JP2012215249A - Continuously-variable transmission control device - Google Patents

Abstract

When starting a vehicle, the start clutch can be well connected even if the load on the vehicle is large or the road surface is slippery, and the life of the start clutch is extended. A continuously variable transmission control device that can be realized is provided.
When a vehicle speed is lower than a predetermined vehicle speed, a low vehicle speed determination unit 202 that determines that the vehicle is in a low vehicle speed state and outputs a signal Sb, and a throttle opening indicated by a detection signal Sc from a throttle sensor 178 are provided. When the opening degree is equal to or greater than the predetermined opening degree, the throttle opening degree determining unit 204 that outputs the signal Sd and the input of the signal Sb and the signal Sd are continued for a predetermined time period and the current shift mode is set to the low output mode. In the case where the current mode is set, the clutch protection control unit 206 that outputs the mode switching signal Se and the input of the mode switching signal Se change the current transmission mode from the low output mode to the high output mode in which the transmission ratio becomes the LOW ratio. And a gear ratio control unit 208 to be changed.
[Selection] Figure 4

Description

  The present invention relates to a continuously variable transmission control device, for example, a continuously variable transmission control device suitable for use in a vehicle (such as a motorcycle) provided with a centrifugal clutch on the output side of a continuously variable transmission.

  Recently, a continuously variable transmission for a vehicle in which a continuously variable transmission is connected to the output side of the engine and a starting clutch (such as a centrifugal clutch) is provided on the output side of the continuously variable transmission to transmit power to driving wheels. Shift control devices have been put into practical use.

  Among them, conventionally, information on the gear ratio at the time of starting is provided for each driving mode, and when the throttle opening at the time of starting the vehicle becomes large, by starting with a low gear ratio (low torque), An apparatus that reduces overshoot of engine speed has been proposed (Patent Document 1).

Japanese Patent No. 3194441

  By the way, when starting a vehicle, there are states such as a large amount of load on the vehicle or a slippery road surface. In such a state, when starting with low torque, it takes time to start, an excessive load is applied to the starting clutch, the starting clutch slips, etc., causing the starting clutch to generate heat, or durability is deteriorated. There is a fear.

  The present invention has been made in consideration of such problems, and when starting the vehicle, the start clutch is connected even if the load on the vehicle is large or the road surface is slippery. It is an object of the present invention to provide a continuously variable transmission control device that can be improved and can extend the life of a starting clutch.

  Another object of the present invention is to start the vehicle by releasing the connection of the starting clutch by controlling the power of the internal combustion engine to be lowered when the vehicle cannot start in the high output mode or in a low vehicle speed state. An object of the present invention is to provide a continuously variable transmission control device that can protect a clutch and extend the life of a starting clutch.

[1] The continuously variable transmission control apparatus according to claim 1 of the present invention controls the amount of air supplied to the internal combustion engine (28) by opening and closing the throttle valve (166) according to the driver's accelerator operation. A variable throttle drive means (176), a drive pulley (102) provided on a drive shaft (36) to which power of the internal combustion engine (28) is input, and a driven pulley (106) provided on a driven shaft (104) ) Between the belt (108) and the gear ratio variable control means (200) for changing the gear ratio by changing the winding diameter of the pulleys (102, 104) according to the driving state of the vehicle (12). A belt type continuously variable transmission (30), and a dry centrifugal clutch coupled by centrifugal force generated by the rotation of the driven shaft (104), wherein the starting clutch transmits power to the drive wheels (26); Vehicles with ( 2) The continuously variable transmission control device used in 2), wherein the transmission ratio variable control means (200) detects a predetermined low vehicle speed state from the vehicle speed detection means (188) and opens the throttle valve (166). Detecting that the state of the predetermined degree of opening or more has continued for a predetermined time (Ts) or longer, the belt-type continuously variable transmission (30) is changed to a high output mode in which the gear ratio becomes a LOW ratio. It is characterized by being changed.

[2] A second aspect of the present invention is the continuously variable transmission control apparatus according to the first aspect, wherein the speed ratio variable control means (200) is configured such that the vehicle speed of the vehicle (12) is slower than the predetermined vehicle speed. The low vehicle speed determination unit (202) for determining that the vehicle is in a low vehicle speed state, and when the low vehicle speed determination unit (202) determines that the vehicle is in a low vehicle speed state and the travel mode is set to the low output mode. The clutch protection control unit (206) that outputs a mode switching signal (Se) for switching to the high output mode, and the shift mode becomes a higher output than the current mode based on the input of the high output mode switching signal. And a gear ratio control unit (208) for changing to the high output mode.

[3] The invention according to claim 3 is the continuously variable transmission control device according to claim 1, wherein the transmission ratio variable control means (200) is configured such that the vehicle (12) is in a low vehicle speed state or a stopped state. A clutch protection signal (Sf) for instructing protection of the starting clutch (126) when the throttle valve (166) is maintained at a predetermined opening or more for a predetermined time and the traveling mode is set to the high output mode. ) And a throttle control unit (206) for controlling the opening of the throttle valve (166) in the throttle driving means (176) according to at least the opening of the throttle grip (174). 180), and the throttle controller (180) is configured to control the throttle driving means (176) based on the input of the clutch protection signal (Sf). The throttle valve (166) controlled in the closing direction by said starting clutch (126) is characterized in that connected on the basis of the closing operation of the throttle valve (166) is released.

[4] According to a fourth aspect of the present invention, in the continuously variable transmission control device according to the third aspect, the belt-type continuously variable transmission operates in accordance with the rotation of the drive shaft (36), and the start Cooling means for cooling the clutch (126) is provided, and the throttle control section (180) controls an idle air amount control valve (170) for opening and closing the bypass passage (168) of the intake pipe (160), and the cooling means Includes control in the direction of opening the idle air amount control valve (170) by the throttle controller (180) based on the input of the clutch protection signal (Sf).

[5] According to a fifth aspect of the present invention, in the continuously variable transmission control device according to the third or fourth aspect, the throttle control unit (180) is configured based on an input of the clutch protection signal (Sf). The throttle driving means (176) is controlled in the direction of gradually closing the throttle valve (166).

[6] A sixth aspect of the present invention is the continuously variable transmission control apparatus according to the first aspect, wherein the transmission ratio variable control means (200) is configured such that the vehicle (12) is in a low vehicle speed state or a stopped state. When the throttle valve (166) is maintained at a predetermined opening or more for a predetermined time and the traveling mode is set to the high output mode, a clutch protection signal (instructing protection of the starting clutch (126)) The engine control device (194), which has a clutch protection control unit (206) for outputting Sf) and controls the internal combustion engine (28) of the vehicle, has an ignition timing based on the input of the clutch protection signal (Sf). Is retarded or the fuel injection amount is reduced to reduce the power of the internal combustion engine (28), and the start clutch (126) is disengaged based on the power reduction of the internal combustion engine (28). And wherein the Rukoto.

[7] The present invention according to claim 7 is the continuously variable transmission control device according to claim 2, wherein the clutch protection control unit (206) is configured such that the vehicle (12) is in a low vehicle speed state or a stopped state. A clutch protection signal (Sf) for instructing protection of the starting clutch (126) when the throttle valve (166) is maintained at a predetermined opening or more for a predetermined time and the traveling mode is set to the high output mode. ) To control the internal combustion engine (28) of the vehicle, the engine control device (194) retards the ignition timing or reduces the fuel injection amount based on the input of the clutch protection signal (Sf). The power of the internal combustion engine (28) is reduced, and the start clutch is disengaged based on the power reduction of the internal combustion engine (28).

[8] The present invention according to claim 8 is the continuously variable transmission control device according to claim 6 or 7, wherein the engine control device (194) is configured to perform internal combustion based on an input of the clutch protection signal (Sf). The engine (28) is stalled.

(1) According to the first aspect of the present invention, when the vehicle is in the throttle open state and in the low vehicle speed state (or the stopped state), the gear ratio is changed from the low output mode to the gear ratio becomes the LOW ratio. Since the mode is switched to the high output mode, the engine speed increases and the start clutch is well connected. As a result, an excessive load is applied to the starting clutch or a phenomenon such as slipping of the starting clutch does not occur, and the starting clutch can be protected. This leads to a longer life of the starting clutch.

(2) According to the second aspect of the present invention, when the vehicle is in the throttle open state and in the low vehicle speed state (or the stopped state), the shift mode is switched from the low output mode to the high output mode. As a result, the engine speed increases and the start clutch is well connected. As a result, an excessive load is applied to the starting clutch or a phenomenon such as slipping of the starting clutch does not occur, and the starting clutch can be protected. This leads to a longer life of the starting clutch.

(3) According to the third aspect of the present invention, when the vehicle cannot start in the high output mode, the throttle control unit controls the intake valve in the closing direction even when the throttle grip remains open. The connection of the starting clutch can be released and the starting clutch can be protected. In addition, it is possible to notify the driver that the output of the internal combustion engine has decreased and that the start clutch has been disengaged by a sound generated from the belt type continuously variable transmission or a change in the output of the internal combustion engine.

(4) According to the fourth aspect of the present invention, the cooling of the starting clutch accompanying the rotation of the drive shaft is promoted by opening the bypass passage when the drive shaft is rotating and the intake valve is fully closed. Can do.

(5) Normally, when the driving force suddenly disappears due to climbing or the like, the vehicle moves backward. According to the present invention of claim 5, the throttle valve is gradually closed based on the input of the clutch protection signal. Thus, the driving force is not suddenly lost, and the vehicle can be prevented from retreating on an uphill or the like.

(6) According to the sixth aspect of the present invention, when the vehicle cannot start in the high output mode or is in a low vehicle speed state, the start clutch is disengaged by controlling the power of the internal combustion engine to decrease. The starting clutch can be protected. In addition, it is possible to inform the driver that the output of the internal combustion engine has decreased and that the start clutch has been disengaged by a sound emitted from the internal combustion engine or a change in the output of the internal combustion engine.

(7) According to the seventh aspect of the present invention, the start clutch is disengaged by controlling the power of the internal combustion engine to be reduced when the vehicle cannot start in the high output mode or is in a low vehicle speed state. The starting clutch can be protected. In addition, it is possible to inform the driver that the output of the internal combustion engine has decreased and that the start clutch has been disengaged by a sound emitted from the internal combustion engine or a change in the output of the internal combustion engine.

(8) According to the present invention of claim 8, since the internal combustion engine is stalled, that is, stalled when the vehicle cannot start in the high output mode or is in a low vehicle speed state, the output of the useless internal combustion engine is reduced. This can be avoided and fuel consumption can be improved.

1 is a perspective view showing an example of a motorcycle on which a continuously variable transmission control device according to the present embodiment is installed. FIG. It is sectional drawing which shows a V belt type continuously variable transmission. It is a block diagram which shows the control system around the intake pipe and exhaust pipe of an engine. It is a block diagram which shows the structure of the continuously variable transmission control apparatus which concerns on this Embodiment. It is a graph which shows the example of a pattern of control to the direction which closes a throttle valve. It is a figure which shows an example of a transmission map. It is a flowchart which shows the change process of the transmission mode in the continuously variable transmission control apparatus which concerns on this Embodiment. It is a flowchart which shows the clutch protection process in the continuously variable transmission control apparatus which concerns on this Embodiment.

  Hereinafter, an embodiment in which a continuously variable transmission control device according to the present invention is applied to, for example, a motorcycle will be described with reference to FIGS.

  First, a motorcycle 12 equipped with a continuously variable transmission control device 10 according to the present embodiment will be described with reference to FIG.

  As shown in FIG. 1, the motorcycle 12 is configured such that a vehicle body front portion 14 and a vehicle body rear portion 16 are connected via a low floor portion 18. The vehicle body front portion 14 has a handle 20 rotatably attached to an upper portion thereof, and a front wheel 22 supported on a lower portion thereof. The vehicle body rear portion 16 has a seat 24 attached to the upper portion thereof, and a rear wheel 26 supported on the lower portion thereof.

  Further, as shown in FIG. 2, the motorcycle 12 includes an engine 28 (internal combustion engine) disposed in front of the rear wheel 26, and a V-belt type continuously variable transmission 30 provided between the engine 28 and the rear wheel 26. It has the power unit 32 comprised by these. The power unit 32 is mounted on a body frame (not shown) of the motorcycle 12, and a rear wheel 26 disposed on the right side of the rear portion of the power unit 32 is pivotally supported on the rear portion of the power unit 32.

  The engine body 34 of the engine 28 includes a crankcase 38 that rotatably supports a crankshaft 36 (drive shaft) having a rotation axis parallel to the rotation axis of the rear wheel 26, and a cylinder block 40 that is coupled to the crankcase 38. A cylinder head 42 coupled to the cylinder block 40 on the side opposite to the crankcase 38 and a head cover 44 coupled to the cylinder head 42 on the side opposite to the cylinder block 40 are provided.

  The cylinder block 40 is arranged such that the axis of the cylinder bore 46 provided in the cylinder block 40, that is, the cylinder axis C1 is slightly horizontal along the front-rear direction of the motorcycle 12 and is substantially horizontal. The crankcase 38 includes a pair of case halves 38a and 38b that include the above-described cylinder axis C1 and that are coupled in a plane orthogonal to the axis of the crankshaft 36, and includes a pair of case halves 38a and 38b. A ball bearing 48 is interposed between one case half 38 a and the crankshaft 36, and between the other case half 38 b and the crankshaft 36, a roller bearing 50 is disposed outside the roller bearing 50. An annular seal member 52 is interposed.

  A combustion chamber 56 is formed between the cylinder head 42 and a piston 54 slidably fitted in the cylinder bore 46, an intake valve (not shown) for controlling intake air to the combustion chamber 56, and combustion. Exhaust valves (not shown) that control exhaust from the chamber 56 are arranged in the cylinder head 42 so as to be arranged in a substantially V shape on a projection view on a plane orthogonal to the rotation axis of the crankshaft 36. . A spark plug 58 facing the combustion chamber 56 is attached to the left side surface of the cylinder head 42 with the motorcycle 12 facing forward in the traveling direction.

  A camshaft 64 having an axis parallel to the axis of the crankshaft 36 and rotatably supported by the cylinder head 42 between the cylinder head 42 and the head cover 44 and having an intake cam 60 and an exhaust cam 62 is provided. A valve mechanism 66 including the valve is accommodated so as to open and close the intake valve and the exhaust valve.

  A driven sprocket 68 is fixed to one end of the camshaft 64. On the other hand, a first drive sprocket 70 is fixed at a position corresponding to the driven sprocket 68 on the outer side of the ball bearing 48 in the crankshaft 36, and the first drive sprocket 70 and the driven sprocket 68 are endless. The cam chain 72 is wound, and the cam chain 72 is housed in a chain chamber 74 formed over the cylinder block 40, the cylinder head 42, and the head cover 44 so as to be able to run. The camshaft 64 is rotationally driven by the first drive sprocket 70, the driven sprocket 68, and the cam chain 72 at a rotational speed that is ½ of the rotational speed of the crankshaft 36.

  A second drive sprocket 76 is fixed to the crankshaft 36 on the outer side of the first drive sprocket 70. Outside the second drive sprocket 76, a stator 80 fixed to a right cover 78 attached to the right side surface of the crankcase 38, and an outer rotor fixed to the crankshaft 36 so as to surround the stator 80. The generator 84 provided with 82 is arrange | positioned.

  The V-belt type continuously variable transmission 30 covers a part of the engine main body 34 from the side and is connected to the engine main body 34 and extends to the left side of the rear wheel 26. The transmission case 90 includes an inner case 94 integrally connected to the other case half 38b of the pair of case halves 38a and 38b constituting the crankcase 38, and the inner case 94. The outer case 96 is fastened to the inner case 94 so as to be covered from the outside, and the speed reducer case 98 is fastened to the rear portion of the inner case 94 in the outer case 96. An accommodation chamber 92 is formed between the case 96 and a gear chamber 100 is formed between the inner case 94 and the speed reducer case 98.

  The V-belt type continuously variable transmission 30 has a drive pulley device 102 attached to the other end portion of the crankshaft 36 that enters the storage chamber 92 from the crankcase 38, and an inner side having an axis parallel to the crankshaft 36. A driven pulley device 106 mounted on an output shaft 104 (driven shaft) that is rotatably supported by a case 94 and a reducer case 98, and an endless V-belt that transmits power from the driving pulley device 102 to the driven pulley device 106. 108.

  The driving pulley device 102 includes a driving-side fixed pulley half 109 fixed to the crankshaft 36, a driving-side movable pulley half 110 that can approach and move away from the driving-side fixed pulley half 109, and a shift command. Accordingly, an electric motor 111 is provided as an actuator that changes the distance between the driving-side fixed pulley half 109 and the driving-side movable pulley half 110. As shown in FIG. 4, electric motor 111 is driven by transmission ratio variable control section 200 of continuously variable transmission control apparatus 10 according to the present embodiment. That is, the gear ratio variable control unit 200 changes the gear ratio by changing the winding diameter of both pulleys according to the information on the operating state of the motorcycle 12 from the engine control device (ECU 194). Usually, the gear ratio variable control unit 200 sets the gear shift mode to a low output mode (for example, D mode), and varies the gear ratio according to information related to the driving state of the motorcycle 12. The low output mode is a mode in which fuel consumption, exhaust emission, and quietness are improved by keeping the engine speed in the shift range low.

  As shown in FIG. 2, the driven pulley device 106 includes an inner cylinder 112 that coaxially surrounds the output shaft 104 with a needle bearing and a ball bearing interposed between the output shaft 104 (driven pulley shaft) and an axis line. An outer cylinder 114 in which the inner cylinder 112 is slidably fitted so as to be capable of relative rotation around the axis and relative movement in the axial direction, a driven-side fixed pulley half 116 fixed to the inner cylinder 112, and the driven-side fixing A driven movable pulley half 118 fixed to the outer cylinder 114 facing the pulley half 116, and a relative rotational phase difference between the driven movable pulley half 118 and the driven fixed pulley half 116, A torque cam mechanism 120 provided between the inner cylinder 112 and the outer cylinder 114 so as to apply an axial component force between the driven-side fixed pulley half 116 and the driven-side movable pulley half 118; A spring receiving member 122 fixed to the inner cylinder 112 at a position sandwiching the roller half 118 between the driven fixed pulley half 116 and the outer movable cylinder 114 surrounding the outer cylinder 114 and the spring receiver A coil spring 124 contracted between the members 122 and a centrifugal clutch 126 (start) provided between the inner cylinder 112 and the output shaft 104 so as to be in a power transmission state when the engine speed exceeds a predetermined speed. Clutch).

  And between the conical surfaces which the driving side fixed pulley half body 109 and the driving side movable pulley half body 110 oppose in the driving pulley apparatus 102, and the driven side fixed pulley half body 116 and the driven side movable pulley half body in the driven pulley apparatus 106. A V-belt 108 is sandwiched between 118 conical surfaces facing each other.

  A cylindrical sleeve 128 surrounding the crankshaft 36 is attached to the crankshaft 36, and the driving-side movable pulley half 110 is supported by the sleeve 128 so as to be slidable in the axial direction. Further, a cylindrical screw shaft 130 surrounding the sleeve 128 is fixed to the inner case 94 of the transmission case 90, and a nut 132 screwed to the screw shaft 130 enables relative movement in the axial direction. A support cylinder 134 coupled to the drive-side movable pulley half 110 while coaxially surrounding the sleeve 128 so as to prevent relative rotation around the shaft is rotatably supported so as to prevent relative movement in the axial direction. Is done. The nut 132 is provided with a driven gear 136, and the output of the electric motor 111 is transmitted to the driven gear 136 via the reduction gear mechanism 138.

  According to such a drive pulley device 102, the nut 132, the support cylinder 134, and the drive side movable pulley half 110 are moved back and forth in the axial direction of the crankshaft 36 in accordance with the operation of the electric motor 111, thereby fixing the drive side. The distance between the pulley half 109 and the drive-side movable pulley half 110 is adjusted. That is, by performing the shift control by the operation of the electric motor 111, more precise shift control is possible.

  In addition, the axle 140 of the rear wheel 26 is rotatably supported on the reduction gear case 98 and the inner case 94, and the end of the axle 140 protruding from the transmission case 90 is coupled to the engine body 34 to be connected to the rear wheel. 26 is rotatably supported by an arm 142 arranged on the right side of the H.26.

  A reduction mechanism 144 (reduction gear train) provided between the output shaft 104 and the axle 140 is accommodated in the gear chamber 100. The reduction mechanism 144 includes a first gear 146 provided on the output shaft 104 and an output. A second gear 150 that is provided on an intermediate shaft 148 that is rotatably supported by the inner case 94 and the reducer case 98 in parallel with the shaft 104 and the axle 140 and that is engaged with the first gear 146, and is provided on the intermediate shaft 148. It consists of a third gear 152 and a fourth gear 154 that meshes with the third gear 152 and is provided on the axle 140.

  An outside air intake 156 for taking in cooling air into the accommodation chamber 92 is provided on the side wall of the transmission case 90 that faces the drive pulley device 102 of the outer case 96, and the drive side fixing in the drive pulley device 102 is performed. A cooling fan 158 for dispersing cooling air taken in from the outside air intake port 156 into the accommodation chamber 92 is integrally provided on the outer periphery of the pulley half 109.

  Further, as schematically shown in FIG. 3, the engine 28 of the motorcycle 12 is provided with an intake pipe 160 and an exhaust pipe 162, and the intake pipe 160 is piped between the engine 28 and the air cleaner 163. The throttle body 164 provided in the intake pipe 160 includes a throttle valve 166, a bypass passage 168 that bypasses the throttle valve 166 and connects the intake pipe 160 on both sides of the throttle valve 166, and an idle that opens and closes the bypass passage 168. An air amount control valve 170 is provided. A fuel injection valve 172 is provided on the intake pipe 160 between the engine 28 and the throttle body 164.

  The throttle valve 166 is rotated by the drive of the throttle drive mechanism 176 (throttle drive means) according to the rotation operation of the throttle grip 174, and the rotation amount (opening degree of the intake valve) is detected by the throttle sensor 178. That is, the throttle drive mechanism 176 makes the amount of air supplied to the engine 28 variable by opening and closing the throttle valve 166 in accordance with the operation of the throttle grip 174 by the driver. The throttle drive mechanism 176 is controlled by the electronic throttle control unit 180. That is, the electronic throttle control unit 180 controls the opening degree of the intake valve in the throttle drive mechanism 176 according to at least the rotation operation of the throttle grip 174.

  The engine 28 is provided with a water temperature sensor 182 that detects the engine cooling water temperature, and the intake pipe 160 is provided with a PB sensor 184 that detects intake negative pressure. The cylinder head 42 or the exhaust pipe 162 is provided with an oxygen sensor 186 that detects the oxygen concentration in the exhaust. By installing the oxygen sensor 186 in the vicinity of the engine 28 of the exhaust pipe 162 or the cylinder head 42, installation of the heater can be omitted. Further, the engine 28 is provided with a vehicle speed sensor 188 that detects the vehicle speed from the rotation speed of the output gear of the speed reduction mechanism 144. The starter switch 190 is a switch for starting the engine 28 by operating an ignition key. Further, an atmospheric pressure sensor 192 is provided at a position far from the intake pipe 160 of the air cleaner 163. The atmospheric pressure sensor 192 may be omitted, and the atmospheric pressure may be estimated based on the detection output of the PB sensor 184.

  An engine control device (engine control unit: ECU 194) having a microcomputer (CPU) includes detection signals from a throttle sensor 178, a water temperature sensor 182, a PB sensor 184 and an oxygen sensor 186, an engine start signal from a starter switch 190, and An engine stop signal is input. The ECU 194 calculates the opening degree of the idle air amount control valve 170 and the fuel injection amount by the fuel injection valve 172 based on the input detection signal, and inputs them to the idle air amount control valve 170 and the fuel injection valve 172, respectively. .

  And the continuously variable transmission control apparatus 10 which concerns on this Embodiment has the gear ratio variable control part 200 mentioned above, as shown in FIG.

  The transmission ratio variable control unit 200 detects that the motorcycle 12 is in a predetermined low vehicle speed state, and the opening degree of the throttle valve 166 is more than the predetermined opening degree for a predetermined time or longer, and detects the V belt type. The transmission mode of the continuously variable transmission 30 is changed to the high output mode.

  Specifically, the transmission ratio variable control unit 200 includes the electronic throttle control unit 180, the low vehicle speed determination unit 202, the throttle opening determination unit 204, the clutch protection control unit 206, and the transmission ratio control unit 208 described above. Have

  When the vehicle speed indicated by the detection signal Sa from the vehicle speed sensor 188 is lower than a predetermined vehicle speed, the low vehicle speed determination unit 202 determines that the vehicle is in a low vehicle speed state and outputs a low vehicle speed state signal Sb.

  The throttle opening degree determination unit 204 outputs a high opening degree detection signal Sd when the throttle opening degree indicated by the detection signal Sc from the throttle sensor 178 is equal to or greater than a predetermined opening degree (threshold value Th).

  The clutch protection control unit 206 continues at least the input of the low vehicle speed state signal Sb from the low vehicle speed determination unit 202 (determined that the vehicle is in the low vehicle speed state) for a predetermined monitoring time Ts and the current traveling mode is low. When the output mode (for example, D mode) is set, a mode switching signal Se for instructing switching to the high output mode (for example, S mode) is output. In the present embodiment, the input of the low vehicle speed state signal Sb from the low vehicle speed determination unit 202 and the input of the high opening detection signal Sd from the throttle opening determination unit 204 continue for a predetermined monitoring time Ts and When the shift mode is set to the low output mode, the mode switching signal Se is output.

  The transmission ratio control unit 208 changes the current transmission mode from the low output mode (D mode) to the high output mode (S mode) based on the input of the mode switching signal Se from the clutch protection control unit 206. Thereby, the gear ratio variable control unit 200 varies the gear ratio in accordance with the information related to the driving state of the vehicle under the high output mode.

  As described above, the D mode is a mode in which the engine speed in the shift range is kept low, and the fuel consumption, exhaust emission, and quietness are improved, and the LOW ratio is, for example, 2.45, the stall speed, for example, 4200 rpm, The rear wheel driving force is set to 1010 N, for example.

  The S mode is a mode in which power performance (for example, acceleration performance, climbing performance) is emphasized by setting the engine speed in the shift range higher than the D mode and setting the LOW ratio to a lower speed side. For example, the ratio is set to 2.6, the stall rotation speed is set to 4700 rpm, and the rear wheel driving force is set to 1130 N, for example.

  Further, the clutch protection control unit 206 described above receives the low vehicle speed state signal Sb from the low vehicle speed determination unit 202 and detects the high opening degree from the throttle opening determination unit 204 when the current shift mode is the high output mode. When the input of the signal Sd continues for a predetermined monitoring time Ts and the brake signal is ON (low vehicle speed state or stopped state), the clutch protection signal Sf is output. The clutch protection signal Sf is input to the electronic throttle control unit 180 and the ECU 194.

  Based on the input of the clutch protection signal Sf, the electronic throttle control unit 180 controls the direction in which the throttle valve 166 is driven by the throttle drive mechanism 176 to close the intake valve. For example, as shown in FIG. 5, the state where the throttle opening is opened at an opening larger than a threshold Th (for example, 50%) continues for the monitoring time Ts (for example, 5 seconds) or longer, and the clutch protection control unit 206 When the clutch protection signal Sf is output from the electronic throttle control unit 180, the electronic throttle control unit 180 controls the throttle drive mechanism 176 so that the throttle valve 166 drives the intake valve in the direction of instantaneously closing according to the characteristics of the pattern P1 in FIG. Alternatively, the throttle drive mechanism 176 is controlled so that the throttle valve 166 drives the intake valve in the direction of gradually closing (gradually closing) according to the characteristics of the pattern P2.

  Further, when the electronic throttle control unit 180 recognizes that the intake valve is fully closed based on the detection signal Sc from the throttle sensor 178, the electronic throttle control unit 180 controls the idle air amount control valve 170 to bypass the bypass passage 168 (see FIG. 3). ).

  On the other hand, the ECU 194 performs one of the following two controls (first control and second control) based on the input of the clutch protection signal Sf from the clutch protection control unit 206. The first control is set to the idle operation state based on the input of the clutch protection signal Sf. That is, the ignition timing is retarded or the fuel injection amount is reduced to reduce the power of the internal combustion engine. In the second control, the engine 28 is stalled (engine stalled) based on the input of the clutch protection signal Sf. Note that whether the first control or the second control is performed is arbitrary, but can be determined according to, for example, specifications.

  Here, the high output mode, the low output mode, and the LOW ratio will be described with reference to FIG.

  FIG. 6 shows a shift map when the throttle valve 166 is fully opened. When the throttle valve 166 is at a predetermined opening or more, for example, when the throttle valve 166 is fully opened at the low vehicle speed V1, the engine speed Ne is changed from Ne1 to Ne2 (> Ne1) when the low output mode is changed to the high output mode. Since it approaches the line, the output is high. That is, at the low vehicle speed V1, the output is increased by setting the shift mode to a LOW ratio. In the shift map of FIG. 6, an operation to approach the LOW ratio line indicates a LOW ratio, and an operation to approximate the TOP ratio line indicates a HIGH ratio.

  Next, the processing operation of the continuously variable transmission control apparatus 10 according to the present embodiment will be described with reference to FIGS.

  First, the shift mode changing process will be described with reference to the flowchart of FIG.

  First, in step S1 of FIG. 7, the clutch protection control unit 206 determines whether or not the current shift mode is the low output mode (D mode).

  If the current shift mode is the low output mode, the process proceeds to the next step S2, and the clutch protection control unit 206 determines whether or not the vehicle speed is equal to or lower than a predetermined vehicle speed (for example, 10 km / h). This determination is made based on whether or not the low vehicle speed detection signal Sb is input from the low vehicle speed determination unit 202.

  If the low vehicle speed detection signal Sb is input, the process proceeds to the next step S3, and the clutch protection control unit 206 determines whether or not the throttle opening is equal to or greater than a predetermined opening (threshold value Th: for example, 50%). Is determined. This determination is made based on whether or not the high opening detection signal Sd is input from the throttle opening determination unit 204.

  If the high opening degree detection signal Sd is input, the process proceeds to the next step S4, and the clutch protection control unit 206 determines whether or not the low vehicle speed state signal Sb and the high opening degree detection signal Sd are input for the first time. Is determined. This determination is made based on whether the time counter is 0 or not. If it is the first time, the process proceeds to the next step S5, and the time counting (counting of the reference clock) by the time counter is started.

  In step S6, it is determined whether or not the input of the low vehicle speed state signal Sb and the input of the high opening degree detection signal Sd are continued for a predetermined monitoring time Ts. This determination is made based on whether or not the value of the time counter is equal to or greater than a value corresponding to a predetermined monitoring time Ts (for example, 5 seconds). If the predetermined monitoring time Ts has not elapsed, the process returns to step S2, and the processes after step S2 are repeated. If it continues for the predetermined monitoring time Ts or longer, the process proceeds to step S7, and the clutch protection control unit 206 outputs the mode switching signal Se.

  In step S8, the transmission ratio control unit 208 changes the current transmission mode from the low output mode (D mode) to the high output mode (S mode) based on the input of the mode switching signal Se from the clutch protection control unit 206. To do. Thereby, the gear ratio variable control unit 200 varies the gear ratio in accordance with the information related to the driving state of the vehicle under the high output mode.

  If it is determined in step S1 that the vehicle is not in the low output mode, if it is determined in step S2 that the vehicle speed is not equal to or lower than the predetermined vehicle speed, or if it is determined in step S3 that the throttle opening is not equal to or greater than the threshold value Th. In step S9, the value of the time counter is reset to zero.

  When the process in step S8 or step S9 is completed, the shift mode changing process is temporarily ended.

  This shift mode change process is performed, for example, in a time unit exceeding the monitoring time Ts (for example, a time unit such as 20 seconds or 30 seconds).

  Next, the clutch protection process will be described with reference to the flowchart of FIG.

  First, in step S101 of FIG. 8, the clutch protection control unit 206 determines whether or not the current shift mode is the high output mode (S mode).

  If the current shift mode is the high output mode, the process proceeds to the next step S102, and the clutch protection control unit 206 determines whether or not the vehicle speed is equal to or lower than a predetermined vehicle speed (for example, 10 km / h). This determination is made based on whether or not the low vehicle speed detection signal Sb is input from the low vehicle speed determination unit 202.

  If the low vehicle speed detection signal Sb is input, the process proceeds to the next step S103, and the clutch protection control unit 206 determines whether or not the throttle opening is equal to or greater than a predetermined opening (threshold value Th: for example, 50%). Is determined. This determination is made based on whether or not the high opening detection signal Sd is input from the throttle opening determination unit 204.

  If the high opening degree detection signal Sd is input, the process proceeds to the next step S104, and the clutch protection control unit 206 determines whether or not the low vehicle speed state signal Sb and the high opening degree detection signal Sd are input for the first time. Is determined. This determination is made based on whether the time counter is 0 or not. If it is the first time, the process proceeds to the next step S105, and the time counting (counting of the reference clock) by the time counter is started.

  In step S106, it is determined whether or not the input of the low vehicle speed state signal Sb and the input of the high opening degree detection signal Sd are continued for a predetermined monitoring time Ts. This determination is made based on whether or not the value of the time counter is greater than or equal to the value corresponding to the monitoring time Ts. If the predetermined monitoring time Ts has not elapsed, the process returns to step S102, and the processes after step S102 are repeated. If it continues for the predetermined monitoring time Ts or longer, the process proceeds to the next step S107, and the clutch protection control unit 206 determines whether or not the brake signal is in an ON state. That is, it is determined whether the motorcycle 12 is in a low vehicle speed state and the brake is operated, or whether the motorcycle 12 is in a stopped state.

  If the brake signal is ON, the process proceeds to step S108, and the clutch protection control unit 206 outputs the clutch protection signal Sf. The clutch protection signal Sf is input to the electronic throttle control unit 180 and the ECU 194.

  In the next step S109, the electronic throttle control unit 180 controls the throttle drive mechanism 176 to close the intake valve. For example, the throttle drive mechanism 176 is controlled to close the intake valve instantaneously according to the characteristics of the pattern P1 in FIG. 5, or the throttle drive mechanism 176 is controlled to gradually close (gradually close) the intake valves according to the characteristics of the pattern P2. . By this control, the engine speed rapidly decreases or gradually decreases, and the connection of the centrifugal clutch 126 (starting clutch) is released.

  In step S110, the electronic throttle control unit 180 determines whether the throttle opening is 0%, that is, whether the intake valve is fully closed. This determination is made based on the detection signal Sc from the throttle sensor 178.

  When the intake valve is fully closed, the ECU 194 performs control (first control or second control) according to the specifications.

  That is, if ECU 194 performs the first control (set to the idle operation state), in step S111, electronic throttle control unit 180 controls idle air amount control valve 170 to open bypass passage 168.

  Thereafter, in step S112, the ECU 194 retards the ignition timing or reduces the fuel injection amount to reduce the power of the engine 28 (internal combustion engine). As a result, the motorcycle 12 enters an idle operation state.

  On the other hand, if ECU 194 performs the second control (estimation), ECU 194 causes engine 28 to stall at step S113.

  If it is determined in step S101 that the vehicle is not in the high output mode, if it is determined in step S102 that the vehicle speed is not less than or equal to the predetermined vehicle speed, if it is determined in step S103 that the throttle opening is not greater than or equal to the threshold value, If it is determined in S107 that the brake signal is not in the ON state, the value of the time counter is reset to 0 in step S114.

  This clutch protection process is temporarily ended when the process in step S112, step S113, or step S114 is completed.

  This clutch protection process is performed, for example, in a time unit exceeding the monitoring time Ts (for example, a time unit such as 20 seconds or 30 seconds).

  As described above, in the continuously variable transmission control apparatus 10 according to the present embodiment, the motorcycle 12 is in the low vehicle speed state (or the stopped state) and the throttle opening is preset by the shift mode change process. Since the shift mode is switched from the low output mode to the high output mode when it is equal to or higher than the threshold value Th, the engine speed increases and the centrifugal clutch 126 (starting clutch) is well connected. Thereby, an excessive load is applied to the centrifugal clutch 126 or a phenomenon such as the sliding of the centrifugal clutch 126 does not occur, and the centrifugal clutch 126 can be protected.

  In the clutch protection process, the speed change mode is the high output mode, the motorcycle 12 is in the low vehicle speed state (or the stopped state), and the throttle opening is equal to or greater than a preset threshold value Th. In this case, since the throttle opening is controlled in the closing direction (the direction in which the intake valve is closed), the engine speed is reduced, whereby the connection of the centrifugal clutch 126 can be released. Can be protected. At this time, it is possible to notify the driver that the output of the engine 28 has decreased and the connection of the centrifugal clutch 126 has been released due to a change in the sound and the engine output generated from the V-belt type continuously variable transmission 30.

  In the clutch protection process, when the first control is adopted, when the intake valve is fully closed, air is allowed to flow through the engine 28 via the bypass passage 168 to enter the idle operation state. Cooling of the centrifugal clutch 126 can be promoted.

  Normally, when the driving force is suddenly lost on an uphill or the like, the motorcycle 12 moves backward. In this embodiment, when the throttle opening is controlled in the closing direction (the direction in which the intake valve is closed), Since the throttle valve 166 is controlled to close gradually as shown in the pattern P2 of No. 5, the driving force is not suddenly lost, and the vehicle can be prevented from retreating on the uphill.

  Further, when the first control is employed in the clutch protection process, the ignition timing is retarded or the fuel injection amount is reduced to reduce the power of the engine 28, so that the engine speed is reduced. The connection of the centrifugal clutch 126 can be released, and the centrifugal clutch 126 can be protected. At this time, a sound emitted from the engine 28 or a change in the engine output can inform the driver that the output of the engine 28 has decreased and that the centrifugal clutch 126 has been disconnected.

  Further, in the clutch protection process, when the second control is adopted, the engine 28 is stalled, so that useless engine output can be avoided and fuel consumption can be improved.

  Of course, the continuously variable transmission control device according to the present invention is not limited to the above-described embodiment, and various configurations can be adopted without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 10 ... Continuously variable transmission control device 12 ... Motorcycle 26 ... Rear wheel 28 ... Engine 30 ... V belt type continuously variable transmission 102 ... Drive pulley device 104 ... Output shaft 106 ... Drive pulley device 108 ... V belt 109 ... Drive side fixed Pulley half 110 ... Driving side movable pulley half 111 ... Electric motor 116 ... Driven side fixed pulley half 118 ... Driven side movable pulley half 126 ... Centrifugal clutch 160 ... Intake pipe 162 ... Exhaust pipe 163 ... Air cleaner 166 ... Throttle valve 168 ... Bypass passage 170 ... Idle air amount control valve 172 ... Fuel injection valve 174 ... Throttle grip 176 ... Throttle drive mechanism 178 ... Throttle sensor 180 ... Electronic throttle controller 188 ... Vehicle speed sensor 194 ... ECU
DESCRIPTION OF SYMBOLS 200 ... Gear ratio variable control part 202 ... Low vehicle speed determination part 204 ... Throttle opening degree determination part 206 ... Clutch protection control part 208 ... Gear ratio control part

Claims (8)

Throttle drive means (176) for varying the amount of air supplied to the internal combustion engine (28) by opening and closing the throttle valve (166) according to the driver's accelerator operation;
A belt (108) is hung between a drive pulley (102) provided on a drive shaft (36) to which power of the internal combustion engine (28) is input and a driven pulley (106) provided on the driven shaft (104). A belt type continuously variable transmission (30) provided with transmission ratio variable control means (200) that changes the transmission ratio by changing the winding diameter of both pulleys (102, 104) according to the driving state of the vehicle (12). )When,
Continuously variable transmission control used in a vehicle (12) having a starting clutch for transmitting power to drive wheels (26), which is a dry centrifugal clutch connected by centrifugal force generated by rotation of the driven shaft (104). A device,
The speed ratio variable control means (200) detects a predetermined low vehicle speed state from the vehicle speed detection means (188), and the throttle valve (166) is opened for a predetermined time (Ts) when the opening degree is equal to or larger than the predetermined opening degree. ) A continuously variable transmission control device characterized by detecting the continuation of the above and changing the transmission mode of the belt type continuously variable transmission (30) to a high output mode in which the transmission ratio is a LOW ratio. The continuously variable transmission control device according to claim 1,
The transmission ratio variable control means (200)
A low vehicle speed determination unit (202) that determines that the vehicle (12) is in a low vehicle speed state when the vehicle speed of the vehicle (12) is slower than the predetermined vehicle speed;
Clutch protection control for outputting a mode switching signal (Se) for switching to the high output mode when the low vehicle speed determining unit (202) determines that the vehicle is in the low vehicle speed state and the travel mode is set to the low output mode. Part (206);
A continuously variable transmission control device comprising: a transmission ratio control unit (208) that changes a transmission mode to a high output mode that provides a higher output than the current mode based on the input of the high output mode switching signal . The continuously variable transmission control device according to claim 1,
The transmission ratio variable control means (200)
When the vehicle (12) is in a low vehicle speed state or a stopped state, the throttle valve (166) is maintained at a predetermined opening or more for a predetermined time, and the traveling mode is set to the high output mode, A clutch protection control unit (206) for outputting a clutch protection signal (Sf) instructing protection of the starting clutch (126);
A throttle control unit (180) for controlling the opening of the throttle valve (166) in the throttle driving means (176) according to at least the opening of the throttle grip (174);
The throttle controller (180) controls the throttle valve (166) to be closed by the throttle driving means (176) based on the input of the clutch protection signal (Sf),
The starting clutch (126) is disengaged on the basis of the closing operation of the throttle valve (166), and the continuously variable transmission control device. The continuously variable transmission control device according to claim 3,
The belt-type continuously variable transmission (30) includes a cooling means that operates as the drive shaft (36) rotates and cools the starting clutch (126).
The throttle control unit (180) controls an idle air amount control valve (170) for opening and closing the bypass passage (168) of the intake pipe (160),
The cooling means includes a stepless speed change control including a control in a direction to open the idle air amount control valve (170) by the throttle control unit (180) based on an input of the clutch protection signal (Sf). apparatus. The continuously variable transmission control device according to claim 3 or 4,
The throttle controller (180) controls the throttle driving means (176) in a direction to gradually close the throttle valve (166) based on the input of the clutch protection signal (Sf). Shift control device. The continuously variable transmission control device according to claim 1,
The transmission ratio variable control means (200) is such that the vehicle (12) is in a low vehicle speed state or a stopped state, and the throttle valve (166) is maintained at a predetermined opening degree or more for a predetermined time, and the travel mode Has a clutch protection control unit (206) for outputting a clutch protection signal (Sf) instructing protection of the starting clutch (126) when the high output mode is set.
The engine control device (194) for controlling the internal combustion engine (28) of the vehicle is configured to retard the ignition timing or reduce the fuel injection amount based on the input of the clutch protection signal (Sf). Reducing the power of (28),
The starter clutch (126) is disengaged based on a decrease in power of the internal combustion engine (28). The continuously variable transmission control device according to claim 2,
The clutch protection control unit (206) is configured such that the vehicle (12) is in a low vehicle speed state or a stopped state, the throttle valve (166) is maintained at a predetermined opening degree or more for a predetermined time, and the travel mode is When the high output mode is set, a clutch protection signal (Sf) instructing protection of the starting clutch (126) is output,
The engine control device (194) for controlling the internal combustion engine (28) of the vehicle is configured to retard the ignition timing or reduce the fuel injection amount based on the input of the clutch protection signal (Sf). Reducing the power of (28),
The continuously variable transmission control device according to claim 1, wherein the starting clutch is disengaged based on a decrease in power of the internal combustion engine (28). The continuously variable transmission control device according to claim 6 or 7,
The engine control device (194) stalls the internal combustion engine (28) based on the input of the clutch protection signal (Sf).

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