JPH0668321B2 - Vehicle control device for continuously variable automatic transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a traveling control device for a continuously variable automatic transmission for a vehicle, which controls a reduction ratio according to a traveling environment.

[Prior Art] For example, some motorcycles include a continuously variable automatic transmission in a power transmission system of an internal combustion engine. This continuously variable automatic transmission outputs the rotational force of the internal combustion engine at a predetermined reduction ratio to an automatic clutch or the like arranged in the subsequent stage, and is capable of operating the internal combustion engine efficiently and improving fuel efficiency. .

By the way, the continuously variable automatic transmission controls the reduction ratio according to the vehicle speed based on, for example, a three-dimensional map obtained from the throttle opening, the vehicle speed, and the engine rotation speed based on a flat road.

[Problems to be Solved by the Invention] However, since braking and throttle operations are frequently performed in urban areas, it is required to increase torque to improve acceleration performance. In addition, outside the effect, it is required that the gear ratio is set to the top side and steady running is performed to improve fuel efficiency. Further, in order to prevent a knocking state due to insufficient output on the uphill of the mountainous area, it is required that the engine braking is performed on the downhill.

The present invention has been made in view of such circumstances, and the traveling control of a continuously variable automatic transmission for a vehicle in which an optimum reduction ratio is set according to the traveling environment such as an urban area, an outside area or a mountainous area. The purpose is to provide a device.

[Means for Solving the Problems] In order to solve the above-mentioned problems, the present invention transmits the output of an internal combustion engine to a drive wheel via a continuously variable automatic transmission to reduce the reduction ratio of the continuously variable automatic transmission. In a traveling control device for a continuously variable automatic transmission for a vehicle, which is controlled according to a traveling state, an average vehicle speed calculating means for obtaining an average speed of a vehicle or a throttle opening / closing frequency calculating means for obtaining a throttle opening / closing frequency for opening / closing a throttle at a certain operation speed or more. An idle speed frequency calculating means for obtaining an idle speed frequency; an environmental condition judging means for judging a running environment based on the average vehicle speed or the throttle opening / closing frequency and the idle speed frequency; and a reduction ratio according to the running environment. And a reduction ratio control means for setting

[Operation] In the present invention, the traveling environment is judged by the environmental condition judging means from the average vehicle speed or the throttle opening / closing frequency and the idling speed frequency. Then, the reduction ratio control means sets the reduction ratio according to the traveling environment. For example, torque is increased in urban areas to improve acceleration, fuel efficiency is improved outside the range, and in mountainous areas, control is performed to provide a comfortable driving feel depending on the uphill and downhill slopes. .

[Embodiment] An embodiment of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a block diagram showing the structure of the present invention.

In the figure, reference numeral 1 is an average vehicle speed calculating means, which obtains an average vehicle speed per predetermined traveling distance or traveling time based on the speed information from the vehicle speed detecting means. Reference numeral 2 denotes a throttle opening / closing frequency calculating means, which obtains a throttle opening / closing frequency equal to or higher than a predetermined operating speed from the opening / closing speed information from the throttle opening detecting means. Reference numeral 3 denotes an idle speed frequency calculation means, which determines the idle speed frequency at which the vehicle is stopped and the internal combustion engine is operated from the idle speed detection means.

Information on the average speed from the average vehicle speed calculation unit 1, the throttle opening / closing frequency from the throttle opening / closing frequency calculating unit 2, and the idle rotation frequency frequency from the idle rotation frequency frequency calculating unit 3 is input to the environmental condition determining unit 4. The environmental condition judging means 4 judges the traveling environment, that is, the city area, the out-of-effect area, and the mountainous area based on the average speed or the throttle opening / closing frequency and the idle rotation frequency.

That is, as shown in FIG. 2, when the average vehicle speed Vm is lower than the standard value Vo and the idle speed frequency D is higher than the standard value Do, it is determined to be an urban area. If the throttle opening / closing frequency C is higher than the standard value Co and the idle speed frequency D is higher than the standard value Do, it is determined to be an urban area.

Further, when the average vehicle speed Vm is larger than the standard value Vo and the idle rotation speed frequency D is smaller than the standard value Do, it is judged to be out of effect. If the throttle opening / closing frequency C is smaller than the standard value Co and the idle rotation frequency D is smaller than the standard value Do, it is judged to be out of effect.

Further, when the average vehicle speed Vm is smaller than the standard value Vo and the idle speed frequency D is smaller than the standard value Do, it is determined to be a mountainous area. If the throttle opening / closing frequency C is higher than the standard value Co and the idle speed frequency D is lower than the standard value Do, it is determined to be a mountainous area.

Based on the output from the environmental condition judging means 4, the reduction ratio control means 5 controls the reduction ratio according to the traveling environment, and operates the transmission driving means 6 so that the transmission has a set reduction ratio. Control.

That is, as shown in FIG. 3, in a city landing place, the reduction ratio is increased to increase the torque to improve the accelerating property and improve the traveling property at medium and low speeds. In addition, outside the range, the reduction ratio is set to a small top side during steady driving to improve fuel efficiency. further,
In mountainous areas, the reduction ratio is increased to make it easier to apply engine braking and to increase torque to improve drivability.

4 to 10 show a more specific embodiment in which the present invention is applied to a toroidal type continuously variable automatic transmission.

In the figure, reference numeral 20 is an internal combustion engine mounted on a sukuk type motorcycle, and a power unit 21 of the internal combustion engine 20 has a crankshaft 23 driven by a piston 22 and an axle for suspending a rear wheel 24 which is a driving wheel. 25 and 25 are rotatably supported.

A generator 26 is provided at one end of the crankshaft 23, and a one-way clutch 27 is provided at the other end. The one-way clutch 27 is connected to a starter motor 28 via a connecting shaft 29.

A toroidal-type continuously variable automatic transmission 30 is arranged at the tip of the crankshaft 23, and the power of the internal combustion engine 20 is changed in speed and transmitted to the axle 25 via an automatic clutch 31 arranged at the rear stage. .

In the housing 32 of the continuously variable automatic transmission 30, the crankshaft 23
An input shaft 33 and an output shaft 34, which are connected to each other, are rotatably supported. An output gear 35 is key-engaged with the output shaft 34, and a clutch gear of the automatic clutch 31 is provided via a timing belt 36.
It is connected to 37.

A cam plate 38 is integrally rotatably arranged on the input shaft 33, and power is transmitted to an input disk 40 via a roller 39. The input disk 40 is loosely fitted to the input shaft 33, and the output disk 41 is arranged so as to face the input disk 40.

A rotation curved surface is formed on the input disk 40 and the output disk 41 so as to face each other, and a pair of power rollers 42 are arranged between the rotation curved surfaces. The output gear 43 is press-fitted into the shaft portion of the output disk 41 and meshes with the input gear 44 of the output shaft 34.

The power roller 42 has a toroidal convex surface that engages with the curved surface of the roller, and is rotatably provided on the roller shaft 45. Each roller shaft 45 is rotatably supported by a trunnion 46, and this power roller 42 transmits the power from the input disk 40 to the output disk 41, and
The rotation ratio of both disks 40, 41, that is, the speed reduction ratio is controlled.

The trunnion 46 is arranged in the vertical direction, is held by support members 47 and 48 arranged in the upper and lower directions, and is slightly movable in the vertical direction. The upper support member 47 is connected to the upper post 49, and the lower support member 48 is connected to the housing 32 via the lower post 50.
Supported by.

A nut member 51 is screwed onto the bolt member 52 at the upper portion of the trunnion 46. The bolt member 52 is press-fitted into the connecting member 53, and the connecting member 53 is further press-fitted into the trunnion 46. The rotation of the nut member 51 causes the trunnion 46 to move in the axial direction X by a small amount. This allows the power roller 42
Is displaced in the axial direction X, a known automatic shifting action occurs,
The power roller 42, and thus the trunnion 46, rotates about its axis. Since the direction of this rotation rotates so as to follow the nut member 51, the deviation of the trunnion 46 with respect to the lead of the trapezoidal screw of the bolt member 52 is restored. Then, when returning to the neutral position, that is, when returning to a state where the rotation axis Y of the power roller 42 and the input axis intersect, the rotation of the power roller 42 stops and a desired reduction ratio is obtained.

A nut member 51 is connected via a link 56 to a guide 55 which is screwed on a rotary shaft 54 of the transmission drive means 6. The wheel gear 57 provided at the end of the rotary shaft 54 is a servo motor.
It meshes with the worm gear 59 of 58. The rotation of the servo motor 58 causes the guide 55 to move on the rotary shaft 54, thereby rotating the nut member 51 in the forward and reverse directions.

The servo motor 58 is driven by the traveling speed reduction ratio control device shown in FIG. Vehicle speed information is input to the average vehicle speed calculating means 1 of the traveling speed reduction ratio control device from the vehicle speed detecting means 7 provided on the rear wheels. The throttle opening / closing frequency calculating means 2 has a throttle opening / closing detecting means 8 provided in the throttle mechanism.
The opening / closing speed information is input from. Further, idle speed information is input to the idle speed frequency calculating means 3 from the idle speed detecting means 9 provided in the intake system.

In the environmental condition judging means 4, an average vehicle speed calculating means 1, a throttle opening / closing frequency calculating means 2, an idle speed frequency calculating means 3
Based on the information from, determine the driving environment in urban areas, out of effect, and in the mountains. The reduction ratio control means 5 includes the environmental condition determination means 4
Based on the output from, the speed reduction ratio is set according to the environment, and the servomotor 58 is operated to attain this speed reduction ratio.

The clutch gear 37 is loosely engaged with the clutch shaft 60 of the automatic clutch 31. A clutch outer 61 is integrally rotatably provided in the clutch gear 37, and a clutch center 62 is integrally rotatably arranged inside the clutch gear 60, and both are engaged with each other so as to be axially movable. The clutch is connected by the sliding contact between the clutch plates 63 and 64.

The clutch plates 63 and 64 are joined to each other by the centrifugal roller 65 arranged on the clutch outer 61 moving outward in accordance with the centrifugal force generated by the rotation of the clutch outer 61 and pushing the clutch plates 63 and 64 in the axial direction. It is done by moving. In FIG. 5, the right half of the automatic clutch 31 shows the clutch engaged state in which the centrifugal roller 65 has moved outward, and the left half shows the clutch disengaged state in which the centrifugal roller 65 is located inward.

Next, the operation of this embodiment will be described with reference to FIGS.

FIG. 8 is a control flow chart for determining the traveling environment. In step a, the data area is initialized and the traveling distance (s) and traveling time (t) are measured (step b). From the information of the idle speed detecting means, it is judged whether or not it is the idle speed (step c),
In the case of the idle speed, the frequency is calculated by counting the idle speed in the unit distance (s) or the unit time (t) (steps d and e).

Next, the average vehicle speed Vm is calculated from the unit distance or the unit time (step f), and it is further judged whether or not the average vehicle speed Vm is the standard value Vo (step g). It is judged to be out of effect. When the standard value Vo or less, it is determined whether or not the idle speed frequency D is the set value Do or more (step h), and when it is the standard value Do or more, it is determined to be an urban area. Is judged to be a mountainous area.

FIG. 9 is another control flow chart for determining the traveling environment. In step a, the data area is initialized.

Next, the operating speed of the throttle is calculated (step b),
It is judged whether or not the operating speed of the throttle is equal to or higher than the standard value (step c), and if it is equal to or higher than the standard value, the number of times is counted (step d), and it is further judged whether or not the idling speed. Then, the number of idle revolutions is counted (step f). This counting is performed in a unit time or in a unit time (step g), and when the throttle opening / closing frequency C is equal to or less than the standard value Co, it is determined to be out of effect (step h), and the idle speed frequency D is a standard value.
If it is above Do, it is judged to be an urban area, and if it is below, it is judged to be a mountainous area (step i).

FIG. 10 shows a control flowchart of the reduction ratio. According to the traveling environment conditions determined in FIG. 8 or FIG. 9, the control program for the urban area, the outside area, and the mountainous area is executed.

In the urban control program, it is judged whether or not the vehicle is traveling at the medium or low speed (step a). In the case of traveling at the medium or low speed, the reduction ratio is set to a large value to improve the acceleration.

Further, in the control program outside the effect, it is determined whether or not the vehicle is in steady running (step a), and in the case of steady running, the reduction ratio is maintained at the normal top value to improve fuel efficiency.

Further, in the mountainous area control program, it is judged whether the vehicle is an uphill or a steep downhill (step a), and in the case of an uphill or a steep downhill, a control for setting a large reduction ratio is performed. This increases the torque on the uphill and applies the engine brake on the steep downhill.

[Advantages of the Invention] As described above, according to the present invention, the traveling environment is judged from the average vehicle speed or the throttle opening / closing frequency and the idling speed frequency by the environmental condition judging means, and the reduction ratio control means determines the traveling environment according to the traveling environment. Since the reduction ratio is set, the optimum reduction ratio is set according to the traveling environment such as the urban area, the outside of the area, or the mountainous area. Therefore,
For example, in urban areas, a large reduction ratio is set to increase torque to improve acceleration, while outside the effect, the reduction ratio is reduced to improve fuel efficiency.In mountainous areas, it is possible to go uphill and downhill steeply. A comfortable driving feeling can be obtained by increasing the reduction ratio.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of the present invention, FIG. 2 is a diagram showing judgment of a traveling environment, FIG. 3 is a diagram showing setting of a reduction ratio according to the traveling environment, and FIGS. 4 to 10 are FIG. 4 shows an embodiment in which the present invention is applied to a toroidal type continuously variable automatic transmission. FIG. 4 is a side view of a motorcycle, FIG. 5 is a sectional view of a power unit, and FIG. 6 is VI-VI of FIG. A sectional view, FIG. 7 is a plan view of FIG. 6, and FIGS. 8 to 10 are flow charts of a control program. 1 ... Average vehicle speed calculating means 2 ... Throttle opening / closing frequency means 3 ... Idle speed frequency calculating means 4 ... Environmental condition judging means 5 ... Reduction ratio control means 6 ... Transmission driving means

Claims (1)

[Claims] 1. A vehicle continuously variable transmission for transmitting the output of an internal combustion engine to a drive wheel through the continuously variable automatic transmission, and controlling a reduction ratio of the continuously variable automatic transmission according to a traveling state. In the control device, an average vehicle speed calculation means for obtaining the average speed of the vehicle or a throttle opening / closing frequency calculation means for obtaining the throttle opening / closing frequency for opening / closing the throttle at a certain operating speed or more, and an idle rotation frequency frequency calculation means for obtaining the idle rotation frequency.
It is characterized by further comprising an environmental condition judging means for judging a traveling environment from the average vehicle speed or throttle opening / closing frequency and an idle speed frequency, and a reduction ratio control means for setting a reduction ratio according to the traveling environment. A drive control device for a continuously variable automatic transmission for vehicles.