JPS62273185A - Travelling controller of non-stage automatic transmission for car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

Detailed Description of the Invention (Industrial Application Field) This invention is directed to controlling the gear ratio to reduce sudden loads on internal combustion engines and continuously variable automatic transmissions for vehicles. 2. Description of the Related Art Related to Control Devices (Prior Art) For example, some motorcycles include a continuously variable automatic transmission in the power transmission system of an internal combustion engine.

This system transmits the power of the internal combustion engine at a predetermined gear ratio to an automatic clutch placed in the rear stage, enabling efficient operation of the internal combustion engine and improving fuel efficiency.

For this reason, it is required to control the gear ratio appropriately and accurately, and generally a HA control target gear ratio is set so that the actual actual gear ratio does not match this common control target gear ratio. Thus, the gear ratio of the continuously variable transmission is controlled by the gear ratio control means.

(Problem to be Solved by the Invention) However, due to sudden changes in throttle opening, changes in shift control mode, etc., the difference between the control target gear ratio and the actual actual gear ratio may become large. In this case, if the control target gear ratio is controlled, the rotational speed of the internal combustion engine will change rapidly, which will place a large load on the internal combustion engine, automatic transmission, etc., and may impair the durability of the device. 7 This invention was made against the background of the above circumstances, and an object of the present invention is to provide a running control device for a continuously variable automatic transmission for a vehicle, which reduces the load on an internal combustion engine, continuously variable automatic transmission, etc. during speed change control. Objective 7 (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 the driving wheels via a continuously variable automatic transmission. In a drive control device for a continuously variable automatic transmission for a vehicle, which controls the engine according to a control target gear ratio obtained by a gear ratio control means depending on the running state, the throttle opening degree of the internal combustion engine, the vehicle speed, and the Target engine rotation speed calculation means calculates the control target engine rotation speed from the set shift control map, compares this control target engine rotation speed with the actual engine rotation speed at this time, and calculates the difference by a predetermined value. (Operation) This invention is characterized by comprising: an engine rotational speed correcting means for correcting the engine rotational speed within the range of 0.1 to 1.0, and a target gear ratio calculation means for calculating a control target gear ratio from the corrected engine rotational speed and the vehicle speed. Then, the target engine rotation speed calculation means calculates the control target engine rotation speed from the throttle opening of the internal combustion engine, the jIL speed, and the shift control map.

The engine rotational speed correcting means compares this control target engine rotational speed with the actual engine rotational speed at this time, and corrects the difference to within a predetermined 46 degrees.

Then, the target gear ratio calculation means calculates a control target gear ratio from the corrected engine rotational speed and vehicle speed, and the gear ratio control means controls the continuously variable automatic transmission according to the control target gear ratio. , the difference between the control target engine rotation speed and the engine rotation speed at the time of EMBODIMENT OF THE INVENTION Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a block diagram showing the configuration of the present invention. In the figure, reference numeral 1 indicates a vehicle speed detection means for detecting vehicle speed, and 2 indicates a throttle opening for controlling the amount of fuel supplied to the internal combustion engine. 3 is an engine rotational speed detection means for detecting the rotational speed of the internal combustion engine; and 4 is a preset speed change control map that determines the output characteristics of the speed ratio.

According to the control mode set in this shift control map 4, the target engine rotational speed calculation means 5 calculates the It value from the IL speed information obtained from the vehicle speed detection means 1 and the throttle opening information obtained from the throttle opening detection means 2. Calculate the target engine rotation speed.

This calculation result is manually inputted to the engine rotational speed correction means 6, where it is compared with the current engine rotational speed obtained from the engine rotational speed detection means 3, and corrected so that the difference is below a predetermined value. do.

This corrected engine rotational speed +1lli information and vehicle speed information obtained by the JIL speed detection means 1 are used as target gear ratio calculation means 7.
Based on the calculation result of the target speed ratio calculating means 7 calculating the control target 1M speed ratio, the speed ratio countersigning means 8 calculates the target control position from the current control device,
Based on the drive signal from the gear ratio control means 8, the transmission drive means 9 is driven to control the gear ratio of the continuously variable automatic transmission according to a predetermined driving condition.

Figures 2 to 5 show a more specific embodiment in which the present invention is applied to a toroidal continuously variable transmission. The front wheel 21, which is suspended via a front fork 22, is steered by a handle 23, and an accelerator grip (not shown) is provided on the right side of the handle 23. The throttle opening of the carburetor (not shown) provided in the internal combustion engine 24 is opened and closed by this accelerator grip.The opening of the throttle is detected by the throttle opening pressure detection means 2, and the throttle opening information is used to detect the target engine rotational speed. It is input to means 5.

On the rear side of the vehicle body, a rear wheel 25, which is a driving wheel, is connected to an internal combustion engine 24.
The power unit 26 is rotatably supported via an axle 27, and the front side of the power unit 26 is supported via a bracket 28, and the rear side is supported by a vehicle body frame 29 via a suspension (not shown).

A combustion shaft ink 30 is disposed on one side of the power unit 26, and is connected to a carburetor of an internal combustion engine 24 via a hose 31.As shown in Fig. 3, the internal combustion engine 24 has a piston 32. A one-way clutch 34 is provided at one end of the rotating crankshaft 33, and the one-way clutch 34 is connected to a starter motor 35 via a connecting shaft 36. A toroidal continuously variable automatic transmission 37 is disposed at the tip of the crankshaft 33 , and within its housing 38 is an input shaft 39 connected to the crankshaft 33 via a one-way clutch 34 . A cam plate 41 is rotatably disposed on an input shaft 39 on which an output shaft 40 is rotatably supported, and power is transmitted to a human power disk 43 via rollers 42. . A human power disk 43 is loosely coupled to the human power shaft 39, and an output disk 44 is disposed opposite to this input disk 43.An output disk 44 is provided on the output shaft 40,
The output disk 44 and the manual disk 43 are formed with opposing rotating curved surfaces, and a pair of power rollers 45 are disposed between the rotating curved surfaces. The output shaft 40 has an output gear 46
is press-fitted and meshes with the gear 48 of the intermediate shaft 47.

The power rollers 45 each have a toroidal convex surface that engages with the rotating curved surface, and are each rotatably supported by a trunnion 49 via a roller shaft to transmit power from the human power disk 43 to the output disk 44. At the same time, the rotation ratio of both disks 43 and 44 and the gear ratio are controlled.

The trunnion 49 is supported by the housing 38 so as to be able to move slightly in the vertical direction (in the direction perpendicular to the plane of paper in FIG. 3).7 When the trunnion 49 moves a small amount in the vertical direction, the power roller 45 moves in the vertical direction. Since the transmission is biased (i7), a known automatic transmission action occurs, and the desired transmission ratio can be obtained.

The vertical movement of the trunnion 49 is performed by the transmission drive means 9 shown in FIG. A trunnion 49 is connected to the guide S1 via a link 52 and a nut member 53. Wheel gear 5 provided at the end of rotating shaft 50
4 meshes with the weave gear 56 of the servo motor 55, and by driving the servo motor 55, the guide 51 or the rotating shaft 50
By moving F, the trunnion 49 is rotated in the forward and reverse directions.

The servo motor 55 is driven by a gear ratio control means 8, to which the calculation result of the first FA gear ratio calculation means 7 is manually input, and to this fifth gear ratio calculation means 7 is an engine rotation speed correction means. The target rotational speed information for the control from 6 and the m-linked information from the vehicle speed detection means 1 provided at the rear wheel 25 are manually input.

Further, the engine rotation speed detecting means 3 obtains the R rotation speed based on the rotation speed of the crankshaft 33, and the engine rotation speed correction means 6
The 'ft calculation result of the target engine rotation speed detection means 5 is input to the engine rotation speed correction means 6.

An output knob 957 is keyed to the intermediate 1!1147 and connected to the manual pulley 60 of the automatic clutch 59 via the timing belt 58. A manual pulley 60 is loosely engaged with the clutch shaft 61 of the automatic clutch 59, and a clutch center 62 is provided on the manual pulley 60 so as to be rotatable therewith, and a tarlatch outer 63 is provided on the outside thereof so as to be rotatable together with the clutch shaft 61. It is being As the clutch center 62 rotates, the center roller 64 moves outward to bring the clutch plates 65 and 66 into sliding contact, and when the clutch is connected, the clutch shaft 61 rotates together, applying driving force to the axle 24. introduce.

In FIG. 3, the right half of the automatic clutch 59 shows a clutch connected state in which the centrifugal roller 64 is disposed outward, and the left half shows a clutch disengaged state in which the centrifugal roller 64 is located inward.

Next, the operation of this embodiment will be explained based on the control flowchart shown in FIG.

In step a, the vehicle speed detection means 1 performs vehicle speed processing to obtain vehicle speed information from the rotational speed of the rear wheel 25, and in step b
Then, the engine rotation speed detection means 3 performs engine rotation speed processing to obtain the rotation speed of the internal combustion engine 24 from the rotation speed of the crankshaft 33, and in step C, the throttle opening detection means 2
Then, processing is performed to obtain throttle opening information from the operation of the throttle grip, and this information is read.

Next, in step d, the target engine rotation speed calculation means 5 determines a target engine rotation speed number for control based on the speed change control map 4 from the vehicle speed information and throttle opening information.
The engine rotational speed correction means 6 calculates this target engine rotational speed No.
and the current engine rotation speed N obtained by the first engine rotation speed detection means 3 (step e), and if the difference is less than a predetermined value α, jump to step g, and set the target gear ratio -6.
The target gear ratio I is calculated by the calculating means 76. Note that the predetermined value α indicates the limit of change in engine rotational speed.

Based on this calculation result, the gear ratio control means 8 calculates a control target position from the current gear ratio control position, and controls the gear ratio driving means 8 to control the gear ratio based on the predetermined gear ratio map. (step h, i).

By the way, if the difference in step e is less than the predetermined value α, the engine rotational speed correction means 6 adjusts the current engine rotational speed N.
is corrected by the change limit predetermined value α to set the control target engine speed No. (step f). Based on this calculation result, the target gear ratio is calculated, and the gear ratio control means 8 calculates the target speed ratio in the same manner as described above. A target control position is calculated from the current control position of the gear ratio, and the transmission driving means 9 is controlled based on the calculation result (steps h, i).

In this way, the target engine rotation speed is compared with the current engine rotation speed, and the control target engine rotation speed is set by correcting the difference so that it is equal to or less than the predetermined value α. Since the gear ratio is controlled based on
Even if the throttle opening changes suddenly, control of the gear ratio that would cause the engine rotational speed to change suddenly can be suppressed.

Therefore, sudden loads on the continuously variable automatic transmission 37 and the internal combustion engine 24 will be reduced. In the above embodiment, the speed change control map 4 is set to the economy mode shown in FIG. It has a standard mode shown in FIG. 6 (B) and a power mode shown in FIG. 6 (C), and can be similarly applied to the shift control map 4 selected by operating the mode selection means.

The economy mode prioritizes fuel efficiency over driving performance, the power mode prioritizes driving performance over fuel efficiency, and the standard mode has output characteristics that are intermediate between the two. For example, if you change the mote from economy mode to power mode, the engine rotation speed will increase rapidly.At this time, the control target rotation speed will be corrected and control of the gear ratio will be suppressed if the rotation speed changes rapidly. I can do it.

(Effects of the Invention) As described above, the present invention calculates a control target engine rotation speed from the throttle opening of the internal combustion engine, the vehicle speed, and the shift control map by the target engine rotation speed calculation means, and by the engine rotation speed correction means. Then, this control target engine rotation speed is compared with the actual engine rotation speed at this time, the difference is corrected to within a predetermined value, and the target gear ratio calculation means calculates the corrected engine rotation speed and vehicle speed. Since the control target gear ratio is calculated from value. Therefore, the sudden load on the internal combustion engine and continuously variable automatic transmission is reduced, and the durability of the equipment is further improved7.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of this invention, No. 2121
Figures 5 to 5 show an embodiment in which the present invention is applied to a Trout type continuously variable automatic transmission. Figure 2 is a side view of a motorcycle, Figure 3 is a sectional view of a power unit, and Figure 4 is a diagram of a transmission. FIG. 5 is a plan view of the driving means, FIG. 5 is a flowchart of the control program, and FIGS. 6(A), (B), and (C) are output characteristic diagrams depending on the control mode of the transmission. 1...Vehicle speed detection means 2...Throttle opening degree means 3...Engine rotation speed detection means 4...Shift control map 5--Target engine rotation speed calculation means 6...Engine rotation 'a degree correction Means 7... Target gear ratio calculation means 8... Gear ratio auxiliary cylinder means 9... Transmission drive means FIG.

Claims (1)

[Claims] For vehicles in which the output of an internal combustion engine is transmitted to drive wheels via a continuously variable automatic transmission, and the continuously variable automatic transmission is controlled according to a control target gear ratio obtained by a gear ratio control means depending on the driving state. In a travel control device for a continuously variable automatic transmission, a target engine rotation speed calculation means for calculating a control target engine rotation speed from a throttle opening degree of the internal combustion engine, a vehicle speed, and a preset shift control map; target engine rotation speed,
an engine rotation speed correction means that compares the actual engine rotation speed at this time and corrects the difference within a predetermined value; and a target speed change that calculates a control target gear ratio from the corrected engine rotation speed and the vehicle speed. A travel control device for a continuously variable automatic transmission for a vehicle, comprising a ratio calculation means.