JPH0668327B2 - Vehicle control device for continuously variable automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling control device for a continuously variable automatic transmission for a vehicle, which restricts abrupt reduction ratio control during traveling.

[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, in the continuously variable automatic transmission, for example, the vehicle speed information from the vehicle speed detecting means is inputted as an electric signal to a reduction ratio control system, and an electronic device for setting a predetermined reduction ratio based on the vehicle speed information in this reduction ratio control system. Some have control.

[Problems to be Solved by the Invention] In a system in which a speed reduction ratio is set by such a running control device for an electronic continuously variable automatic transmission, in the speed reduction ratio control system, disconnection of a connector of a signal line, disconnection, etc. If a failure or malfunction occurs, an appropriate reduction ratio control cannot be performed. Therefore, a sudden downshift or upshift is performed in the high speed range or the low speed range, the change in vehicle speed becomes large, and comfortable driving may be impaired.

The present invention has been made in view of the above circumstances, and provides a traveling control device for a continuously variable automatic transmission for a vehicle, which monitors an allowable range of a reduction ratio to prevent a sudden change in traveling speed. Is intended.

[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 that controls according to a traveling state, a vehicle speed detecting unit that detects a vehicle speed, and a reduction ratio control unit that obtains a target reduction ratio based on the vehicle speed from the vehicle speed detecting unit, And a deceleration range monitoring unit that sets a range of the permissible speed reduction ratio at the detected corresponding vehicle speed and stops the control of the speed reduction ratio when the target speed reduction ratio deviates from the range of the permissible speed reduction ratio. There is.

[Operation] In the present invention, the reduction ratio control means obtains the target reduction ratio based on the vehicle speed from the vehicle speed detection means. Then, in the deceleration range monitoring means, the range of the allowable reduction ratio at the detected corresponding vehicle speed is set, and it is monitored whether the obtained target reduction ratio is within the range of the allowable reduction ratio. When the speed ratio is out of the range, the speed ratio control is stopped to prevent a sudden shift change.

[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 configuration of the present invention, and FIG. 2 is a diagram showing the relationship between vehicle speed and gear ratio.

In the figure, reference numeral 1 is a vehicle speed detecting means, and this vehicle speed detecting means 1 detects the vehicle speed and outputs it to the reduction ratio control means 2 and the deceleration range monitoring means 3.

The speed reduction ratio control means 2 obtains a target speed reduction ratio corresponding to the vehicle speed based on the vehicle speed and outputs a control signal to the transmission drive means 4. Based on this control signal, the transmission driving means 4 controls the transmission so that the transmission gear ratio becomes a predetermined target reduction ratio.

In the deceleration range monitoring means 3, the range of the allowable reduction ratio as shown in FIG. 2 is set according to the vehicle speed from the vehicle speed detection means 1, and the target reduction ratio obtained by the reduction ratio control means 2 is the vehicle speed detection means. The speed input from 1 is compared with the range of the allowable reduction ratio corresponding to the vehicle speed.

For example, as shown in FIG. 2, when the target speed reduction ratio t1 at the vehicle speed v1 is within the allowable speed reduction ratio range, the transmission drive means 4 is controlled so that the target speed reduction ratio is achieved by the deceleration operation of the transmission. Change gears and drive. On the other hand, the target reduction ratio t2 of the vehicle speed v1
Is out of the range of the allowable reduction ratio, a stop signal is output to the transmission drive means 4 to stop the deceleration operation of the transmission, and the reduction ratio before being out of the range of the allowable reduction ratio is maintained, resulting in a rapid shift change. To avoid running.

3 to 8 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 scooter type motorcycle, and a power unit 21 of the internal combustion engine 20 has a crankshaft 23 driven by a viston 22 and an axle for suspending a rear wheel 24 which is a driving wheel. 25 is 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 in opposition, 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, 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 follows the nut member 51, the deviation of the trunnion 46 returns to the original position as the trapezoidal screw of the bolt member 52 leads. 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.

Transmission drive means 4 for controlling the reduction ratio of the continuously variable automatic transmission 30
The nut member 51 is connected via a link 56 to a guide 55 which is screwed on the rotary shaft 54. The wheel gear 57 provided at the end of the rotary shaft 54 is a worm gear 59 of the servo motor 58.
Meshes with. Guided by rotation of servo motor 58
55 moves on the rotary shaft 54 to rotate the nut member 51 in the forward and reverse directions.

The servo motor 58 is driven by the traveling control device shown in FIG. Vehicle speed information is input to the reduction ratio control means 2 of this travel control device from the vehicle speed detection means 1 provided on the rear wheels. The speed reduction ratio control means 2 calculates a target speed reduction ratio corresponding to the vehicle speed based on the information on the vehicle speed, and outputs a control signal to control the transmission drive means 4 to the target speed reduction ratio. To do.

The deceleration range monitoring means 3 comprises a deceleration ratio comparison means 3a, an allowable deceleration range setting means 3b, and a control means 3c. Information on the target reduction ratio from the reduction ratio control means 2 and information on the vehicle speed from the vehicle speed detection means 1 are input to the reduction ratio comparison means 3a. The permissible deceleration range setting means 3b obtains the permissible deceleration ratio range according to the vehicle speed based on this vehicle speed information, and compares the target deceleration ratio with the permissible deceleration ratio range. When the target reduction ratio does not fall outside the range of the allowable reduction ratio by the reduction ratio comparing means 3a, the transmission driving means 4 is operated so that the reduction ratio becomes the target reduction ratio. On the other hand, when the target reduction ratio is out of the range of the allowable reduction ratio, a stop signal is output to stop the operation of the transmission drive means 4. An alarm signal is also output from the reduction ratio comparison means 3a at the same time, and the alarm means 7 is activated to warn the driver.

Detection signals are input to the control means 3c from the vehicle speed detection means 1, the throttle opening detection means 5, and the engine rotation speed detection means 6, respectively. When the vehicle speed, the throttle opening, and the engine speed exceed the permissible limit values, the control means 3c judges that there is an error and outputs a stop signal to the deceleration control means 2. As a result, the deceleration control means 2 stops setting the reduction ratio based on the vehicle speed information at this time, and stops the control at the reduction ratio in the current state.

An alarm signal is also output from the control means 3c, and the alarm means 7 is activated to warn the driver.

Further, in the control means 3c, when the change amount of the vehicle speed, the throttle opening, and the engine rotation speed in a predetermined unit time exceeds the normal use change amount, it is judged as an error and the stop signal is controlled by the reduction ratio control as described above. The alarm signal is output to the means 2 and the alarm signal is output to the alarm means 7.

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. 4, the right half of the automatic clutch mechanism 3 shows the clutch connected 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 in the side half.

Next, the operation of this embodiment will be described with reference to FIGS. 8 (A) and 8 (B).

In step a of FIG. 8 (A), from the current speed,
The range value of the allowable reduction ratio corresponding to the vehicle speed is calculated. It is judged whether or not the target reduction ratio commanded by the reduction ratio control means 2 is out of the range of the allowable reduction ratio calculated in step a (step b).

If the target reduction ratio is not within the range of the allowable reduction ratio, the process jumps to the error processing routine shown in FIG. 8B to stop the control of the reduction ratio and issue an alarm (step h,
i). As a result, the driver artificially stops the vehicle by fully closing the throttle or operating the kill switch. Then, the control program returns to the initial value by turning off the power.

If the target reduction ratio is within the range of the allowable reduction ratio, it is further determined whether the vehicle speed, the throttle opening, or the engine speed exceeds the allowable limit value (step c). Is determined for a certain period of time or not (step d). If it continues for a certain period of time or more, it is judged as an error and the process jumps to the error processing routine. On the other hand, if it has not continued for a certain period of time, it is determined that a malfunction has occurred due to noise or the like, and normal operation is resumed.

Next, the unit time is set, the change amount of the vehicle speed, the throttle opening, and the engine speed in the unit time is obtained (step e), and it is determined whether the change amount is within the allowable range (step f). If the amount of change is outside the allowable range, it is determined that an error has occurred and the process jumps to the error processing routine.

On the other hand, when it is within the allowable limit value, the transmission driving means 4 is operated (step g) and the process jumps to step a.

As a result, even if a failure or malfunction occurs in the electrical system such as disconnection of the signal line connector or disconnection, traveling is performed without causing a sudden downshift in the high speed range or the low speed range or a rapid speed change due to the upshift.

[Effect of the Invention] As described above, according to the present invention, the reduction ratio control means obtains the target reduction ratio based on the vehicle speed from the vehicle speed detection means, and sets the range of the allowable reduction ratio at the detected corresponding vehicle speed. , Monitor whether the obtained target reduction ratio is within the allowable reduction ratio range,
When the target reduction ratio goes out of the allowable reduction ratio range, the control of the reduction ratio is stopped.Therefore, even if there is a failure or malfunction in the electrical system, sudden downshifts or upshifts are prevented, and deceleration up to that time is prevented. Since the vehicle is driven at a ratio, and a sudden change in traveling speed does not occur, comfortable driving can be performed.

[Brief description of drawings]

FIG. 1 is a block diagram showing the configuration of the present invention, FIG. 2 is a diagram showing the relationship between vehicle speed and gear ratio, and FIGS. 3 to 8 are embodiments in which the present invention is applied to a toroidal type continuously variable automatic transmission. FIG. 3 is a side view of the motorcycle, FIG. 4 is a partial sectional view of the power unit, FIG. 5 is a sectional view taken along line IV-IV of FIG. 4, and FIG. 6 is a plan view of FIG. 7 and 8 are block diagrams of the traveling control device, and FIGS. 8A and 8B are flowcharts of the control program. 1 ... Vehicle speed detecting means 2 ... Reduction ratio control means 3 ... Deceleration range monitoring means 4 ... 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, a vehicle speed detecting means for detecting a vehicle speed, a reduction ratio control means for obtaining a target reduction ratio based on the vehicle speed from the vehicle speed detecting means, and a range of an allowable reduction ratio at the detected corresponding vehicle speed are set. A travel control device for a continuously variable automatic transmission for a vehicle, comprising deceleration range monitoring means for stopping control of the reduction ratio when the target reduction ratio deviates from the range of the allowable reduction ratio.