WO2021199343A1 - Dispositif de commande de conduite et véhicule - Google Patents

Dispositif de commande de conduite et véhicule Download PDF

Info

Publication number
WO2021199343A1
WO2021199343A1 PCT/JP2020/014933 JP2020014933W WO2021199343A1 WO 2021199343 A1 WO2021199343 A1 WO 2021199343A1 JP 2020014933 W JP2020014933 W JP 2020014933W WO 2021199343 A1 WO2021199343 A1 WO 2021199343A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
control unit
speed
mode
prime mover
Prior art date
Application number
PCT/JP2020/014933
Other languages
English (en)
Japanese (ja)
Inventor
功祐 綱島
康平 松浦
寿光 中嶋
直輝 沖本
裕康 吉澤
洸一 古里
浩孝 小島
圭淳 根建
Original Assignee
本田技研工業株式会社
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 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to PCT/JP2020/014933 priority Critical patent/WO2021199343A1/fr
Publication of WO2021199343A1 publication Critical patent/WO2021199343A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • 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
    • 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
    • F16H63/40—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 comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor

Definitions

  • the present invention relates to a drive control device and a vehicle.
  • Patent Document 1 describes an actuator for a continuously variable transmission including a drive pulley provided on the crankshaft side, a driven pulley provided on the rear wheel side, and a transmission belt hung between the drive pulley and the driven pulley.
  • the configuration is disclosed in which the gear ratios of the continuously variable transmission are changed by driving the actuator. With this configuration, it is possible to virtually perform a stepped shifting operation that gives a feeling of shifting like a stepped transmission. In this stepped speed change operation, the engine speed is increased according to the vehicle speed, the engine speed is decreased when the predetermined vehicle speed is reached, and then the engine speed is increased again according to the vehicle speed increase.
  • the present invention has been made in view of the above circumstances, and is a drive control device and a vehicle capable of performing a stepped speed change operation virtually performed in a continuously variable transmission more quickly and realizing a good shift feeling.
  • the purpose is to provide.
  • the first aspect of the present invention is a stepless transmission (M) that continuously shifts the rotational power generated by the prime mover (E) and transmits it to the driven unit (4) side.
  • a stepped speed change mode in which the stepless transmission (M) is made to execute a virtual stepped speed change operation by the actuator (55), and the control unit (100) has the stepped speed change mode (Ms).
  • a drive control device U that increases the power generation load of the motor (90) as compared with the normal operation of the motor (E) when performing the speed-up shift operation (Sa) when the shift mode (Ms) is selected. do.
  • a second aspect of the present invention is a stepless transmission (M) that continuously shifts the rotational power generated by the prime mover (E) and transmits it to the driven unit (4) side, and the stepless transmission (the stepless transmission).
  • An actuator (55) that changes the gear ratio of the M
  • an electric motor (90) connected to the motor (E)
  • a control unit (100) that controls the operation of the actuator (55) and the electric motor (90).
  • the drive control device (U) including The control unit (100) has at least one of them, and the control unit (100) has a stepped speed change mode (Ms) in which the stepless transmission (M) is made to execute a virtual stepped speed change operation by the actuator (55).
  • the control unit (100) reduces the power generation load of the motor (90) as compared with the normal operation of the prime mover (E).
  • a drive control device (U) that applies a driving force to the prime mover (E) from the electric motor (90) is provided.
  • the control unit (100) when the control unit (100) performs the speed-increasing shift operation (Sa) when the stepped speed change mode (Ms) is selected, the motor (E) ), The power generation load of the motor (90) is increased as compared with the normal operation.
  • a fourth aspect of the present invention is that in any one of the first to third aspects, the control unit (100) is the power generation load of the motor (90) during normal operation of the prime mover (E).
  • the control unit (100) has a load increasing mode in which the accelerator opening is reduced when at least one of the stepped speed change mode (Ms) or the load increasing mode is selected.
  • the power generation load of the motor (90) is increased as compared with the normal operation of E), or the power generation load is increased as compared with the load increase mode when the load increase mode is selected.
  • a fifth aspect of the present invention provides a vehicle (1) including the drive control device (U) according to any one of the first to fourth aspects.
  • the power generation load of the motor connected to the drive shaft of the prime mover is increased. This makes it possible to lower (decrease) the rotation speed of the drive shaft. Since the motor is operated with good response, the speed-up shift operation can be performed quickly. Therefore, the stepped speed change operation virtually performed in the continuously variable transmission can be performed more quickly, and a good shift feeling can be realized. Since the rotation speed of the drive shaft is reduced due to the increase in the power generation load of the motor (generator), it is not necessary to add dedicated equipment. Therefore, the operation of the continuously variable transmission in the stepped speed change mode can be performed more efficiently.
  • the power generation load of the motor connected to the drive shaft of the prime mover is reduced, or auxiliary power is generated in the motor.
  • This makes it possible to increase (increase) the rotation speed of the drive shaft. Since the motor is operated with good response, the deceleration shift operation can be performed quickly. Therefore, the stepped speed change operation virtually performed in the continuously variable transmission can be performed more quickly, and a good shift feeling can be realized. Since the rotation speed of the drive shaft is increased by reducing the power generation load of the motor (generator) and generating auxiliary power at least, it is not necessary to add dedicated equipment. Therefore, the operation of the continuously variable transmission in the stepped speed change mode can be performed more efficiently.
  • the power generation load of the motor connected to the drive shaft of the prime mover is increased. This makes it possible to lower (decrease) the rotation speed of the drive shaft. Since the motor is operated with good response, the speed-up shift operation can be performed quickly. Therefore, the stepped speed change operation virtually performed in the continuously variable transmission can be performed more quickly, and a good shift feeling can be realized.
  • the power generation load of the motor is increased and the rotation speed of the prime mover is lowered (decreased).
  • the accelerator is closed in the load increase mode, the power generation load is increased more than in this load increase mode. As a result, it is possible to produce a state in which the engine brake works well even in the load increase mode.
  • the stepped speed change operation in the continuously variable transmission can be performed more quickly, and a good shift feeling can be realized.
  • FIG. 3 It is a left side view of the motorcycle in embodiment of this invention. It is explanatory drawing which shows the structure of the drive control device of the motorcycle. It is a graph which shows the correlation between the vehicle speed and the engine speed at the time of performing a stepless shift mode and a stepped shift mode by the drive control device. It is an enlarged view which shows the main part of FIG. 3, and is explanatory drawing which shows the shift time required for the shift when the speed-increasing shift operation is performed in the stepped shift mode. It is a flowchart which shows the process of the control part at the time of performing the speed-increasing shift operation in the stepped shift mode.
  • FIG. 1 shows a unit swing type motorcycle (vehicle) 1 as an example of the saddle-riding vehicle of the present embodiment.
  • the motorcycle 1 includes a front wheel 3 which is a steering wheel and a rear wheel (driven portion) 4 which is a driving wheel.
  • the front wheels 3 are supported by a pair of left and right front forks 6 and can be steered by the bar handles 2.
  • the rear wheel 4 is supported by the power unit P and can be driven by the engine (motor) E.
  • the arrow FR indicates the front of the vehicle
  • the arrow UP indicates the upper part of the vehicle.
  • the power unit P is configured as a swing unit that supports the rear wheels 4, which are the driving wheels, so as to be able to swing up and down.
  • the power unit P integrally includes an engine (internal combustion engine) E as a drive source and, for example, a V-belt type continuously variable transmission M.
  • E internal combustion engine
  • a rear wheel 4 is supported on the output shaft at the rear of the continuously variable transmission M.
  • the rear portion of the continuously variable transmission M is supported by the vehicle body frame 11 via the rear cushion 7.
  • Steering system parts including the bar handle 2, left and right front forks 6 and front wheels 3 are steerably supported by the head pipe 12 at the front end of the vehicle body frame 11.
  • the power unit P and the rear wheels 4 are supported by a pivot portion (not shown) at the lower part of the vehicle body frame 11 so as to be swingable up and down via a suspension link or the like.
  • the front part of the vehicle body is covered with the front cover 8, and the rear part of the vehicle body is covered with the rear cover 9.
  • a low floor portion 10 is provided between the front cover 8 and the rear cover 9.
  • a step floor 10a on which the driver rests his / her feet is provided on the upper surface of the low floor portion 10.
  • a seat 5 on which an occupant including a driver is seated is supported above the rear cover 9, a seat 5 on which an occupant including a driver is seated is supported.
  • the vehicle body frame 11 includes a head pipe 12 located at the front end, a down frame 13 extending downward from the head pipe 12, a pair of left and right lower frames 14 extending rearward from the lower end of the down frame 13, and a lower frame.
  • a pair of left and right rear frames 15 extending from the rear end portion of 14 by appropriately bending upward and rearward are provided.
  • the pivot portion that supports the front end portion of the power unit P is provided in the vicinity of the rear end portion of the left and right lower frames 14.
  • FIG. 2 shows a schematic configuration of the drive control device U of the motorcycle 1.
  • the drive control device U has an engine E as a prime mover, a stepless transmission M capable of steplessly shifting the rotational power generated by the engine E and transmitting the rotational power to the rear wheel 4 side, and a stepless transmission M.
  • It includes an electric actuator 55 that changes the ratio, an electric motor 90 that is connected to a drive shaft (crank shaft 41) of the engine E, and a control unit 100 that controls the operation of the actuator 55 and the electric motor 90.
  • the continuously variable transmission M can carry out a stepped speed change mode in which a virtual stepped speed change is performed by driving the actuator 55.
  • a shift switch (not shown) for manually performing a virtual stepped shift is provided on the bar handle 2 and the step floor 10a.
  • the engine E generates power by burning fuel in a combustion chamber (not shown).
  • the engine E rotates and drives a crankshaft 41 extending in the left-right direction around its rotation center axis.
  • the engine E transmits the rotational power of the crankshaft 41 to the rear wheels 4 via the continuously variable transmission M.
  • the engine E increases or decreases the engine speed, that is, the rotation speed of the crankshaft 41, according to the opening degree of the accelerator grip (not shown) provided on the bar handle 2.
  • the continuously variable transmission M shifts the power generated by the engine E and transmits it to the rear wheels 4.
  • the continuously variable transmission M includes a drive pulley 54 provided on the crankshaft 41 side of the engine E, a driven pulley 56 provided separately behind the drive pulley 54 (rear wheel 4 side), a drive pulley 54, and a driven pulley. It is provided with an endless and trapezoidal transmission belt (so-called V-belt) 53 that is wound around 56.
  • the drive pulley 54 includes a fixed side pulley half body 54a and a movable side pulley half body 54b provided so as to face each other in the left-right direction.
  • the fixed side pulley half body 54a and the movable side pulley half body 54b are coaxially and integrally rotatably supported at one end of the drive shaft 51.
  • the drive shaft 51 of the embodiment is a crankshaft 41, but for example, a drive shaft 51 parallel to the crankshaft 41 and a different shaft may be used. Further, a clutch may be provided between the drive shaft 51 and the drive pulley 54.
  • the fixed side pulley half body 54a is immovably supported in the axial direction of the drive shaft 51.
  • the movable side pulley half body 54b is movably supported in the axial direction of the drive shaft 51.
  • the movable side pulley half body 54b can be separated from the fixed side pulley half body 54a.
  • An actuator 55 is connected to the movable pulley semifield 54b.
  • the fixed side pulley half body 54a and the movable side pulley half body 54b each have a cup shape, and are arranged so that the small diameter side (bottom side) faces each other.
  • a V-shaped gap (V groove 54c) having a wide outer peripheral side in the circumferential cross section is formed between the fixed side pulley half body 54a and the movable side pulley half body 54b.
  • a V-belt 53 is wound around the V-groove 54c with a predetermined tension. Both sides of the V-belt 53 are aligned with the pulley inclined surfaces formed by each of the fixed side pulley half body 54a and the movable side pulley half body 54b.
  • the movable side pulley half body 54b is moved away from the fixed side pulley half body 54a in the axial direction by driving the actuator 55.
  • the axial movement of the movable pulley half body 54b increases or decreases the axial width of the V groove 54c between the movable pulley half body 54b and the fixed pulley half body 54a.
  • the driven pulley 56 includes a fixed side pulley half body 56a and a movable side pulley half body 56b provided so as to face each other in the left-right direction.
  • the fixed side pulley half body 56a and the movable side pulley half body 56b are coaxially and integrally rotatably supported at one end of the driven shaft 52.
  • the driven shaft 52 of the embodiment is a driven shaft 52 that is parallel to the crankshaft 41 and the rear wheel axle 4a and is a separate shaft (see FIG. 1).
  • a reduction gear mechanism G is provided between the driven shaft 52 and the rear wheel axle 4a.
  • a centrifugal clutch (not shown) is provided between the driven shaft 52 and the reduction gear mechanism G.
  • the fixed side pulley half body 56a is immovably supported in the axial direction of the driven shaft 52.
  • the movable side pulley half body 56b is movably supported in the axial direction of the driven shaft 52.
  • the movable side pulley half body 56b can be separated from the fixed side pulley half body 56a.
  • the elastic member 57 is connected to the movable side pulley semifield 56b.
  • the fixed side pulley half body 56a and the movable side pulley half body 56b each have a cup shape, and are arranged so that the small diameter side (bottom side) faces each other.
  • a V-shaped gap (V groove 56c) having a wide outer peripheral side in the circumferential cross section is formed between the fixed side pulley half body 56a and the movable side pulley half body 56b.
  • a V-belt 53 is wound around the V-groove 56c with a predetermined tension. Both sides of the V-belt 53 are aligned with the pulley inclined surfaces formed by each of the fixed side pulley half body 56a and the movable side pulley half body 56b.
  • the movable side pulley half body 56b is urged toward the fixed side pulley half body 56a side in the axial direction by the elastic force (urging force) of the elastic member 57.
  • the elastic force (urging force) of the elastic member 57 narrows the axial width of the V groove 56c between the fixed side pulley half body 56a and the movable side pulley half body 56b.
  • the tension of the transmission belt 53 is increased, the movable side pulley half body 56b is moved to the opposite side to the fixed side pulley half body 56a against the elastic force (urging force) of the elastic member 57.
  • the movable side pulley half body 56b is separated from the fixed side pulley half body 56a to widen the axial width of the V groove 56c.
  • the movable side pulley half body 54b of the drive pulley 54 is arranged apart from the fixed side pulley half body 54a when the engine is stopped and when the rotation speed is low.
  • the axial width of the V-groove 54c of the drive pulley 54 is widened, and the V-belt 53 winds around the inner peripheral side of the V-groove 54c.
  • the driven pulley 56 the V-belt 53 winds around the outer peripheral side of the V-groove 56c.
  • the continuously variable transmission M is set to a reduction ratio closer to the low speed.
  • the movable side pulley half body 54b of the drive pulley 54 moves to the fixed side pulley half body 54b side by the operation of the actuator 55.
  • the axial width of the V groove 54c of the drive pulley 54 is narrowed, and the V belt 53 moves to the outer peripheral side along the pulley inclined surface.
  • the winding position of the V-belt 53 on the drive pulley 54 changes to the outer peripheral side.
  • the V-belt 53 is pulled toward the drive pulley 54, so that the axial width of the V-groove 56c is widened. That is, the movable side pulley half body 56b moves to the opposite side to the fixed side pulley half body 56a against the elastic force (urging force) of the elastic member 57. As a result, the axial width of the V-groove 56c of the driven pulley 56 is widened, and the V-belt 53 moves to the inner peripheral side along the inclined surface of the pulley. As a result, the reduction ratio of the continuously variable transmission M changes toward high speed.
  • the movable side pulley half body 54b of the drive pulley 54 is separated from the fixed side pulley half body 54b by the operation of the actuator 55.
  • the axial width of the V groove 54c of the drive pulley 54 is widened, and the V belt 53 moves to the inner peripheral side along the inclined surface of the pulley.
  • the winding position of the V-belt 53 on the drive pulley 54 returns to the inner peripheral side.
  • the tension of the V-belt 53 is reduced, so that the axial width of the V-groove 56c is narrowed. That is, the movable side pulley half body 56b moves to the fixed side pulley half body 56a side by the elastic force (urging force) of the elastic member 57. As a result, the axial width of the V-groove 56c of the driven pulley 56 is narrowed, and the V-belt 53 moves to the outer peripheral side along the inclined surface of the pulley. As a result, the winding position of the V-belt 53 on the driven pulley 56 returns to the outer peripheral side. As a result, the reduction ratio of the continuously variable transmission M returns to the low speed side.
  • the continuously variable transmission M steplessly changes the reduction ratio between the drive pulley 54 and the driven pulley 56 by driving the actuator 55.
  • the continuously variable transmission M can switch between the continuously variable transmission mode Ma and the continuously variable transmission mode Ms shown in FIG. 3 by the drive control of the actuator 55.
  • the continuously variable transmission mode Ma performs a continuous and smooth continuously variable transmission operation according to the engine speed.
  • the stepped speed change mode Ms performs a virtual stepped speed change operation by driving the actuator 55.
  • the continuously variable transmission mode Ma and the continuously variable transmission mode Ms can be switched by a specified selection operation by the user.
  • the stepped speed change mode Ms can further switch between the automatic mode and the manual mode by a specified selection operation by the user.
  • the shift operation is automatically performed by the control by the control unit 100 described later.
  • the manual mode the shift operation is manually performed by the specified shift operation by the user.
  • the motorcycle 1 may be provided with a vehicle body acceleration sensor (for example, an IMU (Inertial Measurement Unit)) that detects vehicle body behavior.
  • a vehicle body acceleration sensor for example, an IMU (Inertial Measurement Unit)
  • IMU Inertial Measurement Unit
  • the continuously variable transmission M may be prohibited from shifting.
  • the motorcycle 1 includes an electric motor 90.
  • the electric motor 90 is, for example, an alternating current generator (ACG).
  • ACG alternating current generator
  • the electric motor 90 is coaxially arranged, for example, at one end of the crankshaft 41 of the engine E.
  • the electric motor 90 is connected to the crankshaft 41 of the engine E.
  • the electric motor 90 is housed in a cover 93 attached to one side of the engine E.
  • the electric motor 90 as a generator is driven by the rotation of the crankshaft 41 after the engine is started to generate electricity.
  • the electric motor 90 also functions as a starter motor for starting the engine E.
  • the electric motor 90 may function as an assist motor that assists driving the engine E.
  • the operation of the electric motor 90 is controlled by the control unit 100, which will be described later.
  • the electric motor 90 includes a rotor 91 that is integrally rotatably attached to the crankshaft 41 and a stator 92 that is fixedly held by the cover 93.
  • the electric motor 90 shown in the figure is an inner rotor type in which the rotor 91 is arranged on the inner peripheral side of the stator 92, but the present invention is not limited to this.
  • the electric motor 90 may be an outer rotor type in which the rotor 91 is arranged on the outer peripheral side of the stator 92.
  • Control unit The operation of the electric motor 90 and the operation of the actuator 55 that shifts the continuously variable transmission M are controlled by the control unit 100.
  • the control unit 100 is configured as, for example, an integral or a plurality of electronic control units (ECUs).
  • the control unit 100 may be realized at least in part by the collaboration of software and hardware.
  • the vehicle speed sensor 111, the shift sensor 112, the accelerator opening sensor 113, and the engine speed (rotation speed) sensor 114 provided in the motorcycle 1 are input to the control unit 100.
  • the control unit 100 executes a predetermined process by a preset operation program based on the detection signals from each sensor. As a result, the control unit 100 controls the shifting operation of the continuously variable transmission M.
  • the control unit 100 functionally includes a shift control unit 101 and a motor control unit 102.
  • the shift control unit 101 changes the gear ratio of the continuously variable transmission M by controlling the operation of the actuator 55 (in other words, executes the shift operation).
  • the shift control unit 101 changes the gear ratio of the continuously variable transmission M based on a shift map stored in the control unit 100 in advance, a running state of the vehicle, and the like. As a result, the rotation speed of the crankshaft 41 of the engine E is changed with respect to the vehicle speed of the motorcycle 1.
  • the input information required for shifting includes, for example, vehicle speed, accelerator opening, vehicle body bank angle, and the like.
  • the shift execution determination is made based on, for example, the relationship between the vehicle speed and the accelerator opening.
  • the shift control unit 101 has a continuously variable transmission mode Ma and a continuously variable transmission mode Ms.
  • either the stepless shift mode Ma or the stepped shift mode Ms can be implemented according to the selection of the occupant. Switching between the stepped speed change mode Ms and the stepless speed change mode Ma is performed, for example, by the occupant operating a speed change switch, a shift mode change switch, or the like provided on the motorcycle 1.
  • the shift control unit 101 switches the shift mode.
  • the gear ratio of the continuously variable transmission M is set so as to follow the correlation line Ma1 shown in FIG.
  • the correlation line Ma1 shows the correlation between the vehicle speed and the engine speed in the continuously variable transmission mode Ma.
  • the gear ratio is set so that the vehicle speed and the engine speed increase or decrease in a substantially constant proportional relationship.
  • the gear ratio is set so as to keep the engine speed higher than the above-mentioned proportional relationship.
  • a virtual stepped speed change operation is performed so as to produce the operation of the stepped transmission having a plurality of speed change gear groups.
  • the inclined lines s1 to s7 are inclined lines having an inclination corresponding to the gear ratio of the speed change gear (virtual) for the 7th speed.
  • the setting is equivalent to the 1st speed gear at low vehicle speeds such as when the motorcycle 1 starts.
  • the gear ratio of the continuously variable transmission M is set so as to follow the correlation line Ms1 shown in FIG.
  • the correlation line Ms1 has a steeper inclination (rate of increase in engine speed with respect to vehicle speed) than the correlation line Ma1 in the continuously variable transmission mode Ma. That is, the correlation line Ms1 is set to a gear ratio closer to the lower speed.
  • the actuator 55 When the motorcycle 1 is accelerating and the rising engine speed reaches the upper speed change speed Nu, the actuator 55 is operated and the gear ratio is sequentially changed so as to be a setting equivalent to the next stage gear.
  • the engine speed reaches the upper speed change speed Nu (for example, point P1 in FIG. 3)
  • the engine speed drops once.
  • the correlation line between the engine speed and the vehicle speed reaches the slope line corresponding to the gear ratio of the next gear (for example, point P2 in FIG. 3)
  • the engine speed and the vehicle speed are increased again along this slope line. , Set the gear ratio of the continuously variable transmission M.
  • the actuator 55 is operated to sequentially change the gear ratio so as to be set to correspond to the next gear on the low speed side.
  • the engine speed reaches the lower speed change speed Nd (for example, point P3 in FIG. 3)
  • the engine speed rises once.
  • the correlation line between the engine speed and the vehicle speed reaches a slope line corresponding to the gear ratio of the next gear on the low speed side (for example, point P4 in FIG. 3)
  • the engine speed and vehicle speed are lowered again along this slope line.
  • the gear ratio of the continuously variable transmission M is set so as to be caused.
  • the upper speed change speed Nu and the lower speed change speed Nd have different values depending on the throttle opening degree.
  • the motor control unit 102 interlocks with the shift control unit 101 to control the operation of the motor 90 in the stepped shift mode Ms.
  • the motor control unit 102 controls the amount of power generation (power generation load) in the motor 90 by the motor drive circuit 120.
  • the motor control unit 102 increases or decreases the amount of power generated by the motor 90 when the shift control unit 101 is instructed to perform the speed-up shift operation Sa or the deceleration shift operation Sb.
  • the speed-up shift operation Sa and the deceleration shift operation Sb are performed automatically or manually.
  • the speed-up shift operation Sa and the deceleration shift operation Sb are automatically performed based on a map showing the correlation between the vehicle speed and the engine speed (automatic mode).
  • the speed-up shift operation Sa and the deceleration shift operation Sb are manually performed by the occupant's shift operation (manual mode). Shifting down when the engine speed is too high and shifting up when the engine speed is too low are prohibited.
  • the shift control unit 101 operates the actuator 55 when performing the speed-up shift operation Sa in the stepped shift mode Ms.
  • the motor control unit 102 further controls the operation of the motor 90.
  • the motor control unit 102 operates the motor 90 so that the amount of power generation (power generation load) increases. As a result, the engine speed (the speed of the crankshaft 41) drops sharply.
  • the normal operation of the engine E is, for example, an operation other than the shift operation (acceleration shift operation Sa and deceleration shift operation Sb).
  • FIG. 4 middle dotted line Lt shows the inclination when the engine speed is lowered by the retard angle of the ignition of the engine, the cut of the fuel injection, etc. without performing the above control of the motor 90.
  • the shift time t1'at this time is longer than the shift time t1 when the above control of the motor 90 is performed.
  • the shift control unit 101 operates the actuator 55 when performing the deceleration shift operation Sb in the stepped shift mode Ms.
  • the motor control unit 102 further controls the operation of the motor 90.
  • the motor control unit 102 operates the motor 90 so that the amount of power generation (power generation load) is reduced. As a result, the increase in engine speed becomes steep.
  • the motor control unit 102 performs the following control in the stepped speed change mode Ms or a specific mode. That is, when the accelerator opening degree of the accelerator grip detected by the accelerator opening degree sensor 113 decreases, the electric motor 90 is operated so that the amount of power generation increases. When the electric motor 90 is operated so as to increase the amount of power generation, the amount of the rotational energy of the crankshaft 41 converted into electric energy increases. As a result, the rotational energy of the crankshaft 41 decreases, and the rotational speed of the crankshaft 41 decreases.
  • the control for operating the motor 90 so that the amount of power generation increases when the accelerator opening degree decreases may be executed in a specific mode other than the stepped speed change mode Ms.
  • a specific mode includes the following load increasing modes including, for example, a sports mode and an overdrive mode. That is, the control unit 100 has a load increase mode in which the power generation load of the motor 90 during normal operation of the engine E is increased.
  • the load increase mode is automatically or manually selected according to, for example, the remaining capacity of the vehicle-mounted power supply.
  • the load increase mode may be selected in combination with either the continuously variable transmission mode Ma or the continuously variable transmission mode Ms.
  • the motor control unit 102 determines whether or not the shift control unit 101 has instructed the start of the speed-up shift operation Sa in the stepped shift mode Ms (step S11). If the start of the speed-up shift operation Sa is not instructed in step S11 (NO in step S11), the motor control unit 102 generates power in the predetermined normal power generation mode S12. The amount of power generated by the motor 90 in the normal power generation mode S12 may include zero (0). Further, when the start of the speed-up shift operation Sa is instructed in step S11 (YES in step S11), the motor control unit 102 is subsequently instructed by the shift control unit 101 to end the speed-up shift operation Sa. It is determined whether or not the device is used (step S13).
  • step S13 If the end of the speed-up shift operation Sa is not instructed in step S13 (NO in step S13), the motor control unit 102 generates power in the predetermined strong power generation mode S14.
  • the amount of power generated by the motor 90 in the strong power generation mode S14 is larger than the amount of power generated by the motor 90 in the normal power generation mode S12.
  • the motor control unit 102 generates power in the normal power generation mode S12.
  • step S21 the motor control unit 102 determines whether or not the shift control unit 101 has instructed the start of the deceleration shift operation Sb in the stepped shift mode Ms (step S21). If the start of the deceleration shift operation Sb is not instructed in step S21 (NO in step S21), the motor control unit 102 generates power in the predetermined normal power generation mode S22. Further, when the start of the deceleration shift operation Sb is instructed in step S21 (YES in step S21), is the motor control unit 102 subsequently instructed by the shift control unit 101 to end the deceleration shift operation Sb? It is determined whether or not (step S23).
  • step S23 If the end of the deceleration shift operation Sb is not instructed in step S23 (NO in step S23), the motor control unit 102 generates power in the predetermined low power generation mode S24.
  • the amount of power generated by the motor 90 in the low power generation mode S24 is smaller than the amount of power generated by the motor 90 in the normal power generation mode S12.
  • the motor control unit 102 generates power in the normal power generation mode S22.
  • the electric motor 90 connected to the crankshaft 41 of the engine E The operation lowers the rotation speed of the crankshaft 41. Since the motor 90 is operated with good response, the speed-up shift operation Sa can be performed quickly.
  • the deceleration shift operation Sb when the deceleration shift operation Sb is performed in the stepped shift mode Ms, the rotation speed of the crankshaft 41 is increased by the operation of the electric motor 90 connected to the crankshaft 41 of the engine E. As a result, the deceleration shift operation Sb can be performed quickly. In this way, the stepped speed change operation virtually performed by the continuously variable transmission M can be performed more quickly, and a good shift feeling can be realized.
  • the operation in the stepped speed change mode Ms of the continuously variable transmission M can be performed more efficiently without separately providing a dedicated device.
  • control is performed to reduce the power generation load of the motor 90 (generator) when the deceleration shift operation Sb is performed.
  • the motor 90 is controlled to generate auxiliary power.
  • the motor 90 electric power supplied from a battery (not shown) is supplied to the stator 92 via the motor drive circuit 120. As a result, the electric motor 90 generates a rotational driving force in the rotor 91, and applies this rotational driving force to the crankshaft 41.
  • the motor control unit 102 controls the operation of the motor 90 when the speed shift operation Sb is performed in the stepped speed change mode Ms. At this time, the motor control unit 102 operates the motor 90 so as to generate auxiliary power. As a result, the increase in engine speed becomes steep.
  • the motor control unit 102 determines whether or not the shift control unit 101 has instructed the start of the deceleration shift operation Sb in the stepped shift mode Ms (step S31). When the start of the deceleration shift operation Sb is not instructed in step S31 (NO in step S31), the motor control unit 102 stops the generation of the auxiliary power of the motor 90 (step S32). Further, when the start of the deceleration shift operation Sb is instructed in step S31 (YES in step S31), is the motor control unit 102 subsequently instructed by the shift control unit 101 to end the deceleration shift operation Sb? It is determined whether or not (step S33).
  • step S33 If the end of the deceleration shift operation Sb is not instructed in step S33 (NO in step S33), the motor control unit 102 operates the motor 90 to generate auxiliary power (step S34). As a result, the engine speed increases. Further, if the end of the deceleration shift operation Sb is instructed in step S33 (YES in step S33), the motor control unit 102 stops the generation of the auxiliary power of the motor 90.
  • the electric motor 90 is coaxially connected to the crankshaft 41 of the engine E, but the present invention is not limited to this.
  • the electric motor 90 may be arranged on a shaft different from the crankshaft 41, for example, as long as it is directly or indirectly connected to the crankshaft 41.
  • the electric motor 90 may be connected to the crankshaft 41 via an intermediate shaft, an intermediate gear, or the like.
  • the actuator 55 and the control unit 100 can also be regarded as the configuration of the continuously variable transmission M.
  • vehicles include not only motorcycles (including motorized bicycles and scooter type vehicles), but also three-wheeled vehicles (including front two-wheeled and rear one-wheeled vehicles in addition to front one-wheeled and rear two-wheeled vehicles) or four-wheeled vehicles.
  • Vehicles that are included and that include an electric motor as a prime mover are also included.
  • the configuration in the above embodiment is an example of the present invention, and various modifications can be made without departing from the gist of the present invention.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Dans ce dispositif de commande de conduite (U) et ce véhicule (1), une unité de commande (100) d'une transmission à variation continue (M) a un mode de transmission étagée (Ms). Lors de l'exécution d'une action d'accélération (Sa) au moment de la sélection du mode de transmission étagée (Ms), l'unité de commande (100) augmente la charge de génération d'énergie d'un moteur électrique (90) par rapport au temps de fonctionnement normal d'un moteur principal (E). Lors de l'exécution d'une action de décélération (Sb) au moment de la sélection du mode de transmission étagée (Ms), l'unité de commande (100) diminue la charge de génération d'énergie du moteur électrique (90) par rapport au temps de fonctionnement normal du moteur principal (E) ou applique une force d'entraînement au moteur principal (E) à partir du moteur électrique (90).
PCT/JP2020/014933 2020-03-31 2020-03-31 Dispositif de commande de conduite et véhicule WO2021199343A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2020/014933 WO2021199343A1 (fr) 2020-03-31 2020-03-31 Dispositif de commande de conduite et véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2020/014933 WO2021199343A1 (fr) 2020-03-31 2020-03-31 Dispositif de commande de conduite et véhicule

Publications (1)

Publication Number Publication Date
WO2021199343A1 true WO2021199343A1 (fr) 2021-10-07

Family

ID=77927864

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2020/014933 WO2021199343A1 (fr) 2020-03-31 2020-03-31 Dispositif de commande de conduite et véhicule

Country Status (1)

Country Link
WO (1) WO2021199343A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005113946A (ja) * 2003-10-03 2005-04-28 Honda Motor Co Ltd 無段変速機制御装置
JP2006176098A (ja) * 2004-12-23 2006-07-06 Ind Technol Res Inst ハイブリッドカーのギアシフトトランスミッションのシフトチェンジ制御方法
JP2014221561A (ja) * 2013-05-13 2014-11-27 株式会社デンソー ハイブリッド車の駆動制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005113946A (ja) * 2003-10-03 2005-04-28 Honda Motor Co Ltd 無段変速機制御装置
JP2006176098A (ja) * 2004-12-23 2006-07-06 Ind Technol Res Inst ハイブリッドカーのギアシフトトランスミッションのシフトチェンジ制御方法
JP2014221561A (ja) * 2013-05-13 2014-11-27 株式会社デンソー ハイブリッド車の駆動制御装置

Similar Documents

Publication Publication Date Title
JP4369589B2 (ja) 電動自転車
JP6014159B2 (ja) 電動車両の回生ブレーキ制御システム
JP4154396B2 (ja) ハイブリッド型車両の制御装置
WO2014064728A1 (fr) Système de réglage de frein régénératif pour véhicule électrique
JP2006046633A (ja) 車両
JP2014196096A (ja) アンチスキッド装置、車両及び自動二輪車
JP6550188B2 (ja) ハイブリッド鞍乗り型車両
US11554658B2 (en) Hybrid vehicle
JP4360492B2 (ja) ハイブリッド車両における無段変速機の変速制御装置
JP4582813B2 (ja) 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
JP2002081534A (ja) 車両用変速制御装置
KR101473183B1 (ko) 전기 자전거
JP4182068B2 (ja) トルクアシスト制御装置
JP2007022148A (ja) ハイブリッド車両における変速制御装置
WO2021199343A1 (fr) Dispositif de commande de conduite et véhicule
WO2019171496A1 (fr) Véhicule de loisir
JP2006051853A (ja) 電動二輪車
JP2024029797A (ja) 電動パワーユニットおよびそれを備えた鞍乗型車両
JP3184843B2 (ja) Ｖベルト自動変速装置
JP5749541B2 (ja) 車両の変速制御装置
JP2004116440A (ja) 不整地走行車のエンジン制御装置
JP4250600B2 (ja) 動力切替制御装置
TWI359916B (en) Straddle-type vehicle, power unit and continuously
WO2019146774A1 (fr) Véhicule inclinable
JP7359421B2 (ja) ハイブリッド車両

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20928035

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 20928035

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP