TW200902884A - Control apparatus for transmission mechanism, transmission, vehicle provided therewith, method of controlling the transmission mechanism, and method of estimating heat value of electric motor in the transmission mechanism - Google Patents

Abstract

To provide a transmission in which it is possible to estimate the heat value of an electric motor with a simple constitution. A motorcycle 1 is provided with a transmission 20. The transmission 20 has a transmission mechanism 20a and an ECU 7. The transmission mechanism 20a includes: a crankshaft 11 as an input shaft, a driven shaft 27 as an output shaft, and an electric motor 30. The electric motor 30 changes continuously the transmission ratio between the crankshaft 11 and the driven shaft 27. The ECU 7 estimates the heat value of the motor 30 from the rate of change in the transmission ratio.

Description

200902884 IX. Description of the Invention: [Technical Field of the Invention] The present invention relates to: a control device for a transmission mechanism, a moving mechanism, a vehicle having the mechanism, a method of controlling the transmission, and an estimation of the In particular, the heat value of the electric motor in the transmission mechanism is 'the invention relates to the electronic control type transmission mechanism' and its transmission ratio is changed by the electric motor, an electric r-type transmission mechanism, and the transmission ratio thereof By means of an electric motor, a vehicle of a mechanism, a method of controlling the electronically controlled transmission and varying its transmission ratio by the electric motor, and a method of estimating the heating value of the electric motor in the electric transmission mechanism, And it drives the electric motor to change. [Prior Art] - A stepless transmission is conventionally known, that is, an electric motor can be utilized for the transmission ratio

L A method of transmitting a mechanism. The control sub-control has a method in which the sub-control is changed by a = segment (hereinafter referred to as ECVT, the full name of which is an electronic stepless transmission) (as described in patent document i). [Patent Document 1] JP-A-2004-19740 In an electronic stepless transmission (ECVT), an electric motor is often driven in reverse by a gear ratio change of 1. As a result, a large amount of heat is generated by the electric motor, and the possibility of lowering the temperature of the electric motor and its drive circuit and the performance of the motor is increased. Preferably, the temperature or heat value of the motor is monitored so that the temperature of the motor does not exceed the temperature range of the horse. For example, a method of estimating the motor temperature 127664.doc 200902884 can be considered as the case where the temperature sensor is disposed on the motor, its drive circuit, or the like. Since the calorific value of the motor is proportional to the square of the current flowing through the motor, another method that can be considered to estimate the motor temperature is to set the current sense n to measure the current flowing through the motor and measure it. The current estimates the calorific value of the motor. However, all of the above methods require the provision of separate temperature sensors and current sensors. As a result, the construction and control of the ECVT is unnecessarily complicated. SUMMARY OF THE INVENTION The present invention has been developed in view of the above. Accordingly, it is an object of the present invention to provide a transmission that utilizes a convenient configuration to estimate the heating value of an electric motor. Incidentally, although the problem to be solved is exemplified herein by ecvt, the problem to be solved is generally still to utilize the (four) motor to change the transmission ratio of the transmission. The control device of the present invention is a control device for a stepless speed change transmission mechanism comprising an input shaft, an output #, and an electric motor for changing a gear ratio between the input shaft and the output shaft. The control device of the present invention estimates the electric value based on the rate-change rate of the gear ratio. The segmentless transmission of the present invention is composed of a stepless shifting transmission mechanism and a control section. The stepless transmission mechanism includes an input shaft, an output shaft, and an electric motor. The electric motor changes the transmission ratio between the output shafts of the input shaft (4) without a segment. The control section estimates the heating value of the electric motor based on the rate of change of the transmission ratio. 127664.doc 200902884 The vehicle of the present invention includes the stepless catcher of the present invention. The control method of the month is to control the stepless transformation method. The stepless transmission mechanism includes an input shaft and a second mechanism for changing the input shaft and the output shaft without a segment: the input shaft And a moving motor. The method for estimating the rate of change of the transmission ratio of the electric power ratio of the electric motor is the method for estimating the heating value of the electric motor from the square of estimating the heating value of the electric motor according to the present invention. Segment shifting: shaft; an output shaft, and a for the stepless change of the input shaft Γ = = = = Γ 马达 motor. According to the method of estimating (four) = value of the present invention, the heating value of the electric motor is changed from the transmission ratio [Effect of the present invention], which utilizes a simple configuration to estimate electric power. The present invention can achieve the heating value of a transmission motor. [Embodiment] [First Embodiment] (Summary of the present embodiment) The present inventors discovered the relationship between the heating value of the electric motor and the rate of change of the transmission ratio, and further constituted the result of the research. An example of a preferred embodiment of the present invention is described in detail by way of a motorcycle. Although the present invention is exemplified as a scooter type motorcycle, the vehicle of the present invention is not limited to a Scooter type motorcycle. 127664.doc 200902884 of the present invention The vehicle may be other than a Scooter type motorcycle. More specifically, the two-wheeled vehicle of the present invention may be an off-road vehicle, a motorcycle type, a scooter type, or a conventionally known 11-foot type vehicle. Furthermore, the vehicle of the present invention may be a straddle type vehicle, not a motorcycle. More specifically, the vehicle relating to the present invention may be, for example, an off-road ATV. Further, the vehicle of the present invention may be other than a straddle type vehicle, such as a four-wheel drive vehicle. [Detailed description of the motorcycle 根据 according to the embodiment] (Summary structure of the motorcycle 1) A side view of the motorcycle. Motorcycle ^ - Body frame (4) The engine unit 2 is mounted on the body frame. - The rear wheel 3 is attached to the back of the morning. In the present embodiment, the rear wheel 3 is a drive wheel driven by the engine unit 2. /Heil body frame has a head tube extending downward from the grip 4 (not shown in the figure; the front 5 is connected to the lower end of the head tube. The front wheel 6 is attached to the front and 5

L, lower end # ' to facilitate rotation. The front wheel 6 is not connected to the engine unit 2 and is a freely rotatable wheel. (Configuration of Engine Unit 2) The configuration of the engine unit 2 will be described later with reference to Figs. (Structure of Engine 10) As shown in Figs. 2 and 3, the engine speed is 2〇. In the 眚^ (internal combustion) bow 1 engine 10 and-variation, the engine 10 is disclosed as a forced air-cooled 仃% engine. However, the engine 10 can be other types. For example, the engine 10 can be water cooled. The engine 10 can also be a two-stroke type. As shown in Fig. 3, the engine 10 has a crankshaft u. A sheave 12 is engaged with the outer periphery of the arbor 11 by a tang. The sheave 12 is supported by a housing 14 through a bearing weir to facilitate rotation. A one-way clutch 31 coupled to an electric motor 3 is attached around the sheave 12. (Configuration of Transmission 20) r The transmission 20 is composed of a transmission mechanism 2A, and an engine control unit (ECU) 7 as a control section for controlling the transmission mechanism 2A. In the present embodiment, the transmission mechanism 20a is described as one of the electronic stepless transmissions (ecvt) belt type as an example. The ECVT belt can be a resin belt, a metal belt, or any belt. Furthermore, the transmission mechanism 2& is not limited to the ECVT belt type. The transmission mechanism 2A can be, for example, a screw type. Furthermore, the transmission mechanism 2A may not be ecvt. The transmission mechanism 2A has a main sheave 21, a pair of sheaves 22, and a V-shaped belt 23. The V-belt 23 is wound around the main sheave 21 and the auxiliary sheave. The v-shaped belt has a generally V-shaped cross section. - The main sheave 21 is rotated integrally with the crankshaft U. The main sheave 21 is composed of a fixed sheave half 2U and a movable sheave half m. The fixed sheave half 2U is fixed to the end of the crankshaft u. The movable sheave half (10) is disposed opposite to the fixed sheave half 21a. The movable sheave half body is movable in the axial direction of the crankshaft U. The fixed sheave half 2U and the movable sheave half of the opposite body surface form a belt groove 2u for the v-belt to be placed therein. The belt groove 21c tends to be widened toward the radially outer side of the main groove. As shown in Fig. 3, the movable sheave half 2ib is provided with a cylindrical boss portion 2'' for the crankshaft 11 to pass. - The cylindrical slider 24 is fixed to the inside of the hub 127664.doc 200902884 Part 2 Id. The slider 24 forms an integral body with the movable sheave half 2b to facilitate axial movement of the crankshaft 11. Therefore, the groove width of the belt groove 21c can be changed. The groove width of the belt groove 21c of the main sheave 21 is changed as the movable sheave half 21b is driven by the electric motor 30 in the axial direction of the crankshaft. In the present embodiment, the electric motor 30 is assumed to be driven by pulse width modulation (pwM). However, the drive type of the electric motor 30 is not limited. The motor 3 〇 can be a stepper motor.

The auxiliary sheave 22 is disposed behind the main sheave 2 . The auxiliary sheave 22 is attached to a driven shaft 27 through a centrifugal clutch 25. In detail, the auxiliary sheave 22 is composed of a fixed sheave half 22a and a movable sheave half 22b. The movable sheave half 22b is opposed to the fixed sheave half 22& The movable sheave half 22b is movable in the axial direction of the k-moving shaft 27. The opposite surfaces of the fixed sheave half 22a and the movable sheave half 22b define a belt groove 22c for the v-belt 23 to operate therein. The belt groove 22c tends to widen toward the radially outer side of the auxiliary sheave 22. The movable sheave half 22b is biased by an elastic cyanine 26 in a direction in which the groove width of the belt groove Me is reduced. Therefore, when the electric motor 30 is driven and the groove width of the belt groove 21e of the main sheave 21 is decreased, the radius of curvature of the v-belt 23 on the main sheave is increased 'and the v-belt 23 on the side of the auxiliary sheave 22 is Pulling inward in the radial direction, the 'mouth|flip-type sheave half 22b moves to resist the spring Μ in the direction in which the belt groove 22c is widened, and the force is operated on the auxiliary sheave 22 The curvature of the V-belt 2 3 is rich, and the 丨 + ▲ is reduced, so that the transmission ratio of the transmission mechanism 2〇a is 127664.doc 10- 200902884 The centrifugal clutch 25 is based on the fixed sheave half 22a The rotation is combined or disengaged. That is, 'the centrifugal clutch 25 is disengaged when the rotation of the fixed sheave half 22a is below a specified value. Therefore, the rotation of the fixed sheave half 22a is not transmitted to the driven shaft 27. On the other hand, when the rotation of the fixed sheave half 22a reaches or exceeds a specified rotation, the centrifugal clutch 25 combines 'to cause the rotation of the fixed sheave half 22& to the driven shaft 27 = the driven shaft 27 Connected to a speed reduction mechanism 28. The driven shaft 27 is coupled to the speed reduction mechanism 28 via an axle 29. The axle 29 is attached to the rear wheel 3. Therefore, when the k moving shaft 27 rotates, the rear wheel 3 rotates together with the axle 29. (For the control system of the motorcycle 1) Next, the detailed structure of the control system for the motorcycle 将 will be described later with reference to Fig. 4 . (Schematic Description of Control System for Motorcycle 1) As shown in Fig. 4, the ECU 7 is connected to a sheave position sensor 4A. The sheave position sensor 40 detects the relative position of the movable sheave half 21b of the main sheave 21 to her fixed sheave half 21a. In other words, it detects the distance (1) between the fixed sheave half 21a and the movable sheave half 21b in the axial direction of the crankshaft u. The sheave position sensor 4 detects the distance as a detecting sheave position signal for output to the ECU 7. Here, the sheave position sensor 40 may be constituted by, for example, a potentiometer or the like. The ECU 7 is also connected to the - main sheave rotation sensor 43, the sub-groove rotation sensor 41, and the vehicle speed sensor 42. The main sheave rotation sensor detects the rotation of the main sheave 21 . The main sheave rotation sensing (4) detects the rotation of the main sheave 127664.doc 11 200902884 as a sheave rotation signal for output to the ECU 7. The sub-slot rotation feeling unit 41 detects the rotation of the sub-groove 22 . The rotation of the brake pulley 2 2 of the auxiliary sheave rotation sensor 4 1 , ! is used as a sheave rotation signal to be output to the ECU 7. The vehicle speed sensor 42 detects the rotation of the rear wheel 3. The vehicle speed sensor 42 outputs a vehicle speed signal obtained by the rotation of the debt measurement to the ECU 7. The CU 7 is connected to a grip switch attached to the driving grip 4. The grip switch outputs a grip switch signal when a rider operates. As described above, the throttle opening degree sensor 18a outputs a throttle opening degree signal to the ECU 7. (Control Transmission Mechanism 20a) The ECU 7 performs feedback control of the sheave position of the movable sheave half 21b of the main sheave 21 in accordance with the vehicle speed signal or the like. In other words, the ECU 7 performs the feedback control of the distance (1) in accordance with the vehicle speed signal or the like. More specifically, as shown in Fig. 5, a target gear ratio is determined from the throttle opening degree and the vehicle speed in Ecu 7. The ECU 7 calculates the sheave target position from the predetermined target gear ratio. Yi Luzhi, the ECU 7 calculates the target distance between the movable sheave half 21b and the fixed sheave half 21a from the predetermined target gear ratio (1) in order to move the movable sheave half 21b to the slot The wheel target position, the ECU 7 outputs a pulse width modulation signal (PWM signal) corresponding to the current position of the movable sheave half 2 lb and the target position of the sheave to a drive circuit 8, as shown in FIG. The circuit 8 applies a pulse voltage corresponding to the pwm signal to the electric motor 30. As a result, the movable sheave half 2 lb is driven to adjust the gear ratio. (Estimation of the electric value of the electric motor 30) 127664.doc • 12- 200902884 Next, the method of estimating the heating value of the electric motor 30 is described later. First, before deriving a specific method for estimating the heating value of the electric motor 30, the principle of the method will be described. (Evaluation is generated by the electric motor 3〇 The inventor of the present invention found a correlation between the heating value of the electric motor 30 and the rate of change of the transmission ratio of the transmission mechanism 20a as a result of the research. More specifically, the inventor further discovered the heat and transmission The concept of the relationship between the rate of change of the transmission ratio of the mechanism 2 is described as follows: The heat value of the U electric motor 30 is a part of the effective voltage applied to the electric motor 30 and used for the heat generation of the electric motor 30. The square of the square is linearly related to each other. 2) The amount of voltage generated by the heat of the electric motor 3 is determined by subtracting the induced voltage for moving the movable sheave half 2ib from the effective voltage applied to the electric motor 30. . 3) The induced voltage of the movable sheave half 21b is linearly related to the rate of change of the transmission ratio of the transmission mechanism 2a. From the above findings of the present inventors, it is known that the calorific value of the electric motor 3 can be estimated by the following equation (1): [Equation 1] ^β{νΑ - α· (dr/dt)}2.dt (1) where β : — constant. VA : The effective voltage applied to the electric motor 30. Dr/dt. Transmission ratio change rate of transmission mechanism 2〇a. 127664.doc 200902884 - Constant 'or a variable represented by the following equation (3a) or (3b): a = [d{f(l)}/d\yl..... (3a) α = [d{g (r)}/dr]..... (3b) where f(l): represents a function of the distance 1 of the gear ratio. r : transmission ratio g(r): one of the transmission ratio r functions, or one of the above functions f〇). In the present embodiment, the above equations (3a) 4 (3b) are equal to each other. In the present embodiment, since the electric motor 3() is controlled by the pulse width modulation as described above, the above equation (1) can be expressed by the following equation (7): VA = Vp-(DUTY)..... (2 Where VP ' is applied to the pulse voltage of the electric motor 3 〇. DUTY: The duty ratio of the pulse voltage applied to the electric motor 3〇. Therefore, equation (1) can be transformed from equation (2) to equation (4) below: [equation 2] ip{Vp(DUTY) - a»(dr/dt)}2dt.....(4) where β : — Constant. VP . The magnitude of the pulse voltage applied to the electric motor 3 〇. DUTY: The duty ratio of the pulse voltage applied to the electric motor 3〇. a: —constant' or a variable represented by the following equation (3&) or (313): a = [dffCOl/dl]·1..... (3a) 127664.doc 14 200902884 (3b) α = [d {g(r)}/dr].. where f(1). represents the distance of the gear ratio 1 function r: the gear ratio g() gear ratio Γ-function, or the inverse function of the above function ((1).

According to the present embodiment, the equation (4) of the calorific value of the electric motor 30 is estimated to be after the month. The gear ratio change rate of the transmission mechanism 1 is calculated from the distance 1 detected by the sheave position sensor 40. In the upper program (4), ^Ί=ί> (1) is determined according to the shape of the belt groove 21c and the belt groove 22c. As shown in Fig. 6, the function r = f(1) can be an exponential function that is convex downward. It is easy to say that the function r = f(l) can be set such that the change in the ratio of the transmission ratio r with respect to the distance 1 can be made gentle as the distance 1 increases and the belt groove 21ci increases. In other words, the function r = f(i) can be set such that the change in the ratio r with respect to the distance 丨 can be made gentle as the gear ratio changes toward the high side. In this example, the alpha value in equation (4) tends to become smaller as the distance 1 increases. Or the 'function r=f(l) can be an upwardly convex exponential function, as shown in Figure 7. It is easy to say that the function r = f(l) can be set such that the change of the gear ratio r with respect to the distance 1 can become steeper as the distance 1 increases and the width of the belt groove 21c increases. In other words, the function r = f(l) can be set such that the change in the ratio r with respect to the distance 1 can become steeper as the gear ratio changes toward the higher side. In this example, the alpha value in equation (4) tends to become larger as the distance i increases. Furthermore, the function r=f(l) can also be linear, as shown in FIG. I27664.doc •15- 200902884 The function r=f(丨) can be set to a fixed value, regardless of the distance 1 and the belt slot 2ι. (In other words, the function r=f(1) can be Set to a fixed value, regardless of the gear ratio. In this example, the value of α in equation (4) is constant, regardless of distance 1. That is, α is a constant. (Estimate the calorific value of electric motor 30 Method and method for controlling the electric motor 3 )) Fig. 9 is a flowchart representing a method of estimating the heating value of the electric motor 3〇 and a method of controlling the electric motor 30. As shown in Fig. 9, first in step si, The calorific value of the electric motor 30 is estimated. More specifically, in the step ", the calorific value of the electric motor 30 is estimated by the above equation (4). Next, in step S2, it determines the electric motor % in the step S1. It is estimated whether the heating value is larger than a specified value. Since the heating value of the electric motor 3 is related to the temperature of the electric motor 30, in general, the larger the heating value of the electric motor 3, the temperature of the electric motor 30 is also The higher, therefore, it can be determined whether the temperature of the electric motor 30 is at a specified value Or according to the decision in step μ, "the estimated heating value of the electric motor 30 is greater than a specified heating value". In other words, whether the temperature of the electric motor 30 is above a specified value is mainly determined in step S2. Incidentally, the "specified calorific value" in step S2 can be appropriately specified according to the characteristics of the electric motor" and the drive circuit 8. For example, "specified calorific value" can be specified at a value above which the electric motor 3〇 and the driver circuit 8

Students estimate the performance degradation. Easy to say, "specified calorific value" can be specified in I

The value above this value is estimated to exceed the temperature range of the electric motor. S 127664.doc -16- 200902884 When the heating value of the electric motor 3 is determined to be larger than the specified heating value in step S2 as shown in Fig. 9, the routine proceeds to step S3. In the step, the operation of the electric motor 30 is restricted or stopped. Then the program proceeds to step (4) to determine whether a specified time period has elapsed after the operation of the electric motor 30 is restricted or stopped. EASY: It is determined in step S4 whether or not the operation of the electric motor 3 is restricted or stopped. - The specified time period has elapsed and the temperature of the electric motor % has been sufficiently lowered. Here, the "specified time period" can be specified, for example, at a time period required to sufficiently lower the temperature of the electric motor 30. Therefore, the time period required for sufficiently reducing the temperature of the electric motor 30 is in accordance with step S3. The control content varies depending on the content of the control. For example, when the operation of the electric motor 3 is stopped, the temperature of the electric motor 3 is lowered rapidly, so that the "specified time period" can be designated as relatively short. When in step S4 After the operation of limiting or stopping the electric motor % is determined, - when the specified time period has not expired, the program returns to the step. On the other hand, when it is decided in step S4 to limit or stop the operation of the electric motor % - the specified time period When it is finished, the program proceeds to the step, and the operation of the electric motor 3G returns to the limit made in step S3 or before the stop. In contrast to the above, when it is determined in step 82 that the electric value of the electric motor is smaller than the When the value is specified, the program ends without performing steps S3 to S5. Incidentally, the control of the restriction or stop operation of the electric motor 30 in step S3 is not limited to The specific mode 'as long as the control is executed, the electric value of the electric motor 3 is less than that of the electric motor 3 〇. For example, the electric motor 127664.doc 17 200902884 The operation of the motor 30 can be stopped. For example, at least one of the upper limit of rotation and the upper limit of the torque of the electric motor 30 can be easily controlled, and the upper limit of the rate of change of the transmission ratio of the transmission mechanism 2〇a can be reduced. The control of the ratio change rate of the mechanism 2〇a beyond the upper limit thereof can limit the rate of change of the transmission ratio to the upper limit speed. For another example, the allowable rotation range of the electric motor 30 can be narrowed. Invalidate the action of changing the gear ratio, such as the same downshift action.

Exactly, it applies when the Ecu 7 does not output David's pulse width modulation signal. (Function and Effect) With the above-described embodiment, the heating value of the electric motor 3 is estimated from the transmission ratio of the transmission mechanism. Therefore, the heating value of the electric motor 30 is estimated by the gear ratio change rate obtained by the ratio of the time difference detected by the sensor which is normally provided for measuring the gear ratio in the transmission mechanism 20a. More specifically, the heat value of the electric motor 3G in the present embodiment is estimated using the ratio of the change ratio of the gear ratio calculated from the pulley: the distance 4 from the sensor 4 G(4). Because we can estimate the calorific value of the electric motor 30 using an inexpensive and simple construction, without using an additional sensor, such as a temperature sensor or an electric flu detector. When the heating value of the electric motor 30 exceeds the specified heating value and the temperature of the electric motor 3 is estimated to have risen above the allowable use temperature range, the operation of the electric motor 3 is restricted or stopped. It restricts the electric motor 3 () from heating up to the allowable use temperature (four) or more. As a result, the performance degradation and damage of the electric motor 30 and the drive circuit 8 can be effectively limited. 127664.doc -18- 200902884 In particular, by lowering the upper limit of the rate of change of the ratio of the operation of the electric motor 30 by the transmission mechanism, I® » ma ^ , ' , preferably, although the transmission ratio changes, because the transmission ratio is According to the influence. Moreover, the motorcycle 1 is thus less susceptible to the same. In the present embodiment, when the operation of the Ray-P field electric motor 30 is limited or stopped, the operation of the motor 3G is notified. Revert to the limit or before the V. Therefore, after the lightning limit is turned over, the operating limit of 3G is limited or stopped.

At the end of the time period of the sum of the gongs, and the temperature of the electric motor 30 is estimated to have decreased to the allowable use temperature range, the operation of the slamming motor 30 is returned to the normal condition. In this way, five people w w + Coats are stunned to limit or stop the operation of the electric motor 30 when needed, otherwise the electric horse (4) can be quickly operated and the transmission ratio can be changed at a higher speed. As a result, high-quality transmission can be achieved. (Other Variations Example) The transmission mechanism 20a is not limited to the ECVT belt type. For example, the transmission mechanism can be a solenoid type of ECVT. Furthermore, the transmission mechanism 2A may not be a CVT. That is, the type of the transmission mechanism 20a is not limited as long as it is of an electronically controlled type. However, the present invention is particularly advantageous for ecvt because the reverse drive of the electric motor 30 often occurs at the ECVT'. In the case where the motorcycle 1 uses the PWM-controlled electric motor 3 and the transmission mechanism is the ECVT belt type in the embodiment described above, the heating value of the electric motor 30 can be estimated using the above equation (4). For example, in the case where the electric motor 30 is not controlled by PWM and the transmission mechanism 20a is not an ECVT belt type, the heating value of the electric motor 30 can be estimated using a more conventional equation, that is, equation (1). In this example, of course, the equation (〗) can be transformed according to the transmission mechanism 20a by 127664.doc •19·200902884. In other words, the equation (1) can be widely applied to any of the transmission mechanisms 20a as long as it uses an electric motor to electronically change the transmission ratio. The heating value of the electric motor can be estimated using equation (1) without regard to the type of transmission mechanism 2〇a for electronic control. Therefore, the present embodiment is not limited to the type of the transmission mechanism 2A, as long as the transmission mechanism is electronically controlled using an electric motor.

The vehicle of the present invention may be other than the Scooter (4). According to the invention, the vehicle can be an off-road vehicle, a motorcycle type, a speed-cable type, or a commonly known pedal-type vehicle. Furthermore, the vehicle of the present invention may be a straddle type vehicle, not a motorcycle. More specifically, the vehicle relating to the present invention may be, for example, a Wilderness ATV. Further, the vehicle of the present invention may be other than a straddle type vehicle, such as a four-wheel drive vehicle. Although the above embodiment uses the motorcycle 1 having the internal combustion engine 1 as a preferred example, the vehicle of the present invention may be any vehicle having a non-engine drive source. For example, the vehicle of the present invention may be provided with an electric motor to replace the engine 10. ^ The electric motor 30 is not limited to being controlled by the pWM. For example, the electric motor 3〇 can be controlled by pulse amplitude modulation (PAM). Motor 30 can be a one-step motor. (Definition of wording used herein) In step S2, the term "heat value" is specified, and the term can be appropriately specified according to the characteristics of the electric motor and the drive: path 8. For example, the specified heating value may be specified when the value is above this value, and the electric motor 30 and the drive circuit 8 are estimated to have a different performance degradation. The specified heating value can be specified at a value of 127,664. • 20- 200902884 Above this value, the temperature of the electric motor 30 is estimated to exceed the allowable operating temperature range of the electric motor. In the step S4tm time period, the term I can be appropriately specified in accordance with the control details of the operation of limiting or stopping the motor up to 30 in the step illusion. For example, 'the specified time period in step S4' may be specified in a time period after the operation limit or stop of the electric motor 30, that is, the temperature of the electric motor 3〇 may be determined to be properly lowered to the electric motor 3〇. Use within the temperature range. The distance between the movable sheave half 22b and the fixed sheave half 22a, between the point on the movable sheave half 22b and a certain point on the fixed sheave half 22a The distances can be set arbitrarily as long as they are determined by a single-intention. As shown in Fig. 3, the distance between the movable sheave half 22b and the fixed sheave half 22a can be Defined as the distance between the radially outermost end of the movable sheave half 22b and the radially outermost end of the fixed sheave half 22a. The term "pulse voltage" refers to the magnitude of the input pulse voltage. . The term "effective voltage" refers to the voltage obtained by multiplying the input pulse voltage by the duty ratio. [Industrial Applicability] The present invention is extremely practical for a vehicle having an ECVT. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view of a motorcycle for use in the present invention. Figure 2 is a loading diagram of an engine unit. Figure 3 is a partial cross-sectional view showing the construction of an ECVT. 127664.doc -21 - 200902884 Figure 4 is a block diagram representing the motorcycle-control system. Figure 5 is a block diagram showing the position control of the sheave. The W 6 system function r = f (1) as a graph of the example. Figure 7 is a graph of the function r = f 〇) as another example. Fig. 8 is a graph showing a function r = f(l) as another example. Figure 9 is a machine diagram showing a method of estimating the heating value of an electric motor and a method of controlling the electric motor.

[Main component symbol description] Motorcycle engine unit Rear wheel driving grip Front front engine control unit (ECU) Drive circuit engine Crankshaft grooved wheel bearing housing 1 2 3 4 5 6 7 8 10 11 12 13 14 18a 20 20a Throttle opening degree sensor transmission transmission mechanism 127664.doc -22- 200902884 21 main sheave 21a, 22a fixed sheave half 21b, 22b movable sheave half 21c, 22c belt groove 21d boss portion 22 Sub-groove 23 V-belt 24 Slide 25 Centrifugal clutch 26 Spring 27 Drive shaft 28 Reduction mechanism 29 Axle 30 Electric motor 31 One-way clutch 40 Slot wheel position sensor 41 Sub-slot rotation sensor 42 Sense of speed Detector 43 Main sheave rotation sensor 127664.doc -23 -

Claims (1)

200902884 X. Patent application scope: 1. A control device for a transmission mechanism, the transmission mechanism comprising: an input shaft, an output shaft, and an electric motor for changing the wheel input shaft and the output shaft One of the ratios, wherein the control device estimates a heating value of the electric motor from a rate of change of the transmission ratio. ~ 1. 2. The control device of claim 1, wherein the operation of the motor is restricted or stopped when the estimated heating value of the electric motor reaches or exceeds a specified value. 3. The apparatus of claim 4, wherein when the estimated heating value of the electric motor reaches or exceeds a specified value, operation of the electric motor is limited by reducing an upper limit of the rate of change of the transmission ratio. - 4 · If the control of claim 2 is controlled by Meng Pan, . . . , when the estimated calorific value of the electric motor reaches or exceeds a specified letter η main & value, the operation of the electric motor is narrow Reducing the transmission ratio is limited by the allowable range. 5 ·If the control of the β green item 2 is controlled by the dream fan* 1 I set the operation of the electric motor to be restarted after a specified time from the limit of the operation of the electric motor Start. 6 · If the control of claim 1 is estimated by the following equation (1): [Equation 1] where the electric value of the electric motor is ίβ{ΥΑ - a*(dr/dt)}2.dt 127664.doc (1 200902884 where β ·· —constant νΑ:dr/dt applied to the electric motor: the change rate of the gear ratio α is a constant expressed by the following equation (3b): a = [d{g(r)} /dr]..... where (3b) g(r): A function of the ratio r. For example, the control device of the request item, 1, the progress includes a driving circuit for applying a pulse voltage to the electric electric horse and paying the following equation (2): VA = Vp-(DUTY).... (7) where 1; Vp: the magnitude of the pulse voltage DUTY: the working ratio of the pulse voltage. 8. The control device of claim 1, wherein the transmission mechanism comprises: a main sheave that is disposed on the input shaft, a pair of sheaves disposed on the output shaft, and a V-belt that wraps around In the primary and the secondary sheaves, the 5H main sheave comprises: - a movable sheave half body which is axially displaceable relative to the fixed sheave body j in the input shaft, and The fixed sheave half body together constitutes a V-shaped groove for the V-belt to pass around, and the 127664.doc 200902884 body is moved to change the transmission of the electric motor by being semi-movable relative to the fixed sheave. The slotted wheel half is used to change the width of one of the v-shaped grooves, the dynamic ratio, and the heating value of the electric motor are estimated using the following equation (1): [Equation 1] ' ίβ{νΑ - a.(dr/dt) }2.dt..... (i) where β: - constant Va. The effective voltage dr/dt applied to the electric motor: the rate of change of the gear ratio α: - by the following equation (3 hook or (3b) ) Constant expressed: «= [d{f〇)}/dl]^..... (3a) « = [d{g(r)}/dr]..... (3b) where fO) a function representing the distance i of the gear ratio 9. 10. g(r). One of the gear ratio functions, the inverse of the function f(1), as in the control set of claim 8, where the α system increases as the distance 1 increases. For example, the control device of item 8, wherein the α system decreases as the distance 1 increases. 11. The control device of claim 8, wherein the α system has no constant for the distance 1. 12. The transmission includes: a transmission mechanism comprising: an input shaft to a wheel output shaft and an electric 127664.doc 200902884 13. 14. 15. A motor for changing the ratio of the input shaft to the output shaft, And a transmission between the transmission ratios based on the rate of change of the transmission ratio estimating a vehicle comprising the transmission of claim 12. - A control method for a transmission mechanism comprising: - an input shaft, a control section for heating the heat value of one of the electric motors. a control shaft for an output shaft, and an electric motor for changing the transmission ratio, the control method between the wheel input shaft and the output shaft includes: at a rate of change of the transmission ratio 7 One of the electric motors has a heating value. A method for estimating a heating value of an electric cut horse in a transmission mechanism, the transmission mechanism comprising: an input shaft, an output shaft, and an electric motor for changing the wheel input shaft and the output shaft In one of the transmission ratios, the method includes estimating the heating value of the electric motor based on the m /. , ^ call rate of the transmission ratio. Estimated 127664.doc