JPH05149158A - Speed control device for motorcycle - Google Patents

Abstract

PURPOSE:To provide a speed control device for a motorcycle wherein an actual running speed is high-precisely determined without being influenced by unevenness in the shift characteristics of a V-belt automatic transmission and unevenness in the maximum speed can be suppressed to a low value. CONSTITUTION:A magnetic pickup 55 by which the number of revolutions of a rotary member 35a rotated integrally with a drive wheel is detected is arranged to a power transmission route through which the secondary sheave 19 of a V-belt automatic transmission 6 is coupled to a drive wheel 32. From the detected number of revolutions, an actual running speed is determined by a control circuit 53. The actual running speed is compared with a given maximum speed preset to a control means and when the actual running speed exceeds the maximum speed, the output of an engine 5 is reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motorcycle for transmitting power of an engine to a rear wheel through a V-belt automatic transmission, and more particularly to a device for controlling a traveling speed of the motorcycle.

[0002]

2. Description of the Related Art A V-belt automatic transmission used in a scooter type motorcycle has a transmission case extending rearward from a crankcase of an engine. A drive shaft that is coaxial with the crank shaft and a driven shaft that is parallel to the drive shaft are supported by the transmission case, and a space between the primary sheave on the drive shaft and the secondary sheave on the driven shaft is supported. The V-belt is wrapped around.

By the way, the primary and secondary sheaves are fixed sheaves fixed on respective shafts and are movable in the axial direction on the shafts, as shown in, for example, Japanese Patent Laid-Open No. 60-192165. A movable sheave is provided, and a belt groove having a V-shaped cross section around which the V-belt is wound is formed between the sheaves. Then, this type of V-belt automatic transmission changes the gear ratio of the V-belt with respect to the primary sheave and the secondary sheave in accordance with the engine speed, thereby automatically and steplessly changing the gear ratio, and The power is converted into a driving force according to the running condition and transmitted to the rear wheels.

That is, in the conventional V-belt type automatic transmission, the cam surface is formed on the movable sheave of the primary sheave. A roller weight that rotates integrally with the movable sheave is in contact with this cam surface, and when the centrifugal force acting on the roller weight increases as the rotational speed of the movable sheave increases, the roller weight moves radially outward of the movable sheave. To move to. Therefore, the movable sheave moves in the axial direction of the drive shaft according to the shape of the cam surface, and the winding diameter of the V-belt with respect to the primary sheave changes, and the winding diameter of the V-belt also changes with the secondary sheave side. Has become.

Further, this type of scooter type motorcycle is provided with a speed control device for controlling the maximum speed. The conventional speed control device detects the traveling speed at that time from the rotation speed of the crankshaft of the engine, compares the actual traveling speed with a preset maximum speed,
When the actual traveling speed exceeds the maximum speed, the engine ignition device is prohibited from driving, and the engine is misfired.

[0006]

However, the V for transmitting the power taken out by the crankshaft of the engine to the rear wheels.
In the belt automatic transmission, the roller weight is pressed against the cam surface of the movable sheave by centrifugal force to move the movable sheave and change the winding diameter of the V-belt. May wear out.

Moreover, since the V-belt rotates while biting into the belt groove between the sheaves, the V-belt may also wear over time.

At the same time, variations in the sizes of the movable sheave and the roller weight are likely to occur during manufacturing, and the movement amount of the movable sheave may vary from product to product.

Therefore, due to this, the shift characteristics of the V-belt automatic transmission vary, and there arises a peculiar problem that the maximum speed varies from vehicle to vehicle even if the engine speed is constant.

The present invention has been made under these circumstances, and the actual traveling speed can be accurately obtained without being influenced by the variation in the shift characteristics of the V-belt automatic transmission, and the actual running speed can be determined for each vehicle. It is an object of the present invention to provide a speed control device for a motorcycle capable of suppressing variations in maximum speed of the vehicle.

[0011]

Therefore, in the present invention, the rotational speed of a rotating member that rotates integrally with a drive wheel is detected in a power transmission system path connecting a secondary sheave of the V-belt automatic transmission and the drive wheel. An actual traveling speed is obtained from the detected rotation speed by the control means, and the actual traveling speed is compared with the normal maximum speed preset in the control means to determine the actual traveling speed. The feature is that the output of the engine is reduced when the traveling speed exceeds the maximum speed.

[0012]

According to this structure, since the actual traveling speed is obtained from the power transmission path connecting the V-belt automatic transmission and the drive wheels, it is affected by the variation in the shift characteristics of the V-belt automatic transmission. The actual traveling speed can be obtained without the need. For this reason, the accuracy of speed detection becomes better than that of the conventional method that determines the traveling speed from the engine speed,
It is possible to suppress variations in the maximum speed to be small.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings applied to a scooter type motorcycle.

FIG. 4 shows a scooter-type motorcycle, and reference numeral 1 in the figure denotes a frame. The rear portion of the frame 1 is raised, and the seat 2 is installed above the rear portion of the frame 1. Below the seat 2,
A swing type engine unit 3 is arranged. A front end portion of the engine unit 3 is pivotally supported on the frame 1 so as to be vertically swingable, and a cover 4 covers the space between the engine unit 3 and the seat 2.

As shown in FIG. 1, the engine unit 3 is composed of a forced-air cooling type two-cycle engine 5 and an automatic transmission 6 extending rearward from one side of the engine 5. The automatic transmission 6 includes a transmission case 8 integrated with a crankcase 7 of the engine 5,
The transmission case 8 extends rearward from one side of the crankcase 7. A crankshaft 9 extending in the left-right direction is supported in the crankcase 7, and the crankshaft 9 is connected to a piston 11 via a connecting rod 10.

The side surfaces of the crankcase 7 and the transmission case 8 are covered with a case cover 13. The case cover 13 forms a shift chamber 14 extending in the front-rear direction between the crankcase 7 and the transmission case 8, and one end of the crankshaft 9 is introduced to the front end of the shift chamber 14. A driven shaft 15 is supported at the rear of the transmission chamber 14. The driven shaft 15 is parallel to the crank shaft 9, and the crank shaft 9 and the driven shaft 15 are interlocked via a V-belt automatic transmission 16.

The V-belt automatic transmission 16 includes a crankshaft 9
The primary sheave 18 that rotates integrally with the driven shaft 15
A secondary sheave 19 rotatably supported on the upper side and a V belt 20 wound between both sheaves 18, 19 are provided. The primary sheave 18 is composed of a fixed sheave 18a fixed to one end of the crankshaft 9 and a movable sheave 18b movable in the axial direction of the crankshaft 9, and a V-belt 20 is provided between the sheaves 18a and 18b. A belt groove 21 around which is wound is formed. The movable sheave 18b is provided with a roller weight 22 that is movable in the radial direction. The roller weight 22 receives the centrifugal force when the number of rotations of the crankshaft 9 increases, and moves outward in the radial direction. This movement causes the movable sheave 18b to move.
It is slid in the direction approaching 8a. Therefore, the groove width of the belt groove 21 is reduced, and the winding diameter of the V-belt 20 is increased.

The secondary sheave 19 is a driven shaft 1
Fixed sheave 1 connected to 5 via a centrifugal clutch 24
9a and a movable sheave 1 movable in the axial direction of the driven shaft 15.
9b and. A belt groove 25 around which the V-belt 20 is wound is formed between the sheaves 19a and 19b, and the movable sheave 19b includes the spring 2
6 urges the belt groove 25 in a direction in which the width of the groove is reduced. The rotation of the primary sheave 18 is transmitted to the secondary sheave 19 via the V-belt 20, and when the rotation speed of the secondary sheave 19 exceeds a predetermined value, the centrifugal clutch 24 is activated. ..

From the above, if the groove width of the belt groove 21 of the primary sheave 18 is reduced due to the increase in the number of revolutions of the engine 5, the V belt 2 on the secondary sheave 19 side is reduced.
Since 0 is pulled inward in the radial direction, the movable sheave 19b is slid in the direction in which the belt groove 25 is widened against the spring 26, and the V-belt 20 for the secondary sheave 19 is moved.
The winding diameter of is smaller. And this V belt 20
The rotation of the crankshaft 9 is accelerated and transmitted to the secondary sheave 19 due to the change in the winding diameter of the driven shaft 1 via the centrifugal clutch 24.
6.

A reduction gear chamber 30 is formed at the rear of the transmission chamber 14. A rear wheel 31 as a drive wheel is supported via a axle 32 at the rear of the transmission case 8 that constitutes the reduction gear chamber 30. The axle 32 is coaxial with the driven shaft 15, and opposite ends of the axle 32 and the driven shaft 15 are introduced into the reduction gear chamber 30. Reduction gear room 30
An intermediate shaft 33 is supported by. And the intermediate shaft 3
3 and the driven shaft 15 are interlocked via a first reduction gear wheel 34a and a first reduction gear wheel 34b which mesh with each other, and the axle 32 and the intermediate shaft 33 have a second reduction gear wheel meshing with each other. The gear 35a and the second reduction gear 35b are interlocked with each other.

Therefore, the rotation of the driven shaft 15 is transmitted to the rear wheel 31 after being decelerated in two steps. In the case of the present embodiment, the second reduction gear 35a is used.
Constitutes a rotating member.

In the case of this embodiment, the first reduction gear 34a directly connected to the driven shaft 15 and having a high rotation speed and the first reduction gear 34a
A helical gear, which is advantageous in suppressing gear noise, is used for the reduction small gear 34b of FIG. 1, and a spur gear is used for the second reduction large gear 35a and the second reduction small gear 35b. ing.

The engine 5 is equipped with a CDI type ignition device 38. The ignition device 38 is similar to a conventionally known device, and as shown in FIG. 2, a flywheel magnet 39 that rotates integrally with the crankshaft 9,
The CDI unit 40, the ignition coil 41, and the spark plug 42 have a basic configuration. The flywheel magneto 39 includes a charging coil 43 for an ignition power source, a detection coil 44 for detecting an ignition signal, and a charging coil 45 for charging a battery 49. The CDI unit 40 is connected to the charging coil 43 via a diode 46 and has an ignition capacitor 47 charged by the charging coil 43 and a thyristor 48 as a switching element. The gate of the thyristor 48 is included. The detection coil 44 is connected to the. When the ignition signal emitted from the detection coil 44 is applied to the gate of the thyristor 48, the thyristor 48 is turned on, and the current charged in the ignition capacitor 47 rapidly flows to the primary coil 41a of the ignition coil 41, Secondary coil 4
A high voltage is generated at 1b. This high voltage is applied to the spark plug 42 of the engine 5, and an electric spark is blown to the electrode of this spark plug 42.

The circuit connecting the detection coil 44 and the gate of the thyristor 48 is provided with a control circuit 53 for controlling an ignition signal applied to the thyristor 48 according to the traveling speed of the motorcycle. The control circuit 53 serves to cause the spark plug 42 to misfire when the traveling speed V _{1 of the} motorcycle exceeds a preset maximum speed V ₂ , and uses the battery 49 as a driving power source. In this embodiment, the traveling speed V _{1 of the} motorcycle is set to the rear sheave 19 of the rear wheel 31 and the V-belt automatic transmission 16.
It is detected from the power transmission path that connects between and. Specifically, a magnetic pickup 55 as a detecting means is attached to the upper surface of the rear portion of the transmission case 8, and the tip end of the magnetic pickup 55 faces the tooth surface of the second reduction gear wheel 35a. There is. The magnetic pickup 55 detects the number of teeth of the reduction gear 35a that has passed over the magnetic pickup 55 within a certain period of time, and a signal indicating the frequency is sent to the control circuit 53. Then, the control circuit 53 controls the CDI unit 40 based on the signal sent from the magnetic pickup 55.

Next, the contents of processing performed by the control circuit 53 will be described with reference to FIG.

When the main switch (not shown) is turned on, the control circuit 53 performs a process of reading the actual traveling speed V ₁ in the first step S ₁ . That is, when a frequency signal indicating the number of teeth of the reduction gear wheel 35a is input through the magnetic pickup 55, the control circuit 53 calculates the rotation speed of the axle 32 that rotates integrally with the second reduction gear wheel 35a from this signal. Then, the actual traveling speed V ₁ is determined from this rotation speed.

[0027] traveling speed V ₁ is obtained, proceeds to the next step S _2, in the step S _2, to compare the actual and the traveling speed V ₁ and the maximum speed V ₂ given which is set in advance, travel A determination is made as to whether the velocity V ₁ is less than the maximum velocity V ₂ . If it is determined that the traveling speed V ₁ is higher than the maximum speed V ₂ (V ₁ > V ₂ ), the process proceeds to step S ₃ , where the control circuit 53 sends the ignition signal to the CDI unit 40. Stop. For this reason, electric sparks do not fly to the electrodes of the spark plug 42 even when the ignition timing is reached, so that the engine 5 misfires and the output of the engine 5 and thus the traveling speed V ₁ are reduced.

On the other hand, when it is determined in step S ₂ that the traveling speed V ₁ is lower than the maximum speed V ₂ (V ₁ <V ₂ ), the rotational acceleration dv / dt is calculated from the rotational speed of the axle 32. Proceed to step S ₄ . Rotational acceleration d of axle 32
When v / dt is calculated, this rotational acceleration dv / dt
However, the process proceeds to step S ₅ for determining whether or not it is larger than a preset value stored in advance as an index indicating the rapid acceleration situation. When it is determined in step S ₅ that the rotational acceleration dv / dt is higher than the set value, the control circuit 53 determines that the driving torque of the rear wheel 31 is too high,
The process proceeds to step S ₆ for searching the ignition timing map for limiting the driving force in which the ignition timing is retarded. And the next step S
_{At 7} , the ignition signal of the advance angle with the advance characteristic delayed is
It is output to the unit 40 and the operation timing of the thyristor 48 is controlled.

In step S ₅ , the rotational acceleration dv
When / dt is determined to be lower than the set value, the process proceeds to step S ₈ that detects the rotational speed N of the crank shaft 9 from the fly-wheel magneto 39. When the rotation speed N of the crankshaft 9 is obtained, the process proceeds to the next step S ₉ , where the crankshaft 9
The rotational angular acceleration dn / dt is calculated from the rotational speed N of the.

Next, the rotational angular acceleration d of this crankshaft 9
from n / dt, the process proceeds to step S ₁₀ to determine whether the motorcycle is in the driving situation requiring rapid acceleration. In this step S ₁₀ , the rotational angular acceleration of the crankshaft 9 at the time of sudden acceleration of the motorcycle is stored in advance as one guide,
In step S _10, the rotational angular acceleration dn / dt of the actual and the stored rotation angular acceleration setting crankshaft 9 are compared. When it is determined by this comparison that the rotational angular acceleration dn / dt of the crankshaft 9 is higher than the set value, the control circuit 53 determines that the motorcycle is in an operating condition that requires rapid acceleration, and the ignition timing is advanced to the maximum. proceeds to S ₁₁ to find the large advance is an ignition timing map for acceleration running was to around angle. Then, an ignition signal of an advanced angle obtained by advancing the advanced characteristic is output to the CDI unit 40, and the operation timing of the thyristor 48 is controlled.

If it is determined in step S ₁₀ that the rotational angular acceleration dn / dt of the crankshaft 9 is lower than the set value,
The control circuit 53 determines that motorcycle is in a traveling condition of the steady constant or opening change the throttle opening degree is small, the process proceeds to step S ₁₂ to find the ignition timing map suitable advance characteristic to the steady running .. Then, the ignition signal of this advance angle characteristic is output to the CDI unit 40, and the operation timing of the thyristor 48 is controlled.

In the ignition device 38 thus constructed,
When determining the actual traveling speed V ₁ of the motorcycle, V
Second position located on the rear wheel 31 side of the belt automatic transmission 16
The speed of the reduction gear 35a of the
Then, the actual traveling speed V ₁ is determined from the rotation speed of the second reduction gear 35a.

Therefore, according to this structure, the actual traveling speed V ₁ can be obtained without being affected by the variation in the shift characteristics of the V-belt automatic transmission 16, and the traveling speed is determined from the engine speed. Compared with the conventional method, the accuracy of speed detection is improved, and the variation in maximum speed can be suppressed to be small.

If the number of rotations is detected from the number of teeth of the large reduction gear 35a, the number of rotations of the large reduction gear 35a is large, so that the number of rotations is larger than that when the number of rotations is detected from the flywheel magneto 39. The signal frequency for detection becomes high.
Therefore, the time required to determine the traveling speed V ₁ from the rotation speed is shortened, and the responsiveness of the control circuit 53 is improved.

Since the reduction gear 35a for detecting the rotation speed of the axle 32 is a spur gear, when the gear is viewed from the axial direction, the teeth overlap each other like a helical gear. There is no such thing. Therefore, it is not necessary to form the magnetic pickup 55 into a flat shape along the teeth, and it is not necessary to perform special work on the porcelain pickup 55.

At the same time, the reduction gear wheel 3 having a large outer diameter
Since the magnetic pickup 55 is located around 5a,
The magnetic pickup 55 can be easily installed without the risk of the magnetic pickup 55 interfering with other gears in the reduction gear chamber 30.

Further, in this embodiment, while the motorcycle is traveling, the rotational acceleration dv / dt is calculated from the rotational speed of the second reduction gear 35a, and this rotational acceleration dv / dt exceeds the set value. Since the ignition timing is actively retarded so that the driving torque of the rear wheel 31 is reduced when
You can start smoothly.

In addition, when the rotational acceleration dv / dt of the second reduction gear 35a is lower than the set value, the rotational speed N of the crankshaft 9 at that time is detected, and the rotational angular acceleration dn of the crankshaft 9 is detected. When / dt exceeds the set value, the ignition timing is advanced to the vicinity of the maximum advance angle, so it is possible to immediately shift to the required advance angle of the engine 5 according to the traveling situation. Therefore, as compared with the case of advancing the ignition timing by detecting the throttle opening at the time of sudden acceleration, there is an advantage that the ignition timing can be controlled with higher accuracy and the engine response during acceleration operation is improved.

In the above embodiment, the rotational speed of the second reduction gear is detected when the traveling speed is obtained. However, the present invention is not limited to this, and the first reduction gear or reduction gear is used. Alternatively, the rotation speed may be directly detected from the axle directly connected to the driven shaft.

In this case, since the first large reduction gear and the small reduction gear use helical gears, it is necessary to form the tip of the magnetic pickup to be flat along the teeth. On the other hand, the first reduction gear and the small reduction gear are located closer to the V-belt automatic transmission than the second reduction gear and rotate at a higher speed than this gear. Get higher Therefore, there is an advantage that the time required to determine the traveling speed from the rotation speed can be shortened and the responsiveness of the control circuit is further improved.

Further, the present invention is not limited to a scooter type motorcycle, and any motorcycle, for example, a business type utility vehicle, may be used as long as it is a motorcycle employing a V-belt automatic transmission.

[0042]

According to the present invention described in detail above, the actual traveling speed can be obtained without being affected by the variation in the shift characteristics of the V-belt automatic transmission, and the traveling speed can be determined from the engine speed. As compared with the conventional method, the speed detection accuracy is significantly improved, and the variation in the maximum speed can be suppressed to be small.

[Brief description of drawings]

FIG. 1 is a sectional view of a V-belt automatic transmission.

FIG. 2 is a circuit diagram showing an outline of an ignition device.

FIG. 3 is a flowchart of a control circuit that controls an ignition device.

FIG. 4 is a side view of a scooter type motorcycle.

[Explanation of symbols]

5 ... Engine, 16 ... V-belt automatic transmission, 18 ... Primary sheave, 19 ... Secondary sheave, 20 ... V-belt, 31 ... Drive wheel (rear wheel), 35a ... Rotating member (second reduction gear), 38 ... Ignition device, 42 ... Spark plug, 5
3 ... Control means (control circuit), 55 ... Detection means (magnetic pickup).

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Office reference number FI technical display location F16H 9/12 Z 9241-3J

Claims (1)

[Claims] 1. A V-belt wound around a primary sheave driven by power transmission from an engine and a secondary sheave that rotates in conjunction with driving wheels.
In a motorcycle having a belt automatic transmission, in order to detect the number of rotations of a rotary member which is provided in a power transmission system path connecting a secondary sheave of the V-belt automatic transmission and a drive wheel and which rotates integrally with the drive wheel. And the actual traveling speed is obtained from the number of revolutions detected by this detecting means, the actual traveling speed is compared with a preset maximum speed, and the actual traveling speed is the maximum speed. And a control means for decreasing the output of the engine when the speed exceeds the above.