JP5739710B2 - Electronic transmission control unit - Google Patents

Description

  The present invention relates to an electronic shift control unit that performs shift control in a power unit that includes a belt-type continuously variable transmission that is shifted by driving a shift actuator together with an internal combustion engine.

  In a belt type continuously variable transmission, a V-belt is bridged between a driving pulley and a driven pulley, and the driving-side winding diameter of the V-belt around the driving pulley is changed, so that the driven-side winding of the V-belt around the driven pulley is performed. The transmission is a transmission that can change continuously by changing the gear ratio and changing the gear ratio (see, for example, Patent Document 1).

JP 2009-079756 A

The belt-type continuously variable transmission disclosed in Patent Document 1 is mounted on a motorcycle, and a drive pulley is a drive pulley that is spline-fitted to a drive pulley fixed half that is fixed to the drive shaft and is movable in the axial direction. A V-belt is wound around the half body, and the drive-side winding diameter is changed by the axial movement of the drive pulley moving half body.
The driven pulley located on the rear side of the rear wheel includes a driven pulley fixing half fixed to the driven shaft and a driven pulley moving half movable in the axial direction via a torque cam and biased in the closing direction by a spring. A V-belt is wound between them, and the driven side winding diameter is changed according to the driving side winding diameter to change the speed.

  During normal travel in which power on the drive pulley side is transmitted to the driven pulley side, the upper pulley (called the upper belt) of the upper and lower V-belts between the drive pulley and the driven pulley is pulled so that the drive pulley is wound. Power is transmitted to the driven pulley, and the upper belt is tensioned and pulled toward the drive pulley, so that a positive torque acts on the torque cam on the driven pulley, causing the driven pulley to generate a side pressure in the direction of sandwiching the V belt, and to apply a spring. By energizing the force, the holding of the V-belt is strengthened to prevent the V-belt from slipping.

At the time of deceleration, the rotation of the driven pulley due to the rotation of the driving wheel transmits the power to the pulling driving pulley so that the lower belt between the driving pulley and the driven pulley (referred to as the lower belt) is involved. A so-called engine brake works.
At this time, since the lower belt is tensioned and is wound around the driven pulley, a reverse torque acts on the torque cam, and the driven pulley does not pinch the V-belt, but generates a side pressure in the reverse direction to generate the biasing force of the spring. This is in a state where the holding of the V-belt is weakened.

When the throttle valve is fully closed and decelerating, that is, when the driven pulley pulls and tensions the lower belt and the engine brake is working, if there is a downshift operation, the drive pulley is moved by the downshift operation. Open (separate each other's driving pulley half) to reduce the driving side winding diameter, and close the driven pulley a little later (close to each other's driven pulley half) and start to increase the driven side winding diameter, When the drive pulley opens, the side pressure of the drive pulley to the V-belt decreases, so that the tension generated in the lower belt cannot be transmitted to the drive pulley, and the belt is pulled in the rotational direction by the tension of the lower belt by the driven pulley. Since the state to be scraped occurs, the loose upper belt is instantaneously pulled, so that slip occurs instantaneously between the drive pulley and the V belt.
When slipping occurs on the drive pulley side, the tensioned lower belt loosens, and therefore the driven pulley side that originally caused side pressure in the direction in which the torque cam opens to cause slippage also slips, so-called `` gear disengagement ''. ”May also occur.

During this time, the lower belt has loosened between the driving pulley and the driven pulley, and when the driven pulley is then closed by the spring, the driven pulley that had slipped caught the V-belt, and the driven pulley was loosened. Pull the side belt around and tighten it, and the engine brake starts working again.
When this driven pulley catches the V-belt and pulls and tensions the lower belt from the slack state, a light shift shock is generated.
In addition, slippage of the V-belt occurs in both the drive pulley and the driven pulley, and wear due to the slip may cause the belt life to be shortened.

  The present invention has been made in view of the above points, and the object of the present invention is to eliminate idling feeling and shift shock when a downshift operation is performed when the throttle valve is fully closed, and to shorten the belt life due to sliding wear. This is to provide an electronic transmission control unit that suppresses as much as possible.

In order to achieve the above object, the invention according to claim 1
Intake passage area by operating the throttle valve (23v) provided in the intake passage of the internal combustion engine (E) by driving the throttle actuator (23M) according to the grip opening (φ) by the operation of the throttle grip (211) Electronic throttle valve mechanism to change
Based on the input of the shift switch means (217) for shifting operation by the driver, the belt (14) is stretched between the drive pulley (12) and the driven pulley (13) having the torque cam (180). An electronic belt continuously variable transmission mechanism for operating the drive pulley (12) of the step transmission (15) by driving a transmission actuator (28) to change the belt (14) winding diameter to change the speed;
Shift control means (201) for performing shift control by controlling the electronic throttle valve mechanism and the electronic belt continuously variable transmission mechanism;
In an electronic transmission control unit (200) comprising:
The shift control means (201)
When the throttle valve opening (θ) of the throttle valve (23v) is in the fully closed state and there is an input of downshift, the fully closed downshift control is entered,
Immediately after entering the fully closed downshift control, the throttle valve (23v) starts to open, opens at the required throttle valve opening (θ2),
A shift down operation is performed by driving the shift actuator (28) with a delay of a predetermined delay time (Td) within the required valve opening time (Tth),
Simultaneously with the downshift operation, the throttle valve (23v) is opened at the required throttle valve opening (θ3) larger than the required throttle valve opening (θ2) before the downshift operation until the required opening time (Tth) has elapsed. An electronic transmission control unit characterized by the above.
The invention according to claim 2
Intake passage area by operating the throttle valve (23v) provided in the intake passage of the internal combustion engine (E) by driving the throttle actuator (23M) according to the grip opening (φ) by the operation of the throttle grip (211) Electronic throttle valve mechanism to change
Based on the input of the shift switch means (217) for shifting operation by the driver, the belt (14) is stretched between the drive pulley (12) and the driven pulley (13) having the torque cam (180). An electronic belt continuously variable transmission mechanism for operating the drive pulley (12) of the step transmission (15) by driving a transmission actuator (28) to change the belt (14) winding diameter to change the speed;
Shift control means (201) for performing shift control by controlling the electronic throttle valve mechanism and the electronic belt continuously variable transmission mechanism;
In an electronic transmission control unit (200) comprising:
The shift control means (201)
When the throttle valve opening (θ) of the throttle valve (23v) is in the fully closed state and there is an input of downshift, the fully closed downshift control is entered,
Immediately after entering the fully closed downshift control, open the throttle valve (23v), open and close the required valve opening time (Tth) multiple times with the required throttle valve opening (θ4),
The electronic speed change control unit is configured to perform a downshift operation by driving the speed change actuator (28) after a predetermined delay time (Td) from the initial opening of the throttle valve (23v).

According to a third aspect of the present invention, in the electronic transmission control unit according to the first or second aspect ,
When the shift control means (201) enters the fully closed downshift control, the engine speed (Nb) after the downshift is set as the upper limit engine speed, and the engine speed equal to or lower than the upper limit engine speed is set as the target engine speed. The required throttle valve opening (θ1) and the required valve opening time (Tth) are set as (Nm), and the throttle valve (23v) is set according to the set required throttle valve opening (θ1) and the required valve opening time (Tth). ) Is opened.

According to a fourth aspect of the present invention, in the electronic transmission control unit according to the third aspect ,
In the fully closed downshift control, a throttle valve opening smaller than the partial throttle valve opening (θp) at the engine speed (Nb) after the downshifting is set as the required throttle valve opening (θ1).

According to a fifth aspect of the present invention, in the electronic transmission control unit according to any one of the first to fourth aspects,
The shift control means (201) is characterized in that the full-closed shift down control is terminated when the shift down operation by the shift actuator (28) is completed.

According to a sixth aspect of the present invention, in the electronic transmission control unit according to any one of the first to fourth aspects,
The shift control means (201) sets the shift-down operation by the shift actuator (28) at a speed higher than the normal speed when a brake operation is input in the fully closed shift-down control.

According to a seventh aspect, the electronic shift control unit according to any one of claims 1 to 5,
In the fully closed downshift control, the shift control means (201) stops the fully closed downshift control when an acceleration operation is input.

According to the electronic shift control unit according to claim 3 , when the fully closed downshift control is entered, the engine speed (Nb) after the downshift is set to the upper limit engine speed, and the engine speed equal to or lower than the upper limit engine speed. Is set as the target engine speed (Nm), the required throttle valve opening (θ1) and the required valve opening time (Tth) are set, and the set required throttle valve opening (θ1) and the required valve opening time (Tth) Since the throttle valve (23v) is opened by this, the throttle valve (23v) is optimally controlled to prevent unnecessary increase of the engine speed before the completion of the shift down, and the idling feeling is minimized. It is possible to shift down quickly and smoothly with the limit.

According to the electronic shift control unit of claim 4 , in the fully closed downshift control, a throttle valve opening smaller than the partial throttle valve opening (θp) at the engine speed (Nb) after the downshift is set to the required throttle valve. By setting the opening (θ1), the engine output does not change from deceleration to acceleration, and the engine speed is prevented from overshooting beyond the engine speed (Nb) of the gear stage after the downshift. It is possible to shift down reliably and to suppress the feeling of running after the shift down.

According to the electronic transmission control unit of claim 1, when entering the fully closed downshift control,
Immediately after entering the fully closed downshift control, the throttle valve (23v) starts to open, and the drive pulley (12) entrains the upper belt of the belt (14) by accelerating rotation of the drive pulley (12) and tensions the upper belt. Then, on the driven pulley (13) side, after a short time (Td) to ensure that the side pressure is increased in the direction to sandwich the belt (14) by the torque cam (180) to suppress slippage, the downshift operation is delayed and the drive pulley (12) opens, the driven pulley (13) begins to pull the lower belt without causing slippage, and the throttle valve opening is greater than the throttle valve opening (θ2) before the downshift operation of the throttle valve (23v). Since it opens only (θ3), the drive pulley (12) rotates further and slippage of the belt (14) is reliably suppressed, so that the idling feeling is surely eliminated and the gear is smoothly shifted down without causing a shift shock. The engine brake It can be.
Since the belt (14) hardly slips in both the driving pulley (12) and the driven pulley (13) during the fully closed downshift, the shortening of the life of the belt (14) due to sliding wear can be further suppressed. .

According to the electronic transmission control unit of claim 2, when entering the fully closed downshift control,
Open the throttle valve (23v) immediately after entering the fully closed downshift control, open and close the required opening time (Tth) multiple times with the required throttle valve opening (θ4), and open the throttle valve for the first time Since the gear shift actuator (28) is driven with a delay of a predetermined delay time (Td) and the shift down operation is performed, finer control of the engine speed can be performed and the target engine speed can be reached more reliably. The number of overshoots can be reliably prevented, and the feeling of free running after downshifting can also be suppressed.

According to the electronic shift control unit of the fifth aspect , the shift control means ends the fully closed shift down control when the shift down operation by the shift actuator (28) is completed. Thus, the unnecessary throttle operation can be prevented, the occurrence of idling after the downshift can be suppressed, and the engine brake after the completion of the downshift is not hindered.

According to the electronic shift control unit of the sixth aspect , in the fully closed downshift control, if there is an input of a brake operation, the downshift operation by the shift actuator (28) is set at a speed higher than the normal speed. Because the valve (23v) opens and the engine speed rises momentarily and tension is generated in the upper belt, the loosened lower belt is quickly wound around the outer periphery of the driven pulley (13) Even if the downshift operation is made faster than the normal speed when the brake operation is input, the driven pulley (13) can quickly follow and move, and the downshift can be completed at an early stage in accordance with the deceleration caused by the brake operation. it can.
By completing the downshift early, it is possible to promptly shift to the next acceleration system.

According to the electronic shift control unit of the seventh aspect , in the fully closed downshift control, when the acceleration operation is input, the fully closed downshift control is stopped, so that the fully closed downshift control is changed to the normal throttle control. It is possible to quickly return to the vehicle and accelerate smoothly according to the driver's intention, and a sense of incongruity can be suppressed.

1 is a side view of a motorcycle 1 equipped with a power unit P according to an embodiment of the present invention. Fig. 2 is an enlarged view of a rear portion of the motorcycle 1. It is a top view of the power unit P suspended on the rear part of the motorcycle. It is a side view of the power unit P. It is AA sectional drawing of FIG. It is BB sectional drawing of FIG. FIG. 3 is an enlarged cross-sectional view of a driven pulley 13 and a power system reduction gear mechanism 16 and the periphery thereof. 3 is a simplified block diagram of a shift control system of a power unit P. FIG. 4 is a shift pattern map based on a vehicle speed v and an engine speed n provided in the shift control means. It is a partially enlarged view of a shift pattern map. 3 is a flowchart of a shift control routine according to the first embodiment. 3 is a flowchart of a fully closed downshift control routine according to the first embodiment. 3 is a time chart of shift control according to the first embodiment. 6 is a time chart of the shift control according to the second embodiment. 12 is a time chart of the shift control according to the third embodiment. 10 is a time chart of shift control according to a fourth embodiment. 10 is a flowchart of a shift control routine according to a fifth embodiment. 10 is a flowchart of a fully closed downshift control routine according to a fifth embodiment. 10 is a time chart of shift control according to a fifth embodiment.

Hereinafter, an embodiment according to the present invention will be described with reference to FIGS.
FIG. 1 is a side view of a motorcycle 1 equipped with a power unit P according to an embodiment of the present invention, and FIG. 2 is an enlarged view of a rear portion of the motorcycle 1.
The power unit P is configured by integrating an internal combustion engine E and a V-belt type continuously variable transmission 15.
In FIG. 1, the body frame Fr of the motorcycle 1 includes a head pipe 3 that rotatably supports a front fork 2, a main frame 4 that extends rearwardly downward from the head pipe 3, and one end that is intermediate between the main frame 4. A pair of left and right rear frames 5 that are connected to each other and extend rearward, a downward frame that extends downward from the head pipe 3 and bends backward, and is connected to the lower end of the main frame 4, and the lower end of the main frame 4 and the rear frame The middle frame 7 is connected to the intermediate portion 5.
A front wheel WF is pivotally supported at the lower end of the front fork 2, a steering handle 8 is connected to the upper portion of the front fork 2, and a front fender 9 covering the upper portion of the front wheel is supported by the front fork 2. A fuel tank 10 is provided between the main frame 4 and the down frame 6.

Referring also to FIG. 2, pivot plates 150 are fixed to both side surfaces of the rear frame 5 and the middle frame 7.
The power unit P swings with the cylinder axis slightly raised forward via the suspension link 152 held on the pivot plate 150 via the pivot shaft 151, the engine hanger 39 integrated with the power unit P, and the support shaft 153. Suspended as possible.

A rear cushion 154 is provided between the rear end bracket 40 of the power unit P and the rear frame 5.
A rear wheel WR is attached to the rear axle 27 protruding rightward from the rear portion of the power unit P, and is driven by the power unit P.
A storage box 156 for storing the helmet 155 and the like is provided above the power unit P, and a riding seat 157 is disposed above the storage box 156.

An air cleaner 158 is provided on the upper right side of the power unit P, and is connected to the throttle body 23 connected to the inlet pipe 30 via a connecting pipe 160.
The throttle body 23 includes a throttle electric motor 23M for setting the throttle valve opening by rotating the throttle valve 23v, and a throttle sensor 23S for detecting the throttle valve opening θ from the rotation angle of the rotation shaft of the throttle valve 23v. Is provided.

In FIG. 1, a vehicle body cover 161 including a plurality of synthetic resin members is attached to the vehicle body frame Fr to cover the power unit P and other devices.
A rear fender 162 is provided at the rear of the vehicle. A muffler 164 connected to the exhaust pipe 163 of the engine is provided on the right side of the vehicle.

FIG. 3 is a top view of the power unit P suspended on the rear part of the motorcycle. Arrow F points to the front of the vehicle. Rear frames 5 and 5 are provided on the left and right sides of the vehicle, and are connected to each other via connecting frames 165 and 166.
A rear wheel WR is provided along the center line CC of the vehicle. A transmission case 32B and a transmission case cover 34 are provided on the left side of the vehicle. The front part of the transmission case is a left crankcase 32A.

The left crankcase 32A and the right crankcase 33 constitute a crankcase 17. An air cleaner 158 is provided on the right side of the vehicle, and is connected to the throttle body 23 via a connecting pipe 160.
A starter motor 60 and a drive pulley control electric motor 28 are provided above the crankcase 17. The starter motor 60 is attached to the right crankcase 33, and the drive pulley control electric motor 28 is attached to the left crankcase 32A.
A muffler 164 is provided below the right side of the air cleaner 158.

  FIG. 4 is a side view of the power unit P. As shown in FIG. It is drawn with a part of the internal structure visible. An engine 11 is formed in the front part of the power unit P. A V-belt type continuously variable transmission comprising a drive pulley 12, a driven pulley 13 and an endless V-belt 14 wound around these from the engine 11 to the rear. A machine 15 is provided, and a power system reduction gear mechanism 16 is provided at the rear thereof.

  The engine 11 is a four-stroke cycle engine. In the front part of the power unit P, the cylinder block 18, the cylinder head 19, and the cylinder head cover 20 are stacked in order from the front end surface of the crankcase 17 to the front, until the state is almost horizontal. The posture is greatly inclined forward.

A fuel injection valve 22 is attached to an inlet pipe 30 attached to the intake port 21 on the upper side of the cylinder head 19, and a throttle body 23 and an air cleaner 158 (FIGS. 1 to 3) are further connected to the rear.
From the lower exhaust port 24 of the cylinder head 19, an exhaust pipe 162 (FIGS. 1 and 2) extends downward, bends backward, and is connected to the muffler 164 (FIGS. 1 and 3).
An oil filter 31 is provided below the crankcase 17.

In the V-belt continuously variable transmission 15, the drive shaft of the drive pulley 12 is a crankshaft 25. The rotation shaft of the driven pulley 13, that is, the driven shaft 26 is an input shaft of the power system reduction gear mechanism 16. The output shaft of the power system reduction gear mechanism 16 is a rear axle 27 to which a rear wheel WR (FIG. 1) is attached.
A drive pulley control electric motor 28 and a drive pulley control unit reduction gear mechanism 29 are disposed above the crankshaft 25.

5 is a cross-sectional view taken along the line AA in FIG.
In the power unit P, the shells supporting the plurality of rotation shafts provided in the left and right directions are the left crankcase 32A, the transmission case 32B integrally connected to the rear of the left crankcase 32A, the right crankcase 33, the transmission case cover 34, It comprises a control unit gear cover 35 (FIG. 6) and a rear gear cover 36. The transmission case 32B and the transmission case cover 34 have long front and rear lengths. The control unit gear cover 35 is connected to the upper part of the transmission case cover 34.

The left crankcase 32A and the right crankcase 33 constitute a crankcase 17, and the transmission case 32B, the transmission case cover 34, the control unit gear cover 35 (FIG. 6), and the rear gear cover 36 constitute a transmission case 37. .
The portion of the transmission case 37 sandwiched between the transmission case 32B and the transmission case cover 34 is divided into a transmission chamber 38 for housing the V-belt type continuously variable transmission 15, the left crankcase 32A and the control unit gear cover 35. The sandwiched portion is a housing portion of the drive pulley control unit reduction gear mechanism 29, and the portion sandwiched between the transmission case 32B and the rear gear cover 36 is a housing portion of the power system reduction gear mechanism 16.
A cylinder block 18, a cylinder head 19, and a cylinder head cover 20 are stacked in order from the front end of the crankcase 17 in the forward direction.

5, the crankshaft 25 is rotatably supported via journal bearings 42A and 42B of the left crankcase 32A and the right crankcase 33, and the left end of the crankshaft 25 is further connected to the transmission case cover 34 via a ball bearing 43. And is rotatably supported.
A piston 45 is slidably fitted in a cylinder hole 44 formed in the cylinder block 18.

Both ends of the connecting rod 46 are pivotally supported by the crankshaft 25 and the piston 45 via the crankpin 47 and the piston pin 48, respectively. When the piston 45 reciprocates, the crankshaft 25 rotates accordingly.
A combustion chamber 49 is formed on the bottom surface of the cylinder head 19 facing the upper end surface of the piston 45, and a spark plug 50 is mounted from the side of the cylinder head 19, and the tip thereof faces the combustion chamber 49.

A camshaft 51 is supported between the cylinder head 19 and the cylinder head cover 20 in parallel with the crankshaft 25, and the intake valves and exhaust valves are opened and closed by cams 51a and 51b provided on the camshaft 51.
The camshaft 51 is rotationally driven by the crankshaft 25 by a cam chain 54 wound between a drive sprocket 52 provided at the right portion of the crankshaft 25 and a driven sprocket 53 provided at the right end of the camshaft 51. The

A right crankcase cover 55 is provided on the right outer side of the right crankcase 33, and a stator 56 fixed to the inner surface of the right crankcase cover 55 and a rotor 57 fixed to the crankshaft 25 and surrounding the stator 56, A generator 58 is configured. A starter driven gear 59 is provided adjacent to the generator 58.
This is a gear for the crankshaft 25 to receive rotational driving from the starter motor 60 (FIGS. 3 and 4).

A balancer drive gear 62 is provided adjacent to the right crank web 61B of FIG.
This is for driving the balancer 63 (FIG. 6) that rotates above the space between the left and right crank webs 61A, 61B.

In FIG. 5, the transmission chamber 38 that houses the V-belt type continuously variable transmission 15 is provided between the transmission case 32 </ b> B and the transmission case cover 34. The drive shaft of the V-belt type continuously variable transmission 15 is the crankshaft 25 itself, and the left end portion of the crankshaft 25 protrudes from the left crankcase 32A into the left transmission chamber 38, and this projecting portion has a V-belt type. A drive pulley 12 for the continuously variable transmission 15 is provided.
The drive pulley 12 includes a drive pulley fixed half 66 and a drive pulley movable half 67.

The driven shaft 26 of the V-belt type continuously variable transmission 15 is rotatably supported by the transmission case cover 34, the transmission case 32B, and the rear gear cover 36 via ball bearings 70A, 70B, and 70C, respectively.
A driven pulley 13 of the V-belt type continuously variable transmission 15 is provided on the driven shaft 26 via a centrifugal clutch 73. The driven pulley 13 includes a driven pulley fixed half 74 and a driven pulley movable half 75.

An endless V-belt 14 is stretched between the driving pulley 12 and the driven pulley 13, and the rotation of the driving pulley 12 is transmitted to the driven pulley 13.
When the rotational speed of the driven pulley 13 exceeds a predetermined rotational speed, the centrifugal clutch 73 provided between the driven pulley 13 and the driven shaft 26 is connected, and the driven shaft 26 starts rotating.
The rotational torque of the driven shaft 26 is decelerated via the power system reduction gear mechanism 16, transmitted to the rear axle 27, and provided for the rotation of the rear wheel WR that is integrally fixed to the rear axle 27.

6 is a cross-sectional view taken along the line BB in FIG. A balancer 63 supported by ball bearings 65, 65 is provided above the space between the left and right crank webs 61A, 61B.
The balancer 63 is rotationally driven through a balancer drive gear 62 provided on the crankshaft 25 adjacent to the right crank web 61B and a balancer driven gear 64 fixed to the balancer shaft.

The drive pulley 12 provided on the crankshaft 25 protruding into the transmission chamber 38 is composed of a drive pulley fixed half 66 and a drive pulley movable half 67.
A projecting portion of the crankshaft 25 into the transmission chamber 38 includes a first small-diameter portion 25A divided by a step 25a and a step 25b, a step 25b, and a shaft end 25c from the side near the center of the crankshaft 25. A partitioned second small diameter portion 25B is formed.
Splines are provided on the shaft end side half of the first small diameter portion 25A and the shaft end side half of the second small diameter portion 25B, respectively.

An inner ring of a ball bearing 76, a first support sleeve 77, and a guide sleeve 78 are fitted into the first small diameter portion 25A, and a second support sleeve 79 and a driving pulley fixing half are inserted into the second small diameter portion 25B. 66 and collar 80 are fitted.
The sleeves 77, 78, 79 and the collar 80 are made of steel, and the drive pulley fixing half 66 is made of an aluminum alloy. Each of the above members is fastened with a bolt 82 screwed into a screw hole at an end of the crankshaft 25 via a washer 81, and is fixed so as not to move in the direction of the crankshaft 25. Of the above members, the guide sleeve 78 is fitted into the spline of the first small diameter portion 25A of the crankshaft 25 via a spline formed on the inner surface thereof.

The driving pulley fixing half 66 is fitted to the spline of the second small diameter portion 25B via a spline inside the center hole. Therefore, the guide sleeve 78 and the driving pulley fixing half 66 are fixed so as not to rotate relative to the crankshaft 25 and rotate together with the crankshaft 25.
The left end of the crankshaft 25 is supported by the transmission case cover 34 via the collar 80 and the ball bearing 43. The collar 80 is provided with grease grooves 80a for preventing fretting wear, and O-rings are mounted on O-ring grooves 80b provided on both sides thereof.

The driving pulley movable half 67 includes a central steel movable half hub 67A and an aluminum alloy umbrella 67B.
In this case, an umbrella-shaped portion 67B is integrally formed by casting at an end portion of a movable half-body hub portion 67A manufactured in advance.

A projecting spline 67i projecting inward is formed on the inner periphery of the driving pulley movable half-body hub portion 67A, and is fitted to an outer periphery spline 78e formed on the outer periphery of the guide sleeve 78.
Since the outer peripheral spline 78e of the guide sleeve 78 is a long spline in the axial direction, the protruding spline 67i is slidable in the axial direction in the groove of the outer peripheral spline 78e.
Therefore, the drive pulley movable half 67 cannot be rotated relative to the crankshaft 25 but is held so as to be movable in the axial direction. Grease is applied to the groove of the outer peripheral spline 78e of the guide sleeve 78 to smooth the sliding of the protruding spline 67i of the movable half-body hub portion 67A.
Seals 83 are provided at both ends of the movable half-body hub portion 67A to prevent the leakage of the grease and the intrusion of dust.

In FIG. 6, an inner ring of a ball bearing 76 is mounted on the crankshaft 25 so as not to move in the axial direction.
The ball bearing outer ring holding member 85 holds the outer ring of the ball bearing 76 so that the ball bearing outer ring holding member 85 itself cannot move in the axial direction.
A female thread cylindrical member 86 is integrated with a bolt 87 on the outer peripheral flange portion of the ball bearing outer ring holding member 85. A large-diameter gear 88 is formed on the outer periphery of the flange portion of the female screw cylindrical member 86.

The ball bearing outer ring holding member 85, the female screw cylindrical member 86, the bolt 87, and the large-diameter gear 88 are integrated to form a fixed position rotating screw member 89.
The fixed position rotating screw member 89 can rotate independently from the crankshaft 25 at a fixed position in the axial direction of the crankshaft 25.
The large-diameter gear 88 of the fixed-position rotating screw member 89 is rotationally driven by the driving pulley control electric motor 28 and the driving pulley control unit reduction gear mechanism 29.

  An inner ring of a ball bearing 91 is mounted on the outer periphery of the movable half-body hub portion 67A of the drive pulley 12 so as not to be relatively movable in the axial direction, and a male screw cylindrical member 92 integrally holds the outer ring of the ball bearing 91. . A male screw portion on the outer periphery of the male screw cylindrical member 92 is engaged with a female screw portion on the inner periphery of the female screw cylindrical member 86.

An annular member 93 that functions as a detent portion of the male screw cylindrical member 92 is fixed to the flange portion 92 a of the male screw cylindrical member 92 via a bolt 94.
A part of the circumference of the annular member 93 extends rearward, and a rearward extension portion 93a extends to the right around the outer side of the large-diameter gear 88 of the fixed-position rotating screw member 89 at the outer end portion. 93b.
The male screw cylindrical member 92 and the annular member 93 are integrated by a bolt 94 to form an axially moving screw member 95.

The anti-rotation portion 93b is sandwiched between a pair of guide pieces 96 projecting from the inner surface of the transmission case 32B into the transmission chamber 38, and is restricted in rotation and guided in movement in the crankshaft direction.
As a result, when the fixed-position rotating screw member 89 rotates, the axially moving screw member 95 connected to the anti-rotation portion 93b is guided to move in the crankshaft direction in a state where the rotation is restricted, and the crankshaft 25 Move in the axial direction.
The fixed position rotating screw member 89 and the axially moving screw member 95 constitute a screw type feed mechanism for driving the driving pulley movable half.

The annular member 93 is integrally formed with a left stopper 93c near the base of the rearward extension 93a. This is for detecting the limit of the rightward movement of the axially moving screw member 95.
A right stopper 97 is attached by a bolt 98 to the tip of the rotation preventing portion 93b extending from the annular member 93.
This is for detecting the limit of the leftward movement of the axially moving screw member 95.

The fixed-position rotating screw member 89 is rotationally driven by a speed change electric motor 28 for driving pulley control and a driving pulley control unit reduction gear mechanism 29.
A control unit gear cover 35 is attached to the left side of the left crankcase 32A, and a control unit gear chamber 101 is formed in a portion sandwiched between the case 32 and the cover 35.
The electric motor 28 is attached to the right outer surface of the left crankcase 32A via the attachment plate 102, and the motor case 103 covers the electric motor 28.
A pinion 105 engraved on the rotating shaft 104 of the electric motor 28 enters the control unit gear chamber 101.
Since the electric motor 28 is mounted outside the left crankcase 32A, maintenance of the electric motor 28 is ensured.

A first intermediate gear 108 in which a large-diameter gear 106 meshing with the pinion 105 and a small-diameter gear 107 adjacent to the pinion 105 are integrally formed is connected to the left crankcase 32A and the control unit gear cover 35 via ball bearings 109 and 109. It is rotatably supported.
A second intermediate gear 113 in which a large-diameter gear 110 that meshes with the small-diameter gear 107 and a small-diameter gear 111 that is integrally adjacent to the large-diameter gear 107 are inserted into and integrated with the rotary shaft 112 is controlled with the left crankcase 32A. The part gear cover 35 is rotatably supported via ball bearings 114 and 114.
The small-diameter gear 111 meshes with the large-diameter gear 88 of the fixed-position rotating screw member 89 described above.
FIG. 4 shows the rotation center 105 c of the pinion 105, the rotation center 108 c of the first intermediate gear 108, and the rotation center 113 c of the second intermediate gear 113.

A worm 115 is formed on the left end of the rotating shaft 112 of the second intermediate gear 113, a sensor mounting portion 35a is formed in the vicinity of the worm 115 of the control unit gear cover 35, and a drive pulley speed change position is formed on the sensor mounting portion 35a. A sensor 116 is attached.
The drive pulley speed change position sensor 116 is configured such that a worm wheel 116h fitted to a protruding rotating shaft meshes with the worm 115.
The drive pulley shift position sensor 116 detects the amount of rotation of the second intermediate gear 113 by meshing the worm 115 and the worm wheel 116h, and detects the movement position of the drive pulley movable half 67 based on this.

In FIG. 6, when the electric motor 28 rotates in the positive direction according to the control command, power is transmitted via the pinion 105, the first intermediate gear 108, and the second intermediate gear 113, and the fixed position rotation screw member 89 rotates. Since the screw portion of the axially moving screw member 95 meshed with the screw portion of the fixed position rotating screw member 89 receives the thrust in the crankshaft direction from the screw portion of the fixed position rotating screw member 89, the axially moving screw The member 95 moves in the axial direction of the crankshaft 25.
The thrust received by the axially moving screw member 95 is transmitted to the driving pulley movable half hub portion 67A via the ball bearing 91, and the driving pulley movable half 67 moves in the axial direction of the crankshaft 25 to drive the driving pulley fixing half. The distance from the body 66 is narrowed, and the V-belt 14 is moved in the outer circumferential direction.
When the electric motor 28 rotates in the reverse direction in response to the control command, the interval between the drive pulley fixed half 66 and the drive pulley movable half 67 is widened by the reverse process, and the V-belt 14 moves in the center direction. To do.

FIG. 7 is an enlarged cross-sectional view of the driven pulley 13 and the power system reduction gear mechanism 16 and its peripheral portion.
The driven pulley 13 corresponding to the drive pulley 12 of the V-belt type continuously variable transmission 15 includes a driven pulley fixed half body 74 and a driven pulley movable half body 75 that are opposed to each other and supported by the driven shaft 26. Yes.
The driven pulley fixed half 74 and the driven pulley movable half 75 are made of rivets 74C and 75C with aluminum alloy umbrella-shaped portions 74B and 75B at the ends of a steel fixed half hub 74A and a movable half hub 75A, respectively. It is attached and integrated with.

The driven shaft 26 is rotatably supported by the transmission case cover 34, the transmission case 32B, and the rear gear cover 36 via ball bearings 70A, 70B, and 70C, respectively.
A small diameter portion 26A is formed on the left side portion of the driven shaft 26. A ball bearing 120, a support sleeve 121, and a collar 122 are fitted into the small diameter portion 26A in this order, and a nut 123 is screwed to the end portion. It is fastened together.
The support sleeve 121 is spline-fitted to the driven shaft 26.
The ball bearing 70 </ b> A is interposed between the transmission case cover 34 and the collar 122.

A base portion of a hook-like clutch outer 125 of the centrifugal clutch 73 is fixed to the support sleeve 121 by welding, and is rotated integrally with the driven shaft 26.
On the outer periphery of the right driven shaft 26 of the clutch outer 125, a driven pulley fixed half body hub portion 74A is supported by a ball bearing 120 and a needle bearing 124 so as to be rotatable relative to the driven shaft 26.

A support plate 126A that forms part of the clutch inner 126 of the centrifugal clutch 73 is fixed to the left end of the fixed half-hub portion 74A by a nut 127.
An arm 126C is pivotally supported by a pivot 126B on the support plate 126A, and a clutch shoe 126D is fixed to the tip of the arm 126C.
The arm 126C is biased by a spring 126E in a direction in which the clutch shoe 126D is separated from the inner peripheral surface of the clutch outer 125.

On the outer periphery of the fixed half hub portion 74A that supports the clutch inner 126, a movable half hub portion 75A that supports the driven pulley movable half 75 is provided slidably in the axial direction.
A guide hole 181 is spirally formed in the sleeve portion of the movable half hub portion 75A, and a guide pin 182 protruding from the sleeve portion of the fixed half hub portion 74A is slid into the spiral guide hole 75a. A torque cam 180 is configured to be movably engaged.
In addition, a coil spring 129 is interposed between the support plate 126A integrally attached to the fixed half hub portion 74A and the movable half hub portion 75A, and the movable half hub portion 75A is moved to the right by the coil spring 129. In other words, the movable half umbrella-shaped portion 75B is biased in a direction approaching the fixed half-umbrella-shaped portion 74B.

  During acceleration or the like, the upper pulley of the V belt 14 (the upper belt between the upper and lower belts between the driving pulley 12 and the driven pulley 13) is pulled by the rotation of the driving pulley 12, and the driven pulley fixing half of the driven pulley 13 is pulled. When a positive torque (torque in the rotational direction of the driven pulley 13) is applied to the movable pulley 75 and the driven pulley 75, the driven pulley fixed half 74 and the V belt 14 having a particularly large resistance slip, and in this case, the V belt 14 is driven relative to the driven pulley fixed half 74 so that the relative rotation between the driven pulley movable half 75 and the driven pulley fixed half 74 is caused by the torque cam 180. The driven pulley movable half 75 is moved closer to the driven pulley fixed half 74, side pressure is applied in the direction in which the V belt 14 is clamped, and the clamping pressure of the V belt 14 by the coil spring 129 is further strengthened to further suppress the slip. It can be.

  When engine braking is applied during deceleration, the driven pulley 13 pulls the lower belt of the V belt 14, and reverse torque is applied to the driven pulley fixed half 74 and the driven pulley movable half 75 of the driven pulley 13. The driven pulley movable half 75 rotates relative to the driven pulley fixed half 74, but the rotation of the driven pulley movable half 75 is opposite to that in acceleration. A side pressure is applied in a direction away from the driven pulley fixing half 74, so that the pinching force of the V belt 14 by the coil spring 129 is weakened, and the slip suppression is slightly weakened.

  The V-belt 14 is wound between the opposed umbrella-shaped portions 74B and 75B of the driven pulley fixed half 74 and the driven pulley movable half 75, and the driven pulley 13 according to the winding diameter on the drive pulley 12 side. The wrapping diameter of the belt changes and a continuously variable transmission is performed.

  When the rotation of the driven pulley 13 exceeds a predetermined number of revolutions, the clutch shoe 126D of the clutch inner 126 of the centrifugal clutch 73 comes into contact with the inner peripheral surface of the clutch outer 125, and the clutch inner 126 and the clutch outer 125 rotate together. The power is transmitted from the driven pulley 13 to the driven shaft 26 and input to the power system reduction gear mechanism 16.

The power system reduction gear mechanism 16 from the driven shaft 26 to the rear axle 27 is constituted by a gear group provided on three rotating shafts.
The first shaft is the right half of the driven shaft 26 of the V-belt type continuously variable transmission 15, and a small-diameter gear 130 is formed on the shaft 26.
The second shaft is an intermediate shaft 132 rotatably supported by the transmission case 32B and the rear gear cover 36 via needle bearings 131, 131. The intermediate shaft 132 meshes with the small-diameter gear 130 of the driven shaft 26. A matching large-diameter gear 133 is integrally fitted, and a small-diameter gear 134 is engraved on the intermediate shaft 132 itself.
The third shaft is a rear axle 27 that is rotatably supported by the transmission case 32B and the rear gear cover 36 via ball bearings 135, 135. The rear axle 27 includes a small-diameter gear 134 of the intermediate shaft 132. A large-diameter gear 136 that meshes with is fitted.
With this configuration, the torque of the driven shaft 26 is decelerated via the power system reduction gear mechanism 16 and transmitted to the rear axle 27. A rear wheel WR (FIG. 1) is integrally fixed to the rear axle 27, and is rotated by a driving force generated by the engine and transmitted through the transmission.

In the present power unit P configured as described above, the throttle electric motor 23M is driven in accordance with the grip opening degree by the operation of the throttle grip 211, and the throttle valve 23v provided in the intake passage of the internal combustion engine E is operated to perform intake air. An electronic throttle valve mechanism for changing the passage area, and a drive pulley 12 (drive pulley movable half 67) of the V-belt type continuously variable transmission 15 based on an input of a shift switch 217 for shifting operation by the driver. An electronic belt continuously variable transmission mechanism that is operated by driving 28 and changes the winding diameter of the V-belt 14 to change speed is configured.
In addition to the manual mode, the driver can select an AT mode that does not require a shift operation using a shift switch.

  FIG. 8 is a simple block diagram of the shift control system of the power unit P. Referring to FIG. 8, the electronic throttle valve mechanism is controlled by the throttle valve control means 202, and the electronic belt continuously variable transmission mechanism is shifted. The shift control means 201, which is controlled by the operation control means 203 and controls the electronic throttle valve mechanism and the electronic belt continuously variable transmission mechanism to perform the shift control, controls the throttle valve control means 202 and the shift operation control means 203. The shift control means 201, the throttle valve control means 202, and the shift operation control means 203 constitute an electronic shift control unit 200.

The throttle valve control means 202 inputs the throttle valve opening θ of the throttle valve 23v detected by the throttle sensor 23S and performs feedback control, and also detects the grip opening sensor 212, the brake switch 214, and the engine speed n. Detection signals are input from the rotational speed sensor 215, the vehicle speed sensor 216 that detects the vehicle speed v, and other sensors that detect the operating state of the internal combustion engine E.
The grip opening sensor 212 is an angle sensor provided on the throttle grip 211 of the right handle bar of the steering handle 8 of the motorcycle 1 and detects the grip opening φ.
The brake switch 214 is a switch that detects an operation of the brake lever (or brake pedal) 213.

The shift operation control means 203 inputs the movement position of the drive pulley movable half 67 detected by the drive pulley shift position sensor 116 and performs feedback control, and detects the driver's up and down operation instructions. Detection signals are input from the drive pulley rotation speed sensor 218 that detects the rotation speed of the shift switch 217 and the drive pulley 12 and the driven pulley rotation speed sensor 219 that detects the rotation speed of the driven pulley 13.
The shift switch 217 is provided at the grip base of the left handlebar of the steering handle 8.

The shift control means 201 has a shift pattern map based on the vehicle speed v and the engine speed n as shown in FIG.
The shift pattern map of FIG. 9 is shown in rectangular coordinates with the vehicle speed v on the horizontal axis and the engine speed n on the vertical axis.

The rotation speed ratio of the driven pulley rotation speed with respect to the drive pulley rotation speed is defined as a transmission gear ratio, and in the manual mode, each speed stage from the first speed to the seventh speed is set to a predetermined rotation speed ratio in advance.
That is, the axial position (driving pulley shift position) of the driving pulley movable half 67 is determined by each speed stage from the first speed to the seventh speed, and the driving pulley movable half 67 becomes the driving pulley fixed half 66 at higher speeds. The position is close to.

In the shift pattern map of FIG. 9, the relationship between the engine speed n and the vehicle speed v at each shift speed from the first speed to the seventh speed is indicated by each shift speed curve extending obliquely upward.
An example of a shift up during acceleration at a certain throttle valve opening θ is shown by the shift up movement locus Su (thick solid line) in the relationship between the vehicle speed v and the engine speed n in the shift pattern map of FIG.

Referring to the shift-up movement locus Su in the shift pattern map of FIG. 9, if there is an input of shift-up during acceleration at the first speed, the drive pulley movable half 67 is being lifted along the first-speed shift stage curve. Moves toward the driving pulley fixed half 66 to increase the belt winding diameter on the driving pulley side, and the driven pulley 13 side follows to decrease the winding diameter and increase the gear ratio. As a result, the acceleration is suppressed and the engine speed n is reduced while the second speed shift curve is shifted, and this time the speed is increased along the second speed shift curve.
By repeating this, the gear shifts up to 3rd speed, 4th speed, ..., 7th speed.

  Similarly, an example when the throttle valve opening θ is fully closed and the gear is shifted down during deceleration is shown in the shift pattern map of FIG. 9 in the shift down movement locus Sd (thick solid line) in the relationship between the vehicle speed v and the engine speed n. ).

Referring to the shift down movement locus Sd in the shift pattern map of FIG. 9, if there is an input of downshift while decelerating at the 7th speed (while the engine brake is operating), it is decreasing along the shift speed curve of the 7th speed. The drive pulley movable half 67 moves away from the drive pulley fixed half 66 to reduce the belt winding diameter on the drive pulley side, and the driven pulley 13 side follows to increase the winding diameter and reduce the gear ratio. Therefore, the engine speed n is increased while the driving side is lightened and the deceleration is suppressed, and the speed shifts to the 6th speed shift curve, and this time decreases along the 6th speed shift curve.
By repeating this, the engine brakes become more effective one after another by shifting down to the fifth speed, fourth speed,.

Conventionally, when the throttle valve opening θ is fully closed and decelerated, when there is an input for downshifting and the downshifting operation is started, the engine pulley is activated and the lower belt is in tension. Since the opening of the driving pulley is delayed until the driven pulley is closed, the side pressure of the driving pulley to the V-belt decreases, and the tension generated in the lower belt cannot be transmitted to the driving pulley. Since the belt is pulled in the rotation direction due to the tension of the lower belt due to the above, the slack upper belt is momentarily pulled, so that slip occurs momentarily between the drive pulley and the V belt.
When slipping occurs on the drive pulley side, the tensioned lower belt loosens, and therefore the driven pulley side, which was originally prone to slippage due to side pressure in the direction in which the torque cam opens, also slips and is temporarily empty. A running feeling may occur, and when the engine brake starts to work again, a light shift shock occurs.

The present invention eliminates the idling feeling and the shift shock when the downshift operation is performed when the throttle valve is fully closed, and a first embodiment of the shift control will be described below.
11 and 12 show control flowcharts of the first embodiment, and FIG. 13 shows a time chart of the engine speed n, the drive pulley position, and the throttle valve opening θ in the control.

Referring to the flow chart of the shift control routine of FIG. 11, first, it is determined whether or not “1” is set in the fully closed downshift control flag F. If “0”, the process proceeds to step 2 and “1” is set. If so, jump to Step 8.
Initially, the fully closed downshift control flag F is “0”, and the process proceeds to step 2 to determine whether or not there has been a downshift input by operating the shift switch 217. If there is a downshift input, the process proceeds to step 3. If there is no downshift input, the routine jumps to step 9 to perform normal shift control.
In step 3, it is determined whether or not the throttle valve opening θ detected by the throttle sensor 23s is fully closed (θ = 0). If fully closed, the process proceeds to step 4. If not fully closed, the process jumps to step 9. Normal gear shift control is performed.

  Therefore, when the throttle valve opening θ is fully closed (θ = 0) when there is a shift down input, that is, when the throttle valve opening θ is fully closed (θ = 0), there is no shift down input. Only when a fully closed downshift is detected, the routine proceeds to step 4 where the engine speed No at the time of downshift input is read, and in step 5, the required throttle valve opening θ1 and the required valve opening time Tth are set.

  In this step 5, the engine speed No and the current gear position at the time of downshift input are collated with the shift pattern map of FIG. 9 to predict the engine speed Nb of the gear stage after the downshift by one step, and this shift down The subsequent engine speed Nb is set as the upper limit engine speed, the engine speed equal to or lower than the upper limit engine speed Nb is set as the target engine speed Nm, and the required throttle valve opening θ1 and the required valve opening so as to become the target engine speed Nm. Time Tth is set.

  FIG. 10 shows a part of the shift pattern map. Referring to FIG. 10, when the throttle valve opening θ is decelerating in the fully closed state (θ = 0), the shift down input is performed. If there is, find the point to start downshifting from the engine speed No at the time of downshift input on the current shift stage curve at the time of downshift input, and estimate the movement trajectory to be followed when the downshift is operated from this point The engine speed Nb that shifts to the shift speed curve after the down is predicted.

  By setting the required throttle valve opening θ1 and the required valve opening time Tth with the engine speed Nb after the downshift as the upper limit engine speed and the engine speed equal to or lower than the upper limit engine speed as the target engine speed Nm, It is possible to prevent an unnecessary increase in the engine speed before the completion of the downshift by optimally opening the throttle valve 23v.

The required throttle valve opening θ1 and the required valve opening time Tth are set so as to achieve this target engine speed. The required throttle valve opening θ1 is determined from the partial throttle valve opening θp at the engine speed Nb after the downshift. Use a small throttle valve opening.
By setting the throttle valve opening smaller than the partial throttle valve opening θp to the required throttle valve opening θ1, the engine output does not shift from deceleration to acceleration, and the engine speed of the gear stage after the downshift is changed. It is possible to surely shift down by preventing overshoot beyond Nb.

As described above, when the required throttle valve opening θ1 and the required valve opening time Tth are set in step 5, the routine proceeds to step 6, the timer t is started, and in step 7, the fully closed downshift control flag F is set to “1”. ”And proceed to step 8 to enter fully closed downshift control.
Once the fully closed downshift control is entered in this way, the process jumps from step 1 to step 8 until the fully closed downshift control flag F becomes “0”, and the fully closed downshift control is directly continued.

The fully closed downshift control is executed according to the flowchart shown in FIG.
First, in step 11, whether or not the grip opening φ detected by the grip opening sensor 212 of the throttle blip 211 is 0, that is, whether there is a turning operation of the throttle blip 211 and whether or not the driver intends to accelerate. If there is no throttle blip operation (φ = 0), the process proceeds to step 12; if there is a throttle blip operation (φ> 0), the process jumps to step 21, stops the timer t, and is fully closed in step 22 Since the shift down control flag F is returned to “0”, the flow returns to Step 1, Step 2, and Step 9 in the flowchart of FIG. 11 to stop the fully closed downshift control and enter the normal shift control.

  In this way, in the fully closed downshift control, if there is an input of the rotation operation (acceleration operation) of the throttle grip 211, the fully closed downshift control is stopped, so that the fully closed downshift control is quickly changed to the normal throttle control. It is possible to smoothly return to the acceleration system according to the driver's intention, and the uncomfortable feeling can be suppressed.

  When there is no throttle blip operation in step 11 (φ = 0) and the process proceeds to step 12, the time t of the timer t started when the fully closed downshift is detected in step 6 has reached the required valve opening time Tth set in step 5 If the required valve opening time Tth is reached (t ≧ Tth), the process jumps to step 16 and proceeds to step 13 until the required valve opening time Tth is reached (t <Tth).

In step 13, the elapse of a predetermined delay time Td, which is a delay time from the detection of the fully closed downshift, is determined.
The predetermined delay time Td is a preset time shorter than the required valve opening time Tth. In the previous step 5, the predetermined valve opening time Tth longer than the predetermined delay time Td in consideration of the predetermined delay time Td. Is set.
If this predetermined delay time Td elapses (t ≧ Td), the process jumps to step 15 and proceeds to step 14 until the predetermined delay time Td elapses (t <Td).

Until the predetermined delay time Td elapses from the time when the fully closed downshift is detected (t <Td), the routine proceeds to step 14 where the throttle electric motor 23M is driven to open the throttle valve 23v and the required throttle valve set in step 5 is reached. The valve is opened to the opening θ1 and the control routine is exited.
When a predetermined delay time Td elapses from the time of detecting the fully closed downshift (t ≧ Td), the process proceeds from step 13 to step 15 where the throttle valve 23v maintains the required throttle valve opening θ1 to open, step 17 Proceed to

If the required valve opening time Tth is reached from the time of detecting the fully closed downshift (t ≧ Tth), the process jumps from step 12 to step 16, closes the throttle valve 23v, returns to the fully closed state, and proceeds to step 17.
In step 17, it is determined whether or not the brake lever 213 is operated and the brake switch 214 is turned on, that is, whether or not there is a brake input.

If there is no brake input, the process proceeds to step 18 where the shift electric motor 28 is driven at the normal rotation speed and the drive pulley movable half 67 is moved in the opening direction at the normal speed to perform the downshift operation. move on.
If there is a brake input, the process proceeds to step 19 where the shift electric motor 28 is driven at a high rotational speed to move the drive pulley movable half 67 in the opening direction at a high speed to perform a shift-down operation.

Thus, in the fully closed downshift control, if there is a brake operation, the downshift operation can be performed at a speed higher than the normal speed, and the downshift can be completed at an early stage according to the deceleration by the brake operation.
By completing the downshift early, it is possible to promptly shift to the next acceleration system.

Then, when proceeding to step 20, it is determined whether or not the shift down is completed.
The completion of the downshift is the completion of the downshift operation, and is a state in which the drive pulley movable half 67 has been moved to the gear position after the downshift by driving the shift electric motor 28.
Until the downshift is completed, this routine is directly exited from step 20, and when the downshift is completed, the routine proceeds to step 21, where the timer t is stopped, and in step 22, the fully closed downshift control flag F is set to “0”. To exit this routine.

  When the downshift is completed and the fully closed downshift control flag F becomes “0”, the process proceeds from the previous step 1 to the step 2 and, unless there is a new downshift input, jumps to the step 9 to perform the normal shift control. Since the fully closed downshift control is completed, unnecessary throttle operation after the completion of the downshift can be prevented, the occurrence of a feeling of idling after the downshift can be suppressed, and the engine brake after the downshift is completed can be prevented. There is nothing.

The shift control means 201 performs shift control as described above.
When this shift control is seen in terms of changes in the engine speed n, the drive pulley position, and the throttle valve opening θ shown in the time chart of FIG. 13, the throttle valve opening θ is decelerated when it is fully closed (θ = 0), and the engine brake When the shift down is input in the state where the engine is working, the fully closed downshift control is entered when the fully closed downshift detection is detected, and the throttle valve 23v is first opened to the required throttle valve opening θ1 (step). 14).
The engine speed n is increased by opening the throttle valve 23v.

The driving pulley 12 entrains the upper belt of the V-belt 14 by accelerating rotation of the driving pulley 12 and tensions the upper belt, so that on the driven pulley 13 side, the torque cam 180 increases the side pressure in the direction of sandwiching the V-belt 14 to suppress slippage. State.
After that, assuming that there is no brake input, the shift electric motor 28 is driven at the normal rotation speed with a predetermined delay time Td from the time To when the fully closed downshift is detected, and the drive pulley movable half 67 is opened at the normal speed in the opening direction. Move (steps 13, 15, 17, 18).
As shown by the solid line in FIG. 13, the drive pulley position moves from the high speed position to the low speed position after the downshift at a normal speed.

Since the driving pulley 12 is in a state where the upper belt is entangled and tensioned, the V belt 14 quickly follows even if the driving pulley 12 opens and moves, and the slip of the V belt 14 on the driving pulley 12 side is minimized. Can be suppressed.
On the other hand, on the driven pulley 13 side, the driven pulley 13 starts to close without causing slippage due to the action of the torque cam 180, the slippage is further suppressed, the lower belt is pulled, the lower belt is tensioned, and the engine brake can be operated again. it can.

In this way, when the fully closed downshift is detected, the driven pulley 13 can start pulling the lower belt of the V belt 14 without causing slippage, and the engine brake can be restored, eliminating the idling feeling and causing no shift shock. Can be shifted down smoothly.
Further, at this time, the driven pulley 13 can quickly wind the loose lower belt around the outer periphery, so that the movement of the driven pulley 13 in the closing direction by the coil spring 129 is quickly executed with a small resistance, and the speed change is promptly performed. Complete.
Further, since the slip of the V-belt 14 does not occur in both the drive pulley 12 and the driven pulley 13 during the fully closed downshift, the shortening of the belt life due to the sliding wear can be suppressed as much as possible.

Note that the engine speed n is further increased by the gear ratio being increased by the opening movement of the drive pulley 12.
Then, when the required valve opening time Tth has elapsed from the fully closed downshift detection time To, the throttle valve 23v that has been opened at the required throttle valve opening θ1 is closed (step 16).

  The engine speed Nb of the gear stage after the downshift is predicted, the engine speed Nb after the downshift is set as the upper limit engine speed, and the engine speed equal to or lower than the upper limit engine speed Nb is set as the target engine speed Nm. Since the required throttle valve opening θ1 and the required valve opening time Tth are set so as to be the engine speed Nm, when the required valve opening time Tth has elapsed, the engine speed n becomes the target engine speed Nm, and thereafter As the speed ratio changes, the engine speed n gradually increases and reaches the engine speed Nb of the gear stage after the downshift.

  In this way, by setting and controlling the required throttle valve opening θ1 and the required valve opening time Tth, the throttle valve 23v is optimally controlled to prevent unnecessary increase of the engine speed until the completion of the shift down. It is possible to shift down quickly and smoothly with minimal running feeling.

  When the required valve opening time Tth elapses from the fully closed downshift detection time To and the throttle valve 23v is closed, the increase in the engine speed n is suppressed and becomes moderate, and the shift stage curve after the downshift is shifted to without overshooting. The engine speed Nb is reached.

In the fully closed downshift control, if there is an input of a brake operation, the drive pulley position moves with a steep slope from the high speed position to the low speed position in the time chart of FIG. The engine speed n is further promoted to increase, and the downshift can be completed at an early stage in accordance with the deceleration by the brake operation.
In addition, when entering the fully closed downshift control with the input of the brake operation, even if there is an input of the brake operation during the fully closed downshift control, the drive pulley movable half from the time of the brake operation input. Change the speed of 67 to high speed and shift down.

Next, the shift control according to the second embodiment will be described with reference to FIG.
The speed change control of the second embodiment is the step 5 in which the required throttle valve opening θ1 and the required valve opening time Tth are set in the speed change control routine (see FIG. 11) of the first embodiment. Two required throttle valve openings θ2 to be valved and two more required throttle valve openings θ3 are set.
The required valve opening time Tth and the required throttle valve openings θ2 and θ3 have the engine speed (Nb) after the downshift as the upper limit engine speed, and the engine speed equal to or lower than the upper limit engine speed (the target engine speed ( Nm) is set to be the target engine speed (Nm).

  In step 14 for opening the throttle valve 23v to the required throttle valve opening θ1 in the fully closed downshift control routine (see FIG. 12), the throttle valve 23v is opened to the required throttle valve opening θ2, and the required throttle of the throttle valve 23v is set. In step 15 for maintaining the valve opening degree θ1, the throttle valve 23v is opened to a larger required throttle valve opening degree θ3.

  Therefore, as shown in the time chart of the present shift control in FIG. 14, when the fully closed downshift control is entered, the throttle valve 23v is opened by the required throttle valve opening θ2 immediately after entering the fully closed downshift control (To). The driving pulley 12 entrains the upper belt of the V belt 14 by accelerating rotation of the driving pulley 12 and tensions the upper belt, so that the side pressure is increased in the direction of sandwiching the V belt 14 by the torque cam 180 on the driven pulley 13 side. After a predetermined delay time Td that ensures slipping, the shift down operation is delayed and the drive pulley 12 is opened, so that the driven pulley 13 starts pulling the lower belt without slipping, and further shifts the throttle valve 23v. Since the required throttle valve opening θ3 that is larger than the required throttle valve opening θ2 before the down operation is opened, the drive pulley 12 is further accelerated. Slippage of the V-belt 14 is surely suppressed, thus it is possible to smoothly shift down without generating eliminated reliably sense air run shift shock to restore the engine brake.

  When the downshift is fully closed, the V belt 14 hardly slips in both the driving pulley 12 and the driven pulley 13, so that shortening of the life of the V belt 14 due to sliding wear can be further suppressed.

  In the second embodiment, the required throttle valve opening θ3 is opened at once after the predetermined delay time Td. However, in the third embodiment shown in the time chart of FIG. 15, the required throttle valve opening θ3 is gradually increased from the required throttle valve opening θ2. The throttle valve 23v is opened until the other control is the same as in the second embodiment.

The state when the speed change control is performed in this way is shown in the time chart of FIG.
Since the throttle drum 23v is gradually opened simultaneously with the shift-down operation, the engine speed n can be reliably increased to the target engine speed Nm.

Next, a fourth embodiment in which the throttle valve 23v is opened and closed a plurality of times in the fully closed downshift control will be described with reference to the time chart of FIG.
In the fourth embodiment, assuming that the throttle valve 23v is opened and closed twice, the required throttle valve opening θ4, the valve opening time Tth, and the second opening / closing timing are set to the engine speed Nb of the gear stage after the downshift. Predicting and setting the engine speed Nb after the downshift as the upper limit engine speed Nb, the engine speed equal to or lower than the upper limit engine speed Nb is set as the target engine speed Nm, and the target engine speed Nm is set.

When there is an input of downshift, full close shift down control is entered at the time of full close shift down detection To and first the throttle valve 23v is opened to the required throttle valve opening θ4.
The engine speed n is increased by opening the throttle valve 23v.

  When the throttle valve 23v is opened for the first time, the driving pulley 12 entrains the upper belt of the V-belt 14 by accelerating rotation of the driving pulley 12 and tensions the upper belt. The side pressure is increased in the direction of 14 to prevent slippage.

  Since the drive pulley 12 is moved in the opening direction with a delay of a predetermined delay time Td, the slippage of the V-belt 14 on the drive pulley 12 side is minimized, and the driven pulley 13 is not slipped on the driven pulley 13 side. Is closed, and the engine brake can be restored by starting to pull the lower belt, and it is possible to eliminate the idling feeling and smoothly shift down without causing a shift shock.

  Thereafter, by opening and closing the throttle valve 23v for the second time, the engine speed n can be reached quickly and reliably to the target engine speed Nm, so that overshoot of the engine speed can be reliably prevented.

Next, another embodiment 5 will be described based on the flowcharts of FIGS. 17 and 18 and the time chart of FIG.
In the fifth embodiment, the shift control is simplified as much as possible, and when the fully closed downshift is detected, the throttle valve 23v is opened for a short time and the drive pulley 12 starts to open.

In the shift control routine of FIG. 17, there are only steps 4 and 5 relating to the setting of the required valve opening time Tth at the required throttle valve opening θ1 in the shift control routine shown in FIG. 11 of the first embodiment. is there.
In the fifth embodiment, the required throttle valve opening θ5 and the required valve opening time Tth are determined in advance.

  Then, when the fully closed downshift control routine of FIG. 18 is entered, it is determined whether or not the required valve opening time Tth predetermined in step 41 has elapsed, and until the required valve opening time Tth has elapsed (t < Tth), the routine proceeds to step 42, where the throttle valve 23v is opened to the required throttle valve opening θ5 determined in advance, and at substantially the same time, the routine proceeds to step 44 to drive the shifting electric motor 28 and drive pulley movable half 67 The shift down operation is performed by moving in the opening direction, and it is determined whether or not the shift down is completed (step 45).

When the required valve opening time Tth has elapsed, the routine jumps from step 41 to step 43, closes the throttle valve 23v, proceeds to step 44, continues the downshift operation, and completes the downshift when the downshift operation is completed.
As described above, when the fully closed downshift control is entered, it is an extremely simple shift control that opens the throttle valve 23v for a short time Tth substantially simultaneously with opening the drive pulley 12.

  When the fully closed downshift control is entered, the drive pulley 12 is opened immediately thereafter, but the throttle valve 23v is opened almost simultaneously, so that the acceleration rotation of the drive pulley 12 causes the upper belt of the V belt 14 to be entangled. Since the belt is tensed to some extent, even if the drive pulley 12 opens and moves, the V belt 14 can somehow follow, and some slippage of the V belt 14 on the drive pulley 12 side can be suppressed. On the 13th side, even if the torque cam 180 does not work sufficiently due to the weak tension of the upper belt, it is possible to suppress slipping and the driven pulley 13 starts to close, pulling the lower belt and reactivating the engine brake It is possible to suppress downshift and prevent shift shock and shift down.

  In the above embodiment, in the fully closed downshift control, the throttle valve 23 is driven and opened. However, the idle air control valve provided in the bypass passage that bypasses the throttle valve 23v is driven and opened. You may do it.

  That is, when an instruction for downshifting is input when the throttle valve opening of the throttle valve 23v is in the fully closed state, the fully closed downshift control is entered, and the idle air control valve is controlled to open for the required opening time, and at the same time Alternatively, the shift actuator 28 is driven with a delay and the drive pulley 12 is operated to perform a downshift operation.

  When the fully closed downshift is detected, the drive pulley 12 entrains and tensions the upper belt by opening the idle air control valve, and the driven pulley 13 causes the lower belt of the V-belt 14 without slippage due to the operation of the torque cam 180. The engine brake can be returned to the start of pulling, and with a simple control configuration, it is possible to suppress the idling feeling and the shift shock and to shift down as smoothly as possible.

P: power unit, E: internal combustion engine, 12: driving pulley, 13: driven pulley, 14: V belt, 15: V belt type continuously variable transmission, 23: throttle body, 23M: electric motor for throttle, 23s: throttle sensor , 28 ... Electric motor for speed change, 29 ... Control part reduction gear mechanism, 32A ... Left crank case, 32B ... Transmission case, 33 ... Right crank case, 34 ... Transmission case cover, 35 ... Control part gear cover, 37 ... Transmission case , 38 ... Transmission chamber, 66 ... Drive pulley fixed half, 67 ... Drive pulley movable half, 86 ... Female thread cylindrical member, 88 ... Large-diameter gear, 89 ... Fixed-position rotating screw member, 92 ... Male screw cylindrical member 95 ... Axial moving screw member, 129 ... Coil spring, 116 ... Drive pulley speed change position sensor, 180 ... Torque cam, 181 ... Guide hole, 182 ... Guide pin,
200: Electronic transmission control unit, 201: Transmission control means, 202: Throttle valve control means, 203: Shift operation control means,
211 ... Throttle grip, 212 ... Grip opening sensor, 213 ... Brake lever, 214 ... Brake switch, 215 ... Engine speed sensor, 216 ... Vehicle speed sensor, 217 ... Shift switch, 218 ... Drive pulley speed sensor, 219 ... Follow Pulley speed sensor.

Claims (7)

Intake passage area by operating the throttle valve (23v) provided in the intake passage of the internal combustion engine (E) by driving the throttle actuator (23M) according to the grip opening (φ) by the operation of the throttle grip (211) Electronic throttle valve mechanism to change
Based on the input of the shift switch means (217) for shifting operation by the driver, the belt (14) is stretched between the drive pulley (12) and the driven pulley (13) having the torque cam (180). An electronic belt continuously variable transmission mechanism for operating the drive pulley (12) of the step transmission (15) by driving a transmission actuator (28) to change the belt (14) winding diameter to change the speed;
Shift control means (201) for performing shift control by controlling the electronic throttle valve mechanism and the electronic belt continuously variable transmission mechanism;
In an electronic transmission control unit (200) comprising:
The shift control means (201)
When the throttle valve opening (θ) of the throttle valve (23v) is in the fully closed state and there is an input of downshift, the fully closed downshift control is entered,
Immediately after entering the fully closed downshift control, the throttle valve (23v) starts to open, opens at the required throttle valve opening (θ2),
A shift down operation is performed by driving the shift actuator (28) with a delay of a predetermined delay time (Td) within the required valve opening time (Tth),
Simultaneously with the downshift operation, the throttle valve (23v) is opened at the required throttle valve opening (θ3) larger than the required throttle valve opening (θ2) before the downshift operation until the required opening time (Tth) has elapsed. An electronic speed change control unit. Intake passage area by operating the throttle valve (23v) provided in the intake passage of the internal combustion engine (E) by driving the throttle actuator (23M) according to the grip opening (φ) by the operation of the throttle grip (211) Electronic throttle valve mechanism to change
Based on the input of the shift switch means (217) for shifting operation by the driver, the belt (14) is stretched between the drive pulley (12) and the driven pulley (13) having the torque cam (180). An electronic belt continuously variable transmission mechanism for operating the drive pulley (12) of the step transmission (15) by driving a transmission actuator (28) to change the belt (14) winding diameter to change the speed;
Shift control means (201) for performing shift control by controlling the electronic throttle valve mechanism and the electronic belt continuously variable transmission mechanism;
In an electronic transmission control unit (200) comprising:
The shift control means (201)
When the throttle valve opening (θ) of the throttle valve (23v) is in the fully closed state and there is an input of downshift, the fully closed downshift control is entered,
Immediately after entering the fully closed downshift control, open the throttle valve (23v), open and close the required valve opening time (Tth) multiple times with the required throttle valve opening (θ4),
An electronic shift control unit, wherein a shift down operation is performed by driving the shift actuator (28) after a predetermined delay time (Td) from the initial opening of the throttle valve (23v). When the shift control means (201) enters the fully closed downshift control, the engine speed (Nb) after the downshift is set as the upper limit engine speed, and the engine speed equal to or lower than the upper limit engine speed is set as the target engine speed. required throttle valve opening as (Nm) (θ2, θ3, θ4) and the required opening time is set to (Tth), the required throttle valve opening that has been set (θ2, θ3, θ4) and the required opening time (Tth The electronic transmission control unit according to claim 1 or 2, wherein the throttle valve (23v) is opened by the following. In the fully closed downshift control, a throttle valve opening smaller than the partial throttle valve opening (θp) at the engine speed (Nb) after the downshifting is set as the required throttle valve opening ( θ2, θ3, θ4 ). 4. The electronic transmission control unit according to claim 3, wherein The shift control means (201) claim 1, wherein the ends of the full closing down-shifting control when the shift actuator (28) downshift operation according to have been completed to claim 4 The electronic transmission control unit according to claim 1. The shift control means (201) sets a shift-down operation by the shift actuator (28) at a speed higher than a normal speed when a brake operation is input in the fully closed shift-down control. The electronic transmission control unit according to any one of claims 1 to 4 . The shift control means (201), in the fully closed down-shifting control, when there is an input of the acceleration operation, any one of the preceding claims, characterized in that to cancel the fully closed downshift control to claim 5 The electronic transmission control unit described.

Images