WO2006009014A1 - Transmission à courroie à variation continue, méthode pour contrôler une transmission à courroie à variation continue, et véhicule à selle - Google Patents

Transmission à courroie à variation continue, méthode pour contrôler une transmission à courroie à variation continue, et véhicule à selle Download PDF

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Publication number
WO2006009014A1
WO2006009014A1 PCT/JP2005/012854 JP2005012854W WO2006009014A1 WO 2006009014 A1 WO2006009014 A1 WO 2006009014A1 JP 2005012854 W JP2005012854 W JP 2005012854W WO 2006009014 A1 WO2006009014 A1 WO 2006009014A1
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WO
WIPO (PCT)
Prior art keywords
sheave
belt
gear ratio
continuously variable
vehicle
Prior art date
Application number
PCT/JP2005/012854
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English (en)
Japanese (ja)
Inventor
Kazutoshi Ishioka
Toshio Unno
Original Assignee
Yamaha Hatsudoki Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yamaha Hatsudoki Kabushiki Kaisha filed Critical Yamaha Hatsudoki Kabushiki Kaisha
Priority to JP2006529065A priority Critical patent/JP4582813B2/ja
Publication of WO2006009014A1 publication Critical patent/WO2006009014A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • F16H63/06—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions
    • F16H63/062—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions electric or electro-mechanical actuating means

Definitions

  • the present invention relates to a belt-type continuously variable transmission, a control method for a belt-type continuously variable transmission, and a straddle-type vehicle equipped with a belt-type continuously variable transmission.
  • a belt is wound between the V-grooves of a primary sheave arranged on a drive shaft and a secondary sheave arranged on a driven shaft, and the sheave position of the primary sheave is set by an electric motor.
  • a configuration that changes the gear ratio by control is generally used.
  • the control of the gear ratio is usually performed by the throttle sensor opening (engine load state),
  • the sheave position of the primary sheave is controlled by the electric motor in accordance with the target speed ratio determined in advance.
  • Patent Document 1 discloses a technique in which the gear ratio control of a continuously variable transmission is adjusted so that the actual gear ratio matches the target gear ratio
  • Patent Document 2 discloses a target drive pulley.
  • a feedback correction technique is described in which a deviation between the rotational speed and the actual drive pulley rotational speed is taken and the shift control valve command value signal is corrected with a signal having a magnitude corresponding to the deviation.
  • Patent Document 1 Japanese Patent Laid-Open No. 2001-65683
  • Patent Document 2 JP-A-7-12189
  • the belt used in the belt-type continuously variable transmission may be a metal one.
  • a rubber (having flexibility) belt is used to reduce the weight of the entire vehicle. There is a case. However, since this rubber belt is more easily worn than metal, the length of the belt changes over time.
  • FIG. 16 is a diagram showing the change over time in the engine speed when the vehicle starts when the belt undergoes secular change.
  • the solid line shows the target characteristic of the engine speed
  • the broken line shows the actual value.
  • the engine speed increases rapidly and the engine blows up, giving the rider a sense of incongruity.
  • the present invention has been made in view of the strong point, and even if the belt ages, etc., the belt type that prevents the engine speed from rising when starting and does not give the rider a sense of incongruity
  • the object is to provide a continuously variable transmission.
  • the belt-type continuously variable transmission of the present invention is a belt-type continuously variable transmission that changes the gear ratio steplessly by controlling the sheave position, and the sheave position corresponds to the target gear ratio.
  • the sheave position is changed and controlled with a correction value based on the deviation between the target gear ratio and the actual gear ratio.
  • the sheave target position and the actual sheave position force obtained during a predetermined travel are added to the obtained offset value force sheave target position.
  • the sheave position is The position is controlled based on the sheave target position to which the offset value is added.
  • the offset value is obtained from a sheave target position and an actual sheave position acquired when the vehicle starts and is in an accelerating state and reaches a predetermined speed.
  • the belt-type continuously variable transmission includes a primary sheave arranged on a drive shaft, a secondary sheave arranged on a driven shaft, and a V groove of the primary sheave and the secondary sheave. It consists of a belt wound in between, and the gear ratio is changed by electrically controlling the sheave position of the primary sheave.
  • the vehicle has a centrifugal clutch in a power transmission path, and the offset value is obtained from a sheave target position and an actual sheave position acquired when the centrifugal clutch is connected. .
  • the secondary sheave includes an operation mechanism that generates a thrust according to a torque difference between the shafts of the secondary sheave and the offset value. It is obtained from the sheave target position and actual sheave position acquired when generating thrust!
  • the belt-type continuously variable transmission uses a flexible belt.
  • a control method for a belt-type continuously variable transmission is a control method for a belt-type continuously variable transmission in which a gear ratio is changed steplessly by controlling a sheave position. Control is performed based on the sheave target position determined in accordance with the gear ratio, and when the vehicle is running, the sheave position is changed and controlled with a correction value based on the deviation between the target gear ratio and the actual gear ratio. In addition, when the vehicle is in the running state force stop state, the sheave target position and the actual sheave position force obtained during the predetermined running are added to the sheave target position.
  • a straddle-type vehicle of the present invention is a straddle-type vehicle equipped with the belt type continuously variable transmission.
  • the sheave based on the aging of the belt and the like in consideration of the feedback correction. By correcting the target position, it is possible to prevent the engine speed from rising when starting.
  • FIG. 1 is a diagram showing a basic configuration of sheave position control in a belt type continuously variable transmission according to the present invention.
  • FIG. 2 is a block diagram showing a basic configuration of a belt type continuously variable transmission that performs sheave position control in the present invention.
  • FIG. 3 is a flowchart showing a process for acquiring an offset value and adding it to a sheave target position in the present invention.
  • FIG. 4 is a graph in which changes in sheave movement amount are plotted against the passage of time as starting power when speed ratio control is performed using an offset value in the present invention.
  • FIG. 5 is a graph in which changes in engine speed when the gear ratio control is performed using an offset value according to the present invention are plotted against the elapsed time of the starting power.
  • FIG. 6 is a cross-sectional view of a V-belt type automatic transmission for a motorcycle according to an embodiment of the present invention.
  • FIG. 7 is a cross-sectional view of the engine unit of the motorcycle in the present embodiment.
  • FIG. 8 is a diagram showing an overall configuration of a transmission control system for a motorcycle in the present embodiment.
  • FIG. 9 is a view showing a stoppage correction control sequence of the transmission control system in the present embodiment.
  • FIG. 10 (a) is a diagram showing the relationship between the sheave position and the engine speed when there is no gear ratio correction control in this embodiment, and (b) is the sheave position and engine when there is gear ratio correction control. It is a figure which shows the relationship of rotation speed.
  • FIG. 11 is a diagram showing a traveling correction control sequence of the transmission control system in the present embodiment.
  • FIG. 12 is a flowchart showing a vehicle correction coefficient calculation process executed in the shift control apparatus in the present embodiment.
  • FIG. 13 Acceleration correction coefficient calculation executed in the speed change control apparatus in the present embodiment It is a flowchart which shows a process.
  • FIG. 15 is a diagram showing a configuration of a motorcycle equipped with a belt-type automatic transmission according to the present invention.
  • FIG. 16 is a diagram showing the change over time in the number of engine revolutions when the vehicle starts when a conventional belt undergoes aging.
  • FIG. 17 is a graph showing the relationship between the sheave position and the transmission gear ratio.
  • the solid line shows the case where the belt is aged, and the broken line shows the case where the belt is aged.
  • FIG. 1 is a diagram showing a basic configuration of sheave position control in the belt type continuously variable transmission 100 of the present invention.
  • the sheave target position 2 ( ⁇ ) is determined so that the target speed ratio 1 ( ⁇ ) determined based on the throttle opening signal and the vehicle speed signal is obtained.
  • the gear ratio is controlled by controlling the position of the primary sheave to the sheave target position ( ⁇ ) with an electric motor.
  • the actual sheave position 6 ( ⁇ ) is obtained from the sheave position signal during a predetermined travel.
  • the feedback correction is applied to the newly set sheave target position 8 ( ⁇ 1 + ⁇ ).
  • the offset value set in this way corresponds to the shift of the sheave position accompanying the secular change of the belt, and does not need to be performed in real time during the travel as in the feedback correction, and is taken in once during a predetermined travel. Just do it. This is because the aging of the belt does not change in units of time that fluctuate while the vehicle is running.
  • the force that determines the target gear ratio based on the throttle opening signal and the vehicle speed signal for example, the position signal force of the primary sheave is converted based on a predetermined calculation formula Use gear ratio.
  • feedback correction is performed based on the deviation between the target gear ratio and the actual gear ratio
  • the target primary calculated from the secondary sheave rotation speed signal and the throttle opening signal using the gearshift map is used. Since the rotation speed is equivalent to the target gear ratio, feedback correction performed based on the deviation between the target primary rotation speed and the actual primary rotation speed is performed based on the deviation between the target gear ratio and the actual gear ratio. Is an agreement. In other words, all methods that perform feedback correction based on the deviation between the target value and the actual measurement value using a parameter equivalent to the gear ratio are agreed.
  • the point at which the offset value is acquired is a point. This is because the tension of the belt changes depending on the running state of the vehicle, and even if the belt is taken in a slack state, the deviation cannot be corrected in accordance with the aging of the belt. Also, even if an offset value is added to the sheave target position during driving, no correction is applied when starting, so the offset value is set to the sheave target position when the vehicle is also stopped. It is preferable to add.
  • FIG. 2 is a block diagram showing a basic configuration of belt-type continuously variable transmission 100 that performs sheave position control shown in FIG.
  • the target gear ratio setting unit 15 sets the target gear ratio (Ml) 1 based on the throttle opening signal detected by the throttle opening sensor (TPS) 10 and the vehicle speed signal detected by the vehicle speed sensor 11. Determine.
  • the correction amount setting unit 16 is obtained based on the primary sheave speed signal detected by the primary sheave speed sensor 12 and the secondary sheave speed signal detected by the secondary sheave speed sensor 13. Between the actual gear ratio (M) and the target gear ratio (M).
  • the sheave position control unit 17 uses the correction amount setting unit 16 for the sheave target position ( ⁇ ) determined so as to obtain the target gear ratio ( ⁇ ) set by the target gear ratio setting unit 15.
  • the sheave position is controlled with feedback correction and offset value correction based on the calculated deviation ⁇ ⁇ ⁇ and difference ⁇ ⁇ .
  • the point in time at which the offset value is acquired is not uniformly determined, but a preferred example of acquiring the offset value will be described below.
  • FIG. 3 is a flowchart showing a process from acquisition of an offset value to addition to the sheave target position.
  • Step S103 The acquired offset value is stored in a storage device or the like.
  • step S104 it is determined whether or not the vehicle has stopped. If it is determined that the vehicle has stopped, the offset value stored in the storage device or the like is added to the sheave target position (step S105).
  • the reason why the vehicle obtains the offset value when the vehicle is accelerating and is traveling at a low speed is that the belt is wound between sheaves in such a state that the belt is most tensioned.
  • the offset value may be acquired when the centrifugal clutch is connected. This is because when the centrifugal clutch is connected, it is considered that the sheave position is reflected in accordance with the aging of the belt.
  • the secondary sheave and an operating mechanism for example, a torque cam
  • the operating mechanism operates to generate a thrust.
  • FIG. 4 is a graph in which changes in the sheave movement amount when the gear ratio control is performed using the offset value are plotted against the passage of time from the departure.
  • the solid line shows the case where the offset value is corrected, and the broken line shows the case where the offset value is not corrected.
  • the sheave movement amount while the vehicle is stopped moves by the amount of the offset value acquired during the travel before stopping. Since the sheave position is maintained at the offset position from the acceleration state after the start until it exceeds a preset speed VO, a phenomenon in which the engine speed increases can be avoided.
  • FIG. 5 is a graph plotting changes in the engine speed with respect to the time course of the starting power when the gear ratio control is performed using the offset value.
  • the solid line shows the target engine speed
  • the broken line shows the case where there is no correction by the offset value
  • the alternate long and short dash line shows the case where the correction is made by the offset value.
  • FIG. 7 the V-belt type automatic transmission and engine of the motorcycle are referred to.
  • the structure of the knit will be described.
  • a forced air-cooled four-cycle engine 21 and a transmission case 23 extending rearward from the left side of the crankcase 22 of the engine 21 are provided.
  • a transmission chamber 26 is formed on the left side surface of the transmission case 23.
  • One end of the crankshaft 24 is introduced at the front end of the transmission chamber 26, and the crankshaft 24 is disposed at the rear of the transmission chamber 26.
  • a driven shaft 27 parallel to the rear wheel and an axle 29 of a rear wheel (not shown) are supported.
  • a sleeve 48 is spline-engaged with the outer periphery of the crankshaft 24 that penetrates the clutch chamber 34.
  • the sleeve 48 is rotatably supported by the housing 33 via a bearing 49.
  • a one-way clutch 50 is attached to the outer periphery of the sleeve 48.
  • the one-way clutch 50 is for allowing the power on the side of the cell motor 41 to transmit power to the crankshaft 24 and is accommodated in the clutch chamber 34.
  • a V-belt type automatic transmission 55 in which the crankshaft 24 and the driven shaft 27 are interlocked is accommodated in the transmission chamber 26.
  • a primary sheave 56 that rotates together with a crankshaft 24 as a rotating shaft
  • a secondary sheave 58 attached to the outer periphery of the driven shaft 27 via a centrifugal clutch 57
  • the primary sheave 56 includes a fixed sheave 60 fixed to one end of the crankshaft 24, a fixed sheave 60 fixed to one end of the crankshaft 24, and a movable movable in the axial direction of the crankshaft 24.
  • Consists of Sieve 61 and The opposed surfaces of the fixed sheave 60 and the movable sheave 61 are conical surfaces inclined in opposite directions, and a V-shaped belt groove 56a around which the V-belt 59 is wound is formed between the conical surfaces.
  • the movable sheave 61 has a cylindrical boss portion 62 through which the crankshaft 24 passes, and a cylindrical slider 63 is fixed inside the boss portion 62.
  • the movable sheave 61 integrated with the slider 63 is movable in the axial direction of the crankshaft 24, so that the groove width of the belt groove 56a of the primary sheave 56 changes!
  • the secondary sheave 58 includes a fixed sheave 77 connected to the driven shaft 27 via a centrifugal clutch 76, and a movable sheave 78 movable in the axial direction of the driven shaft 27. .
  • the opposed surfaces of the fixed sheave 77 and the movable sheave 78 are circles inclined in the opposite direction.
  • a conical surface is formed, and a V-shaped belt groove 58a around which the V-belt 59 is wound is formed between the conical surfaces.
  • the centrifugal clutch 76 interposed between the fixed sheave 77 and the driven shaft 27 includes a centrifugal plate 81 that rotates integrally with the guide 79 of the fixed sheave 77, and a distal weight 82 supported by the centrifugal plate 81. And a clutch housing 83 in which the centrifugal weight 82 is detachably contacted.
  • the clutch housing 83 is fixed to one end of the driven shaft 27.
  • the movable sheave 78 is urged by a spring 86 in a direction that reduces the groove width of the belt groove 58a. For this reason, when the groove width of the belt groove 56a of the primary sheave 56 is reduced, the V-belt 59 is pulled radially inward on the side of the secondary sheave 58. As a result, the belt groove 58a is moved in the direction of widening, and the winding diameter of the V-belt 59 around the secondary sheave 58 is reduced.
  • the cell motor 41 for starting the engine is configured by a motor capable of forward and reverse rotation, and during engine operation, the movable sheave 61 of the primary sheave 56 is moved in the axial direction of the crank shaft 24 by the cell motor 41. Reciprocated.
  • the cell motor 41 controls the moving distance and moving direction of the movable sheave 61 of the primary sheave 56 based on a signal output from the shift control device 200.
  • FIG. 8 shows the overall configuration of the transmission control system including the transmission control device 200 of FIG.
  • the same components as those shown in FIGS. 6 and 7 are denoted by the same reference numerals, and the description of the components is omitted.
  • the transmission control system includes a transmission control device 200 having a self-holding circuit 201, a sheave position detection device 301, a secondary sheave rotation speed sensor 302, a vehicle speed sensor 303, and a primary sheave rotation. It consists mainly of a number sensor 304.
  • Sheave position detection device 301 is composed of a potentiometer, detects the position of primary sheave 56, and outputs a sheave position detection signal to transmission control device 200.
  • Secondary sheave speed sensor 302 detects the speed of the secondary sheave 58 and outputs the sheave speed signal. Output to the shift control device 200.
  • the vehicle speed sensor 303 detects the rotational speed of the rear wheel 220 and outputs a vehicle speed signal to the transmission control device 200 based on this rotational speed.
  • Primary sheave rotation speed sensor 304 detects the rotation speed of primary sheave 56 and outputs a sheave rotation speed signal to speed change control device 200.
  • a throttle opening signal output from a throttle opening sensor that detects a throttle opening of a throttle valve provided in the intake passage of the engine 21 is input to the transmission control device 200.
  • Shift control device 200 includes a throttle opening signal to which a throttle opening sensor force is also input, a sheave rotation speed signal input from secondary sheave rotation speed sensor 302, a vehicle speed signal input from vehicle speed sensor 303, Based on the sheave position signal input from the sheave position detection device 301 and the sheave rotation speed signal input from the primary sheave rotation speed sensor 304, the sheave of the primary sheave 56 of the V-belt type automatic transmission 55 is determined. The shift control process for controlling the position is executed.
  • the self-holding circuit 201 also has a non-volatile memory power, and holds a stoppage correction value (offset value), a belt correction value, a vehicle correction coefficient, a belt correction coefficient, and the like, which will be described later.
  • the control sequence in Fig. 9 shows the case where the sheave position correction process is performed when the motorcycle is stopped and transmitted.
  • a shift map calculation process 401 is executed.
  • This shift map calculation processing 401 calculates the sheave target position of the primary sheave 56 of the V-belt type automatic transmission 55 using the vehicle speed and the throttle opening as parameters.
  • a correction value is obtained by executing a multiplication process 403 that multiplies the stop-time correction value 402 stored in advance in the self-holding circuit 201 by a constant Kr.
  • the stop-time correction value (offset value) 402 includes the wear of the primary sheave 56 of the V-belt type automatic transmission 55, the wear of the secondary sheave 58, and the wear and hardening of the V-belt 59. This is a correction value set in consideration of the change in sheave position of primary sheave 56 when the vehicle stops due to yearly changes.
  • a calculation process 404 for subtracting the correction value from the sheave target position is executed to obtain a corrected sheave target position.
  • sheave position calculation processing 405 for calculating the sheave position of the primary sheave 56 based on the sheave position signal (potential value) input from the sheave position detection device 301 is executed.
  • a calculation process 406 for subtracting the calculated sheave position from the corrected sheave target position is executed to obtain the sheave target movement amount.
  • a multiplication process 407 for multiplying the sheave target movement amount by a constant Kp is executed.
  • sheave movement speed calculation processing 408 is performed to calculate the sheave movement speed, and this sheave movement is performed.
  • a multiplication process 409 for multiplying the speed by the constant Kc is executed.
  • the sheave target movement amount force multiplied by the constant Kp is also subjected to arithmetic processing 410 for subtracting the sheave movement speed multiplied by the constant Kc to correct the sheave target movement amount. Then, a multiplication process 411 for multiplying the corrected sheave target movement amount by a constant Kv is executed, and a sheave control output (PWM output) is output to the cell motor 41.
  • a sheave control output PWM output
  • FIG. 10 (a) shows a change in the sheave position of the field (solid line) and the engine speed (broken line) over time when the gear ratio correction control is not performed without using the correction value at the time of stopping.
  • FIG. 10 (a) shows a change in the sheave position of the field (solid line) and the engine speed (broken line) over time when the gear ratio correction control is not performed without using the correction value at the time of stopping.
  • FIG. 10 (b) shows the change in the sheave position (solid line) and engine speed (dashed line) over time when the gear ratio correction control is performed using the correction value at the time of stopping.
  • the sheave position when the vehicle is stopped is at the position where the force is initially offset by the correction value when the vehicle is stopped, and the speed V (for example, 1.3 k) set in advance from the acceleration state immediately after starting.
  • V 1.3 kmZh
  • the sheave position during traveling can be corrected as appropriate, and the phenomenon that the gear ratio moves to the low side during traveling and the engine speed increases can be improved. it can.
  • the control sequence in Fig. 11 shows the case where the sheave position correction process is performed while the motorcycle is running.
  • a shift map calculation process 1001 similar to that shown in FIG. 9 is executed to obtain the sheave target position.
  • an actual gear ratio calculation process for calculating an actual gear ratio based on the sheave rotation speed signal input from the primary sheave speed sensor 304 and the secondary sheave speed signal input from the secondary sheave speed sensor 302 1002 Execute.
  • sheave position calculation processing 1003 is performed to calculate the sheave position of the primary sheave 56 based on the sheave position signal input from the sheave position detection device 301, and the sheave position is converted to a gear ratio (target gear ratio). ) Is executed.
  • a calculation process 1005 for subtracting the actual speed ratio from the speed ratio (target speed ratio) is executed to obtain a difference speed ratio, and a multiplication process 1006 for multiplying the difference speed ratio by a constant Kr is performed. Run to find the correction value.
  • a calculation process 1007 for subtracting the correction value from the sheave target position is executed to obtain a correction sheave target position
  • a calculation process 1008 for subtracting the correction sheave target position force and the sheave position is executed.
  • a sheave target movement amount is obtained, and a multiplication process 1009 for multiplying the sheave target movement amount by a constant Kp is executed.
  • a sheave movement speed calculation process 1010 for calculating a sheave movement speed based on a change per unit time of a sheave position signal (potential value) input from the sheave position detection device 301 is executed. Executes multiplication processing 1011 that multiplies the sheave movement speed by a constant Kc. [0090] Next, the sheave target movement amount force multiplied by the constant Kp is also subjected to arithmetic processing 1012 for subtracting the sheave movement speed multiplied by the constant Kc to correct the sheave target movement amount. Then, a multiplication process 1013 for multiplying the corrected sheave target movement amount by a constant Kv is executed, and a sheave control output (PWM output) is output to the cell motor 41.
  • PWM output sheave control output
  • the sheave target position obtained by the conversion map calculation is corrected by the correction value obtained from the actual transmission ratio during travel and the actual sheave position, and the sheave target movement amount by the corrected sheave target position.
  • the deviation of the sheave position of the primary sheave 56 while traveling is corrected.
  • the shift control device 200 determines whether the vehicle correction coefficient of the vehicle is undetermined or not based on whether or not the vehicle correction coefficient is held in the self-holding circuit 201 at the first start. (Step S 1101). If it is determined that the vehicle correction coefficient is undetermined, it is determined whether or not the acceleration is an increasing force based on the change in the vehicle speed signal input from the vehicle speed sensor 303 (step S 1102).
  • step S 1103 determines whether the speed has reached a preset speed V (eg, 1.3 kmZh). Speed is fast
  • the vehicle correction coefficient is held in the self-holding circuit 201,
  • step S1102 determines whether the acceleration is not increasing! If it is determined that the speed has not reached the speed V, that is, the vehicle is stopped or the vehicle speed is the speed
  • step S1101 Return to processing.
  • the vehicle correction coefficient is set as a correction value, and it becomes possible to correct the shift of the sheave position caused by individual differences.
  • the shift control device 200 determines whether or not the acceleration is an increasing force based on the change in the vehicle speed signal input from the vehicle speed sensor 303 (step S1201). If it is determined that the acceleration is increasing, the process proceeds to step S1202, and it is determined whether or not the speed has reached a preset speed V (eg, 1.3 kmZh). Speed has reached speed V
  • the belt correction coefficient stored in the self-holding circuit 201 is set to the current speed V
  • step S1203 Set as a correction value of 0 (step S1203).
  • step S1201 If it is determined in step S1201 that the acceleration is not increasing, if it is determined in step S1202 that the speed has not reached the speed V, that is, if the vehicle is stopped,
  • the belt correction coefficient is measured and stored in a certain acceleration (speed) state, and a correction value for correcting the sheave target position is calculated based on the belt correction coefficient.
  • the shift of the sheave position of the primary sheave 56 due to aging of the V-belt 59 can be corrected while reducing the processing load of the speed change control device 200, and the gear ratio becomes low during traveling. This can improve the engine speed.
  • the shift control device 200 determines whether the vehicle speed exceeds a preset speed V (eg, 1.3 kmZh) based on the vehicle speed signal input from the vehicle speed sensor 303.
  • V a preset speed
  • Step S1301 If it is determined that the vehicle speed exceeds the speed V,
  • a correction value is calculated based on the vehicle correction coefficient held in the holding circuit 201 (step S1302).
  • a correction value is calculated based on the belt correction coefficient held in the self-holding circuit 201 (step S1303).
  • step S1301 If it is determined in step S1301 that the vehicle speed does not exceed the speed V,
  • the stopping correction value held in the self-holding circuit 201 is set as a correction value (step S1034).
  • the stopping correction value considering the secular change of the members constituting the V-belt type automatic transmission 55, the vehicle correction coefficient considering the individual difference of the vehicle, and the secular change of the belt.
  • the sheave position is corrected until the power reaches a predetermined speed by accelerating when starting, the sheave position is corrected until the power reaches the predetermined speed by acceleration at the first start, It is possible to adjust the sheave position so that the target gear ratio is always obtained by appropriately correcting the sheave position during acceleration.
  • FIG. 15 shows a belt-type continuously variable transmission 100 according to the present invention mounted on a motorcycle 500.
  • a front fork 501 is pivotally supported by a head pipe of a vehicle body frame
  • a front wheel 502 is disposed at the lower end of the front fork 501
  • a steering handle 503 is disposed at the upper end.
  • a power unit 505 composed of the belt-type continuously variable transmission 100 of the present invention, an electric motor that controls the groove width of the primary sheave of the continuously variable transmission, an engine, and the like swings up and down.
  • a rear wheel 506 is disposed at the rear end of the power unit 505.
  • the motorcycle in the above embodiment means a motorcycle, and includes a motorbike and a starter, and specifically refers to a vehicle that can turn by tilting the vehicle body. Therefore, even if at least one of the front wheels and the rear wheels is two or more and the number of tires is counted as a tricycle / four-wheel vehicle (or more), it can be included in the “motorcycle”.
  • the present invention exerts the excellent effects as described above. However, when applied to an actual saddle-type vehicle, the present invention is not limited to the specific aspects of the present invention under a comprehensive viewpoint including other requirements. Consideration is made.
  • the belt-type continuously variable transmission according to the present invention prevents the rider from blowing up the engine speed even when the belt changes with age, and does not give the rider a sense of incongruity. Machine can be provided.

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  • Control Of Transmission Device (AREA)

Abstract

[PROBLÈMES] Fournir une transmission à courroie à variation continue capable d'empêcher qu'un sentiment d'inconfort soit communiqué au conducteur en empêchant une vitesse de moteur d'augmenter au démarrage du moteur, même si une courroie entraîne une détérioration avec l'âge. [MOYENS POUR RÉSOUDRE LES PROBLÈMES] Un rapport de vitesse est contrôlé en contrôlant, à l'aide d'un moteur électrique, une position cible de poulie (2) qui correspond à un rapport de vitesse cible (1) déterminé par une ouverture du papillon des gaz et une vitesse du véhicule. En se basant sur une déviation (4) entre un véritable rapport de vitesse (3) et le rapport de vitesse cible (1), une correction en retour est apportée à la position cible de poulie (2), et une position réelle de poulie (6) est acquise dans un fonctionnement spécifié. La différence entre la position réelle de poulie et la position cible de poulie (2) est ajoutée, comme valeur de compensation (7), à la position cible de poulie (2) quand le véhicule est arrêté, et la position de poulie est contrôlée en utilisant la valeur ajoutée comme nouvelle position cible de poulie.
PCT/JP2005/012854 2004-07-16 2005-07-12 Transmission à courroie à variation continue, méthode pour contrôler une transmission à courroie à variation continue, et véhicule à selle WO2006009014A1 (fr)

Priority Applications (1)

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JP2006529065A JP4582813B2 (ja) 2004-07-16 2005-07-12 ベルト式無段変速機、ベルト式無段変速機の制御方法、及び鞍乗型車両

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JP2004-210866 2004-07-16
JP2004210866 2004-07-16

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WO2006009014A1 true WO2006009014A1 (fr) 2006-01-26

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JP (1) JP4582813B2 (fr)
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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1878948A2 (fr) 2006-07-12 2008-01-16 Yamaha Hatsudoki Kabushiki Kaisha Transmission variable continue de type courroie, et procédé de fabrication d'une poulie avec une transmission variable continue de type courroie
EP1972836A2 (fr) 2007-03-20 2008-09-24 Yamaha Hatsudoki Kabushiki Kaisha Transmission de véhicule
JP2008256122A (ja) * 2007-04-05 2008-10-23 Yamaha Motor Co Ltd 無段変速機
JP2008261486A (ja) * 2007-03-20 2008-10-30 Yamaha Motor Co Ltd 変速装置、それを備えたパワーユニット、車両、変速装置の制御装置および変速装置の制御方法
EP1944530A3 (fr) * 2007-01-15 2011-04-27 Yamaha Hatsudoki Kabushiki Kaisha Transmission variable continue de type courroie
EP1944531A3 (fr) * 2007-01-15 2011-04-27 Yamaha Hatsudoki Kabushiki Kaisha Transmission variable continue de type courroie
WO2016042844A1 (fr) * 2014-09-19 2016-03-24 ヤマハ発動機株式会社 Système de commande de puissance d'entraînement et véhicule comportant un système de commande de puissance d'entraînement

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JPH09329229A (ja) * 1996-06-06 1997-12-22 Nissan Motor Co Ltd 無段変速機の変速制御装置
JP2004100737A (ja) * 2002-09-05 2004-04-02 Jatco Ltd Ｖベルト式無段変速機のライン圧制御装置

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JPS62191239A (ja) * 1986-02-18 1987-08-21 Nissan Motor Co Ltd 無段変速機の制御装置
JPH05187532A (ja) * 1992-01-16 1993-07-27 Aichi Mach Ind Co Ltd 無段変速機の制御装置
JPH08189552A (ja) * 1995-01-11 1996-07-23 Nissan Motor Co Ltd 無段変速機の変速制御装置
JPH09144861A (ja) * 1995-11-16 1997-06-03 Nissan Motor Co Ltd 無段変速機用変速比制御装置の初期化装置
JPH09329229A (ja) * 1996-06-06 1997-12-22 Nissan Motor Co Ltd 無段変速機の変速制御装置
JP2004100737A (ja) * 2002-09-05 2004-04-02 Jatco Ltd Ｖベルト式無段変速機のライン圧制御装置

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1878948A2 (fr) 2006-07-12 2008-01-16 Yamaha Hatsudoki Kabushiki Kaisha Transmission variable continue de type courroie, et procédé de fabrication d'une poulie avec une transmission variable continue de type courroie
EP1944530A3 (fr) * 2007-01-15 2011-04-27 Yamaha Hatsudoki Kabushiki Kaisha Transmission variable continue de type courroie
EP1944531A3 (fr) * 2007-01-15 2011-04-27 Yamaha Hatsudoki Kabushiki Kaisha Transmission variable continue de type courroie
US8357063B2 (en) 2007-01-15 2013-01-22 Yamaha Hatsudoki Kabushiki Kaisha Belt type continuously variable transmission, control device for belt type continuously variable transmission, and vehicle
EP1972836A2 (fr) 2007-03-20 2008-09-24 Yamaha Hatsudoki Kabushiki Kaisha Transmission de véhicule
JP2008261486A (ja) * 2007-03-20 2008-10-30 Yamaha Motor Co Ltd 変速装置、それを備えたパワーユニット、車両、変速装置の制御装置および変速装置の制御方法
US7862459B2 (en) 2007-03-20 2011-01-04 Yamaha Hatsudoki Kabushiki Kaisha Transmission, power unit having the same, vehicle, controller for transmission, and method of controlling transmission
EP1972836A3 (fr) * 2007-03-20 2011-08-10 Yamaha Hatsudoki Kabushiki Kaisha Transmission de véhicule
JP2008256122A (ja) * 2007-04-05 2008-10-23 Yamaha Motor Co Ltd 無段変速機
WO2016042844A1 (fr) * 2014-09-19 2016-03-24 ヤマハ発動機株式会社 Système de commande de puissance d'entraînement et véhicule comportant un système de commande de puissance d'entraînement

Also Published As

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TW200615479A (en) 2006-05-16
JPWO2006009014A1 (ja) 2008-05-01
TWI292805B (fr) 2008-01-21
JP4582813B2 (ja) 2010-11-17

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