JP5763378B2 - Vehicle drive control device - Google Patents

Description

  The present invention relates to a drive control device for a vehicle having an electronic throttle unit and a belt type continuously variable transmission.

The vehicle is equipped with an electronic throttle that opens and closes the intake throttle valve provided in the intake passage of the engine. The engine output mode is determined from the speed at which the accelerator is depressed, and the throttle opening corresponding to the mode (the intake throttle valve opening) ) Is disclosed (see, for example, Patent Document 1).
In addition, in vehicles such as motorcycles, a belt is passed between a drive pulley provided on the drive shaft of the engine and a driven pulley provided on the driven shaft, and the winding radius of the drive pulley is generated by centrifugal force generated by the engine power. There is known a belt-type continuously variable transmission having a centrifugal weight that can change the speed (for example, see Patent Document 2).

JP-A-3-206332 Japanese Patent No. 3651628

However, in the conventional configuration, since the drive side is centrifugal, the thrust on the driven side increases in proportion to the increase in the engine speed. For this reason, the frictional force of the belt increases due to the excessive thrust, and the amount of fuel consumption increases, so that the so-called fuel efficiency deteriorates.
In addition, when a vehicle equipped with this type of belt-type continuously variable transmission is equipped with an electronic throttle, and the engine output mode is set by applying the control of the conventional electronic throttle, it is adjusted to that mode. It is required to set to driven thrust.

  The present invention has been made in view of the above-described circumstances, and has a configuration in which the drive side includes a centrifugal belt-type continuously variable transmission and an electronic throttle unit, and an appropriate driven thrust according to the mode of the electronic throttle unit is provided. It is an object of the present invention to provide a vehicle drive control device that can be set and save fuel.

In order to solve the above-described problems, the present invention provides an electronic throttle section (25) for opening and closing an intake throttle valve (21) provided in an intake passage (15) of an engine (E), and the intake throttle valve (21). An electronic throttle controller (31) that controls at least the opening degree of the throttle according to the operation of the throttle operator (26), a drive pulley (41) provided on the drive shaft (11) of the engine (E), and a driven shaft A centrifugal weight that hangs a belt (45) between the driven pulley (51) provided in (17) and varies a winding radius of the drive pulley (41) by a centrifugal force generated by the power of the engine (E). In the vehicle drive control device including the belt type continuously variable transmission (M) having (44), a driven side contact pressure variable portion that varies the contact pressure between the driven pulley (51) and the belt (45). ( 6) and an operation mode selection unit (27) for selecting an operation mode, and the electronic throttle control unit (31) sets the opening of the intake throttle valve (21) according to the selected operation mode. The driven side contact pressure variable unit (36) controls the driven pulley (51) when the vehicle speed exceeds a predetermined vehicle speed (VA) or when the throttle operation amount of the throttle operating element (26) remains constant. ) And the belt (45), and the operation mode includes a first mode in which the intake amount of the engine (E) is set to an intake amount corresponding to the throttle operation amount, and the first mode. And the second mode is selected, the driven side contact pressure variable section (36) includes the driven pulley (51) and the belt (45). ) Low contact pressure with The electronic throttle control unit (31) reduces the contact pressure and when the vehicle throttle speed (VC) near the maximum vehicle speed obtained at the current opening of the intake throttle valve (21) is reached, the intake throttle valve The opening degree of (21) is increased .

In the above configuration, the pre-Symbol second mode is selected, if more than a predetermined amount of the throttle operating amount corresponding to the acceleration, the electronic throttle control unit (31), an opening degree of the intake throttle valve (21) While maintaining a predetermined acceleration opening (K2) and when the driven side contact pressure variable section (36) exceeds the predetermined vehicle speed (VA), the driven pulley (51) and the belt (45) You may make it reduce the contact pressure with.

In the above configuration, the predetermined amount corresponding to the acceleration may be such that the throttle operation amount is equal to or greater than the maximum operation amount.
Further, in the above configuration, the driven side contact pressure varying portion (36) is configured such that the driven pulley (51) and the belt (M) when the belt type continuously variable transmission (M) is between a LOW ratio and a TOP ratio. 45) may be reduced.

Also, in the above configuration, in the vehicle speed constant, and has the opening degree of the intake throttle valve (21) is a constant state continues, cruising determination unit determines that the cruising (33), the driven-side The contact pressure variable section (36) may reduce the contact pressure between the driven pulley (51) and the belt (45) when it is determined that the vehicle is cruising.
In the above configuration, when the cruise travel determination unit determines that the cruise operation amount has changed and the cruise travel has ended, the electronic throttle control unit (31) determines the opening of the intake throttle valve (21), At the timing (t4) delayed from the throttle operation of the throttle operator (26), intake valve return control is performed to change the opening (K2) according to the throttle operation amount, and the driven side contact pressure variable section ( 36) performs contact pressure return control for changing the contact pressure to a contact pressure that matches the opening (K2) that matches the throttle operation amount,
The contact pressure return control may be completed prior to the intake valve return control.
Further, in the above configuration, the driven side contact pressure variable section (36) may convert the contact pressure between the driven pulley (51) and the belt (45) to the throttle operation when the throttle operation amount is less than the maximum operation amount. The contact pressure may be varied according to the amount.
In the above configuration, when the second mode is selected, the electronic throttle control unit (31) obtains the current opening degree of the intake throttle valve (21) after reducing the contact pressure. When the vehicle speed (VC) near the maximum vehicle speed is reached, the opening of the intake throttle valve (21) may be increased so as to accelerate while maintaining the gear ratio at the TOP ratio.

In the present invention, the electronic throttle control unit controls the opening of the intake throttle valve in accordance with the selected operation mode, and changes the contact pressure between the driven pulley and the belt of the belt type continuously variable transmission. The variable portion reduces the contact pressure between the driven pulley and the belt when the predetermined vehicle speed is exceeded or the throttle operation amount is kept constant, so that the intake throttle valve is controlled according to the operation mode, and By reducing the contact pressure, the speed ratio of the belt-type continuously variable transmission is reduced to reduce the engine speed. Therefore, it is possible to save fuel by setting an appropriate driven thrust according to the mode of the electronic throttle unit.
The operation mode includes a first mode in which the intake air amount of the engine is set to an intake air amount corresponding to the throttle operation amount, and a second mode in which the intake air amount is smaller than that in the first mode. When the second mode is selected, the variable portion is suitable for low load driving if the second mode is selected during low load driving if the contact pressure between the driven pulley and the belt is reduced. Fuel can be saved while satisfying running performance.
When the second mode is selected and the throttle operation amount is equal to or greater than a predetermined amount corresponding to acceleration, the electronic throttle control unit maintains the opening of the intake throttle valve at a predetermined accelerating opening, If the driven side contact pressure variable section exceeds the predetermined vehicle speed, the contact pressure between the driven pulley and the belt can be reduced to save fuel while accelerating when the user is seeking acceleration. it can.
Further, if the predetermined opening corresponding to acceleration is set so that the throttle operation amount is equal to or greater than the maximum operation amount, fuel can be saved in a throttle operation state that consumes a large amount of fuel.

In addition, if the belt-side continuously variable transmission is between the LOW ratio and the TOP ratio, the driven side contact pressure variable section reduces the contact pressure between the driven pulley and the belt, so that the starting performance at the LOW ratio is achieved. The fuel can be saved by changing the speed quickly to the TOP ratio.
Also, the electronic throttle control unit increases the opening of the intake throttle valve when the vehicle speed near the maximum vehicle speed obtained by the current opening of the intake throttle valve is reached after reducing the contact pressure between the driven pulley and the belt. In this case, the vehicle can be accelerated to a higher vehicle speed with the TOP ratio, and the engine speed and the vehicle speed are almost completely proportional to each other, so that the operational feeling can be improved.
In addition, when the vehicle speed is constant and the opening degree of the intake throttle valve is constant, the vehicle has a cruise traveling determination unit that determines cruise traveling, and the driven side contact pressure variable unit is determined to be cruise traveling. If the contact pressure between the driven pulley and the belt is reduced, the transmission efficiency during cruise traveling can be increased and fuel can be saved.
Further, the driven side contact pressure variable unit can change the contact pressure between the driven pulley and the belt to a contact pressure corresponding to the throttle operation amount when the throttle operation amount is less than the maximum operation amount. The energy loss caused by being too high can be reduced, and the transmission efficiency can be increased correspondingly to save fuel.

It is a figure which shows the drive control apparatus which concerns on 1st Embodiment of this invention. It is a figure which shows a driven pulley with a periphery structure. It is a figure which shows typically the operation | movement aspect of a driven side contact pressure variable part. It is a figure which shows control of a driven side contact pressure variable part. It is a flowchart which shows the acceleration control at the time of throttle grip full open. (A) shows the relationship between the engine speed Ne and the vehicle speed V in each operation mode, (B) shows the relationship between the opening of the intake throttle valve (THB) and the vehicle speed V, and (C) shows the contact pressure. It is a figure which shows the relationship between F and the vehicle speed V. FIG. (A) shows the relationship between the engine speed Ne and time T in each operation mode of the second embodiment, (B) shows the relationship between the opening of the intake throttle valve and time T, (C) The relationship between the contact pressure F and time T is shown, (D) is a figure which shows the relationship between the vehicle speed V and time T. FIG. It is a flowchart which shows cruise control. (A) shows the relationship between the throttle operation amount and time T when returning from cruise to normal driving, (B) shows the relationship between the opening of the intake throttle valve and time T in each operation mode, and (C ) Is a diagram showing the relationship between the contact pressure F and time T. FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
<First Embodiment>
FIG. 1 is a diagram showing a drive control apparatus according to the first embodiment of the present invention.
The power unit P is a power unit mounted on the motorcycle 1, and integrally includes an engine (internal combustion engine) E and a transmission M that shifts the power of the engine E and transmits the power to the rear wheels (drive wheels) Wr. ing.
The engine E is a four-cycle engine, and includes a crankshaft 11 that is rotatably supported, a piston 13 that is coupled to the crankshaft 11 via a connecting rod 12, and a cylinder portion 14 that houses the piston 13. ing.
An intake passage 15 and an exhaust passage 16 communicate with the cylinder portion 14, and a portion of the intake passage 15 is a throttle-by-wire (TBW) type throttle body having an intake throttle valve (also referred to as a throttle valve) 21. 22. The intake throttle valve 21 is connected to a drive shaft of a motor (valve drive motor) 24 via a reduction gear 23 and is driven by the motor 24. That is, the throttle body 22, the reduction gear 23, and the motor 24 constitute an electronic throttle unit 25 that drives the intake throttle valve 21 to open and close.

The electronic throttle unit 25 is controlled by an electronic throttle control unit 31. In addition, the motorcycle 1 includes a throttle operation amount detection unit 32 that detects an operation of a throttle grip (throttle operator) 26 that a user (driver) operates with the right hand, and an operation mode changeover switch that the user operates with the left hand. (Operation mode selection unit) 27 is provided, and these outputs are input to the electronic throttle control unit 31.
The electronic throttle control unit 31 sets the opening degree of the intake throttle valve 21 of the electronic throttle unit 25 based on the throttle control reference map data stored in advance (hereinafter referred to as the opening degree corresponding to the throttle operation amount 32a of the throttle grip 26). (Referred to as first opening).
By being controlled to the first opening K1, the user (driver) can obtain a linear engine output for the operation of the throttle grip 26. For example, the first opening K1 is set to an opening that obtains linear engine characteristics obtained by experiments or simulations.

The electronic throttle control unit 31 constitutes a part of an electronic control unit 33 that electronically controls each part of the vehicle body. The electronic control unit 33 includes the throttle operation amount detection unit 32 and the operation mode changeover switch 27 as well as the vehicle speed. Various parts of a conventional motorcycle such as a vehicle speed sensor for detecting the engine, an ignition device for the engine E, and a fuel injection device are electrically connected, and the electronic throttle control unit 31 can appropriately acquire these detection results and control results. It is configured.
Air purified by an air cleaner (not shown) enters the intake passage 15 of the engine E, and the intake air amount to the engine E is adjusted by the intake throttle valve 21. In addition, a fuel injection device (not shown) is provided in the intake passage 15, fuel corresponding to the intake air amount is injected from the fuel injection device, and fuel and air are supplied to the engine E at a predetermined mixing ratio. .
The transmission M is a V-belt type continuously variable transmission, and is provided on a drive pulley 41 provided on a crankshaft 11 that is a drive shaft of the engine E, and a driven shaft 17 that is supported in parallel behind the crankshaft 11. A driven pulley 51 and a V-belt 45 spanned between the pulleys 41 and 51.

The drive pulley 41 includes a drive pulley fixed half 42 fixed to the crankshaft 11, a drive pulley movable half 43 supported by the crankshaft 11 so as to be movable in the axial direction, and a drive pulley movable half by centrifugal movement. And a centrifugal weight 44 for moving the body 43 in the axial direction of the crankshaft 11. The driving pulley fixed half 42 and the driving pulley movable half 43 are arranged to face each other, and the V belt 45 is sandwiched therebetween. .
The centrifugal weight 44 is moved in the centrifugal direction by the centrifugal force generated by the rotation of the crankshaft 11, the driving pulley movable half 43 is brought close to the driving pulley fixed half 42, and is sandwiched between both halves 42, 43. The winding radius of the V belt 45 is increased, that is, the winding radius of the drive pulley 41 is increased, and thereby the transmission ratio of the transmission M is varied.

FIG. 2 is a view showing the driven pulley 51 together with the peripheral configuration.
The driven pulley 51 includes a driven pulley fixed half 52 fixed to the driven shaft 17 and a driven pulley movable half 53 supported by the driven shaft 17 so as to be movable in the axial direction. The driven pulley movable half 53 is disposed opposite to each other, and the V-belt 45 is sandwiched therebetween.
Further, a starting centrifugal clutch 61 is provided between the driven pulley 51 and the driven shaft 17, and the driven pulley 51 and the driven shaft 17 are connected and disconnected (disconnected / connected) via the centrifugal clutch 61. )

More specifically, the driven pulley fixed half 52 includes a fixed half boss 52A that is supported by the driven shaft 17 via a ball bearing 62 and a needle bearing 63 so as to be relatively rotatable. A movable half hub portion 53A of the driven pulley movable half 53 is provided on the outer periphery of the boss portion 52A so as to be relatively rotatable and slidable in the axial direction.
The fixed half-body boss 52A penetrates the driven pulley movable half 53, and a plate member 61A whose diameter is increased in the radial direction is fixed to the end of the fixed half-boss 52A.
Between the plate member 61A and the driven pulley movable half 53, a biasing member that biases the driven pulley movable half 53 toward the driven pulley fixed half 52 (hereinafter referred to as a driven side biasing member). 71 is inserted, and by this driven side biasing member 71, a thrust force that presses the belt 45 against the driven pulley movable half 53 is applied, that is, a contact pressure is applied between the driven pulley 51 and the belt 45. This contact pressure corresponds to a driven thrust.

The plate member 61A also serves as a clutch inner (drive side plate) of the centrifugal clutch 61, and an arm portion 61C having a clutch shoe 61B is provided on the outer peripheral portion of the plate member 61A. The shoe 61B is biased by a biasing member (hereinafter referred to as a clutch biasing member) 61E in a direction away from the inner peripheral surface of the clutch outer 61D fixed to the driven shaft 17.
In this configuration, when the crankshaft 11 rotates, the rotation of the crankshaft 11 is transmitted to the driven pulley 51 of the transmission M, and the driven pulley 51 and the plate member 61A rotate integrally. The clutch shoe 61B comes into contact with the inner peripheral surface of the clutch outer 61D against the urging force of the clutch urging member 61E, the driven pulley 51 and the clutch outer 61D rotate integrally, and the driven shaft 17 is driven to rotate. The In this case, when the engine E exceeds the idling speed, the centrifugal clutch 61 is connected and the motorcycle 1 starts.

In this configuration, the contact pressure variable actuator 34 (see FIGS. 1 and 2) that moves the restricting member 71A that restricts the position of the retainer 71B that contacts the end of the driven member 71 on the plate member 61A side in the axial direction. A driven side contact pressure control unit 35 that controls the contact pressure variable actuator 34, and a driven side contact pressure variable unit 36 that varies the contact pressure between the driven pulley 51 and the belt 45.
Similarly to the electronic throttle control unit 31, the driven side contact pressure control unit 35 constitutes a part of an electronic control unit 33 that electronically controls each part of the vehicle body, and includes various sensors connected to the electronic control unit 33. A detection result and a control result are acquired suitably.
The driven side contact pressure control unit 35 determines the contact pressure between the driven pulley 51 and the belt 45 based on the reference map data for contact pressure control stored in advance, the opening degree of the intake throttle valve 21, the engine speed, and the like. The contact pressure is controlled according to

FIG. 3 shows an operation mode of the driven side contact pressure varying portion 36. In this figure, in the driven pulley 51, when the transmission M has a LOW ratio (when the winding radius of the V belt 45 is large) and when the transmission M has a TOP ratio (when the winding radius of the V belt 45 is small). ).
As shown in FIG. 3, the closer the regulating member 71 </ b> A is to the driven pulley 51, the greater the biasing force by the driven-side biasing member 71, so the contact pressure between the driven pulley 51 and the belt 45 increases.
The restricting member 71A is controlled to a multi-stage position in the axial direction by the driven side contact pressure varying portion 36. When the restricting member 71A is at a position PH closest to the driven pulley 51, the contact member 71A has a high contact pressure, which will be described later with reference to FIG. Corresponds to Ar1. At a position PL where the restricting member 71A is farthest from the driven pulley 51, the contact pressure is low, and corresponds to a region Ar3 in FIG. Further, at an intermediate position PM between the position PH and the position PL, the pressure is in the middle and corresponds to an area Ar3 in FIG. 4 described later.

As shown in FIG. 2, a cam groove 65A of the torque cam 65 is formed integrally with the movable half hub portion 53A, and a guide pin 65B protruding from the fixed half boss portion 52A is formed in the cam groove 65A. Are slidably engaged.
Therefore, when the driven pulley movable half 53 moves in the axial direction with respect to the driven pulley fixed half 52, the driven pulley movable half 53 moves along the cam groove 65A with reference to the guide pin 65B. become.
As shown in FIG. 3, the cam groove 65A has a relatively large inclination angle θ1 (45 ° in this configuration) with respect to the axis of the driven shaft 17 when the transmission M is on the LOW ratio side, and the transmission M is in a TOP position. At the ratio side, the inclination angle θ2 (30 ° in this configuration) with respect to the axis of the driven shaft 17 is relatively small.

According to the cam groove 65A, when the transmission M is on the LOW ratio side, the driven pulley movable half 53 is moved relative to the driven pulley fixed half 52 to move the driven pulley movable half 53 in the axial direction. The guide pin 65B is difficult to move in the axial direction because it needs to be relatively relatively rotated.
Therefore, when the transmission M is on the LOW ratio side and the force transmitted from the engine E to the driven pulley 51 via the belt 45 is relatively large, the guide pin 65B moves in the direction of decreasing the contact pressure. And a high contact pressure capable of suppressing the slippage of the belt 45 on the LOW ratio side can be secured.
On the other hand, when the transmission M is on the TOP ratio side, the force transmitted from the engine E to the driven pulley 51 via the belt 45 is relatively small. Can do.

  Thus, the cam groove 65A constituting the torque cam 65 is formed integrally with the driven pulley movable half 53, and the guide pin 65B entering the cam groove 65A is provided in the driven pulley fixed half 52. There is no need to arrange dedicated parts or parts dedicated to guide pin support, and it is possible to arrange them in a compact manner while avoiding an increase in the number of parts. Further, since the plate member 61A that holds the driven side urging member 71 also serves as the clutch inner of the centrifugal clutch 61, it is possible to avoid an increase in the number of parts.

FIG. 4 is a diagram illustrating the control of the driven side contact pressure varying unit 36. In the figure, the horizontal axis represents the vehicle speed V, the vertical axis represents the engine speed (the number of revolutions of the crankshaft 11) Ne, the symbol L is a characteristic curve of the transmission M for the LOW ratio, T is a characteristic curve of the TOP ratio of the transmission M.
When the intake throttle valve 21 is fully open, as shown by an arrow in FIG. 4, the driven side contact pressure variable unit 36 has an engine speed Ne of the rotation speed Ne1 (over the idling speed and the centrifugal clutch 61 is connected. The contact pressure between the driven pulley 51 and the belt 45 is kept at a low contact pressure until it exceeds the starting rotation speed Ne3), and when the rotation speed Ne1 is exceeded, the contact pressure is switched to the intermediate contact pressure to start rotation. The contact pressure is increased to a high contact pressure at a rotational speed Ne2 before several Ne3, and the high contact pressure is maintained until the vehicle speed V exceeds the vehicle speed Vk at which the transmission M has an intermediate speed ratio between the LOW ratio and the TOP ratio. Hold.
For this reason, the motorcycle 1 can be started in a high contact pressure state. In addition, the driven side contact pressure variable section 36 switches the contact pressure to the intermediate contact pressure when the vehicle speed Vk is exceeded, and suppresses the contact pressure within a range in which the belt 45 can be prevented from slipping.

In FIG. 4, symbol Ar <b> 1 indicates a region where the torque transmitted from the engine E to the driven pulley 51 from the opening of the intake throttle valve 21, the engine speed Ne, and the vehicle speed V is equal to or higher than a predetermined upper limit value. Symbol Ar3 indicates a region where the torque transmitted from the engine E to the driven pulley 51 is less than a predetermined lower limit value, and symbol Ar2 indicates a region between the region Ar1 and the region Ar3, that is, the torque is greater than or equal to the lower limit value. An intermediate region less than the upper limit value is shown.
In the driven side contact pressure variable unit 36, the driven pulley 51 and the belt 45 are based on the opening (θth (THB)) of the intake throttle valve 21 controlled by the electronic throttle control unit 31, the engine speed Ne, and the vehicle speed V. The region Ar1 is controlled to a high contact pressure, the region Ar2 is controlled to a medium contact pressure, and the region Ar3 is controlled to a low contact pressure.
In the present embodiment, as shown in FIG. 4, the driven side contact pressure varying unit 36 determines the contact pressure between the driven pulley 51 and the belt 45 when the opening degree of the intake throttle valve 21 is less than full open. The contact pressure according to the opening of 21 is variable. In general, the lower the opening of the intake throttle valve 21, the smaller the contact pressure required to prevent the belt 45 from slipping. Therefore, the contact pressure becomes excessive by varying the contact pressure according to the opening of the intake throttle valve 21. Can be avoided, and energy loss due to the contact pressure being too high can be reduced.

As shown in FIG. 1, the motorcycle 1 has an operation mode changeover switch (operation mode selection unit) 27. By operating the operation mode changeover switch 27, the operation mode is changed to a high-load running mode. Can be switched to the S mode (high load mode (first mode)) suitable for the vehicle or the D mode (low load mode (second mode)) suitable for the low load running.
The S mode and the D mode are operation modes in which the throttle operation amount 32a is equal to or greater than the maximum operation amount, that is, the characteristics when the throttle grip 26 is fully opened, and the electronic throttle control unit 31 controls the electronic throttle unit 25. The contact pressure control by the driven side contact pressure varying section 36 is different.

FIG. 5 is a flowchart showing acceleration control when the throttle grip 26 is fully opened. As a premise, it is assumed that either the S mode or the D mode is selected.
FIGS. 6A to 6C show characteristic curves of the S mode and the D mode when the throttle grip 26 is fully opened, respectively. More specifically, FIG. 6A shows each operation mode. 6B shows the relationship between the engine speed Ne and the vehicle speed V, FIG. 6B shows the relationship between the opening (θth (THB)) of the intake throttle valve 21 and the vehicle speed V, and FIG. 6C shows the contact pressure. The relationship between F and vehicle speed V is shown. In the figure, the S mode is indicated by a thick solid line, and the D mode is indicated by an alternate long and short dash line.

First, the electronic control unit 33 reads the throttle operation amount 32a by the throttle operation amount detection unit 32 (step S1), and when the S mode is selected (step S2: S mode), the electronic throttle control unit 31 reads the throttle operation amount 32a in advance. The electronic throttle unit 25 is controlled based on the stored reference map data for throttle control (step S3). Thus, the opening degree of the intake throttle valve 21 is controlled to the first opening degree K1 corresponding to the operation amount of the throttle grip 26.
In the S mode, a connecting force is generated by the frictional force generated when the driven pulley movable half 53 rotates along the biasing force of the driven-side biasing member 71 and the torque cam 65. For example, the driven-side contact pressure control unit 35 converts the contact pressure between the driven pulley 51 and the belt 45 based on the reference map data for contact pressure control stored in advance, as shown in FIG. It is also possible to control the contact pressure according to the opening degree of the valve 21 and the engine speed Ne.
Therefore, in the S mode, it is possible to obtain a linear engine output in response to the operation of the throttle grip 26 and to travel with the speed change characteristics of the conventional V-belt type continuously variable transmission according to the engine output.

On the other hand, if the D mode is selected in the determination in step S2 (step S2: D mode), the electronic control unit 33 determines whether or not the transmission M is at the LOW ratio based on the engine speed Ne and the vehicle speed V. Determine (step S4).
If the LOW ratio is not satisfied (step S4: NO), the electronic control unit 33 determines whether or not the throttle grip 26 is fully opened by the throttle operation amount detector 32 (step S5).
If the throttle grip 26 is not fully open (step S5: NO), the electronic control unit 33 proceeds to the process of step S3. If the throttle grip 26 is fully open (step S5: YES), the electronic throttle control unit 31 causes the intake throttle valve to 21 is controlled to an opening (hereinafter referred to as a second opening) K2 (see FIG. 6B) smaller than the first opening K1 (step S6).
The second opening K2 is at least an opening capable of accelerating the motorcycle 1, and the motorcycle 1 can be continuously accelerated even when controlled to the second opening K2 (FIG. 6A). (See (B)).

Subsequently, the electronic control unit 33 determines whether or not the vehicle speed V exceeds a predetermined vehicle speed VA (see FIG. 6A) (step S7). This vehicle speed VA is the vehicle speed when the intake throttle valve 21 is fully open and the transmission M is at a gear ratio between the LOW ratio and the TOP ratio, and is frequently used in urban driving where the D mode is likely to be selected. The vehicle speed is set slightly lower than the lower limit value of the speed range to be used (normal speed range). Here, in the present embodiment, the normal speed range is set to 30 km to 50 km per hour, and the vehicle speed VA is set to about 25 km.
When the vehicle speed VA is exceeded (step S7: YES), the electronic control unit 33 controls the restricting member 71A to the low contact pressure position PL by the driven side contact pressure variable section 36, as shown in FIG. 6C. As described above, the contact pressure between the driven pulley 51 and the belt 45 is reduced (step S8).

  Note that the vehicle speed V1 (<vehicle speed VA) in FIG. 6C corresponds to the timing at which the guide pin 65B engaged with the cam groove 65A of the torque cam 65 moves the cam groove 65A from the LOW ratio side to the TOP ratio side. ing. For this reason, a high contact pressure is maintained by the torque cam 65 on the LOW ratio side below the vehicle speed V1, and the contact pressure is gradually reduced above the vehicle speed V1.

As described above, the vehicle speed VA is between the LOW ratio and the TOP ratio of the transmission M. When the vehicle speed VA exceeds the vehicle speed VA, the contact pressure is reduced by the process of step S8, whereby the drive pulley 41 is centrifuged. The engine rotational speed Ne can be reduced until the thrust generated by the weight 44 (thrust for pressing the driving pulley movable half 43 against the belt 45) matches the contact pressure between the driven pulley 51 and the belt 45, and the driven pulley. By increasing the interval between the fixed half 52 and the driven pulley movable half 53, the transmission ratio of the transmission M can be reduced.
For this reason, as shown in FIG. 6A, the transmission M can be brought close to the TOP ratio while lowering the engine speed Ne.

In this configuration, since the contact pressure at the time of the TOP ratio (low contact pressure position PL) is lowered in the process of step S8, the opening degree of the intake throttle valve 21 is maintained at the second opening degree K2, which is lower than that in the S mode. In this state (see FIG. 6B), as shown in FIG. 6A, the gear ratio can be shifted to the TOP ratio at a lower vehicle speed (vehicle speed VB) than in the S mode.
Moreover, since the vehicle speed VA is set to a vehicle speed (about 25 km / h) near the lower limit of the normal speed range (30 km / h to 50 km / h), the front / rear range VX (see FIG. 6A) including the vehicle speed VB The engine speed Ne can be efficiently lowered in the normal speed range.

Next, as shown in FIG. 5, the electronic control unit 33 determines whether or not the vehicle speed V is equal to or higher than the vehicle speed VC in the vicinity of the maximum vehicle speed obtained by the current opening degree of the intake throttle valve 21 (step S9). When the vehicle speed V becomes equal to or higher than the vehicle speed VC (step S9: YES), the electronic control unit 33 causes the electronic throttle control unit 31 to change the opening of the intake throttle valve 21 to the first opening corresponding to the throttle operation amount 32a. Gradually approach K1 (step S10 (see FIG. 6B)).
Therefore, at a vehicle speed VC or higher, as shown in FIG. 6 (A), the vehicle speed reaches VD that reaches the TOP ratio in the S mode while maintaining the TOP ratio. At this vehicle speed VD or higher, the vehicle accelerates at the TOP ratio as in the S mode. The above is the control when the throttle grip 26 is fully opened.

Thus, in the D mode, acceleration is performed at the opening (second opening K2) of the intake throttle valve 21 that is throttled more than in the S mode, and the vehicle speed VC near the maximum vehicle speed obtained by the second opening K2 is reached. Therefore, the intake throttle valve 21 is opened as compared with the S mode until the vehicle speed VD (> vehicle speed VC) completely coincides with the S mode. The engine speed Ne can be lowered while reducing the degree. Therefore, it is possible to accelerate while saving fuel.
In addition, when the transmission M exceeds the vehicle speed VA when the transmission ratio is between the LOW ratio and the TOP ratio, the contact pressure is reduced and the TOP ratio is quickly achieved, so the engine speed Ne is efficiently increased while accelerating. Can be lowered. For this reason, fuel can be further saved compared with the case where the intake throttle valve is only throttled to the second opening K2 without reducing the contact pressure (indicated by a wavy line fx in the figure).

As described above, according to the present embodiment, the electronic throttle control unit 31 controls the opening degree of the intake throttle valve 21 according to the selected operation mode, and the driven side contact pressure variable unit 36 In the mode (low load mode), when a predetermined vehicle speed VA is exceeded, the contact pressure between the driven pulley 51 and the belt 45 is reduced. In the D mode, the opening degree of the intake throttle valve 21 is reduced, and By reducing the contact pressure, the transmission ratio of the transmission M can be reduced and the engine speed Ne can be reduced. Accordingly, it is possible to set an appropriate driven thrust according to the mode of the electronic throttle unit 25 and to save fuel. Further, the S mode (high load) in which the operation mode is set to the intake amount corresponding to the throttle operation amount 32a. Mode) and D mode (low load mode) that reduces the intake air amount compared to the S mode, and the contact pressure is reduced in the D mode. It is possible to save fuel while satisfying suitable traveling performance.

In addition, when the D mode is selected and the throttle operation amount 32a is equal to or greater than the maximum operation amount corresponding to acceleration (when fully open), the electronic throttle control unit 31 opens the intake throttle valve 21 with the predetermined opening degree. The second opening K2 is maintained, and when the driven side contact pressure variable section 36 exceeds the vehicle speed VA, the contact pressure between the driven pulley 51 and the belt 45 is reduced. You can save fuel while accelerating.
Here, when the throttle operation amount 32a is equal to or greater than the maximum operation amount, the fuel consumption is large, and in this configuration, the operation mode that saves the fuel at this time can be selected. It is possible to save fuel without influencing when traveling less than the maximum operation amount.

Furthermore, since the driven side contact pressure variable portion 36 reduces the contact pressure between the driven pulley 51 and the belt 45 when the transmission M is between the LOW ratio and the TOP ratio, the start performance at the LOW ratio is improved. However, fuel can be saved by quickly shifting to the TOP ratio.
In addition, the electronic throttle control unit 31 reduces the contact pressure between the driven pulley 51 and the belt 45 and then reaches the vehicle speed VC near the maximum vehicle speed obtained with the current opening degree of the intake throttle valve 21. Therefore, the vehicle can be accelerated to a higher vehicle speed with the TOP ratio. In this case, the engine speed NE and the vehicle speed are almost completely proportional, and the operational feeling can be improved.
In addition, as shown in FIG. 4, the driven side contact pressure variable unit 36 adjusts the contact pressure between the driven pulley 51 and the belt 45 according to the throttle operation amount 32a when the throttle operation amount 32a is less than the maximum operation amount. Since the pressure is variable, the energy loss caused by the contact pressure being too high can be reduced, and the transmission efficiency can be increased correspondingly to save fuel.

Second Embodiment
In the second embodiment, when the D mode is selected, the same control as that in the first embodiment is performed when the throttle grip 26 is fully opened, and the throttle opening 26 is in a predetermined opening range where the throttle grip 26 is not fully opened (at least cruise traveling). In the opening range including the opening of the hour), the opening of the intake throttle valve 21 is controlled to the second opening K2 which is an opening smaller than the first opening K1 for obtaining a linear engine output.
Here, FIGS. 7A to 7D respectively show timing charts of the S mode and the D mode when the throttle grip 26 has a predetermined opening that is not fully opened. More specifically, FIG. 7A shows the relationship between the engine speed Ne and time T in each operation mode, and FIG. 7B shows the opening degree (θth (THB)) of the intake throttle valve 21. FIG. 7C shows the relationship between the contact pressure F and time T, and FIG. 7D shows the relationship between the vehicle speed V and time T. FIG.

As shown in FIGS. 7A to 7D, when the S mode is selected, the opening degree of the intake throttle valve 21 is controlled to the first opening degree K1 (see FIG. 7B), and the D mode is set. Is selected, the opening degree of the intake throttle valve 21 is controlled to the second opening degree K2 (see FIG. 7B). The first opening K1 and the second opening K2 may be different or the same opening. For example, the first opening K1 and the second opening K2 are different when the throttle operation amount 32a is greater than or equal to a predetermined amount, but are less than the predetermined amount. It may be the same and conforms to the predetermined opening K2 when fully opened.
By the way, even if the rotation speed of the crankshaft 11 is the same, the contact necessary for suppressing the slip between the driven pulley 51 and the belt 45 during the cruise traveling at a constant vehicle speed and during the acceleration traveling. The pressure is different, and higher contact pressure is required during acceleration travel than during cruise travel.
In general, in a V-belt type transmission in which the transmission ratio is varied by the centrifugal weight 44 such as the transmission M of this configuration, the transmission ratio is substantially determined by the number of rotations of the crankshaft 11, so that even during cruise traveling or acceleration traveling, the connection ratio If the pressure is almost the same and the contact pressure is set in accordance with the acceleration traveling, the contact pressure during cruise traveling becomes excessive.
Therefore, in this configuration, cruise control is performed to reduce the contact pressure during cruise traveling.

FIG. 8 is a flowchart showing cruise control.
First, the electronic control unit 33 determines whether or not the transmission M is in a gear ratio between the LOW ratio and the TOP ratio based on the engine speed Ne and the vehicle speed V (step S11). If the determination is negative, the cruise control is temporarily terminated. If the determination is affirmative, the process proceeds to the subsequent step S12. Even if the cruise control is terminated, the process of step S11 is re-executed at a predetermined interrupt cycle.
In step S12, the electronic control unit 33 determines whether or not the state in which the vehicle speed V is constant and the opening degree of the intake throttle valve 21 is continued for a preset set time or longer is negative. If this is the case, the cruise control is terminated once. If the result is affirmative, it is determined that the cruise is running (step S13). That is, the electronic control unit 33 functions as a cruise travel determination unit that determines whether or not the cruise travel.

If it is determined that the cruise is being performed, the electronic control unit 33, when the S mode is selected (step S14: S mode), keeps the opening degree of the intake throttle valve 21 in the S mode constant, The contact pressure between the driven pulley 51 and the belt 45 is reduced by the pressure variable unit 36 (step S15).
Further, even when the D mode is selected (step S14: D mode), the electronic control unit 33 maintains the opening degree of the intake throttle valve 21 in the D mode constant, and the driven side contact pressure variable unit 36. Thus, the contact pressure between the driven pulley 51 and the belt 45 is reduced (step S16).

  According to the control of the steps S15 and S16, the thrust generated by the centrifugal weight 44 of the drive pulley 41 (thrust that presses the drive pulley movable half 43 against the belt 45) becomes the contact pressure between the driven pulley 51 and the belt 45. The engine speed Ne is decreased until the balance is achieved, and the winding radius of the driven pulley 51 is decreased, so that the transmission ratio of the transmission M is decreased.

The operation by this cruise control will be described with reference to FIG.
First, in FIG. 7, time ta indicates the timing at which it is determined that the cruise travels. In both the S mode and the D mode, the contact pressure is immediately controlled to be reduced at the time ta, the contact pressure reduction control is finished at the time tb, and the contact pressure is lowered after the time tb. Retained. The opening of the intake throttle valve 21 is maintained at the first opening K1 in the S mode and at the second opening K2 in the D mode.
In the control in steps S15 and S16, even when the engine speed Ne decreases and the gear ratio of the transmission M decreases, the vehicle speed V is maintained constant as shown in FIG. That is, the control in steps S15 and S16 is a control for reducing the contact pressure so as to cause the engine speed Ne and the transmission gear ratio to decrease while maintaining the vehicle speed V constant in each mode. It is.
For this control, for example, map data in which vehicle speed V, the opening degree of intake throttle valve 21 and the like are associated with the control content of contact pressure or a calculation formula is stored in advance, and the map data or the calculation formula is used. What is necessary is just to make it based on the obtained value. Further, in the example of FIG. 7C, the driven side contact pressure varying portion 36 controls the regulating member 71A from the intermediate contact pressure position PM to the position PLS for decreasing the contact pressure in the S mode. In the mode, the restricting member 71A is controlled to a position PLD where the contact pressure is further lowered than the position PLS in the S mode. Here, the position PLD in the D mode is a position where the contact pressure (driven thrust) is lowered to the limit (necessary minimum).

  7A and 7C, a two-dot chain line indicates a case where the contact pressure is not reduced (comparative example). In this configuration, fuel can be saved as much as the engine speed Ne can be reduced compared to this comparative example. That is, the contact pressure is lowered so that the contact pressure does not become excessive when traveling at a constant vehicle speed V, thereby reducing the energy loss that occurs when the contact pressure becomes excessive and increasing the transmission efficiency. , Can save fuel.

Next, the return from cruise to normal driving will be described.
9A to 9C show timing charts in this case, FIG. 9A shows the relationship between the throttle operation amount 32a and time T, and FIG. 9B shows each operation mode. 9 shows the relationship between the opening (θth (THB)) of the intake throttle valve 21 and time T, and FIG. 9C shows the relationship between the contact pressure F and time T.
In FIG. 9A, reference symbol G1 represents a grip operation amount during cruise, and FIG. 9A shows a case where the throttle grip 26 is fully opened between time t1 and time t2. Yes. Further, in FIG. 9B, the symbol KX is the opening degree of the intake throttle valve 21 during cruise.

When the electronic control unit 33 detects a change in the throttle operation amount 32a at time t1, the electronic control unit 33 determines that the cruise travel has ended, changes the opening of the intake throttle valve 21 to an opening corresponding to each mode, and contact pressure. Control to change F is performed.
As for the control of the intake throttle valve 21 in this case, as shown in FIG. 9B, the electronic control unit 33 adjusts the opening degree of the intake throttle valve 21 to the grip operation amount in the S mode. While the control is immediately performed to the first opening K1 (here, the maximum opening), in the case of the D mode, the opening of the intake throttle valve 21 is not immediately adjusted to the second opening K2 that matches the grip operation amount. Instead, the second opening degree K2 is controlled in accordance with a predetermined opening degree characteristic that smoothens the opening degree change.
For this reason, in the D mode, the intake throttle valve 21 is slowly opened, and the second opening K2 is controlled at a timing (time t4) delayed from the time t2 when the grip operation ends.
The second opening K2 is an opening that is narrower than the first opening K1, and even if the throttle grip 26 is fully open, the second opening K2 is an opening that is narrower than the maximum opening. .

As for the control for changing the contact pressure F, as shown in FIG. 9C, in the S mode, the electronic control unit 33 immediately controls the contact pressure according to the opening degree of the intake throttle valve 21. On the other hand, in the D mode, the contact pressure is returned at a timing (time t3) before the timing (time t4) at which the intake throttle valve 21 returns to the second opening K2. However, the timing at which this contact pressure returns is later than the timing (time t2) when the operation of the throttle grip 26 ends, and this contact pressure is also slowly increased.
In this way, by returning from the cruise to normal driving, the fuel consumption during acceleration can be improved as the minimum contact pressure required during acceleration in the D mode.

In this configuration, in the D mode, the intake throttle valve 21 is slowly opened according to a predetermined opening degree characteristic, so that fuel consumption can be improved and the belt 45 is allowed to slip after the contact pressure (driven thrust) increases. Can be prevented.
Further, in the D mode, the contact pressure (driven thrust) rises more slowly than in the S mode, so that an increase in the belt friction force due to an excessive contact pressure is avoided, thereby improving fuel efficiency. In addition, since the contact pressure is restored before the intake throttle valve 21, the belt 45 can be more reliably prevented from slipping.

As described above, according to the present embodiment, when the vehicle speed V is constant and the opening degree of the intake throttle valve 21 is kept constant, it is determined that the vehicle is cruising and when the vehicle is cruising, Since the driven side contact pressure variable section 36 reduces the contact pressure between the driven pulley 51 and the belt 45, the contact pressure does not become excessive during cruise traveling, and energy loss caused by the contact pressure being too high is reduced. The transmission efficiency can be increased and fuel can be saved.
In addition, although the case where it was determined whether or not the cruise travel is determined based on the vehicle speed V and the intake throttle valve 21 is not limited to this, it is determined that the cruise travel when at least the intake throttle valve 21 continues to be in a constant state. The contact pressure may be reduced.

The above-described embodiment is merely an aspect of the present invention, and can be arbitrarily modified and applied without departing from the gist of the present invention.
For example, in the above embodiment, in the case of the D mode, when the vehicle speed VA is exceeded, in addition to reducing the contact pressure between the driven pulley 51 and the belt 45, the symbol fb (two-dot chain line) is shown in FIG. ), The opening degree of the intake throttle valve 21 may be reduced only for a short time. According to this configuration, the engine speed Ne can be reduced more quickly and the gear ratio can be changed quickly according to the TOP ratio, and fuel can be further saved.
In the above embodiment, the case where the operation mode is selected based on the switch operation of the operation mode changeover switch 27 has been described. However, the present invention is not limited to this, and the operation mode is selected based on the speed at which the throttle grip 26 is rotated. May be. In this case, for example, the electronic throttle control unit 31 selects the S mode (high load mode) based on the detection result of the throttle operation amount detection unit 32 if the operation speed of the throttle grip 26 is equal to or higher than a predetermined threshold. If it is less than the threshold, the D mode (low load mode) may be selected.

In the above embodiment, the case where the contact pressure is reduced when the throttle grip 26 exceeds the predetermined vehicle speed (vehicle speed VA) when the throttle grip 26 is fully opened has been described. The contact pressure may be lowered when a predetermined vehicle speed is exceeded at an opening (for example, a predetermined opening corresponding to acceleration such as an opening in the vicinity of full opening).
In the above embodiment, the case where the present invention is applied to the motorcycle 1 having a V-belt type continuously variable transmission has been described. However, the present invention is not limited to the V-belt type, but a motorcycle having a known belt-type continuously variable transmission. The present invention can be widely applied to.
Moreover, although the case where this invention is applied to the drive control apparatus of a motorcycle was demonstrated, not only this but this invention can be widely applied to the drive control apparatus of vehicles, such as a saddle-ride type vehicle. The saddle-ride type vehicle includes all vehicles that ride on the vehicle body, and includes not only motorcycles (including bicycles with motors) but also three-wheeled vehicles and four-wheeled vehicles classified as ATVs (rough terrain vehicles). It is a vehicle including.

1 Motorcycle (saddle-ride type vehicle)
11 Crankshaft (drive shaft)
15 Intake passage 17 Drive shaft 21 Intake throttle valve 25 Electronic throttle unit 26 Throttle grip (throttle operator)
27 Operation mode selector switch (operation mode selector)
31 Electronic throttle control unit 33 Electronic control unit (cruise travel determination unit)
36 Driven side contact pressure variable part 41 Drive pulley 44 Centrifugal weight 45 V belt 51 Driven pulley P Power unit E Engine M Transmission

Claims (8)

An electronic throttle part (25) for opening and closing an intake throttle valve (21) provided in an intake passage (15) of the engine (E);
An electronic throttle controller (31) for controlling the opening of the intake throttle valve (21) at least in accordance with the operation of the throttle operator (26);
A belt (45) is stretched between a drive pulley (41) provided on the drive shaft (11) of the engine (E) and a driven pulley (51) provided on the driven shaft (17), and the engine (E) In a vehicle drive control device comprising a belt type continuously variable transmission (M) having a centrifugal weight (44) that varies a winding radius of the drive pulley (41) by a centrifugal force generated by the power of
A driven side contact pressure variable section (36) that varies the contact pressure between the driven pulley (51) and the belt (45), and an operation mode selection section (27) that selects an operation mode,
The electronic throttle control unit (31) controls the opening of the intake throttle valve (21) according to the selected operation mode, and the driven side contact pressure variable unit (36) is a predetermined vehicle speed (VA). Or when the throttle operation amount of the throttle operator (26) continues to be constant, the contact pressure between the driven pulley (51) and the belt (45) is reduced ,
The operation mode includes a first mode in which the intake amount of the engine (E) is an intake amount corresponding to the throttle operation amount, and a second mode in which the intake amount is less than the first mode,
When the second mode is selected, the driven side contact pressure variable unit (36) reduces the contact pressure between the driven pulley (51) and the belt (45), and the electronic throttle control unit ( 31) increases the opening of the intake throttle valve (21) when the vehicle speed (VC) near the maximum vehicle speed obtained with the current opening of the intake throttle valve (21) is reached after the contact pressure is reduced. A drive control apparatus for a vehicle characterized by the above. When the second mode is selected and the throttle operation amount is equal to or greater than a predetermined amount corresponding to acceleration, the electronic throttle control unit (31) can accelerate the intake throttle valve (21) with a predetermined opening degree. When the driven side contact pressure variable section (36) exceeds the predetermined vehicle speed (VA), the contact pressure between the driven pulley (51) and the belt (45) is maintained. The drive control device for a vehicle according to claim 1, wherein the drive control device is reduced. The vehicle drive control apparatus according to claim 2, wherein the predetermined amount corresponding to the acceleration is such that the throttle operation amount is a maximum operation amount. The driven side contact pressure variable section (36) is configured to contact pressure between the driven pulley (51) and the belt (45) when the belt type continuously variable transmission (M) is between a LOW ratio and a TOP ratio. The drive control apparatus for a vehicle according to any one of claims 1 to 3, wherein: When the vehicle speed is constant and the opening degree of the intake throttle valve (21) is kept constant, the vehicle has a cruise traveling determination unit (33) for determining cruise traveling,
  The said driven side contact pressure variable part (36) reduces the contact pressure of the said driven pulley (51) and the said belt (45), when it determines with cruise driving | running | working. The vehicle drive control device according to any one of the preceding claims. When the cruise travel determination unit determines that the cruise travel has ended due to a change in the throttle operation amount, the electronic throttle control unit (31) determines the opening of the intake throttle valve (21) as the throttle operator (26). ) At the timing (t4) later than the throttle operation, the intake valve return control is changed to the opening (K2) according to the throttle operation amount, and the driven side contact pressure variable section (36) Perform contact pressure return control to change the pressure to a contact pressure that matches the opening (K2) that matches the throttle operation amount,
  6. The vehicle drive control device according to claim 5, wherein the contact pressure return control is completed prior to the intake valve return control. When the throttle operation amount is less than the maximum operation amount, the driven side contact pressure variable section (36) changes the contact pressure between the driven pulley (51) and the belt (45) according to the throttle operation amount. The vehicle drive control device according to claim 3, wherein the drive control device is variable in pressure. When the second mode is selected, the electronic throttle control unit (31) is configured to reduce the contact pressure and reduce the contact pressure to a vehicle speed in the vicinity of the maximum vehicle speed obtained with the current opening of the intake throttle valve (21). 8. The opening degree of the intake throttle valve (21) is increased so as to accelerate while maintaining a gear ratio at a TOP ratio at (VC). Vehicle drive control device.

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