not limited to the belt-type ECVT. The speed change mechanism 20a may be, for example, a toroidal type ECVT. The transmission mechanism 20a may be an electronically controlled transmission mechanism other than ECVT.

  The transmission mechanism 20 a includes a primary sheave 21, a secondary sheave 22, and a V belt 23. The V belt 23 is wound around the primary sheave 21 and the secondary sheave 22. The V belt 23 has a substantially V-shaped cross section.

  The primary sheave 21 rotates integrally with the crankshaft 11. The primary sheave 21 includes a fixed sheave body 21a and a movable sheave body 21b. The fixed sheave body 21 a is fixed to one end of the crankshaft 11. The movable sheave body 21b is disposed to face the fixed sheave body 21a. The movable sheave body 21 b is movable in the axial direction of the crankshaft 11. A belt groove 21c around which the V belt 23 is wound is formed by the facing surfaces of the fixed sheave body 21a and the movable sheave body 21b. The belt groove 21 c is wider toward the radially outer side of the primary sheave 21.

  As shown in FIG. 3, the movable sheave body 21 b has a cylindrical boss portion 21 d through which the crankshaft 11 passes. A cylindrical slider 24 is fixed inside the boss portion 21d. The movable sheave body 21b integrated with the slider 24 is movable in the axial direction of the crankshaft 11. For this reason, the groove width of the belt groove 21c is variable.

  The groove width of the belt groove 21 c of the primary sheave 21 is changed by driving the movable sheave body 21 b in the axial direction of the crankshaft 11 by the motor 30. In the present embodiment, the motor 30 is described as being driven by pulse width modulation (PWM (Pulse Width Modulation) drive). However, the driving method of the motor 30 is not particularly limited. The motor 30 may be a step motor.

  Secondary sheave 22 is arranged behind primary sheave 21. Secondary sheave 22 is attached to driven shaft 27 via centrifugal clutch 25. Specifically, the secondary sheave 22 includes a fixed sheave body 22a and a movable sheave body 22b. The movable sheave body 22b faces the fixed sheave body 22a. The fixed sheave body 22a is connected to the driven shaft 27 via the centrifugal clutch 25. The movable sheave body 22 b is movable in the axial direction of the driven shaft 27. A belt groove 22c around which the V belt 23 is wound is formed by the opposing surfaces of the fixed sheave body 22a and the movable sheave body 22b. The belt groove 22 c is wider toward the radially outer side of the secondary sheave 22.

  The movable sheave body 22b is urged by a spring 26 in a direction to reduce the groove width of the belt groove 22c. Therefore, when the motor 30 is driven, the groove width of the belt groove 21c of the primary sheave 21 is reduced, and the winding diameter of the V belt 23 with respect to the primary sheave 21 is increased, the V belt 23 is formed on the secondary sheave 22 side. Pulled radially inward. For this reason, the movable sheave body 22b moves in the direction of expanding the belt groove 22c against the urging force of the spring 26. For this reason, the winding diameter of the V belt 23 around the secondary sheave 22 is reduced. As a result, the speed ratio of the speed change mechanism 20a changes.

  The centrifugal clutch 25 is intermittently connected according to the rotational speed of the fixed sheave body 22a. That is, when the rotational speed of the fixed sheave body 22a is less than a predetermined rotational speed, the centrifugal clutch 25 is not connected. For this reason, the rotation of the fixed sheave body 22 a is not transmitted to the driven shaft 27. On the other hand, when the rotational speed of the fixed sheave body 22a is a predetermined rotational speed abnormality, the centrifugal clutch 25 is connected. For this reason, the rotation of the fixed sheave body 22 a is transmitted to the driven shaft 27.

  A speed reduction mechanism 28 is connected to the driven shaft 27. The driven shaft 27 is connected to the axle 29 via the speed reduction mechanism 28. A rear wheel 3 is attached to the axle 29. For this reason, when the driven shaft 27 rotates, the rear wheel 3 rotates together with the axle 29.

(Control system for motorcycle 1)
Next, the control system of the motorcycle 1 will be described in detail with reference to FIG.

-Outline of the control system of the motorcycle 1-
As shown in FIG. 4, a sheave position sensor 40 is connected to the ECU 7. The sheave position sensor 40 detects the position of the movable sheave body 21b of the primary sheave 21 with respect to the fixed sheave body 21a. In other words, in the axial direction of the crankshaft 11, the distance (l) between the fixed sheave body 21a and the movable sheave body 21b is detected. The sheave position sensor 40 outputs the detected distance (l) to the ECU 7 as a sheave position detection signal. The sheave position sensor 40 can be configured by, for example, a potentiometer.

  In addition, a primary sheave rotation sensor 43, a secondary sheave rotation sensor 41, and a vehicle speed sensor 42 are connected to the ECU 7. The primary sheave rotation sensor 43 detects the rotation speed of the primary sheave 21. The primary sheave rotation sensor 43 outputs the detected rotation speed of the primary sheave 21 and a sheave rotation speed signal to the ECU 7. The secondary sheave rotation sensor 41 detects the rotation speed of the secondary sheave 22. Secondary sheave rotation sensor 41 outputs the detected rotation speed of secondary sheave 22 and a sheave rotation speed signal to ECU 7. The vehicle speed sensor 42 detects the rotational speed of the rear wheel 3. The vehicle speed sensor 42 outputs a vehicle speed signal to the ECU 7 based on the detected rotational speed.

  The ECU 7 is connected to a handle switch attached to the steering handle 4. The handle switch outputs a handle SW signal when the handle switch is operated by the rider.

  As described above, the throttle opening sensor 18a outputs a throttle opening signal to the ECU 7.

-Control of transmission mechanism 20a-
The ECU 7 feedback-controls the sheave position of the movable sheave body 21b of the primary sheave 21 based on a vehicle speed signal or the like. In other words, the ECU 7 feedback-controls the distance (l) based on the vehicle speed signal or the like. Specifically, as shown in FIG. 5, the ECU 7 determines the target gear ratio from the throttle opening and the vehicle speed. The ECU 7 calculates the sheave target position from the determined target gear ratio. That is, the ECU 7 calculates the target distance l between the movable sheave body 21b and the fixed sheave body 21a from the determined target speed ratio. In order to displace the movable sheave body 21b to the sheave target position, the ECU 7 generates a pulse width modulation signal (PWM (Pulse-Width Modulation) signal) according to the current position of the movable sheave body 21b and the sheave target position. It outputs to the drive circuit 8 shown in FIG. The drive circuit 8 applies a pulse voltage corresponding to the pulse width modulation signal to the motor 30. As a result, the movable sheave body 21b is driven and the gear ratio is adjusted.

-Estimated heat generation of motor 30-
Next, a method for estimating the heat generation amount of the motor 30 will be described. First, prior to a specific description of the method for estimating the amount of heat generated by the motor 30, the principle of the method for estimating the amount of heat generated will be described.

"Estimation principle of heat generation of motor 30"
As a result of earnest research, the inventor has found that the amount of heat generated by the motor 30 correlates with the speed of change of the speed ratio of the speed change mechanism 20a. Specifically, as a result of finding out the following, the present inventor has conceived that it correlates with the speed of change of the speed ratio of the speed change mechanism 20a.
1) The amount of heat generated by the motor 30 has a primary correlation with the square of the magnitude of the voltage that contributes to the heat generation of the motor 30 among the effective voltages applied to the motor 30.
2) The magnitude of the voltage contributing to the heat generation of the motor 30 is obtained by dividing the induced voltage for moving the movable sheave 21b from the effective voltage applied to the motor 30.
3) The induced voltage for moving the movable sheave body 21b has a primary correlation with the speed of change of the speed ratio of the speed change mechanism 20a.

ただし、
β：定数、
Ｖ_Ａ：モータ３０にかかる有効電圧、
ｄｒ／ｄｔ：変速機構２０ａの変速比の変化速度、
α：定数、若しくは下記式（３ａ）または式（３ｂ）で表される数
α＝［ｄ｛ｆ（ｌ）｝／ｄｌ］^−１ ・・・・・（３ａ）
α＝［ｄ｛ｇ（ｒ）｝／ｄｒ］ ・・・・・（３ｂ）
ただし、
ｆ（ｌ）：変速比を表す距離ｌの関数、
ｒ：変速比、
ｇ（ｒ）：変速比ｒの関数で上記ｆ（ｌ）の逆関数、
である。 As described above, the present inventors have found that the amount of heat generated by the motor 30 is estimated by the following equation (1).

However,
β: constant,
V _A : effective voltage applied to the motor 30,
dr / dt: speed of change of the gear ratio of the speed change mechanism 20a,
α: a constant or a number represented by the following formula (3a) or formula (3b) α = [d {f (l)} / dl] ⁻¹ (3a)
α = [d {g (r)} / dr] (3b)
However,
f (l): a function of the distance l representing the gear ratio,
r: gear ratio,
g (r): a function of the gear ratio r and an inverse function of f (l),
It is.

  In the present embodiment, the formula (3a) and the formula (3b) are equal.

In the present embodiment, as described above, since the motor 30 is PWM-controlled, in the above formula (1), V _A is represented by the following formula (2).
V _A = V _p · (DUTY) (2)
However,
V _p : the magnitude of the pulse voltage applied to the motor 30,
DUTY: duty ratio of the pulse voltage applied to the motor 30,
It is.

ただし、
β：定数、
Ｖ_ｐ：モータ３０に印加されるパルス電圧の大きさ、
ＤＵＴＹ：モータ３０に印加されるパルス電圧のデューティー比、
α：定数、若しくは下記式（３ａ）または式（３ｂ）で表される数
α＝［ｄ｛ｆ（ｌ）｝／ｄｌ］^−１ ・・・・・（３ａ）
α＝［ｄ｛ｇ（ｒ）｝／ｄｒ］ ・・・・・（３ｂ）
ただし、
ｆ（ｌ）：変速比を表す距離ｌの関数、
ｒ：変速比、
ｇ（ｒ）：変速比ｒの関数で上記ｆ（ｌ）の逆関数、
である。 Therefore, from the equation (2), the above equation (1) is transformed into the following equation (4).

However,
β: constant,
V _p : the magnitude of the pulse voltage applied to the motor 30,
DUTY: duty ratio of the pulse voltage applied to the motor 30,
α: a constant or a number represented by the following formula (3a) or formula (3b) α = [d {f (l)} / dl] ⁻¹ (3a)
α = [d {g (r)} / dr] (3b)
However,
f (l): a function of the distance l representing the gear ratio,
r: gear ratio,
g (r): a function of the gear ratio r and an inverse function of f (l),
It is.

  In the present embodiment, the heat generation amount of the motor 30 is estimated by the above equation (4) as follows. The speed of change of the speed ratio of the speed change mechanism 20a is calculated from the distance l detected by the sheave position sensor 40 or the like.

  In the above equation (4), the function r = f (l) is determined by the shapes of the belt groove 21c and the belt groove 22c. For example, as shown in FIG. 6, the function r = f (l) may be an exponential function convex downward. That is, the function r = f (l) may be set so that the change in the speed ratio r with respect to the change in the distance l becomes gradual as the distance l increases and the width of the belt groove 21c increases. In other words, the function r = f (l) may be set so that the change in the speed ratio r with respect to the change in the distance l becomes gradual as the speed ratio goes to the TOP side. In this case, α in equation (4) tends to decrease as the distance l increases.

  For example, as shown in FIG. 7, the function r = f (l) may be an exponential function convex upward. That is, the function r = f (l) may be set so that the change in the speed ratio r with respect to the change in the distance l becomes steep as the distance l increases and the width of the belt groove 21c increases. In other words, the function r = f (l) may be set so that the change in the speed ratio r with respect to the change in the distance l becomes steep as the speed ratio goes to the TOP side. In this case, α in the equation (4) tends to increase as the distance l increases.

  Further, for example, as shown in FIG. 8, the function r = f (l) may be linear. That is, the function r = f (l) may be set to be constant regardless of the distance l and the belt groove 21c. In other words, the function r = f (l) may be set to be constant regardless of the gear ratio. In this case, α in Equation (4) is constant regardless of the distance l. That is, α is a constant.

“Method of Estimating Heat Generation of Motor 30 and Control Method of Motor 30”
FIG. 9 is a flowchart showing a method for estimating the amount of heat generated by the motor 30 and a method for controlling the motor 30. As shown in FIG. 9, first, in step S1, the amount of heat generated by the motor 30 is estimated. Specifically, in step S1, the heat generation amount of the motor 30 is estimated based on the above equation (4).

  Next, in step S2, it is determined whether or not the heat generation amount of the motor 30 estimated in step S1 is equal to or greater than a predetermined heat generation amount. Since the amount of heat generated by the motor 30 correlates with the temperature of the motor 30, generally, when the amount of heat generated by the motor 30 increases, the temperature of the motor 30 generally increases accordingly. For this reason, whether or not the temperature of the motor 30 is equal to or higher than the predetermined temperature is determined by “whether or not the estimated heat generation amount of the motor 30 is equal to or higher than the predetermined heat generation amount” determined in step S2. Can be judged. That is, essentially, in step S2, it is determined whether or not the temperature of the motor 30 is equal to or higher than a predetermined temperature.

  The “predetermined amount of heat generation” in step S2 can be appropriately set according to the characteristics of the motor 30 and the drive circuit 8. For example, the “predetermined calorific value” is a calorific value such that when the calorific value of the motor 30 is equal to or greater than the predetermined calorific value, it is estimated that performance degradation is recognized in the motor 30 or the drive circuit 8 of the motor 30. It is good. In other words, the “predetermined calorific value” is the calorific value such that when the calorific value of the motor 30 exceeds the predetermined calorific value, the temperature of the motor 30 is estimated to exceed the usable temperature range of the motor 30. It is good.

  As shown in FIG. 9, when it is determined in step S2 that the heat generation amount of the motor 30 is equal to or greater than a predetermined heat generation amount, the process proceeds to step S3. In step S3, the operation of the motor 30 is suppressed or stopped.

  Thereafter, the process proceeds to step S4, and it is determined whether or not a certain period has elapsed after the operation of the motor 30 is suppressed or stopped. That is, in step S4, it is determined whether a certain period has elapsed after the suppression or stop of the operation of the motor 30 and the temperature of the motor 30 has sufficiently decreased. Here, the “certain period” can be, for example, a period required for the temperature of the motor 30 to sufficiently decrease. For this reason, the period required for the temperature of the motor 30 to fall sufficiently differs depending on the control content performed in step S3. For example, when the operation of the motor 30 is stopped, the temperature of the motor 30 decreases relatively quickly, so that the “certain period” can be set relatively short.

  In step S4, when it is determined that a certain period has not elapsed after the suppression or stop of the operation of the motor 30, the process returns to step S4 again. On the other hand, if it is determined in step S4 that a certain period has elapsed after the operation of the motor 30 is suppressed or stopped, the process proceeds to step S5. In step S5, the operation of the motor 30 is recovered to the operation before being suppressed or stopped in step S3.

  On the other hand, if it is determined in step S2 that the heat generation amount of the motor 30 is less than the predetermined heat generation amount, the process ends without performing steps S3 to S5.

  The control for suppressing or stopping the operation of the motor 30 performed in step S3 is not particularly limited as long as the control is performed so that the heat generation amount of the motor 30 is smaller than the normal operation of the motor 30. . For example, the operation of the motor 30 may be stopped. In other words, the change of the gear ratio of the transmission mechanism 20a may be restricted. Further, for example, at least one of the upper limit of the rotational speed of the motor 30 and the upper limit of the rotational torque may be reduced. In other words, the upper limit of the change speed of the transmission ratio of the transmission mechanism 20a may be reduced. That is, in the case of control in which the speed change rate of the speed change mechanism 20a exceeds the upper limit of the change speed, the speed change rate change speed may be suppressed to the upper limit speed. Further, for example, the movable rotation range of the motor 30 may be reduced. In other words, the possible range of the transmission ratio of the transmission mechanism 20a may be reduced. Further, for example, only an operation of changing the gear ratio suddenly and greatly like a kick down operation may be invalidated. Specifically, a pulse width modulation signal (see FIG. 5) having a large duty ratio may not be output from the ECU 7.

《Action and effect》
As described above, in the present embodiment, the heat generation amount of the motor 30 is estimated based on the change speed of the transmission gear ratio of the transmission mechanism 20a. As described above, the heat generation amount of the motor 30 is estimated using the speed of change of the speed ratio obtained by differentiating the speed ratio detected by the sensor for measuring the speed ratio normally provided in the speed change mechanism 20a with respect to time. The Specifically, in the present embodiment, the heat generation amount of the motor 30 is estimated using the speed change rate of the gear ratio calculated from the distance l detected by the sheave position sensor 40. For this reason, it is possible to estimate the heat generation amount of the motor 30 with a simple and inexpensive configuration without adding a sensor such as a temperature sensor or a current sensor.

  Further, when the heat generation amount of the motor 30 estimated as described above is equal to or greater than a predetermined heat generation amount, and it is estimated that the temperature of the motor 30 has risen beyond the usable temperature range of the motor 30, the operation of the motor 30 is performed. Suppressed or stopped. As a result, the motor 30 is prevented from rising beyond the usable temperature range. As a result, performance degradation and damage of the motor 30 and the drive circuit 8 are effectively suppressed.

  In particular, in the method of suppressing the operation of the motor 30 by lowering the upper limit of the change speed of the speed change ratio of the speed change mechanism 20a, although the speed change is slow, the speed change is changed according to the vehicle speed, etc. There is little influence on the operation of the motorcycle 1, which is preferable.

  In the present embodiment, after a predetermined period has elapsed after the operation of the motor 30 is suppressed or stopped, the operation of the motor 30 is restored to the operation before the operation of the motor 30 is suppressed or stopped. For this reason, when it is estimated that the predetermined period has elapsed after the suppression or stop of the operation of the motor 30 and the temperature of the motor 30 has fallen to the usable temperature range, the operation of the motor 30 becomes a normal operation. By doing so, the operation of the motor 30 is suppressed or stopped only when necessary, and at other times, the motor 30 is agilely operated as necessary, and the gear ratio is changed at a relatively high speed. Is possible. As a result, high drivability is realized.

<< Other modifications >>
The speed change mechanism 20a is not limited to a belt-type ECVT. For example, the transmission mechanism 20a may be a toroidal type ECVT. The transmission mechanism 20a may be a transmission mechanism other than the continuously variable transmission mechanism. That is, the speed change mechanism 20a is not particularly limited as long as it is an electronically controlled speed change mechanism. However, in ECVT, since the reverse rotation driving of the motor 30 is relatively large, the present invention is particularly effective for ECVT.

  In the case of the motorcycle 1 in which the motor 30 is PWM-controlled and the transmission mechanism 20a that is a belt-type ECVT is used as in the above embodiment, the amount of heat generated by the motor 30 is calculated by the above equation (4). Can be estimated. For example, when the motor 30 is not PWM-controlled, or when the speed change mechanism 20a is not a belt-type ECVT, the heat generation amount of the motor 30 is estimated using the more general expression (1). Can do. Of course, in that case, the expression (1) may be modified according to the speed change mechanism 20a. That is, the expression (1) is an expression that can be generally applied when the transmission mechanism 20a is an electronically controlled transmission mechanism in which the transmission ratio is changed using a motor. By using the expression (1), the transmission mechanism 20a It is possible to estimate the amount of heat generated by the motor no matter what kind of electronically controlled transmission mechanism. Therefore, in the present invention, the speed change mechanism 20a is not particularly limited as long as it is an electronically controlled speed change mechanism in which the speed ratio is changed using a motor.

  The vehicle of the present invention may be, for example, a motorcycle other than the scooter type. Specifically, the vehicle of the present invention may be an off-road type, a motorcycle type, a scooter type, or a so-called moped type motorcycle. The vehicle of the present invention may be a straddle-type vehicle other than a motorcycle. Specifically, the vehicle of the present invention may be, for example, ATV: All Terrain Vehicle. Furthermore, the vehicle of the present invention may be a vehicle other than a straddle-type vehicle such as a four-wheeled vehicle.

  In the embodiment described above, an example of a preferable embodiment in which the present invention is implemented has been described by taking the motorcycle 1 including the engine 10 that is an internal combustion engine as an example. However, the vehicle according to the present invention may have a drive source other than the engine. For example, the vehicle according to the present invention may have an electric motor instead of the engine 10.

  The motor 30 is not limited to one that is PWM controlled. For example, the motor 30 may be PAM (Pulse Amplitude Modulation) controlled. The motor 30 may be a step motor.

<< Definition of terms etc. in this specification >>
The “predetermined amount of heat generation” in step S2 can be appropriately set according to the characteristics of the motor 30 and the drive circuit 8. For example, the “predetermined heat generation amount” may be a heat generation amount such that when the heat generation amount of the motor 30 is equal to or higher than the predetermined heat generation amount, it is estimated that performance degradation is recognized in the motor 30 or the drive circuit 8. . In other words, the “predetermined calorific value” is the calorific value such that when the calorific value of the motor 30 exceeds the predetermined calorific value, the temperature of the motor 30 is estimated to exceed the usable temperature range of the motor 30. It is good.

  The “certain period” in step S4 can be appropriately determined according to the characteristics of the motor 30 and the drive circuit 8 and the content of the control performed in step S3 for suppressing or stopping the operation of the motor 30. For example, the “certain period” in step S4 is a period required until it can be determined that the temperature of the motor 30 has sufficiently decreased to the usable temperature range of the motor 30 after the operation of the motor 30 is suppressed or stopped. Can be set.

  The “distance l between the movable sheave body 22b and the fixed sheave body 22a” is a distance between a specific portion of the movable sheave body 22b and a specific portion of the fixed sheave body 22a, and is uniquely determined. As long as it is possible, the specific part of the movable sheave body 22b and the specific part of the fixed sheave body 22a can be arbitrarily set. For example, as shown in FIG. 3, the “distance l between the movable sheave body 22b and the fixed sheave body 22a” is the distance between the radially outer end of the movable sheave body 22b and the radially outer end of the fixed sheave body 22a. It is good also as distance.

  “The magnitude of the pulse voltage” refers to the magnitude of the input voltage of the pulse voltage.

  The “effective voltage” refers to a voltage obtained by multiplying the magnitude of the input voltage of the pulse voltage by the duty ratio.

  The present invention is useful for a vehicle or the like equipped with ECVT.

1 is a side view of a motorcycle embodying the present invention. It is sectional drawing of an engine unit. It is a fragmentary sectional view showing the composition of ECVT. 1 is a block diagram illustrating a control system for a motorcycle. FIG. It is a block diagram showing sheave position control. It is a graph which illustrates a function r = f (l). It is a graph which illustrates a function r = f (l). It is a graph which illustrates a function r = f (l). It is a flowchart showing the estimation method of the emitted-heat amount of a motor, and the control method of a motor.

Explanation of symbols

1 Motorcycle
2 Engine unit
7 ECU
8 Drive circuit
10 engine
11 Crankshaft
20 Transmission
20a Transmission mechanism
21 Primary sheave
21a Fixed sheave body
21b Movable sheave body
21c Belt groove
22 Secondary sheave
22a Fixed sheave body
22b Movable sheave body
22c Belt groove
23 V belt
27 Driven shaft
28 Deceleration mechanism
29 axles
30 motor
40 sheave position sensor
41 Secondary sheave rotation sensor
42 Vehicle speed sensor
43 Primary sheave rotation sensor

Claims (15)

An input shaft;
An output shaft;
A motor for changing a gear ratio between the input shaft and the output shaft;
A control device for a transmission mechanism comprising:
A control device that calculates a change speed of the speed ratio and estimates a heat generation amount of the motor based on the calculated change speed of the speed ratio. The control device according to claim 1,
A control device that suppresses or stops the operation of the motor when the estimated heat generation amount of the motor becomes a predetermined heat generation amount or more. The control device according to claim 2,
A control device that suppresses the operation of the motor by lowering the upper limit of the change speed of the gear ratio when the estimated heat generation amount of the motor becomes equal to or greater than a predetermined heat generation amount. The control device according to claim 2,
A control device that suppresses the operation of the motor by reducing a possible range of the gear ratio when the estimated heat generation amount of the motor is equal to or greater than a predetermined heat generation amount. The control device according to claim 2,
A control device that recovers the operation of the motor after a predetermined period has elapsed since the operation of the motor was suppressed or stopped. An input shaft;
An output shaft;
A motor that changes a gear ratio between the input shaft and the output shaft,
A control device for a speed change mechanism that estimates a heat generation amount of the motor based on a change speed of the speed change ratio,
A control device for estimating the amount of heat generated by the motor according to the following equation (1);

However,
β: constant,
V _A : effective voltage applied to the motor,
dr / dt: speed of change of the gear ratio,
α: a constant or a number represented by the following formula (3b) α = [d {g (r)} / dr] (3b)
However,
g (r): function of gear ratio r
It is. The control device according to claim 6, wherein
A drive circuit for applying a pulse voltage to the motor;
A control device that satisfies the following formula (2);
V _A = V _p · (DUTY) (2)
However,
V _p : magnitude of the pulse voltage,
DUTY: duty ratio of the pulse voltage,
It is. An input shaft;
An output shaft;
A motor that changes a gear ratio between the input shaft and the output shaft,
A control device for a speed change mechanism that estimates a heat generation amount of the motor based on a change speed of the speed change ratio,
The transmission mechanism is
A primary sheave provided on the input shaft;
A secondary sheave provided on the output shaft;
A belt wound around the primary sheave and the secondary sheave;
With
The primary sheave is
A fixed sheave body,
A movable sheave body that, in the axial direction of the input shaft, displaceably faces the fixed sheave body and forms a belt groove around which the belt is wound together with the fixed sheave body;
Have
The motor changes the speed ratio by changing the width of the belt groove by displacing the movable sheave body with respect to the fixed sheave body,
A control device for estimating the amount of heat generated by the motor according to the following equation (1);

However,
β: constant,
V _A : effective voltage applied to the motor,
dr / dt: speed of change of the gear ratio,
α: a constant or a number represented by the following formula (3a) or formula (3b) α = [d {f (l)} / dl] ⁻¹ (3a)
α = [d {g (r)} / dr] (3b)
However,
f (l): a function of the distance l representing the gear ratio,
r: gear ratio,
g (r): a function of the gear ratio r and an inverse function of f (l),
It is. The control device according to claim 8, wherein
The control device α increases as the distance l increases. The control device according to claim 8, wherein
The control device α becomes smaller as the distance l becomes larger. The control device according to claim 8, wherein
The control device in which α is constant regardless of the distance l. A transmission mechanism having an input shaft, an output shaft, and a motor that changes a transmission ratio between the input shaft and the output shaft;
A control unit that calculates a speed of change of the speed ratio and estimates a heat generation amount of the motor based on the calculated speed of change of the speed ratio;
A transmission comprising:   A vehicle comprising the transmission according to claim 12. An input shaft;
An output shaft;
A motor for changing a gear ratio between the input shaft and the output shaft;
A control method for a transmission mechanism comprising:
A speed change mechanism control method that calculates a change speed of the speed change ratio and estimates a heat generation amount of the motor based on the calculated change speed of the speed change ratio. An input shaft;
An output shaft;
A motor for changing a gear ratio between the input shaft and the output shaft;
A heat generation amount estimation method for a motor in a speed change mechanism comprising:
A method for estimating a heat generation amount of a motor, wherein a change rate of the speed ratio is calculated, and a heat generation amount of the motor is estimated based on the calculated change speed of the speed ratio.

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