JPH0293166A - Controller for continuously variable transmission - Google Patents

Abstract

PURPOSE:To obtain the traveling feeling having the superior responsiveness for the throttle valve control by fixing the aimed speed change ratio by an aimed speed change ratio control means when the cornering operation of a motorcycle is detected. CONSTITUTION:The cornering radius R of a motorcycle is estimated through the searching of a memory means 313 according to a steering wheel turning angle thetah and the car speed (v) detected by a sensor 301. Further, the threshold value Rset of the cornering radius is read out from a threshold value table 314 according to the car speed (v), and if the threshold value Rset is over the actual cornering radius R, a comparison means 315 judges cornering operation, and a searching stop signal is outputted into a speed change ratio memory means 311. In the speed change ratio memory means 311, searching the new aimed speed change ratio Retio according to the engine revolution speed Ne, throttle opening degree thetath, and the car speed (v) is suspended, and fixes the value to the aimed speed change ratio before the cornering judgement. Therefore, during the cornering operation, the traveling feeling having the superior responsiveness for the throttle valve control can be obtained.

Description

[Detailed Description of the Invention] (Field of Industrial Application) The present invention relates to a control device for a continuously variable transmission for a vehicle, and in particular, improves the responsiveness of running by throttle valve control during cornering of a motorcycle. The present invention relates to a control device for a continuously variable transmission for a vehicle.

(Prior art) Regarding continuously variable transmissions for vehicles, for example, Japanese Patent Laid-Open No. 62-27
As described in Japanese Patent No. 3189, the gear ratio is controlled to match a target gear ratio obtained from vehicle speed information and throttle opening information.

(Problems to be Solved by the Invention) The above-described conventional technology had the following problems.

When the technology described in the above-mentioned publication is applied to a motorcycle, for example, when cornering, it is difficult to expect that the throttle valve control will be very responsive to driving.

In other words, in conventional control devices for continuously variable transmissions for vehicles, the gear ratio of the continuously variable transmission was controlled even during cornering, so the change in throttle opening due to the driver's control of the accelerator grip was As a result, the responsive driving feeling has been dulled.

The present invention has been made to solve the above-mentioned problems, and its purpose is to provide a continuously variable transmission for a vehicle that can provide a good driving feeling with good responsiveness to throttle valve control during cornering. The purpose is to provide a control device for the machine.

(Means and effects for solving the problem) In order to solve the above-mentioned problems, the present invention detects whether or not the motorcycle is cornering, and detects whether or not the motorcycle is cornering, and detects whether the motorcycle is cornering or not. It is unique in that the gear ratio of the machine is fixed.

As a result, when cornering, a good driving feeling with good responsiveness to throttle valve control can be obtained.

(Example) The present invention will be described in detail below with reference to the drawings.

The continuously variable transmission controlled by the present invention may be of any type, but for example, Japanese Patent Laid-Open No. 62-22477
The continuously variable transmission as described in Publication No. 0 is a continuously variable transmission in which the gear ratio of the continuously variable transmission can be uniquely determined by determining the drive amount of the gear ratio changing means. Can be done.

The continuously variable transmission described in the above publication will be briefly explained below.

The continuously variable transmission described in the above publication includes a constant displacement swash plate type hydraulic pump (hereinafter referred to as a hydraulic pump) P and a variable displacement type swash plate type hydraulic motor (hereinafter referred to as a hydraulic motor) M.
It is composed of

The gear ratio of this continuously variable transmission is determined by the following equation.

Valley type of hydraulic pump P Therefore, by changing the capacity of the hydraulic motor M from zero to a certain value, the gear ratio can be changed from 1 to a certain required value.

Since the capacity of the hydraulic motor M is determined by the stroke of the motor plunger, the gear ratio can be changed from 1 to a certain required value by tilting the motor swash plate from an upright position to a certain inclined position.

FIG. 2 is a block diagram showing a hydraulic circuit of the continuously variable transmission.

In FIG. 2, F is an oil pump driven by the engine E, C is a clutch mechanism, Q is a flow rate adjustment mechanism, Wr is a drive wheel rotatably driven by the output shaft of the continuously variable transmission, and Wf is a driven wheel. The driving wheels are shown, and a hydraulic closed circuit G is formed between a hydraulic pump P and a hydraulic motor M.

This hydraulic closed circuit G includes an outer oil passage 41 forming a high pressure oil passage.
and an inner oil passage 40 forming a low pressure oil passage.

The oil pump F is connected to the inner oil passage 40 and the outer oil passage 41 via a replenishment oil passage 120 and a check valve 121, and the hydraulic oil pumped from the oil tank 122 is connected to the replenishment oil passage 41. 120 and a check valve 121. Further, the supply oil path 1
A relief valve 123 is provided in the middle of the valve 20 to adjust the pressure of the supplied hydraulic oil to a constant level.

The clutch mechanism C includes an actuator 12 equipped with a clutch sensor 124 that detects the operating position of the first distribution valve 45 (or the operating position of the first control ring) as a clutch valve.
5, the flow rate adjustment mechanism Q is constituted by an actuator 127 equipped with a flow rate sensor 126 that detects the operating position of the second distribution valve 46 (or the operating position of the second control ring), and Angle control mechanism 8
0 is constituted by an electric motor 86 as an actuator and a gear ratio detection sensor (ratio sensor) 128 for detecting the tilting position of the motor swash plate 20, that is, the shift position.

The control means U includes each actuator 12 constituting the clutch mechanism C1, the flow rate adjustment mechanism Q, and the tilt angle control mechanism 80.
5, 127, electric motor 86, and clutch sensor 12
4. A Ne sensor 204 which is electrically connected to the flow rate sensor 126 and the gear ratio detection sensor 128 and which detects the rotational speed Ne of the engine E; a θth sensor 207 which detects the throttle opening 6th of the engine E; Vehicle speed sensor S C that detects the rotational speed of the driving wheel Wr, Brake sensor Sd that detects the operating state of a braking mechanism such as a brake lever of the vehicle, Vehicle speed sensor Se that detects the rotational speed of the driven wheel Wf, Change switch Sf, Large A Pa sensor 205 for detecting atmospheric pressure Pa and a pb sensor 206 for detecting a negative pressure Pb downstream of the throttle valve in the intake pipe (hereinafter simply referred to as negative pressure in the intake pipe) are connected to each other,
Information from each of these sensors is constantly being input.

The control means U performs functions of the microcomputer 201, which will be described later with reference to FIG. It also has functions to execute various necessary controls.

An example in which a continuously variable transmission configured as described above is mounted on a motorcycle is shown in FIGS. 3 and 4.

This motorcycle includes a body frame 130, an engine E supported by the body frame 130, and the above-mentioned continuously variable transmission CVT disposed downstream of the engine E.

The continuously variable transmission CVT in this case is a hydraulic type,
As shown in FIG. 3, the output shaft 25 is arranged in the left-right direction of the vehicle body so as to be parallel to the crankshaft 1 of the engine E.

Further, the symbol Wf indicates a driven wheel, Wr indicates a driving wheel to which driving force is transmitted from the engine Eh1, and the vehicle body frame 1
A fuel tank 131 is fixed to the upper front part of the vehicle 30, and a seat 132 is fixed to the rear seat rail 130a.

The driven wheel Wf is a front fork 134 attached to a tire vibrator 133 at the front of the vehicle body frame 130.
A handle 135 is rotatably supported at the lower end and is attached to a front fork 134 above the helladvib 133.

On the other hand, as shown in FIG. 4, the drive wheel Wr is a swinging end of a swing arm 137 attached to the vehicle body frame 130 so as to swing while receiving a reaction force from a cushion unit 136. As shown in FIG. 3, it is connected to an output shaft 25 of a continuously variable transmission CVT by a secondary reduction gear 3 disposed on the left side of the vehicle body.

The center of mass of the rotating system such as the continuously variable transmission CVT and the crankshaft 1 is arranged so as to be located at the center in the width direction of the vehicle body, and the input/output shaft of the continuously variable transmission CVT and the crankshaft 1 The rotation direction of the drive wheel Wr is arranged so as to coincide with the rotation direction of the drive wheel Wr. The reason for this arrangement is that by changing the rotational speed of these rotating systems by operating the accelerator, the inertial reaction force can be used to increase pitching in the pitching direction without creating a yaw moment in the left-right direction on the vehicle. This is to generate a moment so that the load applied to the front and rear wheels can be changed arbitrarily.

Further, numeral 2 is a chain-type primary reduction gear, 2a is an output brocket of the primary reduction gear 2, 4 is a crankcase,
138 is an air cleaner, 139 is an exhaust pipe, 140 is an accelerator grip, 141 is a clutch lever, and 1
42 is a change pedal for manual operation, and 143 is a brake pedal.

In this case, the change pedal 142 is connected to the change switch Sf and outputs two types of signals depending on the direction of its operation, one of which changes the gear ratio to the TOP side. One is a shift-up signal for changing the gear ratio, and the other is a down-shift signal for changing the gear ratio to the LOW side.

Note that this continuously variable transmission can calculate a target gear ratio and control the actual gear ratio to match the target gear ratio. It is also possible to control the engine speed to match the target engine speed.

Next, the present invention applied to the continuously variable transmission and the like will be explained.

FIG. 5 is a block diagram showing the configuration of an embodiment of the present invention.

In FIG. 5, the microcomputer 201 includes a CPU 201, an ASROM 201B, a RAM 2, and
01C, an input/output interface 201D, and a common bus 201E that connects them.

Ne sensor 204, θth sensor 207, vehicle speed sensor S
The e% and steering angle sensor 301 are connected to the microcomputer 201. The Ne sensor 204 actually detects a plurality of pawls provided at equal intervals on the crankshaft of the vehicle, and calculates the rotational speed Ne of the internal combustion engine based on the detection time of the pawls.

70.81.85 and 86 are the above-mentioned Japanese Patent Application Laid-open No. 62-2
As shown in FIG. 10 of Publication No. 24770, a trunnion shaft connected to the swash plate of the hydraulic motor M, a fan-shaped sector gear connected to the trunnion shaft, a worm gear screwed to the sector gear, and This is a motor that rotationally drives the worm gear. This motor 86 is also connected to the microcomputer 201.

Further, reference numeral 128 indicates the trunnion shaft 70 or the motor 8.
This is a gear ratio detection sensor that detects the rotation angle of 6, that is, the gear ratio of the continuously variable transmission, and this gear ratio detection sensor 128 is connected to the microcomputer 201 via the A/D converter 210. has been done.

The ratio meter 304 displays the actual gear ratio of the continuously variable transmission detected by the gear ratio detection sensor 128, and is connected to the microcomputer 201 via the meter drive means 303 and the D/A converter 302. has been done. A detailed diagram of the ratiometer 304 is shown in FIG.

In addition, instead of displaying the actual gear ratio of the continuously variable transmission, as shown in FIG. 401 is provided, and the display device 40
It is also possible to display data corresponding to the gear ratio by displaying a portion corresponding to the actual vehicle speed V and engine rotational speed Ne as dots in the area shown by diagonal lines 1.

FIG. 6.7 is a flowchart showing the operation of one embodiment of the present invention, with FIG. 6 showing the main routine and FIG. 7 showing the fixed time interrupt routine.

In FIG. 6, initialization is first performed in step S1.

In step S2, vehicle speed V, engine speed Ne
and the throttle opening θth are read.

In step S3, it is determined whether a cornering flag, which will be described later with reference to FIG. 7, is set. If the cornering flag is set, the process moves to step S5, and if it is not set, the process moves to step S4.

In step S4, the target gear ratio R is
etio is searched. The target gear ratio Retio is registered in advance in the microcomputer 201 (FIG. 5) using the vehicle speed v1, the engine rotational speed Ne, and the throttle opening θth as parameters.

In step S5, the actual gear ratio θr is read from the gear ratio detection sensor 128 (FIG. 5).

In step S6, it is determined whether the absolute value of the difference obtained by subtracting the target speed ratio Retio from the actual speed ratio θr is greater than a predetermined value ε. If the actual gear ratio θr is smaller than the predetermined value ε, the actual gear ratio θr is the target gear ratio Reti.

It is determined that they almost match, and the process proceeds to step S.
Return to 2.

If it is larger than the predetermined value ε, in step S7,
It is determined whether the difference obtained by subtracting the target speed ratio ReNo from the actual speed ratio θr is larger than 0, that is, whether the actual speed ratio θr is larger than the target speed ratio Retjo.

If the actual gear ratio θr is larger, in step S8, an output θout is generated to the motor 86 (FIG. 5) on the side where the actual gear ratio is lower. If the target gear ratio Retio is larger, in step S9, an output θout is generated to the motor 86 on the side where the actual gear ratio increases.

After the process of step S8 or S9 is completed, the process returns to step S2.

Next, in FIG. 7, first, in step Sll, the steering wheel turning angle θh and the vehicle speed ■ are read.

In step S12, the cornering radius R of the motorcycle is estimated from the steering wheel turning angle θh and the vehicle speed V by searching.

Figure 8 shows the steering wheel turning angle θ using the vehicle speed V as a parameter.
3 is a graph showing an example of the relationship between h and cornering radius R.

A map having such a relationship is registered in the microcomputer 201 (FIG. 5), and the cornering radius R is retrieved from this map. This cornering radius R is an estimated value of the actual cornering radius.

Next, in step S13, the cornering radius threshold Rset is read from the threshold table based on the vehicle speed (2). This cornering radius threshold Rse
t is used to determine whether or not the estimated cornering radius R is in a cornering radius region where fixed gear ratio control according to the present invention is to be performed.

Figure 9 shows the vehicle speed ■ and cornering radius threshold Rset.
3 is a graph showing an example of the relationship between A table having such a relationship is stored in the microcomputer 201.
(FIG. 5), and the cornering radius threshold Rset is read from the table.

Next, in step S14, the threshold value Rs
It is determined whether et is greater than or equal to the actual cornering radius R. If the threshold value R8et is equal to or greater than the actual cornering radius R, it is determined that the motorcycle is cornering, and the cornering flag is set in step S15. Further, if the threshold value Rset is not greater than or equal to the actual cornering radius R, it is determined that the motorcycle is traveling straight, and the cornering flag is reset in step S16.

After the process of step S15 or S16 is completed,
The process ends.

As described above, in the present invention, during cornering, the gear ratio of the continuously variable transmission is fixed to the gear ratio immediately before cornering, so that a good driving feeling with good responsiveness to throttle valve control can be obtained. Can be done.

Note that the output signal to the ratio meter 304 shown in FIG. 5 may be either the target gear ratio Retio or the actual gear ratio θ.Target gear ratio Reti.

When outputting to the ratio meter 304, step S4
Or after the process of S6 is finished, or when outputting the actual gear ratio θr to the ratio meter 304, step S5 or S6
It is sufficient to output each data after the completion of the processing.

Furthermore, when a ratiometer as shown in FIG. 11 is used, data may be output to the ratiometer after the processing in step S2.

FIG. 1 is a functional block diagram of an embodiment of the present invention. In FIG. 1, the same reference numerals as in FIG. 5 represent the same or equivalent parts.

In FIG. 1, a Ne sensor 204, a θth sensor 20
7 and at least one of the vehicle speed sensor Se is connected to the gear ratio storage means 311. This gear ratio storage means 31
1 is the engine rotation speed Ne.

A target gear ratio Retio is stored using at least one of the throttle opening θth and the vehicle speed V as a parameter. Then, the Ne sensor 204 and the θth sensor 20
7 and the vehicle speed sensor Se, the target gear ratio Retio is retrieved and output to the feedback control means 312.

A gear ratio detection sensor 128 that detects the rotation angle of the trunnion shaft 70 or the motor 86, that is, the actual gear ratio θr of the continuously variable transmission, is connected to the feedback control means 312. This feedback control means 312 controls the actual speed ratio θr to match the target speed ratio Retio.
Controls motor 86.

The vehicle speed sensor Se and the steering wheel turning angle sensor 301 are connected to a cornering radius R storage means 313. The cornering radius R storage means 313 stores the cornering radius R using the steering wheel turning angle θh and the vehicle speed V as parameters (see FIG. 8). Using the steering wheel turning angle θh and the vehicle speed V output from the vehicle speed sensor Se and the steering wheel turning angle sensor 301, the actual cornering radius R is stored in the cornering radius R storage means 313.
is searched and output to comparison means 315.

The threshold value Rset storage means 314 stores a threshold value RSet using the vehicle speed V as a parameter (see FIG. 9), and uses the vehicle speed V output from the vehicle speed sensor Se to determine the cornering radius threshold. The value Rset is output to the comparison means 315.

The comparison means 315 compares the actual cornering radius R and the threshold value Rset, and outputs a search stop signal to the gear ratio storage means 311 if the cornering radius R is less than the threshold value Rset.

As a result, the search for the target gear ratio Retio by the gear ratio storage means 311 is stopped, and the target gear ratio Retio is stopped.
o is fixed to the previous search value.

Now, in the above description, the continuously variable transmission applied to the present invention was explained as being composed of a constant displacement type swash plate type hydraulic pump and a variable displacement type swash plate type hydraulic motor, but the present invention is not particularly limited to this, and may be a continuously variable transmission consisting of two pulleys whose groove width is adjusted by hydraulic pressure and an endless belt wound around the pulleys, or JP-A-62 It goes without saying that the invention may be applied to any type of continuously variable transmission, such as a toroidal continuously variable transmission as described in Japanese Patent No. 273189.

Furthermore, in the above explanation, when it is determined that the motorcycle is cornering, the target gear ratio Re
It was assumed that the search for tio was stopped and the target gear ratio Retio was fixed to the value searched last time.
The target gear ratio may be set to a value depending on other engine parameters.

Furthermore, in the explanation regarding FIG. 1.5, the motor 8
6 is the gear ratio changing means of the continuously variable transmission,
Instead of using a motor, two oil lines, high pressure and low pressure,
A spool valve for switching the oil passage, a solenoid valve for slidingly controlling the spool valve, etc. are provided, the solenoid valve is controlled to control the spool valve, and the two oil passages for high pressure and low pressure are switched, It goes without saying that the trunnion shaft 70 may be rotated.

Furthermore, in the explanation regarding FIG. 7, it is assumed that the threshold value Rset of the cornering radius is read from the table as shown in FIG. 9 in step S13, but the threshold value Rset is not a fixed value. It's okay.

(Effects of the Invention) As is clear from the above description, according to the present invention, the following effects are achieved.

In other words, it detects whether or not the motorcycle is cornering, and fixes the gear ratio of the continuously variable transmission when cornering, so that when cornering, it does not respond to throttle valve control. It is possible to obtain a good driving feeling with good performance.

[Brief explanation of drawings]

FIG. 1 is a functional block diagram of an embodiment of the present invention. FIG. 2 is a block diagram showing a hydraulic circuit of an example of a continuously variable transmission applied to the present invention. FIG. 3 is a plan view when the continuously variable transmission shown in FIG. 2 is mounted on a motorcycle. FIG. 4 is a front view of FIG. 3. FIG. 5 is a block diagram showing the configuration of an embodiment of the present invention. FIG. 6.7 is a flowchart showing the operation of one embodiment of the present invention. Figure 8 shows the steering wheel turning angle θh using the vehicle speed V as a parameter.
3 is a graph showing an example of the relationship between R and cornering radius R. Figure 9 shows the vehicle speed V and cornering radius threshold Rset.
3 is a graph showing an example of the relationship between FIG. 10 is a detailed diagram of an example of a ratiometer. FIG. 11 is a detailed diagram of another example of the ratiometer. 70... Trunnion shaft, 86... Motor, 128...
... Gear ratio detection sensor, 204 ... Ne sensor, 20
7... θth sensor, 301... Handle turning angle sensor, 311... Gear ratio storage means, 312... Feedback control means, 313... Cornering radius R
Storage means, 314... Threshold Rset storage means, 3
15...Comparison means, Se...Vehicle speed sensor Patent attorney Michito Hiraki and 1 other person Fig.

Claims (2)

[Claims] (1) A control device for a continuously variable transmission for a vehicle that transmits engine output to drive wheels at an arbitrary gear ratio depending on engine parameters, driving parameters, etc., and detects whether or not cornering is occurring. A continuously variable transmission for a vehicle, comprising: cornering detection means; and target gear ratio control means for fixing a target gear ratio when cornering is detected by the cornering detection means. Control device. (2) The cornering detection means includes a cornering radius estimating means for estimating a cornering radius based on a steering wheel turning angle and a vehicle speed, the estimated cornering radius, and the estimated cornering radius is a cornering radius region in which the gear ratio should be controlled to be fixed. 2. The control device for a continuously variable transmission for a vehicle according to claim 1, further comprising comparison means for comparing a threshold value of a cornering radius for determining whether or not the cornering radius is the same.