200918737 九、發明說明： 【發明所屬之技術領域】 本發明關於—種車輛，—種控制裝置及其控制方法。特 定言之’本發明關於一種具有一電子式無段變速機和一怠 速控制裝置的車輛，一種控制裝置及其控制方法。 【先前技術】 傳統上來說，執行怠速控制（ISC)的無段變速機（以 稱"CVT”）已為人知（譬如專利文獻1暨類似者）。明確地 說，ISC是-種控制方式，其利用―Isc閥及類似物改變一 旁通通道或類似物之通道面積以使送到一引擎之進氣量加 大或減小，從而調整該引擎在空轉時之轉速(空轉轉速)。 [專利文件]JP-A-2004-19740公報。 【發明内容】 、同樣的，電子式無段變速機（以下簡稱”ecvt”）在過去已 為人知。在ECVT中’變速齒輪比可無視於引擎之轉速被 調整。因& ’ ECVT被廣泛地用於諸如速 (scooter)的車輛。 @ + 當專利文獻1中才馬示之ISC應用於一具備ecvt的車輛， 此車輛有可能即便在騎士未打開氣門之時很有問題地加 速。換句話說，車輛可能無視騎士想要減速的意旨而加 速。因此，駕取性不合期望。 本發明係鑑於上流站、、兄而姐山 一 上迷狀况而槌出，且其一目的是提升具備 - ECVT和一息速控制裝置之車輛的駕馭性。 、本發明之車輛包含：_驅動輪；—引擎；—電子式無段 變速機’其有—連接於該引擎的輸入軸和一輸出軸，用以 127757.doc 200918737 ，輸入轴與該輸出軸間之— -位於動力傳輪路徑内介於該引擎 比’ ~離合器， 據該輸入軸或輸出：動輪之間’欲依 妒詈，甘 轉速而嗔合和脫嚙.a :，其用於執行息速控制以調整該控制 控制單元，其用於在該離合器# 空轉轉速； 速控制。 。夺抑制或停止該怠 ^發明之車輛包含：―㈣輪； k速機，其有-連接於㈣擎的輸入轴電子式無段 凋整該輸入軸盥 輸出軸，用以 f 》亥輸出軸間之—變速齒 =該輸出輪與該驅動輪之間，，：合器， 逮而喷合和脫喷；—怠速控置，=出轴之一轉 以調整該引擎之—空轉轉速；及一於制；執行急速控制 離合器喷合時抑制或停㈣。凡’其用於在該 本發明之座_ —人 打* I 3 : 一驅動輪；一引擎；—雷i彳 ^:速機，其有一殖 電子式無段 調整該輸…=引擎的輸入轴和-輪出轴，用以 =動力傳輪路徑内介於該引擎與該驅動輪之：： 據δ玄輸入轴或輪 彳欲依 飞輸出軸之一轉速而嚙合和脫嚙； ^一㈣用於執行怠速控制以調整該引擎之—空轉轉^ : 物：早元，其用於偵測該無段變速機之異常，且在僧 太^Ά變迷機有異常時抑制或停止該怠速控制。 本發明之車輛肖冬·圧 變速機，其有-連接於一‘ ^動輪；一引擎；—電子式無段 調整該輸入車由盘外出7擎的輸入㈣一輪出轴，用以 ^ η亥輸出軸間之一變速齒輪比；一離合器， 127757.doc 200918737 其位於該引够# i擎與该驅動輪之間，欲依據該輸 之一轉連而喘人t⑽止 干·出轴 吻嚙。和脫嚙；一怠速控制裝置，i 速控制以調整兮 ’、用於執行怠 ㈣4引擎之—空轉轉速；及 _ - 於福測該無段變速機之異常，且在 凡，其用 異常時抑制或停止該怠速控制。、、“又變逮機有 本么明之用於車輛的控制器是—種用於 抑制或停止台球批4丨μ “ ；在離δ器嚙合時 丁止-逮控制的控制器。其中該車輛包人. 輪；一引擎. ^ ^ , w匕3 . ~驅動 5丨擎，—電子式無段變速機，直 勤 的輸入軸和一輪屮紅 連接於該引擎 輸出軸，用以調整該輸 一變速齒輪比.純人m 孕由與该輸出軸間之 因铷比，一離合器，其位於 < 引擎與該㈣輪之n，詩* 傳輪路徑内介於該 初為之間’欲依據該輪人 而。齒合和脫。齒；_怠速控制裝置 J出軸之-轉速 調整該引擎之—空轉轉速。 ’、;執订怠速控制以 本“之用於車輛的另_控制器 合時抑制或停止怠速的控制器種用於在離合器喷 輪；一引擎；—雷+彳 該車輛包含：一驅動 電子式無段變速機，别 的輸入軸和-輪出轴，用q整。有-連接於該引擎 一變速齒輪比；_ M a /雨入軸與該輸出軸間之 離合盗’其位於哕鈐山土 間，欲依據該輪出軸 ^翰出軸與該驅動輪之 制裝置，其用於執行急速mtrr;及一急速控 速。 °周整该引擎之一空轉轉 本《明之用於車輛的控制器偵測 當該控制器偵剛到該無段變速機有二段變速機之異常。 或停止一怠速控制。其 異常時，該控制器抑制 兵τ该車輛包 •—驅動輪；一亏j I27757.doc 200918737 擎；—電子式無段變速機，其有一 ▲ 和-輸出軸，用以調整該輪人轴與於旬I擎的輸入軸 輪比；-離合器，其位於動力傳輸路間之-變速齒 驅動輪之間’欲依據該輪入軸或輸二於該引擎與該 脫嚙；一息速控制裝置，Α —轉速而嚙合和 擎之一空轉轉速。 ^ 、仃怠速控制以調整該引 本《月之用於車輛的另—控制器 常。當該控制器谓測到該無段變速機㈣3變速機之異 抑制或…息速控制。其t該車翻：，，該控制器 引擎；-電子式無段變速機，其 ：·：驅動輪’· - 軸和一輸出軸，用以 接於β亥引擎的輸入 用以凋整該輸入軸與該 齒輪比；一離合器，其位於 x别*間之一變速 依據該輸出軸之一轉’…'由與該驅動輪之間，欲 置，其用於執^台速Λ㈣合和脫喷；及-急速控制裝 本發明之用二=:調整r1擎之-空轉轉速。 抑制或停止—急速控制的方法。其在—離合器喷合時 輪；一引擎；一電子 、° "車輛包含··一驅動 电于式無段變速機，复古 的輸入軸和一輸出站 /、"'連接於該引擎 -變速齒輪比；=二:以:整該輪入轴與該輸出軸間之 引擎與該驅動輪之門口 位於動力傳輪路徑内介於該 動輪之間，欲依據該輸入轴 而嚙合和脫嚙；_怠速控制裝置出軸之-轉速 調整該引擎之一空轉轉速。、'、於執行怠迷控制以 本發明之用於直红 罚％，一引擎；一電子 127757.doc 200918737 j無：變速機，其有—連接 軸，用以調整該輸入 1鞏的輪入軸和一輸出 4輸出細戸弓 離合器，其位於該輪出轴與該驅動=；；變速齒輪比；一 軸之一轉速而嚙合和脫嚙；—△铷之間，欲依據該輸出 行怠速控制以調整咳引 ^忍速控制裝置，其用於執 本發明之用於車:的另速。 速機之異常且在侦測到有異常工制=㈣測一無段變 方法。其中該車輛包含· j或停止一怠速控制的 段變速機，其有一連接於該引心給―-電子式無 以調整該輸入車由與該輪出 'J入車由和一輸出轴，用 器，其位於動力傳& a —變速齒輪比；一離合 勒刀得輸路徑内介於該 欲依據該輸入軸或輸出_ /、忒驅動輪之間， 清詈1田 轉速而喷合和脫喷；-台速 控以置’其用於執行息速 ’“ 速。 正'亥引擎之一空轉轉 本發明之用於車輛的另—控 ip M ^ S ^ a v- /疋一種偵測一&段變 速機之“且在侦測到有異常時 广 方法。其中該車輛包含…驅動輪；一引擎：：制的 段變速機’其有—連接於該_ 1 :調二輸入軸與該輪出軸間之-變速齒輪 該輸出軸與該驅動輪之間，欲依據該輸 轉速而嚙合和脫嚙；及一台軸 速控制以調整該引擎之一空轉轉速。χ置纟用於執行怠 =明將會提升—具備—ECVW1速 輛的駕馭性。 衣夏之皁 127757.doc 200918737 【實施方式】 [實施例1 ] 經過辛苦研究，本發明之發明人第—次發現為何車輛會 在氣門被關閉之時加速的原@，且本發明人已做出—實施 例如下所述。 _車輛為何會在氣門被關閉之時加速的原因_ 舉例來說’在一運用離心重體之CVT的案例中，變速齒 輪比係依據一引擎之轉速決定。明確地說，當引擎之轉速 相對較高時，變速齒輪比會變得相對較小。另一方面，當 引擎之轉速相對較低時，變速齒輪比會變得相對較大。但 在-具備ECVT的車輛巾，變速#輪比可如前所述無視^ 擎10之轉速而被改變。據此，有可能發生引擎轉速為低時 變速齒輪比為小的情況。 當變速齒輪比為小時，ECVT之輸出軸的轉速會變得相 對較而°因此’當變速齒輪比為小時，ECVT之輸出轴的 轉速會無視於引擎之轉速為低的事實而變得相對較高。因 此，會產生一附接於輸出軸的離心式離合器未脫嚙的狀 況。換句話說，有可能發生離心式離合器無視引擎轉速為 低的事實而保持嚙合的狀況。 又，當變速齒輪比為小，引擎上的負载變得相對較大。 因此，引擎轉速會變得低於一目標轉迷。據此，ISC被作 動藉以提高引擎之轉速。 如前所述，當變速齒輪比保持為小時，即便引擎之轉速 為低，IS C亦有可成在離心式離合器保持喃合的狀態下被 127757.doc -10- 200918737 作動。因1"匕’即便騎士關閉氣門以便降低具備ECVT之車 輛的速度，因為變速齒輪比為相對較小，isc有可能被作 動而很有問題地使車_加速。本發明人第-次發現上述事 實，且本發明人已做出一實施例如下。 以下將利用圖1所示兩輪機動車輛1詳細說明本發明之較 佳實施例。本發明實施例係利用俗稱之速可達型兩輪機動 車輛1作為實例。但本發明中之車輛並不侷限於俗稱之速 可達型兩輪機動車輛。舉例來說，本發明中之車輛可為速 可達型車輛以外的兩輪機動車輛。明確地言兒，本發明之車 輛可為越野型、摩托車型、速可達型、或俗稱機器聊踏車 (moped)型的兩輪機動車輛。又，除了兩輪機動車輛，本 發明中之車輛可為跨坐型車輛。明確地說，本發明之車輛 舉例來說可為全地形越野車（Ατν)或類似物。X，本發明 中之車輕可㈣坐型車輛以外的車輛，譬如四輪機動車 輛〇 此外’以下將以具備一皮帶型ECVT之類型的兩輪機動 車輛1作為實施例之一實例。但依據本發明之車輛並不褐 限於如上所述建構的車_。舉例來說，依據本發明之車輛 可為具有-非皮帶型ECVT的車輛。依據本發明之車翻舉 例來說可為—具有超環型ECVT或類似物的車輛。 《兩輪機動車輛丨之詳細說明》 (兩輪機動車輛1之總體構造） 疋一兩輪機動車輛1的側視圖。兩輪機動車輛丨且 主體車架(圖中未示)。一引擎單元2懸吊於該主體車架。 127757.doc 200918737 一後輪3提供在引擎 後輪3構成—驅動輪 車輪。 單疋2之一後端。在本發明實施例中， ，利用從引擎單元2輪出的動力驅動一 主體車架具有一從轉向車把4向下延伸的車頭管（圖中未 不）。^又5連接到車頭管之一底端。一前輪6可旋轉地附 接；則又5之下知。未連接於引擎單元2的前輪6構成一從 動輪。 (引擎單元2之構造） 以下參照圖2至圖4說明引擎單元2之構造。 -引擎10之構造- -如圖2和圖3所巾，引擎單元2具有一引擎(内燃式引 擎）1〇和*速機20。在本發明實施例中，引擎1。被描述 為強制氣冷四衝私引擎。然弓I擎1〇可為其他類型的引擎。 舉例來說’引擎1()可為水冷式引擎。引擎1〇可為二衝程引 擎。 如圖3所不，引擎1〇有一曲柄軸u。一套筒。以栓槽配 合方式套在曲柄軸！！之外周上。套筒12被一殼體14經由一 轴承13可旋轉地支撐著❶一連接於電動馬達3〇的單向離合 器31附接於套筒12之外周。 -ISC裝置9之構造_ 圖4是一剖面圖，例示連接於引擎1〇之一進氣管15附近 的組件。進氣皆15為引擎1 〇供應空氣。一當作進氣管閥的 節流閥18被定位在進氣管15内。節流閥18藉由調整進氣管 15内之一空氣通道之面積的方式調整流入進氣管15内的空 127757.doc -12- 200918737 氣量。節流閥18由一氣門（圖中未示）操作。當氣門被打開 時，節流閥18打開以加大流入進氣管15内之空氣量。 一節流閥開口度感測器18a(圖中未示）（參見圖5)附接於 節流閥18。節流閥is之開口度係由節流閥開口度感測器 18 a偵測。 一進氣管壓力感測器〗9被定位在進氣管〗5内。明確地 說進氣笞壓力感測器19被定位在進氣管1 5内與節流閥1 8 相關之引擎1 0之側的一下游段丨5a中。下游段丨5a之壓力係 由進氣管壓力感測器19偵測。如圖5所示，進氣管麼力感 測器19將下游段15a之壓力當作進氣管壓力輸出給一 Ecu 7 ° 一 ISC裝置9裝置附接於進氣管15，該ISC裝置在兩輪機 動車輛1空轉時藉由調整流入進氣管15之空氣量的方式調 整引擎轉速。明確地說，ISC裝置9係由一旁通管16、—空 氣量調整裝置17、及ECU 7構成。旁通管16繞過進氣管15 内節流閥1 8所在之一區段。換句話說，旁通管丨6連接進氣 管15之與節流閥18相關的上游側和下游側。空氣量調整裝 置17藉由調整旁通管16内之空氣通道之面積的方式調整流 入進氣管15内的空氣量。明確地說，空氣量調整裝置17具 備一致動器17a及一被致動器17a作動的旁通管閥17b。旁 通管閥17b位於旁通管16内。旁通管閥17b藉由調整旁通管 16内之空氣通道之面積的方式調整流入旁通管16内的空氣 里。致動器17 a舉例來說可由一步進馬達或類似物構成。 •變速機20之構造- 127757.doc -13- 200918737 然變迷機 在此實施例中’變速機20是一皮帶型ECVT。 20並不侷限於皮帶型ecVT。變速機20舉例來說 環型ECVT。 如圖2和3所示，變速機20具備一主槽輪21、一副槽於 22、及一 V形皮帶23。v形皮帶23纏繞於主槽輪以和^: 輪22。V形皮帶之類型未指定。其可為一橡膠皮帶類型、9 樹脂塊皮帶類型及類似物。 主槽輪21與曲柄軸11 一起轉動。主槽輪21包含一固定槽 輪半體21a和一可動槽輪半體21b。固定槽輪半體2ia固定 於曲柄軸11之一端。可動槽輪半體21b被定位為與固定槽 輪半體21 a相對。可動槽輪半體21 b可依曲柄軸丨丨之軸向方 向移動。固定槽輪半體2ia之一表面與可動槽輪半體2lb之 一表面彼此相對，其形成一皮帶槽21()讓^形皮帶23纏繞。 如圖3所示，可動槽輪半體21b具有一呈一圓柱形狀讓曲柄 軸11貫穿的輪轂區段21d。一呈一圓柱形狀的滑件24固定 於輪轂區段21d中。與滑件24整合在一起的可動槽輪半體 21b可依曲柄軸丨丨之軸向方向移動。因此，皮帶槽21c之寬 度是可變的。 主槽輪21之皮帶槽2ic之寬度在可動槽輪半體21b被電動 馬達3 0依曲柄軸丨丨之軸向方向帶動時改變。電動馬達3〇亦 可當作一起動馬達使用。 副槽輪22被定位在主槽輪2丨之後方。副槽輪22經由一離 心式離合器25安裝於一從動軸27。更明確地說，副槽輪22 包含一固定槽輪半體22a和一可動槽輪半體22b。可動槽輪 127757.doc -14- 200918737 半體22b與固定槽輪半體22a相對。固定槽輪半體22a經由 離心式離合器25連接於從動軸27。可動槽輪半體22b可依 從動軸27之軸向方向移動。固定槽輪半體22a之一表面與 可動槽輪半體22b之一表面彼此相對，其形成一皮帶槽22c 讓V形皮帶23纏繞。 可動槽輪半體22b被一彈簧26依使皮帶槽22c之寬度減小 的方向推動。因此，主槽輪21之皮帶槽21c的寬度變小， 且繞著主槽輪21之V形皮帶23的纏繞直徑變大。因此，V形 皮帶23在副槽輪22之側被依徑向方向往内拉。故可動槽輪 半體22b依會使皮帶槽22c之寬度加大的方向抗拒彈簧26之 推力移動。所以V形皮帶23纏繞於副槽輪22的直徑減小。 -離心式離合器25之構造- 離心式離合器25具備一離心板25a、一離心重體25b、及 一離合器殼體25c。離心板25a隨固定槽輪半體22a轉動。 離心重體25b被離心板25&支撐致使其可依離心板25&之徑 向方向移位。 在此實施例中，一第一離合器構件25d由離心板25&和離 心重體25b構成。變速機20之一輪出軸22al—體地形成於 副槽輪22之固定槽輪半體22a上。明確地說，變速機“之 輸出軸22ai係由固定槽輪半體22a之—内有從動轴27插入 的圓柱形區段構成。 一第二離合器構件25e由離合器殼體25c構成。離合器殼 體25c固定於從動軸27之一端…減速機構28連接於二動 軸27。從動軸27經由減速機構28連接於一輪軸μ。後輪3 127757.doc •15- 200918737 安裝於輪軸29。因此，離合器殼體25c經由從動轴27、減 速機構28及輪軸29連接於驅動輪或後輪3 ^離合器殼體2父 依據輸出轴22al之轉速嚙合及脫嚙第一離合器構件25d。 明確地說，當輸出軸22al之轉速達到一預定轉速或變成大 於該預定轉速，離心重體25b因離心力而依離心板25a之徑 向方向往外移動且與離合器殼體25c接觸。因此，第一離 合器構件25d與當作第二離合器構件25e的離合器殼體25c 嚙合。當第一離合器構件25d與離合器殼體25c嚙合時，輸 出軸22al之旋轉會經由離合器殼體25〇、從動軸”、減速 機構28、及輪軸29傳輸到當作驅動輪的後輪3。另一方 面’當輸出軸22al之轉速變成低於預定轉速時，施加於離 心重體25b之離心力減少’且離心重體⑽脫離離合器殼體 因此，輸出軸22al之旋轉不會傳輸到離合器殼體 25c。故後輪3不會轉動。 (用於控制兩輪機動車輛1的系統） 二…、圖5詳細說明用於控制兩輪機動車輛丄的系統。兩 輪機動車_ 1具有當作控制器的ECU 7。變速機2G、引擎10 等組件均由ECU 7控制。 -兩輪機動車⑹之控制系統之構造的概述_ 如圖5所示，—槽輪 ^ 1輪位置感測40連接於ECU 7。在此實 〃用來偵冽變迷機20之變速齒輪比的變速齒輪比感 測器係由槽輪相$ 、 感〉則器40構成。槽輪位置感測器40就其 本身來說是用來偵 、j ^連機2〇之一可動區段之狀態的感測 盗。槽輪位置感測哭 °。4〇藉由偵測變速機2〇之可動區段之狀 127757.doc 200918737 態來偵測變速機20之變速齒輪比。 價輪位置感測器4〇偵測 主槽輪21之可動槽輪半體21b的γ立番 _ 妁位置。槽輪位置感測器4〇 以可動槽輪半體21b之實測位置作氣 ^ 1 TF為一槽輪位置偵測 輸出給ECU 7。槽輪位置感測器4〇 。a 牛妁术3尤可由一電位計 構成。 又，一主槽輪旋轉感測器43、— 剎槽輪旋轉感測器41及 一車速感測器42連接於ECU 7。：}：她认# & 主槽輪旋轉感測器43偵測 / 主槽輪21之轉速。主槽輪旋轉感測器43依據主槽輪21之竇 測轉速輸出-主槽輪轉速信號給咖7。副槽輪 器41偵測副槽輪22之轉速。副槽輪旋轉感測Μ依據^ 輪22之實測轉速輸出一副槽輪轉速信號給卿7 日 測器42賴後輪3之轉速。車速感測器42依據實測轉速料 出一車速信號給ECU 7。 一附接於轉向車把4的車把開關連接至ECU 7。該車把門 關在-騎士操作該車把開關時輸出一車把⑽信號。" 如前所述’ -節流閱開口感測器…輸出一節流闊開口 信號給ECU 7。 -變速機20之控制- ECU 7依據車速感測器42所輸出之車速信號控制主 21之可動槽輪半體2lb之槽輪位置。明確地說，_目卜 速齒輪比係依據ECU 7中之節流閥開口度和車速決^ ECU 7根據已決定之目標變化齒輪比計算—目標槽輪仇 置。主槽輪21之可動槽輪半體…的槽輪位置依據算出之 槽輪目標位置受控制。 127757.doc •17- 200918737 電動馬達30之傳動系統沒有特定限制。在此實施例中， 電動馬達30係由一脈衝寬度調變（pwM)驅動器帶動。明確 地說’ ECU 7具備一用於電動馬達3〇的驅動電路（圖中未 不）及一用於輸出一信號給該驅動電路的中央處理器 (CPU)(圖中未不）。該CPU輸出一脈衝寬度調變信號給該驅 動電路。該驅動電路依據該脈衝寬度調變信號將脈衝電壓 施加於電動馬達30。電動馬達3〇因此被帶動。然電動馬達 30可為步進馬達類型。 -怠速控制回授控制· 怠速控制（isc)回授控制（以下簡稱"ISC F/B")是一種用於 改變引擎10在空轉狀態中之引擎轉速的控制。ISC f/β舉 例來說是會提高空轉轉速以便在空轉之時使兩輪機動車輛 1即時暖機。 明確地說’ ISC F/Β控制在此實施例中係依據圖6所示流 程圖進行。首先在一步驟S2 1中判斷下述條件1)至6)是否 被滿足。如果下述條件1)至6)在步驟S21中被判定為已滿 足’則程序前進到一步驟S22。然後在步驟S22中調整引擎 10之進氣量。明確地說，引擎1〇之進氣量加大或減少。舉 例來說’如果引擎1 〇之進氣量要被加大，則由致動器1 7a 作動旁通管閥17b’旁通管16内之空氣通道面積擴大，且 使引擎10之進氣量加大。 另一方面，如果在步驟S2 1中判定下述條件1)至6)未被 滿足，則程序再次回到步驟S21。 1)引擎轉速2致能ISCF/B控制之引擎轉速。 127757.doc -18- 200918737 2) 引擎10之冷卻水溫度$致能ISC f/b控制之水溫。 3) 節流閥開口度$空轉判定開口度。 4) 兩輪機動車輛1之車速 < 致能ISC f/B控制之車速。 5) 節流閥開口度感測器1 8&未異常。 6) 未為了減速而切斷燃料供給。 步驟S21中之條件1)和2)是避免引擎10停止的條件。條 件1)中致能ISC F/B控制的引擎轉速舉例來說可設定為5〇〇 rpm。條件”中致能ISC F/B控制的引擎轉速及條件2)中致 月b ISC F/B控制的水溫可依據兩輪機動車輛i之類型、其使 用環境暨其他因素做適當設定。 步驟S21中之條件3)和4)是判斷兩輪機動車輛1是否處於 一車速並非很快時空轉之狀態中的條件。條件3 )中之空轉 判定開口度及條件4)中致能ISC F/B控制之車速亦可依據兩 輪機動車輛1之類型、其使用環境暨其他因素做適當設 定。 步驟S21 _之條件6)是判斷是否已因為ISc F/B控制以外 之任何控制為了減速而切斷燃料供給的條件。 -抑制或停止ISC F/B控制- 在本實施例中’上述ISC F/B控制根據圖7所示流程圖被 抑制或停止。明確地說，ISC f/B控制會在離心式離合器 25嚙合時被抑制或停止。 如圖7所示’離心式離合器25是否嚙合係在，步驟S1中 判斷。明確地說，第一離合器構件25d和第二離合器構件 25e是否嚙合係在步驟s丨中判斷。 127757.doc • 19- 200918737 用㈣斷離心式離合器25是否嗜合的方法並不偈限於任 何：疋方丨|例來說，可依據副槽輪旋轉感測器“測得 之第冑°益構件25d轉速判斷離心、式離合器25是否喷 °月確地"兒有可能在第一離合器構件25d和從動軸27 之轉速等於或高於—預定轉速時判定^式離合器25為唾 合0 卜可依據第—離合器構件254和從動軸27之轉速與 Γ 帛二離合器構件25e之轉速之㈣差異量判斷離心式離: 器25是否唾合。明確地說，有可能在第一離合器構件25d 和從動軸27之轉速實質上等於第二離合器構件〜之轉速 時判定離心式離合器25為嚙合。 如果步㈣中判定離心式離合器25為喷合，則说MB 控制會被抑制或停止。為抑制ISC F/B控制，可減小Me F/B控制之增益，或者可減低ISC F/B控制之回授頻率。 《操作及功效》 ϋ @輪機動車輛1之速度可無視氣η被關閉的事實而提 高。這發生在離心式離合器25為嚙合之時。當離心式離合 器25未唾合時，引擎1〇之動力不傳輸到後輪因此，兩 • 輪機動車輛1之速度不會在氣門為關閉之時提高。在本實 .㈣巾’ ISC F/B控制在離心式離合^ 25為4合時會被抑 ，或停止。目此，本實施例避& 了兩輪機動車⑷之速度 違抗騎士的意旨而提高。因此達成優異的駕馭性。 ISC F/B控制係為在兩輪機動車輛〗空轉之時調整引擎轉 速的控制。因此，ISC F/B控制在引擎轉速為相對較高使 127757.doc •20- 200918737 得離心式離合器25嚙合時 齙入哭W 2 Λ 〜而要。據此’在離心式200918737 IX. Description of the invention: [Technical field to which the invention pertains] The present invention relates to a vehicle, a control device and a control method therefor. The present invention relates to a vehicle having an electronic stepless speed changer and an idle speed control device, a control device and a control method therefor. [Prior Art] Conventionally, a stepless speed changer (referred to as "CVT") that performs idle speed control (ISC) is known (for example, Patent Document 1 and the like). Specifically, ISC is a control method. It uses an "Isc valve and the like to change the passage area of a bypass passage or the like to increase or decrease the amount of intake air sent to an engine, thereby adjusting the engine's idling speed (idling speed). Patent Document] JP-A-2004-19740. SUMMARY OF THE INVENTION Similarly, an electronic stepless speed changer (hereinafter referred to as "ecvt") has been known in the past. In the ECVT, the 'speed gear ratio can ignore the engine. The speed is adjusted. Because & 'ECVT is widely used in vehicles such as scooter. @ + When the ISC shown in Patent Document 1 is applied to a vehicle with ecvt, this vehicle is likely even in the Cavaliers. When the valve is not opened, it accelerates in a problematic manner. In other words, the vehicle may accelerate in disregard of the knight's intention to slow down. Therefore, the driving ability is not desirable. The present invention is based on the upper station, the brother and sister. Situation And the purpose of the vehicle is to improve the driving ability of the vehicle having the - ECVT and the speed control device. The vehicle of the present invention comprises: a drive wheel; an engine; an electronic stepless speed changer The input shaft and the output shaft of the engine are used for 127757.doc 200918737, between the input shaft and the output shaft - in the power transmission path between the engine ratio and the ~ clutch, according to the input shaft or output: the moving wheel Between the two, the entanglement and disengagement. A :, which is used to perform the speed control to adjust the control control unit, which is used in the clutch # idle speed; speed control. The vehicle that stopped the invention was: “(4) wheel; k-speed machine, which has – connected to (4) engine input shaft electronic type without segmentation of the input shaft 盥 output shaft, used for f ′ hai output shaft— Variable gear tooth = between the output wheel and the drive wheel, :: combiner, catch and spray off; - idle speed control, = one of the output shaft to adjust the idle speed of the engine; and one system ; Perform a rapid control to suppress or stop the clutch when it is sprayed (4). 'It is used in the seat of the present invention _ - people hit * I 3 : a drive wheel; an engine; - Lei i 彳 ^: speed machine, which has a colony electronic stepless adjustment of the input ... = engine input shaft And the wheel-out shaft is used to be between the engine and the driving wheel in the path of the power transmission wheel:: meshing and disengaging according to the rotational speed of the δ-Xuan input shaft or the rim to the fly output shaft; ^一(四) Used to perform idle speed control to adjust the engine - idling: object: early element, which is used to detect the abnormality of the stepless speed changer, and suppress or stop the abnormality when the smashing machine is abnormal Idle speed control. The vehicle Xiaodong·圧 transmission of the present invention has a connection to a 'moving wheel; an engine; an electronic stepless adjustment of the input vehicle from the disk out of the 7 engine input (four) one round out axis for ^ η海 output shaft between one of the gear ratio; a clutch, 127757.doc 200918737 It is located between the guide # i engine and the drive wheel, want to rely on the one of the transmission to breathe t (10) stop dry Axis kisses. And dislocation; an idle speed control device, i speed control to adjust 兮 ', for performing 怠 (4) 4 engine - idling speed; and _ - Yu Fu measured the abnormality of the stepless speed changer, and in the case of abnormal use Or stop the idle speed control. , "There is a change in the machine. The controller used for the vehicle is a kind of controller for suppressing or stopping the billiard batch 4丨μ"; the controller for the d-stop control when the delta is engaged. The vehicle includes a wheel. An engine. ^ ^ , w匕3 . ~ drive 5 engine, electronic stepless speed changer, a straight input shaft and a round of blush are connected to the engine output shaft for Adjusting the ratio of the transmission to the gear ratio. The ratio between the pure man and the output shaft is a clutch, which is located in the < engine and the (four) wheel n, the poem* path is between the initial Between 'I want to rely on the round of people. Tooth and off. Tooth; _ idle speed control device J-axis-rotation speed Adjust the idle speed of the engine. ',; the idling control is used in this "the controller for the vehicle to suppress or stop the idle speed of the controller for the clutch spray wheel; an engine; - Ray + 彳 the vehicle contains: a drive electronics Type stepless speed changer, other input shaft and - wheel output shaft, with q integral. There is - connected to the engine a gear ratio; _ M a / rain between the shaft and the output shaft is located in the 盗Between the mountains and the earth, it is necessary to use the wheel-out shaft and the drive wheel to perform the rapid mtrr; and a rapid speed control. ° One of the engines is idling. The controller detects when the controller detects that there is an abnormality of the two-stage transmission to the stepless transmission. Or stops an idle speed control. When the abnormality occurs, the controller suppresses the vehicle τ. The driving wheel; Loss j I27757.doc 200918737 engine; - electronic stepless speed changer, which has a ▲ and - output shaft, used to adjust the ratio of the wheel man axis to the input shaft wheel of the I engine; - clutch, which is located in the power transmission path Between the - shifting gear drive wheel 'in accordance with the wheel into the shaft or the second The engine is dislocated; the speed control device, the 转速-speed and the idling speed. ^, the idle speed control to adjust the reference "the month for the vehicle - the controller often. When the controller It is said that the stepless speed changer (4) 3 shifting machine is different from the suppression or ... speed control. Its t the car::, the controller engine; - electronic stepless speed changer, its: ·: drive wheel '· - a shaft and an output shaft for connecting to the input of the β-Hui engine to withstand the input shaft to the gear ratio; a clutch, which is located between x and *, according to one of the output shafts, '... Between the driving wheel and the driving wheel, it is used for performing the speed Λ (4) and the de-spraying; and - the rapid control device is used for the second of the invention: adjusting the r1 engine-idling speed. Suppressing or stopping - rapid control Method: in the clutch-spraying wheel; an engine; an electronic, ° " vehicle includes a drive-type stepless speed changer, a retro input shaft and an output station /, " Engine-speed gear ratio; = two: to: the engine between the wheel and the output shaft The door of the driving wheel is located between the moving wheels in the path of the power transmission wheel, and is to be engaged and disengaged according to the input shaft; _ idle speed control device output shaft-rotation speed adjusts one idle speed of the engine.怠 控制 以 以 以 以 以 以 以 以 以 , , , , , , , , , 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 127 Output fine 戸 bow clutch, which is located at the wheel output shaft and the drive =; gear shift ratio; one shaft speed and meshing and disengagement; - △ ,, according to the output line idle speed control to adjust cough ^ A speed control device for performing the speed of the vehicle of the present invention. The abnormality of the speed machine and the detection of abnormal work system = (4) test one no change method. Wherein the vehicle includes a j or a segment shifting machine that stops an idle speed control, and has a connection to the center of the core - the electronic type can not adjust the input vehicle by the wheel and the "J" and an output shaft, , which is located in the power transmission & a - transmission gear ratio; a clutch in the transmission path between the input shaft or the output _ /, 忒 drive wheel, clearing the speed of the field and the spray De-spraying; - speed control to set 'it is used to perform the speed of speed' "speed. One of the engines of the 'Hui' idling to the other for the vehicle of the present invention ip M ^ S ^ a v- / 疋 a Detect Measure the & segment of the "change" and when it detects an abnormality. Wherein the vehicle includes a driving wheel; an engine:: a segmented transmission 'which has a connection to the _1: between the two input shafts and the wheel-out shaft - a shifting gear between the output shaft and the driving wheel To be engaged and disengaged according to the speed of rotation; and a shaft speed control to adjust the idle speed of one of the engines. The set is used to perform 怠 = Ming will be upgraded - with - ECVW1 speed control.衣夏之皂 127757.doc 200918737 [Embodiment] [Embodiment 1] After painstaking research, the inventors of the present invention first discovered why the vehicle would accelerate when the valve was closed, and the inventor has done The out-of-execution is as follows. _ Why the vehicle accelerates when the valve is closed _ For example, in the case of a CVT using a centrifugal weight, the gear ratio is determined by the speed of an engine. Specifically, when the engine speed is relatively high, the shift gear ratio becomes relatively small. On the other hand, when the engine speed is relatively low, the shift gear ratio becomes relatively large. However, in the vehicle towel with ECVT, the shift # wheel ratio can be changed as described above without ignoring the rotational speed of the engine 10. According to this, there is a possibility that the shift gear ratio is small when the engine speed is low. When the transmission gear ratio is small, the output shaft speed of the ECVT will become relatively relatively. Therefore, when the transmission gear ratio is small, the output shaft speed of the ECVT will become relatively low regardless of the fact that the engine speed is low. high. Therefore, a centrifugal clutch attached to the output shaft is not disengaged. In other words, there is a possibility that the centrifugal clutch will remain engaged regardless of the fact that the engine speed is low. Also, when the shift gear ratio is small, the load on the engine becomes relatively large. Therefore, the engine speed will become lower than a target reversal. Accordingly, ISC was activated to increase the speed of the engine. As mentioned above, when the transmission gear ratio is kept low, even if the engine speed is low, the IS C can be actuated by the 127757.doc -10- 200918737 while the centrifugal clutch is kept in a state of being closed. Because 1"匕' even if the Cavaliers close the valve to reduce the speed of the vehicle with ECVT, because the gear ratio is relatively small, the isc may be activated and the car is accelerated. The inventors have found the above-mentioned facts for the first time, and the inventors have made an embodiment as follows. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a preferred embodiment of the present invention will be described in detail using the two-wheeled motor vehicle 1 shown in FIG. The embodiment of the present invention uses the commonly known speed-reaching two-wheel motor vehicle 1 as an example. However, the vehicle of the present invention is not limited to the so-called speed-accessible two-wheeled motor vehicle. For example, the vehicle of the present invention may be a two-wheeled motor vehicle other than a speed-reaching type vehicle. Specifically, the vehicle of the present invention may be a cross-country type, a motorcycle type, a speed-up type, or a two-wheeled motor vehicle commonly known as a moped type. Further, in addition to the two-wheeled motor vehicle, the vehicle of the present invention may be a straddle type vehicle. Specifically, the vehicle of the present invention may be, for example, an all terrain vehicle (Ατν) or the like. X. The vehicle of the present invention is lighter than (4) a vehicle other than a seat type vehicle, such as a four-wheeled motor vehicle. Further, a two-wheeled motor vehicle 1 of the type having a belt type ECVT will be exemplified as an embodiment. However, the vehicle according to the present invention is not limited to the vehicle _ constructed as described above. For example, a vehicle in accordance with the present invention may be a vehicle having a non-belt type ECVT. According to the vehicle turning-over example of the present invention, it can be a vehicle having a super-ring type ECVT or the like. "Detailed description of the two-wheeled motor vehicle" (the overall structure of the two-wheeled motor vehicle 1) Side view of the one or two engine-driven vehicles 1. The two-wheeled motor vehicle has a main frame (not shown). An engine unit 2 is suspended from the main body frame. 127757.doc 200918737 A rear wheel 3 is provided on the rear wheel 3 of the engine to form the drive wheel. One of the back ends of the single 疋2. In the embodiment of the present invention, a main body frame is driven by the power that is rotated from the engine unit 2, and has a head pipe (not shown) extending downward from the steering handlebar 4. ^5 is connected to the bottom end of one of the front tubes. A front wheel 6 is rotatably attached; The front wheel 6 that is not connected to the engine unit 2 constitutes a driven wheel. (Configuration of Engine Unit 2) The configuration of the engine unit 2 will be described below with reference to Figs. 2 to 4 . - Construction of the engine 10 - As shown in Figs. 2 and 3, the engine unit 2 has an engine (internal combustion engine) 1 and a speed machine 20. In the embodiment of the invention, the engine 1. It is described as a forced air-cooled four-push private engine. However, the bow I engine 1 can be used for other types of engines. For example, 'engine 1() can be a water-cooled engine. The engine 1〇 can be a two-stroke engine. As shown in Figure 3, the engine 1 has a crankshaft u. a sleeve. Sleeve the crankshaft in a bolted fit! ! Outside the week. The sleeve 12 is rotatably supported by a casing 14 via a bearing 13 and attached to the outer circumference of the sleeve 12 by a one-way clutch 31 connected to the electric motor 3''. - Structure of the ISC device 9 - Fig. 4 is a cross-sectional view showing an assembly connected to one of the intake pipes 15 of the engine 1 . The intake air is 15 for the engine 1 〇 to supply air. A throttle valve 18, which serves as an intake manifold valve, is positioned within the intake manifold 15. The throttle valve 18 adjusts the amount of air flowing into the intake pipe 15 by adjusting the area of one of the air passages in the intake pipe 15 by 127757.doc -12 - 200918737. The throttle valve 18 is operated by a valve (not shown). When the valve is opened, the throttle valve 18 is opened to increase the amount of air flowing into the intake pipe 15. A throttle valve opening degree sensor 18a (not shown) (see Fig. 5) is attached to the throttle valve 18. The opening degree of the throttle valve is detected by the throttle opening degree sensor 18a. An intake pipe pressure sensor 9 is positioned within the intake pipe 〖5. Specifically, the intake port pressure sensor 19 is positioned in a downstream section 丨5a of the side of the engine 10 associated with the throttle valve 18 in the intake pipe 15. The pressure of the downstream section a5a is detected by the intake pipe pressure sensor 19. As shown in FIG. 5, the intake pipe force sensor 19 outputs the pressure of the downstream section 15a as an intake pipe pressure to an Ecu 7°. The ISC device 9 is attached to the intake pipe 15, and the ISC device is When the two-wheeled motor vehicle 1 is idling, the engine speed is adjusted by adjusting the amount of air flowing into the intake pipe 15. Specifically, the ISC unit 9 is composed of a bypass pipe 16, an air volume adjusting device 17, and an ECU 7. The bypass pipe 16 bypasses a section of the intake pipe 15 in which the throttle valve 18 is located. In other words, the bypass pipe 6 is connected to the upstream side and the downstream side of the intake pipe 15 associated with the throttle valve 18. The air amount adjusting device 17 adjusts the amount of air flowing into the intake pipe 15 by adjusting the area of the air passage in the bypass pipe 16. Specifically, the air amount adjusting device 17 is provided with an actuator 17a and a bypass pipe valve 17b that is actuated by the actuator 17a. The bypass pipe valve 17b is located in the bypass pipe 16. The bypass pipe valve 17b adjusts the air flowing into the bypass pipe 16 by adjusting the area of the air passage in the bypass pipe 16. The actuator 17a can be constituted by, for example, a stepping motor or the like. • Configuration of the transmission 20 - 127757.doc -13 - 200918737 In this embodiment, the transmission 20 is a belt type ECVT. 20 is not limited to belt type ecVT. The transmission 20 is, for example, a ring type ECVT. As shown in Figs. 2 and 3, the transmission 20 is provided with a main sheave 21, a pair of grooves 22, and a V-belt 23. The v-belt 23 is wound around the main sheave to and the wheel 22. The type of V-belt is not specified. It can be a rubber belt type, a 9 resin block belt type and the like. The main sheave 21 rotates together with the crankshaft 11. The main sheave 21 includes a fixed sheave half 21a and a movable sheave half 21b. The fixed sheave half 2ia is fixed to one end of the crankshaft 11. The movable sheave half 21b is positioned opposite the fixed sheave half 21a. The movable sheave half 21b is movable in the axial direction of the crankshaft. One surface of the fixed sheave half 2ia and one surface of the movable sheave half 2lb are opposed to each other, and a belt groove 21 () is formed to allow the ^-belt 23 to be wound. As shown in Fig. 3, the movable sheave half 21b has a hub portion 21d which is formed in a cylindrical shape so that the crank shaft 11 penetrates. A slider 24 in the shape of a cylinder is fixed in the hub section 21d. The movable sheave half 21b integrated with the slider 24 is movable in the axial direction of the crankshaft. Therefore, the width of the belt groove 21c is variable. The width of the belt groove 2ic of the main sheave 21 is changed when the movable sheave half 21b is driven by the electric motor 30 in the axial direction of the crankshaft. The electric motor 3〇 can also be used as a moving motor. The auxiliary sheave 22 is positioned behind the main sheave 2丨. The auxiliary sheave 22 is mounted to a driven shaft 27 via a centrifugal clutch 25. More specifically, the secondary sheave 22 includes a fixed sheave half 22a and a movable sheave half 22b. Movable sheave 127757.doc -14- 200918737 The half body 22b is opposite the fixed sheave half 22a. The fixed sheave half 22a is connected to the driven shaft 27 via a centrifugal clutch 25. The movable sheave half 22b is movable in the axial direction of the driven shaft 27. One surface of the fixed sheave half 22a and one surface of the movable sheave half 22b are opposed to each other, and a belt groove 22c is formed to wind the V-belt 23. The movable sheave half 22b is urged by a spring 26 in a direction in which the width of the belt groove 22c is reduced. Therefore, the width of the belt groove 21c of the main sheave 21 becomes small, and the winding diameter of the V-belt 23 around the main sheave 21 becomes large. Therefore, the V-belt 23 is pulled inward in the radial direction on the side of the sub-groove 22. Therefore, the movable sheave half 22b resists the thrust of the spring 26 in a direction in which the width of the belt groove 22c is increased. Therefore, the diameter of the V-belt 23 wound around the auxiliary sheave 22 is reduced. - Configuration of Centrifugal Clutch 25 - The centrifugal clutch 25 is provided with a centrifugal plate 25a, a centrifugal weight 25b, and a clutch housing 25c. The centrifugal plate 25a rotates with the fixed sheave half 22a. The centrifugal weight 25b is supported by the centrifugal plate 25 & so that it can be displaced in the radial direction of the centrifugal plate 25 & In this embodiment, a first clutch member 25d is composed of a centrifugal plate 25 & and a centrifugal weight 25b. A wheel take-up shaft 22al of the transmission 20 is integrally formed on the fixed sheave half 22a of the auxiliary sheave 22. Specifically, the output shaft 22ai of the "shifting machine" is constituted by a cylindrical section in which the fixed sheave half 22a is inserted with the driven shaft 27. A second clutch member 25e is constituted by the clutch housing 25c. The body 25c is fixed to one end of the driven shaft 27... The speed reducing mechanism 28 is connected to the second moving shaft 27. The driven shaft 27 is connected to an axle μ via a speed reducing mechanism 28. The rear wheel 3 127757.doc • 15 - 200918737 is mounted on the axle 29. Therefore, the clutch housing 25c is coupled to the drive wheel or the rear wheel 3 via the driven shaft 27, the speed reduction mechanism 28, and the axle 29, and the clutch housing 2 is engaged and disengaged by the first clutch member 25d according to the rotational speed of the output shaft 22al. It is said that when the rotational speed of the output shaft 22al reaches a predetermined rotational speed or becomes greater than the predetermined rotational speed, the centrifugal weight 25b moves outward in the radial direction of the centrifugal plate 25a due to the centrifugal force and comes into contact with the clutch housing 25c. Therefore, the first clutch member 25d is engaged with the clutch housing 25c as the second clutch member 25e. When the first clutch member 25d is engaged with the clutch housing 25c, the rotation of the output shaft 22al is driven and biased via the clutch housing 25 ", Speed reduction mechanism 28, and the transmission shaft 29 to the rear wheel 3 as a drive wheel. On the other hand, 'when the rotational speed of the output shaft 22al becomes lower than the predetermined rotational speed, the centrifugal force applied to the centrifugal weight 25b is reduced' and the centrifugal weight (10) is disengaged from the clutch housing. Therefore, the rotation of the output shaft 22al is not transmitted to the clutch housing. 25c. Therefore, the rear wheel 3 does not rotate. (System for controlling two-wheeled moving vehicle 1) Second, FIG. 5 details a system for controlling two-wheeled moving vehicles. The two-wheeled motor vehicle _ 1 has an ECU 7 as a controller. Components such as the transmission 2G and the engine 10 are controlled by the ECU 7. - Overview of the construction of the control system of the two-wheeled motor vehicle (6) - As shown in Fig. 5, the --slot wheel 1 wheel position sensing 40 is connected to the ECU 7. Here, the shift gear ratio sensor for detecting the shift gear ratio of the variable machine 20 is constituted by the sheave phase $ and the sensor 40. The sheave position sensor 40 is itself a sensory thief for detecting the state of one of the movable sections of the machine. The sheave position senses crying °. 4. The speed gear ratio of the transmission 20 is detected by detecting the movable section of the transmission 2 127757.doc 200918737. The price wheel position sensor 4 detects the gamma position of the movable sheave half 21b of the main sheave 21 . The sheave position sensor 4 作 is operated by the measured position of the movable sheave half 21b. ^ 1 TF is a sheave position detection output to the ECU 7. The sheave position sensor 4〇. a Burdock 3 can be made up of a potentiometer. Further, a main sheave rotation sensor 43, a brake sheave rotation sensor 41, and a vehicle speed sensor 42 are connected to the ECU 7. :}: She recognizes that the &# main wheel rotation sensor 43 detects the rotation speed of the main groove 21. The main sheave rotation sensor 43 outputs the main sheave rotation speed signal to the coffee maker 7 based on the sinusoidal speed of the main sheave 21 . The subgroove 41 detects the rotational speed of the subgroove 22. The auxiliary sheave rotation sensing 输出 outputs a pair of sheave rotational speed signals according to the measured rotational speed of the ^ wheel 22 to the rotational speed of the rear wheel 3 of the 7th measuring device 42. The vehicle speed sensor 42 outputs a vehicle speed signal to the ECU 7 based on the measured rotational speed. A handlebar switch attached to the steering handlebar 4 is coupled to the ECU 7. The handlebar is closed when the knight operates the handlebar switch to output a handlebar (10) signal. " As mentioned above - the throttle reading open sensor... outputs a flow-opening signal to the ECU 7. - Control of the transmission 20 - The ECU 7 controls the position of the sheave of the movable sheave half 2lb of the main 21 based on the vehicle speed signal output from the vehicle speed sensor 42. Specifically, the speed gear ratio is calculated based on the throttle opening degree and the vehicle speed in the ECU 7, and the ECU 7 calculates the target gear ratio based on the determined target change gear ratio. The position of the sheave of the movable sheave half of the main sheave 21 is controlled in accordance with the calculated target position of the sheave. 127757.doc • 17- 200918737 There is no specific limit to the drive system of the electric motor 30. In this embodiment, the electric motor 30 is driven by a pulse width modulation (pwM) driver. Specifically, the ECU 7 is provided with a drive circuit for the electric motor 3 (not shown) and a central processing unit (CPU) for outputting a signal to the drive circuit (not shown). The CPU outputs a pulse width modulation signal to the drive circuit. The drive circuit applies a pulse voltage to the electric motor 30 in accordance with the pulse width modulation signal. The electric motor 3 is thus driven. The electric motor 30 can be of the stepper motor type. - Idle Speed Control Feedback Control Idle Speed Control (isc) Feedback Control (hereinafter referred to as "ISC F/B") is a control for changing the engine speed of the engine 10 in an idling state. The ISC f/β will, for example, increase the idling speed to allow the two-wheeled motor vehicle 1 to warm up immediately during idling. Specifically, the 'ICC F/Β control is performed in this embodiment in accordance with the flow chart shown in Fig. 6. First, it is judged in a step S2 1 whether or not the following conditions 1) to 6) are satisfied. If the following conditions 1) to 6) are judged to be satisfied in step S21, the program proceeds to a step S22. The amount of intake air of the engine 10 is then adjusted in step S22. Specifically, the intake air volume of the engine 1 is increased or decreased. For example, if the intake air volume of the engine 1 is to be increased, the air passage area in the bypass pipe 16 is expanded by the actuator 17a to actuate the bypass pipe valve 17b', and the intake air amount of the engine 10 is increased. Increase. On the other hand, if it is determined in step S2 1 that the following conditions 1) to 6) are not satisfied, the program returns to step S21 again. 1) Engine speed 2 enables the engine speed controlled by ISCF/B. 127757.doc -18- 200918737 2) Cooling water temperature of engine 10 is enabled by ISC f/b controlled water temperature. 3) The throttle opening degree is idling to determine the opening degree. 4) The speed of the two-wheeled motor vehicle < enables the speed of the ISC f/B control. 5) Throttle opening sensitivity sensor 1 8 & not abnormal. 6) The fuel supply is not cut off for deceleration. Conditions 1) and 2) in step S21 are conditions for avoiding the stop of the engine 10. The engine speed for enabling ISC F/B control in condition 1) can be set to 5 rpm, for example. In the condition, the engine speed and condition of the ISC F/B control are enabled. 2) The water temperature controlled by the ISC F/B can be appropriately set according to the type of the two-wheeled motor vehicle i, its use environment and other factors. Conditions 3) and 4) in S21 are conditions for judging whether the two-wheeled motor vehicle 1 is in a state where the vehicle speed is not idling quickly. The idling determination opening degree in condition 3) and the condition 4) enable ISC F/ The speed of the B-controlled vehicle can also be appropriately set according to the type of the two-wheeled motor vehicle 1, its use environment and other factors. The condition of step S21 _ is to determine whether any control other than the ISc F/B control is cut for deceleration. Conditions for shutting off fuel supply - Suppress or stop ISC F/B control - In the present embodiment, 'the above ISC F/B control is suppressed or stopped according to the flow chart shown in Fig. 7. Specifically, ISC f/B control will When the centrifugal clutch 25 is engaged, it is suppressed or stopped. As shown in Fig. 7, whether or not the centrifugal clutch 25 is engaged is determined in step S1. Specifically, whether the first clutch member 25d and the second clutch member 25e are meshed Determined in step s丨. 127757 .doc • 19- 200918737 The method of using (four) broken centrifugal clutch 25 is not limited to any: 疋 丨 丨 例 例 例 例 例 例 例 依据 依据 依据 副 副 副 副 副 副 副 副 副 副 副 副 副 副It is determined whether the centrifugal clutch 25 is sprayed or not at a 25d rotation speed. It is possible to determine that the clutch 25 is salivated when the rotational speeds of the first clutch member 25d and the driven shaft 27 are equal to or higher than the predetermined rotational speed. It is judged whether or not the centrifugal type separator 25 is sputtered depending on the amount of difference between the rotational speed of the first clutch member 254 and the driven shaft 27 and the rotational speed of the second clutch member 25e. Specifically, it is possible to determine that the centrifugal clutch 25 is engaged when the rotational speed of the first clutch member 25d and the driven shaft 27 is substantially equal to the rotational speed of the second clutch member. If it is determined in step (4) that the centrifugal clutch 25 is sprayed, the MB control is suppressed or stopped. To suppress ISC F/B control, the gain of the Me F/B control can be reduced, or the feedback frequency of the ISC F/B control can be reduced. "Operation and Efficacy" ϋ @The speed of the motor vehicle 1 can be increased regardless of the fact that the gas η is turned off. This occurs when the centrifugal clutch 25 is engaged. When the centrifugal clutch 25 is not sprinkled, the power of the engine 1 is not transmitted to the rear wheels. Therefore, the speed of the two motor vehicles 1 does not increase when the valve is closed. In this case, (4) towel ' ISC F / B control will be suppressed or stopped when the centrifugal clutch ^ 25 is 4 . In view of this, the present embodiment avoids the increase in the speed of the two-wheeled motor vehicle (4) against the knight's intention. Therefore, excellent control is achieved. The ISC F/B control is the control to adjust the engine speed when the two-wheeled motor vehicle is idling. Therefore, the ISC F/B control breaks into crying W 2 Λ ~ when the engine speed is relatively high so that the centrifugal clutch 25 of the 127757.doc • 20-200918737 is engaged. According to this
離口 „„ 25為嚙合時即便IS 造成大問題。 控制破抑制或停止也不會Out of the mouth „„ 25 is a problem even if IS causes a big problem. Control break suppression or stop will not
於半開闔狀態時，ISC 此外，當離心式離合器25係處 F/B控制可進行或不進行。 《修改型1》 以上已參照上述實施例說明當離心式離合器25為喃合時 ISC購控制被抑制或停止的實例1本發明並不偈限於 上述實施例。舉例來說’ ISC F/B控制可如下所述在變速 機20中發生異常時被抑制或停止。以下參照圖8說明一修 改實例！中之！SCF/B控制的抑制和停止。抑制和停止沉 F/B控制以外的作業與前述實施例相同，且同樣參照圖】至 6 〇 如圖8所示，在—步驟SU中判斷變速機20中是否已發生 異常。當步驟SU中判定變速機2〇發生異常，則程序前進 到步驟S12,且ISC F/B控制被㈣或停止。步驟“a中進 行之ISC F/B控制的抑制和停止與步驟S2中進行之18匚F/B 控制的抑制和停止相同。 變速機2G異常"係指變速齒輪比之控制未如變迷機辦 慣常之方式進行。明確地說’ ”變速機2〇異常”包含發生下 列狀況當中至少一者：當作輸入軸轉速感測器之主槽輪旋 轉感測器43異常；節流閥開口度感測器} 8a異常；車速感 測器42異常；變速機2G中卿7以外之—傳輸機構異常； 包含ECU 7、連接ECU 7與傳輸機構之線路暨其他的變速 127757.doc 21 200918737 測器之槽輪位置感測 ;暨類似情況。 :控制系統異常；當作變速齒輪比感 裔40異常；副槽輪旋轉感測器* 1異常 《操作及功效》 ，速機2G之變速齒輪比有可能例如在變速機20中已發生 異吊時無視氣Η是關閉的事實而保持在相對較高。因此， 可藉由在變速機20中已發生里堂眛如w I ^ 生呉书4抑制或停止ISC F/B控 制而避免車速違抗騎士之意旨而提高㈣況發生。 《修改型1》 fIn the semi-open state, ISC In addition, when the centrifugal clutch 25 is in the F/B control, it may or may not be performed. <<Modification 1>> The above description has been made with reference to the above embodiment that the ISC purchase control is suppressed or stopped when the centrifugal clutch 25 is halved. The present invention is not limited to the above embodiment. For example, the ISC F/B control can be suppressed or stopped when an abnormality occurs in the transmission 20 as described below. A modified example will be described below with reference to FIG. In the middle! SCF/B control suppression and stop. The operation other than the suppression/stopping of the F/B control is the same as that of the foregoing embodiment, and also referring to Figs. 6 to 6 〇, as shown in Fig. 8, it is judged whether or not an abnormality has occurred in the transmission 20 in the step SU. When it is determined in step SU that an abnormality has occurred in the transmission 2, the routine proceeds to step S12, and the ISC F/B control is (four) or stopped. The suppression and stop of the ISC F/B control performed in step "a is the same as the suppression and stop of the 18匚F/B control performed in step S2. The abnormality of the transmission 2G is not as fascinating as the control of the transmission gear ratio. The machine is routinely carried out. Specifically speaking, the ' ′′ "2" abnormality of the transmission includes at least one of the following conditions: the main sheave rotation sensor 43 as the input shaft speed sensor is abnormal; the throttle opening Degree sensor} 8a abnormal; vehicle speed sensor 42 abnormal; transmission machine 2G other than 7 7 - transmission mechanism abnormal; including ECU 7, connecting ECU 7 and transmission mechanism line and other shifting 127757.doc 21 200918737 Slot wheel position sensing; cum similar situation: control system abnormality; as gear shifting gear than sense 40 abnormality; auxiliary sheave rotation sensor * 1 abnormal "operation and efficacy", speed 2G gear ratio It is possible to keep it relatively high, for example, in the case where the differential hoisting has occurred in the shifting machine 20, regardless of the fact that the air slamming is off. Therefore, it has been possible to generate a rigging in the transmission 20 such as w I ^ 生呉书4 Suppress or stop ISC F/B control while avoiding the car Knight's intention to defy and (iv) increase happens. "Modify Type 1" f
在本實施例中’參照兩輪機動車輛丨說明依據本發明之 一較佳實施例之-實例，該車輛具備擁有旁通管i6_c 裝置9。然本發明之ISC裝置9並不侷限於具有旁通管的isc 裝置。ISC裝置9舉例來說可為利用一致動器牦作動一電子 控制型節流閥181>的18(：裝置，如圖9所示。在圖9所示ISC 裝置9中，節流閥i 8b之開口度被ECU 7以電子方式控制。 《修改型1》 此外，如圖10所示，ISC裝置9可為由一用於強制調整一 非電子控制型_流閥1 8之開口度的節流閥開口度調整裝置 50及ECU 7構成。節流閥開口度調整裝置5〇舉例來說可由 一用於向節流閥1 8施壓的施壓構件5 2及一用於作動施壓構 件5 2的致動器5 1構成。明確地說，節流閥開口度調整裝置 50舉例來說可由一螺線管元件構成。 《修改型1》 在上述實施例中，離心式離合器25被定位在輸出軸22a 1 與後輪3之間。然離心式離合器25僅必須被定位在引擎1〇 127757.doc 22· 200918737 與後輪3間之動力傳輸路徑 25可被定位在當作輸入軸的 心式離合器25不一定要依據 喷，其可為依據當作輸入車由 喃。 中。舉例來說’離心式離合器 曲柄軸11與主槽輪2 1之間。離 輸出轴22al之轉速而嗜合或脫 之曲柄軸11之轉速而嚙合或脫 [實施例2] 圖11疋-例不依據第i實施㈣於控制兩輪機動車輛之 系統的方塊圖。在實施例2中，可變變速機26〇是一皮帶型 ECVT。但依據實施例2之可變變速機⑽的皮帶是俗稱的 金屬皮帶264。 實施例1 t之ECVT的致動器是電動馬達3〇。然ecvt的 致動器並不侷限於電動馬達3〇。下述實施例2中之ECVT的 致動器是一液壓致動器。 實施例1中之離合器是離心式離合器25，其依據傳輸機 構20之輸出軸22al的轉速而機械地嚙合或脫嚙。但在本發 明中，只要會依據傳輸機構之輸入軸或輸出軸的轉速嚙^ 或脫嚙，任何類型的離合器均為可接受的。離合器不一定 依據轉速而機械地嚙合或脫嚙。離合器可被控制為依據轉 速而嚙合或脫嚙。明確地說，在實施例2中，使用電控多 摩擦離合器265作為離合器。 如圖11所示，實施例2之兩輪機動車輛包含電控多摩擦 離合器265及ECVT型可變變速機260。可變變速機26〇包含 主槽輪262、副槽輪263、及纏繞於主槽輪262和副槽輪263 的金屬皮帶264。主槽輪262包含固定槽輪半體262A和可動 127757.doc -23- 200918737 槽輪半體262B。副槽輪263包含固定槽輪半體263A和可動 槽輪半體263B。 一主槽輪旋轉感測器43配備於主槽輪262。一副槽輪旋 轉感測器4 1配備於副槽輪263。 兩輪機動車輛包含一液壓缸267A、一液壓缸267B、及 一連接於液壓缸267A和267B的液塵控制閥267C。液廢缸 267A藉由驅動主槽輪262之可動槽輪半體262B來調整主槽 輪262之槽寬。液壓缸267B藉由驅動副槽輪263之可動槽輪 半體263B來調整副槽輪263之槽寬。液壓控制閥267C是一 調整施加於液壓缸267A和267B之液壓的閥。液壓控制閥 267。在液壓缸267八和2673當中任一者具有較高液壓且另 一者具有較低液壓時控制此二液壓缸。此液壓控制閥267C 被ECU 7控制。 多摩擦離合器265被定位在引擎10與可變變速機260之輸 入軸271之間，且根據引擎10之轉速受控制。舉例來說， 多摩擦離合器265被以一當引擎10轉速超過預定值時連接 且當引擎10轉速低於預定值時不連接的方式控制。 與實施例1相同的控制亦在實施例2中執行。也就是說， ISC F/B控制會在多摩擦離合器265是嚙合時被抑制或停止 (參見圖7)。變速機260之異常被偵測，且如果發生異常， ISC F/B控制被抑制或停止（參見圖8)。 當多摩擦離合器265係處於半開闔狀態時，ISC F/B控制 可進行或不進行。 《其他變異》 127757.doc -24· 200918737 舉例來說’本發明中之車輛可為 輪機動車輛。明確地說， 達i車輛以外的兩 車型、速可達型、或^機x明之車辆可為越野型、摩托 動車辆。又，除了 ：::器腳踏車―)型的兩輪機 又除了兩輪機動車輛，本發 坐型車輛。明確地說，本發 車輛可為跨 越野車（ATV)或類 例來說可為全地形 去， 又本發明令之車輛可盔休水别 車輛以外的車輛，譬如四輪機動車輪。 i 變速機舉例來說可為—超環型ecvt。 引擎10可為強制氣冷四衝㈣擎以外㈣擎 說，引擎10可為水冷式引擎 舉]來 手5丨拏10可為二衝程引塾。 件可根據車輛類型或類似條件作適當決定。：、 《說明書術語定義》 %轉轉速”係指引擎在車輛為空轉時之轉速。 ”抑制ISC F/B於告I丨”抱社w I τ ISrF/R_ 小觸控制之增益或提高 ISC F/B控制之回授頻率。 "變速機異常”係指變速齒輪比之控制未如變速機中慣常 。明確地說’ ”變速機異常”包含發生下列狀況 。田„43里1者.當作輸人㈣速感測器之主槽輪旋轉感測 “3…節流閱開口度感測器…異常；車 異常；變速㈣中咖7以外之—傳輸機構異常^含 ECU 7、連接Ecu 7與傳輸機構之線路暨其他的變速機控 制系統異常；當作變速齒輪比感測器之槽輪位置感測器:〇 異常；副槽輪旋轉感測器41異常；暨類似情況。 127757.doc -25- 200918737 ”離合器是嗜合的狀態”視應用本發明的車. 或不包含離合器為半開闔的狀態。”車輛^可包含 依據轉速喃八$ 速而嚙合或脫嚙°的：人„的離合器”包含一被控制為依據轉 的離心式離合器。、合器暨依據轉速而機械㈣合或脫喷 [產業應用性] 車輛及類似物的車輛 本發明適用於諸如跨坐型 【圖式簡單說明】 圖是實％本發明之兩輪機_I_ # m _。 圖2是一引擎單元的剖面圖。 0 3疋例示CVT之構造的局部剖面圖。 圖4是一例示引擎進氣管附近之組件的剖面圖。 圖”-例示用於控制兩輪機動車輛之系統的方塊圖。 圖6是一例*ISCF/B控制的流程圖。 圖7是一例示以離心式離合器25之喷合之狀態為基準抑 制或停止ISC F/B控制的控制的流程圖。 圖8是一例示以修改實例i中之變速機2〇之異常為基準抑 制或停止ISC F/B控制的控制的流程圖。 圖9是一例示修改實例2中之引擎進氣管附近之組件的剖 面圖。 圖10是一例示修改實例3中之引擎進氣管附近之組件的 剖面圖。 圖11是一例示依據第二實施例之控制系統的方塊圖。 【主要元件符號說明】 127757.doc •26· 200918737 1 兩輪機動車輛 2 引擎單元 3 後輪（驅動輪） 7 ECU(控制器） 9 ISC裝置 10 引擎 11 曲柄軸（輸入軸） 18a 節流閥開口感測器 19 進氣壓力感測器 20 變速機 21 主槽輪 21a 固定槽輪半體 21b 可動槽輪半體 22 副槽輪 22a 固定槽輪半體 22al 輸出軸 22b 可動槽輪半體 23 V形皮帶 25 離心式離合器 25d 第一離合器構件 25e 第二離合器構件 27 從動軸 28 減速機構 29 輪轴 127757.doc -27- 200918737 40 槽輪位置感測器 41 副槽輪旋轉感測器 42 車速感測器 43 主槽輪旋轉感測器 127757.doc -28-In the present embodiment, reference is made to the embodiment of a preferred embodiment of the present invention with reference to a two-wheeled vehicle, which is provided with a device 9 having a bypass tube i6_c. However, the ISC device 9 of the present invention is not limited to an isc device having a bypass. The ISC device 9 can be, for example, an 18 (: device, which is operated by an actuator 牦 an electronically controlled throttle valve 181 > as shown in Fig. 9. In the ISC device 9 shown in Fig. 9, the throttle valve i 8b The opening degree is electronically controlled by the ECU 7. "Modified Type 1" Further, as shown in Fig. 10, the ISC device 9 may be a section for forcibly adjusting the opening degree of a non-electronically controlled type_flow valve 18. The valve opening degree adjusting device 50 and the ECU 7 are configured. The throttle opening degree adjusting device 5 can be, for example, a pressing member 52 for pressing the throttle valve 18 and a pressing member for actuating the pressing member Specifically, the throttle opening degree adjusting device 50 can be constituted by a solenoid element. For example, in the above embodiment, the centrifugal clutch 25 is positioned. Between the output shaft 22a 1 and the rear wheel 3. However, the centrifugal clutch 25 only has to be positioned between the engine 1〇127757.doc 22· 200918737 and the rear wheel 3 can be positioned as an input shaft. The heart clutch 25 does not have to be based on the spray, which can be based on the input of the car. Between the centrifugal clutch crankshaft 11 and the main sheave 2, the speed of the output shaft 22al is inseparable or disengaged from the rotational speed of the crankshaft 11 to engage or disengage [Embodiment 2] FIG. The fourth embodiment (four) is a block diagram of a system for controlling two-wheeled motor vehicles. In the second embodiment, the variable speed transmission 26A is a belt type ECVT. However, the belt of the variable speed transmission (10) according to the second embodiment is commonly known. The metal belt 264. The actuator of the ECVT of the embodiment 1 is an electric motor 3. The actuator of the ecvt is not limited to the electric motor 3. The actuator of the ECVT in the following embodiment 2 is a hydraulic pressure. The clutch in Embodiment 1 is a centrifugal clutch 25 that mechanically engages or disengages according to the rotational speed of the output shaft 22al of the transport mechanism 20. However, in the present invention, as long as it depends on the input shaft of the transport mechanism or The speed of the output shaft is either disengaged or disengaged, and any type of clutch is acceptable. The clutch does not necessarily mechanically engage or disengage depending on the rotational speed. The clutch can be controlled to engage or disengage depending on the rotational speed. Specifically, In Embodiment 2, using electronic control The clutch 265 is used as a clutch. As shown in Fig. 11, the two-wheeled motor vehicle of the second embodiment includes an electrically controlled multi-friction clutch 265 and an ECVT-type variable transmission 260. The variable transmission 26 includes a main sheave 262 and a sub-groove. The wheel 263 and the metal belt 264 wound around the main sheave 262 and the auxiliary sheave 263. The main sheave 262 includes a fixed sheave half 262A and a movable 127757.doc -23-200918737 sheave half 262B. The fixed sheave half 263A and the movable sheave half 263B are included. A main sheave rotation sensor 43 is provided to the main sheave 262. A pair of sheave rotation sensor 4 1 is provided to the auxiliary sheave 263. The two-wheeled motor vehicle includes a hydraulic cylinder 267A, a hydraulic cylinder 267B, and a liquid dust control valve 267C connected to the hydraulic cylinders 267A and 267B. The liquid waste cylinder 267A adjusts the groove width of the main sheave 262 by driving the movable sheave half 262B of the main sheave 262. The hydraulic cylinder 267B adjusts the groove width of the auxiliary sheave 263 by driving the movable sheave half 263B of the auxiliary sheave 263. The hydraulic control valve 267C is a valve that adjusts the hydraulic pressure applied to the hydraulic cylinders 267A and 267B. Hydraulic control valve 267. The two hydraulic cylinders are controlled when either of the hydraulic cylinders 267 and 2673 has a higher hydraulic pressure and the other has a lower hydraulic pressure. This hydraulic control valve 267C is controlled by the ECU 7. The multi-friction clutch 265 is positioned between the engine 10 and the input shaft 271 of the variable speed changer 260 and is controlled in accordance with the rotational speed of the engine 10. For example, the multi-friction clutch 265 is controlled in a manner that is connected when the engine 10 speed exceeds a predetermined value and is not connected when the engine 10 speed is lower than a predetermined value. The same control as in Embodiment 1 is also performed in Embodiment 2. That is, the ISC F/B control is inhibited or stopped when the multi-friction clutch 265 is engaged (see Fig. 7). The abnormality of the transmission 260 is detected, and if an abnormality occurs, the ISC F/B control is suppressed or stopped (see Fig. 8). When the multi-friction clutch 265 is in a half-open state, the ISC F/B control may or may not be performed. Other Variations 127757.doc -24· 200918737 For example, the vehicle of the present invention may be a motor vehicle. Specifically, two models other than the i-vehicle, the speed-up type, or the vehicle with the machine can be an off-road type or a motorcycle. In addition, in addition to the ::: bicycle--type two-wheeled engine, in addition to two-wheeled vehicles, this is a seated vehicle. Specifically, the present vehicle can be all-terrain for an off-road vehicle (ATV) or the like, and the vehicle of the present invention can be used to helmet other vehicles, such as a four-wheeled vehicle wheel. i The gearbox can be, for example, an ultra-ring type ecvt. The engine 10 can be a forced air-cooled four-stroke (four) engine (four) engine, the engine 10 can be a water-cooled engine, and the engine can be a two-stroke engine. The parts may be appropriately determined depending on the type of vehicle or the like. :, "Definition of the terminology" % rotation speed refers to the speed of the engine when the vehicle is idling. "Suppress ISC F / B in the 丨 I 丨" 抱社 w I τ ISrF / R_ small touch control gain or improve ISC The feedback frequency of F/B control. "Speed changer anomaly means that the control of the gear ratio is not as usual in the transmission. Specifically, the '"transmission abnormality" includes the following conditions. Tian „43 里一者. As the input (four) speed sensor main groove rotation sensing “3... throttle reading opening degree sensor... abnormal; car abnormal; shifting (four) medium coffee 7 - transmission mechanism Abnormal ^including ECU 7, circuit connecting Ecu 7 and transmission mechanism and other transmission control system abnormalities; sheave position sensor as transmission gear ratio sensor: 〇 abnormal; auxiliary sheave rotation sensor 41 Abnormal; cum similar situation. 127757.doc -25- 200918737 "The clutch is in a state of being incompetent" depending on the vehicle to which the present invention is applied. Or the state in which the clutch is half-opened. "The vehicle ^ can be engaged or disengaged according to the speed of the speed: the clutch of the person" includes a centrifugal clutch that is controlled to rotate according to the rotation. The clutch and the mechanical (four) combined or de-spray according to the rotational speed [ INDUSTRIAL APPLICABILITY The present invention is applicable to, for example, a straddle type [Simplified illustration of the drawing] The figure is a two-wheel _I_ #m _ of the present invention. Fig. 2 is a cross-sectional view of an engine unit. 3 is a partial cross-sectional view showing the structure of the CVT. Fig. 4 is a cross-sectional view showing an assembly of the vicinity of the intake pipe of the engine. Fig. - A block diagram illustrating a system for controlling a two-wheeled motor vehicle. Fig. 6 is a flow chart showing an example of *ISCF/B control. Fig. 7 is a flow chart showing an example of control for suppressing or stopping the ISC F/B control based on the state of the shot of the centrifugal clutch 25. Fig. 8 is a flow chart showing an example of control for suppressing or stopping ISC F/B control based on the abnormality of the transmission 2 in the modified example i. Fig. 9 is a cross-sectional view showing an example of the assembly in the vicinity of the intake pipe of the engine in the modification example 2. Fig. 10 is a cross-sectional view showing an assembly of the vicinity of the intake pipe of the engine in the modified example 3. Figure 11 is a block diagram showing an example of a control system according to a second embodiment. [Main component symbol description] 127757.doc •26· 200918737 1 Two-wheeled motor vehicle 2 Engine unit 3 Rear wheel (drive wheel) 7 ECU (controller) 9 ISC unit 10 Engine 11 Crank shaft (input shaft) 18a Throttle valve Opening sensor 19 Intake pressure sensor 20 Transmission 21 Main sheave 21a Fixed sheave half 21b Movable sheave half 22 Secondary sheave 22a Fixed sheave half 22al Output shaft 22b Movable sheave half 23 V-belt 25 Centrifugal clutch 25d First clutch member 25e Second clutch member 27 Drive shaft 28 Reduction mechanism 29 Axle 127757.doc -27- 200918737 40 Slot wheel position sensor 41 Sub-slot rotation sensor 42 Speed sensor 43 Main sheave rotation sensor 127757.doc -28-