JPS6220947A - Travel control device in automatic stepless speed change gear for vehicle - Google Patents

Abstract

PURPOSE:To make it possible to easily obtain a reduction ratio in accordance with the running condition of a vehicle, by setting the reduction ratio in accordance with the frequency of opening and closing of a throttle valve, the frequency of idle rotational speed and an averages vehicle speed. CONSTITUTION:Date of an averaged vehicle speed, the frequency of opening and closing of a throttle valve and the frequency of idle rotational speed which are computed valve opening and closing frequency computing means 2 and an idle rotational speed computing means 3 are delivered to an environmental condition determining means 4 which determines the running condition of the vehicle in accordance with the above-mentioned data and delivers the result of the determination to a reduction ratio control means 5. With this arrangement, the reduction ratio control means may set a reduction ratio in accordance with the running condition of the vehicle, and therefore, it is possible to drive the vehicle with a comfortable feeling.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a travel control device for a continuously variable automatic transmission for a vehicle that controls a reduction ratio according to a travel environment.

(Prior Art) For example, some motorcycles include a continuously variable automatic transmission in the power transmission system of an internal combustion engine. This continuously variable automatic transmission outputs the rotational power of the internal combustion engine at a predetermined reduction ratio to an automatic clutch placed in the rear stage, which enables efficient operation of the internal combustion engine and is effective in improving fuel efficiency. .

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

(Problems to be Solved by the Invention) However, since brake operations and throttle operations are frequently performed in urban areas, it is required to increase torque to improve acceleration performance.

In addition, in suburban areas, it is required that the speed ratio be set to the top side for steady driving in order to improve fuel efficiency. Furthermore, on uphill slopes in mountainous areas, engine braking is required to prevent knocking from occurring due to insufficient output, while on downhill driving, engine braking is required.

This invention was made against the background of the above circumstances, and provides a driving control device for a continuously variable automatic transmission for a vehicle, which sets the optimum reduction ratio according to each driving environment such as an urban area, a suburban area, or a mountainous area. is intended to provide.

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention provides an average vehicle speed calculation means for obtaining the average speed of the vehicle, and a throttle opening/closing frequency for obtaining the throttle opening/closing frequency at which the throttle is opened/closed at a certain speed or higher. a calculation means, an idle rotation speed frequency calculation means for obtaining an idle rotation speed frequency, an environmental condition determination means for determining a driving environment from the average vehicle speed, throttle opening/closing frequency, and idle rotation speed frequency, and deceleration according to the driving condition. The present invention is characterized by comprising a reduction ratio control means for setting the ratio.

(Operation) In the present invention, the driving environment is determined by the environmental condition determining means based on the average vehicle speed, the throttle opening/closing frequency, and the idling speed frequency. Then, the reduction ratio control means sets a reduction ratio according to the driving environment. For example, in the city, torque is increased to improve acceleration, in the suburbs, fuel efficiency is improved, and in mountainous areas, the reduction ratio is set. , performs control to provide a comfortable driving feeling depending on whether the vehicle is going uphill or downhill.

(Example) Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

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

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

The environmental condition determination means 4 determines the environmental conditions in urban areas, suburbs, and mountainous areas from the average vehicle speed from the average vehicle speed calculation means, the throttle opening/closing frequency from the throttle opening/closing frequency calculation means, and the idle rotation speed frequency from the idle rotation frequency calculation means. do.

That is, as shown in FIG. 2, when the average vehicle speed (brake operation frequency) Vm is smaller than the standard value To, the throttle opening/closing frequency C is larger than the standard value Co, and the idle rotation frequency is larger than the standard value DO. It is considered to be an urban area.

Further, the average vehicle speed Vm is larger than the standard value Vo, and the throttle opening/closing frequency C is smaller than the standard value Co.

If the idle speed frequency is smaller than the standard value DO, it is determined that the area is in the suburbs.

Furthermore, if the average vehicle speed Vm is smaller than the standard value Vo, the throttle opening/closing frequency C is larger than the standard value CO, and the tiddle rotation frequency is smaller than the standard value Do, it is determined that the area is in a mountainous area.

Based on the output from the environmental condition determination means 4, the reduction ratio control means 5 controls the reduction ratio according to the environment, and
1. The drive means 6 is operated to control the transmission to a set reduction ratio.

In other words, in urban areas, the reduction ratio is increased at medium to low speeds,
Increase torque to improve acceleration and drive performance. In the suburbs, when driving steadily, set the reduction ratio to a smaller top side,
Aim to improve fuel efficiency. Furthermore, in mountainous areas, the reduction ratio is increased to make engine braking more effective, and torque is increased to improve driving performance.

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

In the figure, reference numeral 20 denotes an internal combustion engine mounted on a scooter type motorcycle, and a power unit 21 of this internal combustion engine 20 has a crankshaft 23 driven by a piston 22.
and an axle 25 on which a rear wheel 24, which is a driving wheel, is suspended 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. This one-way clutch 27 is connected to the starter motor 2B via a connecting shaft 29.

A toroidal continuously variable automatic transmission 30 is disposed at the tip of the crankshaft 23 and changes the speed of the power of the internal combustion engine 20.
It is transmitted to the axle 25 via an automatic clutch 31 disposed at the rear stage.

Inside the l\Using 32 of the continuously variable automatic transmission 30.

An input shaft 33 and an output shaft 34 connected to the crankshaft 23 are rotatably supported. The output shaft 34 has an output gear 3.
5 is keyed and connected to a clutch gear 37 of an automatic clutch 31 via a timing belt 36.

A cam plate 38 is arranged to be integrally rotatable with the input shaft 33, and power is transmitted to the input disk 40 via rollers 39. The input disk 40 is loosely coupled to the input shaft 33, and the output disk 41 is disposed opposite to the input disk 40.

The input disk 40 and the output disk 41 have opposing rotating curved surfaces, and a pair of power rollers 4 are provided between the rotating curved surfaces.
2 are arranged. An output gear 43 is press-fitted into the shaft portion of the output disk 41 and meshes with an input gear 44 of the output shaft 34 .

The power rollers 42 each have a toroidal convex surface that engages with a rotating curved surface, and are each rotatably provided on a roller shaft 45. The roller shafts 45 are rotatably supported by trunnions 46, respectively, and the power rollers 42 transmit power from the input disk 40 to the output disk 41, and control the rotation ratio of both disks 40, 41, that is, the reduction ratio. do.

The trunnion 46 is disposed in the vertical direction and is held by support members 47 and 48 disposed below -E so as to be slightly movable in the downward direction. The upper support member 47 is supported by the housing 32 via an upper boss 49, and the lower support member 46 is supported by a lower boss 50, respectively.

A nut member 51 is screwed onto a bolt member 52 at the upper part of the trunnion 46. The bolt member 52 is press-fitted into a connecting member 53, and this connecting member 53 is further press-fitted into the trunnion 46. The rotation of the nut member 51 causes the trunnion 46 to move a small amount in the axial direction X. As a result, the power roller 42 is displaced in the axial direction X, so that a known automatic speed change effect occurs, and the power roller 42, and therefore the trunnion 46, rotate around the axis. Since the rotation direction follows the nut member 51, the deviation of the trunnion 46 returns to its original state as the trapezoidal thread of the bolt member 52 leads. When the power roller 42 returns to the neutral position, that is, when the rotation axis Y of the power roller 42 and the input axis intersect, the power roller 42 stops rotating and a desired reduction ratio is obtained.

Guide 5 that moves vJ on the rotating shaft 54 of the transmission drive means 6
A nut member 51 is connected to the wheel gear 5 through a link 56.
7 meshes with a worm gear 59 of a servo motor 58. The rotation of the servo motor 58 causes the guide 55 to move on the rotating shaft 54, thereby rotating the nut member 51 in the forward and reverse directions.

The servo motor 58 is driven by a travel reduction ratio control device shown in FIG. Vehicle speed information is inputted to the average vehicle speed calculating means 1 of this travel reduction ratio control device from the vehicle speed detecting means 7 provided at the rear wheels. Opening/closing speed information is input to the throttle opening/closing frequency calculating means 2 from a throttle opening/closing detecting means 8 provided in the throttle mechanism. Furthermore, idle rotation speed information is inputted to the idle rotation speed frequency calculation means 3 from an idle rotation speed detection means 9 provided in the intake system.

The environmental condition determining means 4 includes an average vehicle speed calculating means 1, a throttle opening/closing frequency calculating means 2, and an idling speed frequency calculating means 3.
The environmental conditions of urban areas, suburbs, and mountainous areas are determined based on information from In the reduction ratio control means 5, the environmental condition determination means 4
Based on the output from the servo motor 58, a reduction ratio is set according to the environment, and the servo motor 58 is operated to achieve this reduction ratio.

The clutch gear 37 is loosely engaged with the clutch shaft 60 of the automatic clutch 31 . In this clutch gear 37, a clutch outer 61 is provided in an integrally rotating part, and a clutch center 62 is provided inside thereof so as to be integrally rotatable with a clutch shaft 60, and both can be moved in the axial direction. The clutch is connected by sliding the engaged clutch plates 63, 64 into contact.

The clutch plates 63 and 64 are connected to the clutch outer 61
The centrifugal row 65 disposed in the clutch plate 6 moves outward in response to the centrifugal force accompanying the rotation of the clutch outer 61.
This is done by pushing 3.64 in the axial direction. In FIG. 5, the right half of the automatic clutch 31 shows a clutch engaged state in which the centrifugal roller 65 has moved outward, and the left half shows a clutch disengaged state in which the centrifugal roller 65 is located inward.

Next, the operation of this embodiment will be explained based on FIGS. 8 to 1O.

FIG. 8 is a control flowchart for environment determination, in which step a
At step b, the data area is initialized, the traveling distance (S) and the traveling time (1) are measured (step b), and it is determined whether or not the engine is at idle speed based on the information from the idle speed detection means. (Step 2 C), and in the case of idle rotation speed, unit distance (S) or unit time (
Count the idle rotation speed in step 1) and calculate the frequency (steps ct, e) a. Next, calculate the average vehicle speed Vm from the unit distance or unit time (step f), and further calculate this average vehicle speed Vm from the standard value v
A determination is made as to whether or not O (step g), and the standard value Vo
In the above cases, the area is judged to be a suburb. And the standard value Vo
In the following cases, a determination is made as to whether or not the idle speed frequency is equal to or greater than the set value DO (step h). If it is equal to or greater than the standard value Do, it is determined that the area is in an urban area, and in the following cases, it is determined that the area is in a mountainous area. be done.

FIG. 9 is a control flowchart of another environment determination, in which data area initialization is performed in step a.

Next, step b) to calculate the operating speed of the throttle;
A determination is made as to whether or not this throttle operating speed is equal to or greater than the standard value (step C). If it is equal to or greater than the standard value, the number of times it occurs is counted (step d), and further a determination is made as to whether or not it is at idle speed. (step e), the number of idle revolutions is counted (step f), this counting is done in unit time or prime time (step g), and if the throttle opening/closing frequency C is less than the standard value CO. It is determined that the area is in the suburbs (step h), and if the idle speed frequency is equal to or higher than the standard value DO, it is determined to be an urban area, and if it is below, it is determined to be a mountainous area (step i).

FIG. 1θ shows a control flowchart of the reduction ratio.

Based on the driving environment conditions determined in FIG. 8 or 9, control programs for urban areas, suburban areas, and mountainous areas are executed.

In the control program for urban areas, a decision is made as to whether or not the vehicle is traveling at medium to low speeds (step a), and if the vehicle is traveling at medium to low speeds, the reduction ratio is set to a relatively large value to reduce acceleration.

Further, in the suburban control program, a judgment is made as to whether or not the vehicle is running in a steady state (step a), and in the case of steady running, the reduction ratio is maintained at the normal top value to improve fuel efficiency.

Furthermore, in the control program for mountainous areas, it is determined whether the slope is uphill or steeply downhill (step a), and if the slope is uphill or steeply downhill, control is performed to set the reduction ratio to a larger value. This increases torque on uphill slopes and applies engine braking on steep downhill slopes.

(Effects of the Invention) As described above, the present invention uses an environmental condition determining means to determine the driving environment based on the average vehicle speed, throttle opening/closing frequency, and idling speed frequency, and uses a reduction ratio control means to determine the driving environment according to the driving environment. Since the reduction ratio can be set, depending on the driving environment such as urban, suburban, or mountainous areas,
The optimum reduction ratio is set. Therefore, for example, in urban areas, the reduction ratio can be set higher to increase torque and improve acceleration, while in the suburbs, the reduction ratio can be set lower to improve fuel efficiency, and in mountainous areas, when driving on steep slopes or steep downhills. By increasing the reduction ratio, a comfortable driving feeling can be obtained.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the configuration of the present invention, FIG. 2 is a diagram showing determination of the driving environment, FIG. 3 is a diagram showing setting of the reduction ratio according to the driving environment, and FIGS. 4 to 10 are This shows an embodiment in which the present invention is applied to a toroidal continuously variable transmission. Fig. 4 is a side view of the motorcycle, Fig. 5 is a sectional view of the power unit, and Fig. 6 is the - ①A sectional view, FIG. 7 is a plan view of FIG. 6, and FIGS. 8 to 10 are flowcharts of the control program. ■...Motor east speed calculation means 2...Throttle opening/closing frequency means 3...Idle rotation speed frequency calculation means 4...Environmental condition judgment means 5-...Reduction ratio control means 6...Transmission Drive Means Patent Applicant: Yamaha Motor Co., Ltd. Representative Patent Attorney Toshio Tsuruwaka: 2□: Figure 1 Figure 3

Claims (1)

[Claims] A driving control device for a continuously variable automatic transmission for a vehicle that transmits the output of an internal combustion engine to drive wheels via a continuously variable automatic transmission, and controls a reduction ratio of the continuously variable automatic transmission according to a driving condition,
average vehicle speed calculation means for obtaining the average speed of the vehicle; throttle opening/closing frequency calculation means for obtaining the throttle opening/closing frequency for opening and closing the throttle at a certain speed or higher; idle rotation speed frequency calculation means for obtaining the idle rotation speed frequency; Driving control of a continuously variable automatic transmission for a vehicle, comprising an environmental condition determining means for determining the driving environment from the throttle opening/closing frequency and the idling speed frequency, and a reduction ratio control means for setting a reduction ratio according to the driving conditions. Device.