TWI395868B - Vehicle and controller for vehicle and method for detecting vehicle abnormality thereof - Google Patents

Description

Vehicle, controller and vehicle abnormality detecting method

The present invention relates to a vehicle, a controller for a vehicle, and a method for detecting a vehicle anomaly.

Conventionally, various methods for detecting anomalies of a vehicle speed sensor have been proposed. For example, Patent Document 1 discloses a method for detecting an abnormality of one of the vehicle speed sensors based on detecting a throttle opening degree and a vehicle speed by a vehicle speed sensor.

Specifically, as shown in FIG. 8, the method for detecting an abnormality of the vehicle speed sensor described in Patent Document 1 includes checking whether the engine speed sensor and the throttle opening sensor are normal. The first step S101. If it is determined that the throttle opening sensor and the like are normal, the method proceeds to step S102 to determine whether the shift lever is positioned at the driving range and whether the throttle opening is equal to or greater than a predetermined opening degree. If it is determined that the shift lever is positioned at the driving range and it is determined that the throttle opening is equal to or greater than the predetermined opening degree, the method proceeds to step S103 to determine whether the vehicle speed sensor detects a vehicle speed of 0 km/h. If the vehicle speed sensor detects a vehicle speed of 0 km/h, the method proceeds to step S104 to determine if the engine speed drops at a given rate. Next, if it is determined that the engine speed drops at a given rate, the method proceeds to step S105 to determine whether the throttle opening degree is constant. If it is determined that the throttle opening is constant, it is determined that there is a fault in the vehicle speed sensor and the wiring connected to the vehicle speed sensor.

Patent Document 1 describes that the aforementioned method allows accurate determination of a vehicle detection system Is there a fault?

[Patent Document 1]

JP-A-Hei 10-18896

Since the early days, we have known an electronic stepless transmission (hereinafter referred to as "ECVT"). Generally, in a vehicle in which an ECVT is installed, the speed ratio is controlled based on the vehicle speed and the throttle opening. Therefore, when an abnormality occurs in the vehicle speed detecting system for detecting the speed of the vehicle, there is a possibility of selecting an improper gear ratio. This can make it difficult for the vehicle to achieve its proper drive. Therefore, for a vehicle equipped with an ECVT, the need for an early detection of an abnormality in the vehicle speed detecting system is enhanced.

However, as shown in FIG. 8, unless the throttle opening degree is equal to or larger than the predetermined opening degree, the abnormality in the vehicle speed detecting system is not detected by using the method for detecting an abnormality described in Patent Document 1. . Therefore, an abnormality in the vehicle speed detecting system cannot be detected early enough.

The present invention is derived from the foregoing problems, and an object of the present invention is to provide a vehicle having an ECVT capable of detecting an abnormality in a vehicle speed detecting system earlier.

A vehicle according to a first aspect of the present invention includes: a drive wheel; a drive source for generating a rotational force; a stepless shifting transmission; a vehicle speed detecting system; and a control unit. The stepless transmission has an input shaft and an output shaft. The input shaft is connected to the drive source. The output A shaft is coupled to the drive wheel. In the stepless transmission, a speed ratio between the input shaft and the output shaft is electrically controlled. The vehicle speed detection system outputs a vehicle speed signal. The control unit detects the vehicle based on at least one of a rotational speed of the drive source, a rotational speed of the input shaft, and a rotational speed of the output shaft, and based on the vehicle speed signal output from the vehicle speed detecting system One of the speed detection systems is abnormal.

A vehicle according to a second aspect of the present invention includes: a drive wheel; a drive source for generating a rotational force; a stepless shifting transmission; a vehicle speed detecting system; and a rotational speed sensor; A control unit. The stepless transmission has an input shaft coupled to the drive source and an output shaft coupled to the drive wheel. In the stepless transmission, a speed ratio between the input shaft and the output shaft is electrically controlled. The vehicle speed detection system outputs a vehicle speed signal. The rotational speed sensor detects a rotational speed of one of the drive sources, a rotational speed of the input shaft, or a rotational speed of the output shaft. The control unit detects when the rotational speed detected by the rotational speed sensor is equal to or higher than a predetermined rotational speed and substantially no vehicle speed signal is output from the vehicle speed detecting system during a given time period One of the vehicle speed detection systems is abnormal.

A vehicle according to a third aspect of the present invention includes: a drive wheel; a drive source for generating a rotational force; a stepless shifting transmission; a vehicle speed detecting system; and a rotational speed sensor; A control unit. The stepless transmission has an input shaft coupled to the drive source and an output shaft coupled to the drive wheel. In the stepless transmission, a speed ratio between the input shaft and the output shaft is electrically controlled. Vehicle speed The detection system detects a vehicle speed. The vehicle speed detection system outputs the detected vehicle speed as a vehicle speed signal. The rotational speed sensor detects a rotational speed of one of the drive sources, a rotational speed of the input shaft, or a rotational speed of the output shaft. The control unit detects the vehicle speed when a value obtained by dividing the vehicle speed by the rotational speed detected by the rotational speed sensor is maintained to be equal to or less than a predetermined value for a given period of time An abnormality in the detection system.

A controller according to the present invention is a controller for a vehicle having: a drive wheel; a drive source for generating a rotational force; a stepless shifting transmission; and a vehicle speed detecting system It is used to output a vehicle speed signal. The stepless transmission has an input shaft coupled to the drive source and an output shaft coupled to the drive wheel. In the stepless transmission, a speed ratio between the input shaft and the output shaft is electrically controlled.

The control unit according to the present invention is based on at least one of a rotational speed of the drive source, a rotational speed of the input shaft, and a rotational speed of the output shaft, and based on the vehicle speed signal output from the vehicle speed detecting system To detect an abnormality in the vehicle speed detecting system.

A method for detecting a vehicle abnormality according to the present invention is a method for detecting an abnormality in a vehicle, the vehicle having: a driving wheel; a driving source for generating a rotational force; a shifting transmission; and a vehicle speed detecting system for outputting a vehicle speed signal. The stepless transmission has an input shaft coupled to the drive source and an output shaft coupled to the drive wheel. In the stepless transmission, one at the input The speed ratio between the shaft and the output shaft is electrically controlled.

The method for detecting a vehicle anomaly according to the present invention includes detecting and detecting based on at least one of a rotational speed of the drive source, a rotational speed of the input shaft, and a rotational speed of the output shaft The vehicle outputs the vehicle speed signal to detect an abnormality in the vehicle speed detecting system.

The present invention achieves a vehicle in which an ECVT is installed, which is capable of detecting an abnormality in the vehicle speed detecting system early.

[Best Mode for Carrying Out the Invention] <<Example 1>> <Overview of Embodiment>

The inventors have found that it is difficult for a vehicle having an ECVT to detect an abnormality in the vehicle speed detecting system sufficiently early, after working on a conventional method for detecting an abnormality. Therefore, the inventors have continued to further intensively study, and found that it is difficult to detect an abnormality in the vehicle speed detecting system sufficiently early to be caused by defining the throttle opening as a condition for detecting an abnormality in the vehicle speed detecting system. This has enabled the inventors to successfully invent the present embodiment.

A method for detecting an abnormality in a vehicle speed detecting system according to an embodiment of the present invention is characterized by being based on at least one of a rotational speed of a driving source, a rotational speed of an input shaft, and a rotational speed of an output shaft, and based on a self-vehicle The speed detection system outputs a vehicle speed signal for detection. Specifically, if the rotational speed of the drive source, the rotational speed of the input shaft, and the output shaft At least one of the rotational speeds is equal to or higher than the predetermined rotational speed, and if substantially no vehicle speed signal is output from the vehicle speed detecting system within a given time period, an abnormality in the vehicle speed detecting system is detected.

This method allows an anomaly in the vehicle speed detection system to be detected independently of the throttle opening. Therefore, an abnormality in the vehicle speed detecting system is detected at an early stage.

In the context of the present invention, the condition "vehicle speed is substantially zero" means determining the speed of the vehicle when the vehicle is substantially stopped. In other words, the condition "vehicle speed is substantially zero" means determining the speed of the vehicle when the vehicle is substantially not operating. Specifically, the upper limit of the vehicle speed that determines "substantially zero" can be appropriately preset to be in the speed range of 10 km/h or lower. For example, the condition "vehicle speed is substantially zero" may be defined as the vehicle speed of 5 km/h or less detected by the vehicle speed detection system. Or, for example, the condition "vehicle speed is substantially zero" may be defined as a vehicle speed of 2 km/h or less detected by the vehicle speed detection system.

An example of a preferred embodiment of the present invention will be described in more detail below using the two-wheeled motor vehicle 1 shown in FIG. An embodiment of the present invention will be described by using a so-called small turbine model two-wheeled motor vehicle 1 as an example. However, the vehicle of the present invention is not limited to the so-called small turbine model two-wheeled motor vehicle. For example, the vehicle of the present invention may be a two-wheeled motor vehicle other than a small turbine model vehicle. Specifically, the vehicle of the present invention may be an off-road type, a machine pedal type, a small turbine type or a so-called light machine pedal type two-wheeled motor vehicle. Further, the vehicle of the present invention may be a straddle type vehicle in addition to the two-wheeled vehicle. Specifically, the vehicle of the present invention can be all terrain Vehicle (ATV) or other type of vehicle. Further, the vehicle of the present invention may be a vehicle other than a straddle type vehicle, such as a four-wheeled motor vehicle.

<Detailed Description of Two-Motor Vehicle 1 According to Embodiment of the Present Invention>

(General construction of the second turbine moving vehicle 1)

Figure 1 shows a side view of a two-wheeled motor vehicle 1. The second turbine moving vehicle 1 has a vehicle body frame (not shown). The engine unit 2 is suspended from the body frame. The rear wheel 3 is provided at the rear end of the engine unit 2. In an embodiment of the invention, the rear wheel 3 forms a drive wheel for driving the wheels by the power output from the engine unit 2.

The body frame has a head pipe (not shown) that extends downward from the steering handle 4. The front fork 5 is connected to the bottom end of the head pipe. The front wheel 6 is rotatably attached to the lower end of the front fork 5. The front wheel 6 that is not connected to the engine unit 2 forms a driven wheel.

The intermediate stand 9 designed to hold the two-wheeled motor vehicle 1 with the drive wheel or the rear wheel 3 lifted off the ground is attached to the vehicle body frame.

The warning light 50 is provided at a position that can be seen by the rider sitting on the second motor vehicle 1. Specifically, the warning light 50 is provided on the front panel of the second motor vehicle 1.

(construction of engine unit 2)

The construction of the engine unit 2 will now be described with reference to Figs. 2 and 3.

- Construction of the engine 10 -

As shown in FIGS. 2 and 3, the engine unit 2 has an engine (internal combustion engine) 10 for generating a rotational force and a stepless shifting actuator 20. In an embodiment of the invention, engine 10 is described as a forced air cooled four stroke engine. However, engine 10 can be other types of engines. For example, the engine 10 can be Water-cooled engine. Engine 10 can be a two-stroke engine. Additionally, the engine 10 can be replaced with another drive source, such as an electric motor.

As shown in FIG. 3, the engine 10 has a crankshaft 11. The sleeve 12 is fitted into the outer circumference of the crankshaft 11. The sleeve 12 is rotatably supported by the outer casing 14 via a bearing 13. A one-way clutch 31 connected to the motor 30 is mounted to the outer circumference of the sleeve 12.

- Construction of the stepless transmission 20 -

The stepless shifting transmission 20 includes a shifting mechanism 20a, an ECU 7 as a control unit for controlling the shifting mechanism 20a, and a drive circuit 8. In the embodiment of the present invention, as an example, the shifting mechanism 20a is described as a belt type ECVT. However, the shifting mechanism 20a is not limited to the belt type ECVT. For example, the shifting mechanism 20a can be a toroidal ECVT.

The shifting mechanism 20a includes a main sheave 21, a pair of sheaves 22, and a V-belt 23. The V-belt 23 is wound around the main sheave 21 and the auxiliary sheave 22 . The cross section of the V-belt 23 is formed into a substantially V shape. The type of V-belt is not specified. It can be a rubber belt type, a resin block belt type or the like.

The main sheave 21 is coupled to a crankshaft 11 as an input shaft 21d. The main sheave 21 rotates together with the crankshaft 11. The main sheave 21 includes a fixed sheave half 21a and a movable sheave half 21b. The fixed sheave half 21a is fixed to one end of the crankshaft 11. The movable sheave half 21b is positioned opposite the fixed sheave half 21a. The movable sheave half 21b is movable in the axial direction of the crankshaft 11. One surface of the fixed sheave half 21a and one surface of the movable sheave half 21b are opposed to each other, thereby forming a V-belt 23 wound to The belt groove 21c therein. The belt groove 21c is formed to be wider toward the radially outer side of the main sheave 21.

As shown in Fig. 3, the movable sheave half 21b has a cylindrical bushing 21e through which the crankshaft 11 passes. The cylindrical slider 24 is fixed to the inner side of the boss 21e. The movable sheave half 21b integral with the slider 24 is movable in the axial direction of the crankshaft 11. Therefore, the width of the belt groove 21c is variable.

When the motor 30 actuates the movable sheave half 21b in the axial direction of the crankshaft 11, the width of the belt groove 21c of the main sheave 21 changes. That is, the stepless shifting transmission 20 is an ECVT whose electric speed ratio is electrically controlled. In an embodiment of the invention, motor 30 is driven by pulse width modulation (PWM drive). However, the method for driving the motor 30 is not particularly limited to the PWM drive. For example, motor 30 can be driven by pulse amplitude modulation. Additionally, electric motor 30 can be of the stepper motor type.

The auxiliary sheave 22 is located at the rear of the main sheave 21. The auxiliary sheave 22 is attached to the driven shaft 27 via a centrifugal clutch 25 . More specifically, the auxiliary sheave 22 includes a fixed sheave half 22a and a movable sheave half 22b. The movable sheave half 22b is opposed to the fixed sheave half 22a. The fixed sheave half 22a includes a cylindrical portion 22a1. In an embodiment of the invention, the cylindrical portion 22a1 forms the output shaft 22d of the stepless shifting transmission 20. The fixed sheave half 22a is connected to the driven shaft 27 via a centrifugal clutch 25. The movable sheave half 22b is movable in the axial direction of the driven shaft 27. One surface of the fixed sheave half 22a and one surface of the movable sheave half 22b are opposed to each other, in such a manner as to form a belt groove 22c into which the V-belt 23 is wound. The belt groove 22c is formed to be wider toward the radially outer side of the auxiliary sheave 22.

The movable sheave half 22b is urged by the spring 26 in a direction in which the width of the belt groove 22c is reduced. In view of this, when the motor 30 is driven and the width of the belt groove 21c of the main sheave 21 is reduced, the diameter of the V-belt 23 wound around the main sheave 21 is increased and the V-belt on the side of the auxiliary sheave 22 is simultaneously 23 is pulled radially inward. Therefore, the movable sheave half 22b moves against the urging force of the spring 26 in the direction in which the width of the belt groove 22c increases. Therefore, the V-belt 23 is wound around the sub-groove 22 and the diameter of the winding is reduced. This causes a change in the speed ratio of the shifting mechanism 20a.

The centrifugal clutch 25 is engaged or disengaged depending on the rotational speed of the cylindrical portion 22a1 as the output shaft 22d included in the fixed sheave half 22a. That is, if the rotational speed of the output shaft 22d is lower than the predetermined rotational speed, the centrifugal clutch 25 is disengaged. Therefore, the rotation of the fixed sheave half 22a is not transmitted to the driven shaft 27. On the contrary, if the rotational speed of the output shaft 22d is equal to or higher than the predetermined rotational speed, the centrifugal clutch 25 is engaged. Therefore, the rotation of the fixed sheave half 22a is transmitted to the driven shaft 27.

- Construction of centrifugal clutch 25 -

As shown in FIG. 3, the centrifugal clutch 25 includes a centrifugal plate 25a, a centrifugal weight 25b, and a clutch housing 25c. The centrifugal plate 25a rotates together with the fixed sheave half 22a. That is, the centrifugal plate 25a rotates together with the output shaft 22d. The centrifugal weight 25b is supported by the centrifugal plate 25a so that the centrifugal weight 25b can be displaced in the radial direction of the centrifugal plate 25a. The clutch housing 25c is fixed to one end of the driven shaft 27. The speed reduction mechanism 28 is coupled to the driven shaft 27. The driven shaft 27 is coupled to the axle 29 via a speed reduction mechanism 28. The rear wheel 3 is mounted on the axle 29. Therefore, the clutch housing 25c passes through the driven shaft 27, the speed reduction mechanism 28, and the axle 29 Connect to drive or rear wheel 3.

The clutch housing 25c is engaged or disengaged from the centrifugal plate 25a depending on the rotational speed of the output shaft 22d. Specifically, if the rotational speed of the output shaft 22d is equal to or higher than the predetermined rotational speed, the centrifugal weight 25b is moved toward the radially outer side of the centrifugal plate 25a using the centrifugal force to contact the clutch housing 25c. This allows the centrifugal plate 25a and the clutch housing 25c to mesh with each other. When the centrifugal plate 25a and the clutch housing 25c are engaged with each other, the rotation of the output shaft 22d is transmitted to the drive wheel or the rear wheel 3 via the clutch housing 25c, the driven shaft 27, the speed reduction mechanism 28, and the axle 29. In contrast, if the rotational speed of the output shaft 22d is lower than the predetermined rotational speed, the centrifugal force applied to the centrifugal weight 25b is reduced to move the centrifugal weight 25b away from the clutch housing 25c. Therefore, the rotational speed of the output shaft 22d is not transmitted to the clutch housing 25c. Therefore, the rear wheel 3 does not rotate.

(System for controlling two-wheeled motor vehicle 1)

Referring now to Figure 4, a system for controlling a two-wheeled motor vehicle 1 will be described in detail.

- Overview of the system for controlling the two-wheeled motor vehicle 1 -

As shown in FIG. 4, the sheave position sensor 40 is connected to the ECU 7. The sheave position sensor 40 detects the position of the movable sheave half 21b of the main sheave 21 with respect to the fixed sheave half 21a. In other words, the sheave position sensor 40 detects the distance (I) between the fixed sheave half 21a and the movable sheave half 21b in the axial direction of the crankshaft 11. The sheave position sensor 40 outputs the detected distance (I) to the ECU 7 as a sheave position detecting signal. The sheave position sensor 40 can be formed, for example, by a potentiometer.

Further, the main sheave rotation sensor 43, the subgroove rotation sensor 41, and the vehicle speed sensor 42a are connected to the ECU 7. The main sheave rotation sensor 43 detects the rotational speed of the main sheave 21 and outputs it to the ECU 7. In the embodiment of the invention, the rotational speed of the main sheave 21 is equal to the rotational speed of the input shaft 21d of the stepless shifting transmission 20. The rotational speed of the main sheave 21 is also equal to the rotational speed of the engine 10 as a drive source. Therefore, in the embodiment of the present invention, both the rotational speed of the engine 10 and the rotational speed of the input shaft 21d are detected by the main sheave rotation sensor 43.

The sub-groove rotation sensor 41 detects the rotation speed of the sub-groove 22. The sub-groove rotation sensor 41 outputs the detected rotation speed of the sub-groove 22 to the ECU 7 as a sheave rotation speed signal. In an embodiment of the invention, the rotational speed of the secondary sheave 22 is equal to the rotational speed of the output shaft 22d. Therefore, in the embodiment of the present invention, the rotational speed of the output shaft 22d is detected by the sub-slot rotation sensor 41.

The vehicle speed sensor 42a detects the rotational speed of the rear wheel 3. The vehicle speed sensor 42a outputs a vehicle speed signal to the ECU 7 based on the detected rotational speed. In the embodiment of the present invention, the vehicle speed sensor 42a, the wiring for connecting the vehicle speed sensor 42a with the ECU 7, and the like form the vehicle speed detecting system 42.

A handle switch attached to the manipulation handle 4 is connected to the ECU 7. The handle switch outputs a handle SW signal when the rider operates the handle switch.

As described above, the throttle opening degree sensor 18a outputs a throttle opening degree signal to the ECU 7.

- Control of the shifting mechanism 20a -

The ECU 7 performs feedback control of the sheave position of the movable sheave half 21b of the main sheave 21 based on the vehicle speed signal and the like. In other words, the ECU 7 performs feedback control of the distance (I) based on the vehicle signal and the like.

Specifically, as shown in FIG. 5, the ECU 7 determines the target speed ratio based on the throttle opening degree and the vehicle speed. The ECU 7 calculates the target sheave position based on the determined target gear ratio. That is, the ECU 7 calculates the target distance "I" between the movable sheave half 21b and the fixed sheave half 21a based on the determined target gear ratio. The ECU 7 outputs a pulse width modulation (PWM) signal to the drive circuit 8 in accordance with the current position of the movable sheave half 21b and the target sheave position to shift the movable sheave half 21b to the target sheave position. . The drive circuit 8 applies a pulse voltage to the motor 30 in accordance with the PWM signal. Thereby, the movable sheave half 21b is actuated to adjust the speed ratio.

- Determination of anomalies in the vehicle speed detection system 42 -

A method for determining whether an abnormality exists in the vehicle speed detecting system 42 in accordance with an embodiment of the present invention will now be described with reference to FIG. As shown in FIG. 6, in an embodiment of the present invention, an abnormality in the vehicle speed detecting system 42 is detected based on the rotational speed of the output shaft 22d and the vehicle speed signal output from the vehicle speed detecting system 42. Specifically, the abnormality in the vehicle speed detecting system 42 is detected based on the rotational speed of the output shaft 22d detected by the sub-groove rotation sensor 41 and based on the vehicle speed signal output from the vehicle speed detecting system 42.

More specifically, in step S1, the determination of the rotational speed of the output shaft 22d is equal to or higher than the predetermined rotational speed R ₁ and, in a given time period or longer from the output of a vehicle speed signal 42 whether the vehicle speed detection system It is kept at or below the predetermined speed r ₁ . In other words, it is determined whether there is substantially no vehicle speed signal from the vehicle speed detecting system 42 for a given period of time or longer even if the output shaft 22d is rotated at a specific speed or a higher speed such that the vehicle speed signal should be output. Output.

Next, in step S1, if it is determined rotational speed of the output shaft 22d is equal to or higher than the predetermined rotational speed R ₁ and equal to a given time period from the output of a vehicle speed signal 42 to maintain the vehicle speed detection system, or a longer time, or Below the predetermined speed r ₁ , it is determined in step S2 that the vehicle speed detecting system 42 is abnormal and the warning light 50 is turned on.

As described above, in step S1, defined conditions "rotational speed of the output shaft 22d is equal to or higher than the predetermined rotational speed R _1" so as to determine the rotational speed of the output shaft 22d is equal to or higher than a vehicle speed such that the assumption that the detection system The rotational speed of a vehicle speed signal is output in the absence of an abnormality in 42. The predetermined rotational speed R ₁ may be appropriately set depending on the type of the two-wheeled motor vehicle 1 or the like. In an embodiment of the invention, the centrifugal clutch 25 is located between the output shaft 22d and the drive or rear wheel 3. Therefore, the predetermined rotational speed R _{1 is} preferably set to a rotational speed at which the centrifugal clutch 25 is engaged or higher than the rotational speed.

Further, the predetermined speed r ₁ is determined to be substantially the speed at which the vehicle speed signal is output from the vehicle speed detecting system 42. In other words, the predetermined speed r ₁ is determined as the speed at which the two-wheeled motor vehicle 1 is substantially stopped. For example, the predetermined speed r ₁ can be set to 1 to 5 km/h.

The "given time period" for determining in step S1 may be appropriately determined depending on the type of the two-wheeled motor vehicle 1 or the like. For example, at the step The "given time period" for determining in S1 can be set to about 1 to 10 seconds.

Step S2 is followed by step S3. Specifically, in step S3, it is determined whether the vehicle speed detected by the vehicle speed detecting system 42 is maintained at or above the predetermined vehicle speed r ₂ for a given time period or longer. In other words, it is determined whether the vehicle speed detecting system 42 outputs a vehicle speed signal. In step S3, if it is determined that the vehicle speed detected by the vehicle speed detecting system 42 is maintained at or above the predetermined vehicle speed r ₂ for a given period of time or longer, it is determined that the axle speed detecting system 42 is normal. Next, the process of the method goes to step S4 to turn off the warning light 50. In contrast, in step S3, if it is determined that the vehicle speed detected by the vehicle speed detecting system 42 does not remain equal to or higher than the predetermined vehicle speed r ₂ within a given time period or longer, the vehicle speed detecting system 42 is determined. abnormal. Therefore, the process of the method returns to step S3.

The predetermined speed r ₂ in step S3 is a value such that the vehicle speed detecting system 42 is determined to output a vehicle speed signal. The predetermined speed r ₂ may be substantially equal to or different from the predetermined speed r ₁ in step S1. As for the case of determining a given time period in step S1, the given time period for determining in step S3 may be appropriately set depending on the type of the two-wheeled motor vehicle 1 or the like. For example, the "given time period" for determining in step S3 can be set to about 1 to 10 seconds.

In step S1, if not determined rotational speed of the output shaft 22d is equal to or higher than the predetermined rotational speed R ₁ and equal to a given time period from the output of a vehicle speed signal 42 to maintain the vehicle speed detection system, or a longer time, or Below the predetermined speed r ₁ , it is determined that the vehicle speed detecting system 42 is normal and the process of the method proceeds to step S11.

In step S11, it is determined whether the throttle opening degree is equal to or greater than the predetermined opening degree Th ₁ and whether the vehicle speed detected by the vehicle speed detecting system 42 is maintained at or below a predetermined speed for a given period of time or longer. r ₁ . More specifically, in step S11, it is determined that the throttle valve opening degree is equal to or greater than the predetermined opening degree Th ₁ so that the vehicle speed should be higher than the predetermined speed r ₁ for a given time period or longer. Whether the vehicle speed detected by the vehicle speed detecting system 42 is maintained at or below the predetermined speed r ₁ . That is, in step S11, it is determined whether the centrifugal clutch 25 is slid due to some reason such that no power is transmitted from the engine 10 to the drive wheel or the rear wheel 3. In step S11, if it is determined that the centrifugal clutch 25 is slipping, the process of the method proceeds to step S12 to perform complete stall limit control. In contrast, in step S11, if it is not determined that the centrifugal clutch 25 is slipping, the process of the method returns to step S1.

The "complete stall limit control" means a condition in which a brake is applied to the rear wheel 3 in spite of opening the throttle by the rider to prevent the centrifugal clutch 25 from continuing to slide. Specifically, the "complete stall limit control" is designed to prevent the centrifugal weight 25b of the centrifugal clutch 25 and the clutch housing 25c from sliding and wearing with a large frictional force.

In step S11, the predetermined speed is equal to a predetermined rate r ₁ in the step S1, r _1. The predetermined opening degree Th ₁ may be appropriately set depending on the type of the two-wheeled motor vehicle 1. As for the case of determining a given time period in step S1, the given time period for determining in step S11 may be appropriately set depending on the type of the two-wheeled motor vehicle 1 or the like. For example, the "given time period" for determining in step S11 can be set to about 1 to 10 seconds.

Specifically, in step S12, the output of the engine 10 is first lowered as in step S12a. For example, engine 10 may stop. The output of engine 10 can be reduced in any way without constraint. For example, the output of the engine 10 can be reduced by reducing the amount of fuel that will be supplied to the engine 10 or by delaying the firing timing of the engine 10.

Step S12a is followed by step S12b. Specifically, in step S12b, it is determined whether the throttle opening degree is equal to or smaller than the predetermined opening degree Th ₂ or whether the vehicle speed is maintained higher than the predetermined vehicle speed r ₁ for a given period of time or longer. Next, in step S12b, if it is not determined that the throttle opening degree is equal to or less than Th ₂ or the vehicle speed remains higher than the predetermined vehicle speed r ₁ for a given period of time or longer, the method returns to Step S12b. That is, due to step S12, the output of the engine 10 is kept lowered until the throttle opening degree is equal to or smaller than the predetermined opening degree Th ₂ or the vehicle speed is higher than the predetermined vehicle speed r ₁ . In other words, the output of the engine 10 remains lowered until the centrifugal clutch 25 stops sliding. Next, in step S12b, if it is determined that the throttle opening degree is equal to or smaller than Th ₂ or the vehicle speed remains higher than the predetermined vehicle speed r ₁ for a given period of time or longer, the process of the method proceeds to step S12c. The output of the engine 10 is restored to the level prior to the step S12a of reducing the output of the engine 10.

The predetermined opening degree Th ₂ in step S12b may be equal to or different from the predetermined opening degree Th ₁ in step S11. Further, the predetermined speed r ₁ in step S12b may be equal to or different from the predetermined speed r ₁ in step S1. As for the case of determining a given time period in step S1, the given time period for determining in step S12b may be appropriately set depending on the type of the two-wheeled motor vehicle 1 or the like. For example, the "given time period" for determining in step S12b can be set to about 1 to 10 seconds.

<Function and effect>

As described above, the method for detecting an abnormality in the vehicle speed detecting system 42 according to an embodiment of the present invention does not include the throttle opening degree and the rate of change of the rotational speed of the engine 10 as a vehicle speed detecting system for detecting The condition of the abnormality in 42. Specifically, in the embodiment of the present invention, when the rotation speed (= the rotation speed of the sub sheave 22) output by the secondary sheave shaft 41 detected by the sensor 22d is equal to or higher than the predetermined rotational speed R ₁ and at a given time period by the vehicle speed detection system for detecting a vehicle speed of 42 or longer period of time remains equal to or below a predetermined speed r ₁ when the vehicle speed detected by the detection system 42 is abnormal. In other words, the rotational speed of the output shaft by the secondary sheave rotation sensor 41 is detected and 22d is equal to or higher than a given period of time or a substantially no vehicle speed signal from the vehicle speed over a longer period predetermined rotational speed R ₁ When the detection system 42 outputs, an abnormality in the vehicle speed detecting system 42 is detected. This allows for an early detection of an anomaly in the vehicle speed detection system 42 as compared to conventional methods.

In an embodiment of the invention, the vehicle speed is detected based on the rotational speed of the drive wheel or rear wheel 3. Therefore, the vehicle speed is more accurately detected than, for example, the case where the vehicle speed is detected based on the rotational speed of the driven wheel or the front wheel 6. This allows the stepless shifting transmission 20 to be controlled more precisely.

In addition, since the vehicle speed is detected based on the rotational speed of the drive wheel or the rear wheel 3, the vehicle speed can be detected even when the intermediate stand 9 is used. Anomalies in the system 42 are detected. For example, when the intermediate stand 9 is used, the front wheel 6 does not normally rotate. Therefore, in the case where the vehicle speed sensor 42a is attached to the driven wheel or the front wheel 6, the vehicle speed sensor 42a cannot detect the abnormality in the vehicle speed detecting system 42. In contrast, even when the intermediate stand 9 is used, the rear wheel 3 is rotated according to the rotational speed of the engine 10, which allows detection of an abnormality in the vehicle speed detecting system 42.

In the stepless shifting transmission 20, the speed ratio can be varied independently of the rotational speed of the input shaft 21d. Therefore, even when the engine 10 and the input shaft 21d are rotated at a high speed, the rotational speed of the output shaft 22d may not be sufficiently high to engage the centrifugal clutch 25. In this case, detecting the abnormality in the vehicle speed detecting system 42 using the rotational speed of the engine 10 or the rotational speed of the input shaft 21d may result in: even if there is virtually no abnormality in the vehicle speed detecting system 42, based on centrifugation The clutch 25 is disengaged and an abnormality in the vehicle speed detecting system 42 is erroneously detected. It is conceivable to monitor not only the rotational speed of the engine 10 but also the rotational speed of the input shaft 21d, but also the speed ratio of the stepless shifting transmission 20 in order to prevent abnormal erroneous detection in the vehicle speed detecting system 42. However, this requires a larger number of sensors for controlling the stepless shifting transmission. This also complicates the control of the stepless shifting transmission, resulting in an increase in cost.

In contrast, in the embodiment of the present invention, as the condition for detecting the abnormality in the vehicle speed detecting system 42 in step S1, the output shaft 22d for determining whether the centrifugal clutch 25 is engaged or disengaged is used. The rotational speed is defined to be equal to or higher than the rotational speed R ₁ . The rotational speed R _{1 is} preset to be equal to or higher than the rotational speed at which the centrifugal clutch 25 is engaged. Therefore, when the centrifugal clutch 25 is disengaged and the rear wheel 3 is not substantially driven, an abnormality in the vehicle speed detecting system 42 is not detected. Therefore, there is no possibility of erroneous detection of an abnormality in the vehicle speed detecting system 42 based only on the centrifugal clutch 25 being disengaged. As a result, the abnormality in the vehicle speed detecting system 42 is detected more accurately.

That is, in the case where the abnormality in the vehicle speed detecting system 42 is detected using the rotational speed of the engine 10 or the rotational speed of the input shaft 21d, it is necessary to consider the stepless shifting actuator 20 when detecting an abnormality in the vehicle speed detecting system 42. The speed ratio. However, in the case where the rotational speed of the output shaft 22d is used to detect an abnormality in the vehicle speed detecting system 42, the abnormality in the vehicle speed detecting system 42 is more accurately detected without considering the abnormality in detecting the vehicle speed detecting system 42 The speed ratio of the stepless shifting transmission 20.

In view of preventing erroneous detection of an abnormality in the vehicle speed detecting system 42, the rotational speed R ₁ may be any value as long as the rotational speed R ₁ is equal to or higher than the rotational speed at which the centrifugal clutch 25 is engaged. However, in view of the abnormality in the vehicle speed detector 42 system is reliable and early detection, the rotational speed R ₁ is preferably equal to the rotational speed of the centrifugal clutch 25 engages. Thereby, an abnormality in the vehicle speed detecting system 42 can be detected immediately after the rotational speed of the output shaft 22d reaches the rotational speed at which the centrifugal clutch 25 is engaged.

In an embodiment of the invention, the warning light 50 illuminates upon detection of an anomaly in the vehicle speed detection system 42. This allows the rider to be notified of anomalies in the vehicle speed detection system 42 at an early stage. For example, the warning light 50 can be blinking to make the rider readily aware.

Incidentally, it is conceivable that the abnormality in the vehicle speed detecting system 42 can be It can be temporarily present due to poor contact for connecting the wiring of the vehicle speed sensor 42a and the ECU 7. In an embodiment of the present invention, after detecting an abnormality in the vehicle speed detecting system 42, when it is determined in step S3 that the vehicle speed detecting system 42 has returned to the normal state, the warning light 50 is turned off. Therefore, immediately after the vehicle speed detecting system 42 has returned to the normal state from the temporary abnormal state, the information is notified to the rider.

In the embodiment of the present invention, in step S1, after it is determined that the vehicle speed detecting system 42 is normal, if the specific condition in step S11 is satisfied, the complete stall limiting control is performed in step S12. Therefore, the centrifugal clutch 25 is prevented from being worn. Specifically, the clutch housing 25c and the centrifugal weight 25b are prevented from sliding each other, and thus the clutch housing 25c and the centrifugal weight 25b are prevented from being worn. This allows the centrifugal weight 25b to have a long service life.

In the embodiment of the present invention, after it is determined in step S11 that the vehicle speed detecting system 42 is normal, the full stall limiting control is performed in step S12. Therefore, the complete stall limit control is appropriately performed.

When the centrifugal clutch 25 is stopped from sliding via steps S12b and S12c, the output of the engine 10 is restored to a level that allows normal driving.

For example, it is conceivable to skip step S1 and detect an abnormality in the vehicle speed detecting system 42 in addition to detecting the slip of the centrifugal clutch 25 in step S11. That is, it is conceivable to skip step S1, and if it is determined in step S11 that the throttle opening degree is equal to or larger than the predetermined opening degree Th ₁ and the vehicle speed detected by the vehicle speed detecting system 42 is equal to or lower than the predetermined vehicle speed r ₁ , an abnormality in the vehicle speed detecting system 42 is also detected in addition to detecting the slip of the centrifugal clutch 25. However, in this case, the slip of the centrifugal clutch 25 and the abnormality in the vehicle speed detecting system 42 are undesirably detected at the same time. Therefore, the rider cannot clearly recognize which of the abnormality in the vehicle speed detecting system 42 or the slip of the centrifugal clutch 25 causes a decrease in the output of the engine 10.

In contrast, in the embodiment of the present invention, after it is determined in step S1 whether or not there is an abnormality in the vehicle speed detecting system 42, step S11 is performed. That is, the slip of the clutch 25 and the abnormality in the vehicle speed detecting system 42 are individually detected in the independent process. This allows the rider to positively determine if there is an anomaly in the vehicle speed detection system 42.

<<Example 2>>

Fig. 7 is a block diagram for explaining a system for controlling a two-wheeled motor vehicle according to Embodiment 2. In Embodiment 2, the shifting actuator 260 is a belt type ECVT. However, the belt of the shifting actuator 260 according to Embodiment 2 is a so-called metal belt 264.

The actuator of the ECVT in Embodiment 1 is the electric motor 30. However, the actuator of the ECVT is not limited to the electric motor 30. The actuator of the ECVT in Embodiment 2 described below is a hydraulic actuator.

In Embodiment 1, the clutch is a centrifugal clutch 25 that is mechanically engaged or disengaged between the output shaft 22d of the shifting transmission 20 and the rear wheel (which is the drive wheel) 3 and that is mechanically engaged or disengaged depending on the rotational speed of the output shaft 22d. However, the clutch according to Embodiment 2 is located between the engine 10 and the input shaft 271 of the shifting actuator 260 and is controlled to engage or disengage depending on the rotational speed of the engine 10. Specifically, in Embodiment 2, the electrically controlled multi-friction clutch 265 is used as a clutch.

As shown in FIG. 7, the two-wheeled motor vehicle in Embodiment 2 includes an electrically controlled multi-friction clutch 265 and an ECVT-type shifting transmission 260. The shifting actuator 260 includes a main sheave 262, a sub-groove 263, and a metal belt 264 wound around the main sheave 262 and the secondary sheave 263. The main sheave 262 includes a fixed sheave half 262A and a movable sheave half 262B. The auxiliary sheave 263 includes a fixed sheave half 263A and a movable sheave half 263B.

The main sheave rotation sensor 43 is fitted to the main sheave 262. The sub-groove rotation sensor 41 is assembled to the sub-groove 263.

The second turbine includes a hydraulic cylinder 267A as a hydraulic actuator, a hydraulic cylinder 267B, and a hydraulic control valve 267C coupled to the hydraulic cylinders 267A and 267B. The hydraulic cylinder 267A adjusts the groove width of the main sheave 262 by driving the movable sheave half 262B of the main sheave 262. The hydraulic cylinder 267B adjusts the groove width of the auxiliary sheave 263 by driving the movable sheave half 263B of the auxiliary sheave 263. The hydraulic control valve 267C is a valve for adjusting the hydraulic pressure applied to the hydraulic cylinders 267A and 267B. The hydraulic control valve 267C controls the hydraulic cylinders 267A and 267B such that when the hydraulic pressure of any of the hydraulic cylinders 267A and 267B becomes high, the hydraulic pressure of the other becomes low. This hydraulic control valve 267C is controlled by the ECU 7.

A multi-friction clutch 265 is located between the engine 10 and the input shaft 271 of the shifting actuator 260 and is controlled to engage or disengage depending on the rotational speed of the engine 10 (hereinafter referred to as "engine speed"). For example, the multi-friction clutch 265 is controlled to engage when the engine speed exceeds a predetermined value or higher and on the other hand is controlled to disengage when the engine speed is below a predetermined value.

The same control as in Embodiment 1 is also performed in Embodiment 2. In general, the same abnormality determination as in Embodiment 1 is also performed in Embodiment 2. In Embodiment 1, the predetermined rotational speed R _{1 of the} output shaft 22d (see step S1 in Fig. 6) is set, for example, to the rotational speed at which the centrifugal clutch 25 is engaged or higher. In the same manner, in Embodiment 2, the predetermined rotational speed R _{1 is} preferably set to the rotational speed or higher speed at which the clutch 265 is engaged. Also in Embodiment 2, the determination of the clutch in which the slip of the clutch 265 is performed is performed in step S11. If it is determined that the clutch 265 is slipping, it is preferable to proceed to step S12 and perform the full stall limit control.

The same effect as in Example 1 can be obtained in Example 2.

<<Other changes>>

The vehicle of the present invention is not limited to the so-called small turbine model two-wheeled motor vehicle. For example, the vehicle of the present invention may be a two-wheeled motor vehicle other than a small turbine model vehicle. Specifically, the vehicle of the present invention may be an off-road type, a machine pedal type, a small turbine type or a so-called light machine pedal type two-wheeled motor vehicle. Further, the vehicle of the present invention may be a straddle type vehicle in addition to the two-wheeled vehicle. In particular, the vehicle of the present invention may be an all terrain vehicle (ATV) or other type of vehicle. Further, the vehicle of the present invention may be a vehicle other than a straddle type vehicle, such as a four-wheeled motor vehicle.

The shifting mechanism 20a is not limited to the belt type ECVT. For example, the shifting mechanism 20a can be a toroidal ECVT. Alternatively, the shifting mechanism 20a may be an electrically controlled shifting mechanism other than the ECVT.

The input shaft 21d of the stepless shifting transmission 20 can be directly connected to the engine 10 as a driving source as described in Embodiment 1. Alternatively, the input shaft 21d of the stepless shifting transmission 20 may be indirectly coupled to the engine 10 via another component.

As described in Embodiment 1, the output shaft 22d of the stepless shifting transmission 20 can be indirectly coupled to the rear wheel 3 as the drive wheel via the driven shaft 27, the speed reduction mechanism 28, the axle 29, and the like. Alternatively, the output shaft 22d of the stepless shifting transmission 20 can be directly coupled to the drive or rear wheel 3.

In the embodiment of the present invention, the description is based on detecting the rotational speed of the sub-slot 22 detected by the sub-groove rotation sensor 41 and detecting the vehicle speed detecting system 42 based on the vehicle speed signal output from the vehicle speed detecting system 42. An instance of the exception. However, the invention is not limited thereto. For example, in addition to the rotational speed of the secondary sheave 22, the rotational speed of the engine 10 or the rotational speed of the input shaft can also be used as a criterion for detecting anomalies in the vehicle speed detecting system 42. Alternatively, at least two values of the rotational speed of the engine 10, the rotational speed of the input shaft, and the rotational speed of the output shaft may be used as criteria for detecting an abnormality in the vehicle speed detecting system 42. Additionally, the rotational speed of the output shaft can be calculated, for example, by multiplying the rotational speed of the engine 10 or the rotational speed of the input shaft by the speed ratio.

Further, in Example 1, determined based on the rotational speed of the secondary sheave 22 is equal to or higher than the step S1 and _a predetermined rotational speed is equal to or R & lt low in a given time period or longer vehicle speed is maintained This is described in the context of r ₁ . However, different conditions may be employed instead of the above conditions. That is, a value obtained by dividing one of the rotational speed of the engine 10, the rotational speed of the input shaft 21d, and the rotational speed of the output shaft 22d by the vehicle speed is equal to or smaller than a predetermined value. Specifically, a condition may be employed in which a value obtained by dividing the rotational speed of the sub-groove 22 by the vehicle speed is equal to or smaller than a predetermined value.

In an embodiment of the invention, an example in which the warning light 50 is illuminated when an anomaly in the vehicle speed detection system 42 is detected is described. Alternatively, the warning light 50 may flash when an abnormality in the vehicle speed detection system 42 is detected.

The invention does not limit the drive source to the engine. For example, the drive source can be an electric motor.

In the embodiment of the present invention, after the output of the engine 10 is lowered in step S12a, the output of the engine 10 is restored in step S12c. Alternatively, the engine 10 may be stopped in step S12a to skip steps S12b and S12c.

In the embodiment of the present invention, in step S11 and step S12b, the sliding centrifugal clutch 25 is detected based on the throttle opening degree and the vehicle speed. Alternatively, for example, can replace a throttle opening greater than or equal to a predetermined opening Th ₁ is the condition rather define different conditions, i.e., the amount of fuel supplied to the engine 10 is equal to or greater than a predetermined amount. Further alternatively, the condition that the throttle opening degree is equal to or greater than the predetermined opening degree Th ₁ may be replaced by a condition that the ignition timing of the engine 10 is earlier than the predetermined ignition timing.

Instead of the centrifugal clutch 25, another clutch is provided that is adjusted by an actuator or the like such that the clutch engages or disengages according to the detected value of the rotational speed of the engine 10.

<<Definition of terms in the manual>>

The condition "vehicle speed is substantially zero" means determining the speed of the vehicle when the vehicle is substantially stopped. In other words, the condition "vehicle speed is substantially zero" means determining the speed of the vehicle when the vehicle is substantially not operating. Specifically, the upper limit of the vehicle speed that determines "substantially zero" can be appropriately preset to be in the speed range of 10 km/h or lower. For example, the condition "vehicle speed is essentially zero" It can be defined as the vehicle speed of 5 km/h or lower detected by the vehicle speed detection system. Or, for example, the condition "vehicle speed is substantially zero" may be defined as a vehicle speed of 2 km/h or less detected by the vehicle speed detection system.

The term "connected" means directly connected and indirectly connected via other components.

The term "vehicle speed detection system" means a complete mechanism for detecting the speed of a vehicle. Specifically, in the embodiment of the present invention, the "vehicle speed detecting system" includes a vehicle speed sensor 42a for detecting the speed of the vehicle, an ECU 7, and a wiring for connecting the vehicle speed sensor 42a with the ECU 7 ( Not shown).

The expression "lower engine output" also means that the engine is stopped.

The term "sliding centrifugal clutch" means that the two engaged/disengaged clutch members are sliding. This term specifically means that the clutch housing 25c and the centrifugal weight 25b are sliding in the embodiment of the present invention.

The condition "centrifugal clutch engagement" may include a half-clutch state or may not include a semi-clutch state, depending on the vehicle to which the present invention is applied.

[Industrial Applicability]

The invention is applicable to vehicles equipped with ECVT.

1‧‧‧Two-wheeled motor vehicles

2‧‧‧ engine unit

3‧‧‧ Rear wheel (drive wheel)

4‧‧‧Manipulation handle

5‧‧‧ Front fork

6‧‧‧ front wheel

7‧‧‧ ECU (Control Unit)

8‧‧‧Drive circuit

9‧‧‧Intermediate tripod

10‧‧‧ engine

11‧‧‧ crankshaft

12‧‧‧ sleeve

13‧‧‧ Bearing

14‧‧‧Shell

18a‧‧‧throttle opening sensor

20‧‧‧Stepless transmission

21‧‧‧Main sheave

21a‧‧‧Fixed sheave half

21b‧‧‧ movable sheave half

21c‧‧‧Land groove

21d‧‧‧ input shaft

21e‧‧‧ bushing

22‧‧‧Second sheave

22a‧‧‧Fixed sheave half

22a1‧‧‧ cylindrical part

22b‧‧‧ movable sheave half

22c‧‧‧Belt groove

22d‧‧‧ Output shaft

23‧‧‧V-belt

24‧‧‧Sliding parts

25‧‧‧ centrifugal clutch

25a‧‧‧Cylinder plate

25b‧‧‧ centrifugal weight

25c‧‧‧Clutch housing

26‧‧‧ Spring

27‧‧‧ driven shaft

28‧‧‧Speed reduction mechanism

29‧‧‧Axle

30‧‧‧Motor

31‧‧‧One-way clutch

40‧‧‧Slot wheel position sensor

41‧‧‧Sub-slot rotation sensor

42‧‧‧Vehicle speed detection system

42a‧‧‧Vehicle speed sensor

43‧‧‧Main sheave rotation sensor

50‧‧‧ warning light

260‧‧‧Transmission clutch

262‧‧‧Main sheave

262A‧‧‧Fixed sheave half

262B‧‧‧ movable sheave half

263‧‧‧Sewer wheel

263A‧‧‧Fixed sheave half

263B‧‧‧ movable sheave half

264‧‧‧Metal belt

265‧‧‧Multi-friction clutch

267A‧‧‧Hydraulic cylinder

267B‧‧‧ hydraulic cylinder

267C‧‧‧Hydraulic Control Valve

271‧‧‧Input shaft of variable speed actuator

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a side elevational view of a two-wheeled motor vehicle embodying the present invention.

2 is a cross-sectional view of the engine unit.

Fig. 3 is a partial cross-sectional view showing the configuration of an ECVT.

4 is a block diagram illustrating a system for controlling a two-wheeled motor vehicle.

Fig. 5 is a block diagram showing the position control of the sheave.

6 is a flow chart of a method for determining whether an abnormality exists in a vehicle speed detecting system and performing full stall limiting control.

Fig. 7 is a block diagram showing a control system according to a second embodiment.

FIG. 8 is a flowchart of a method for detecting an abnormality of a vehicle speed sensor described in Patent Document 1.

Claims (19)

A vehicle comprising: a driving wheel; a driving source for generating a rotational force; and a stepless transmission having an input shaft coupled to the driving source and an output shaft coupled to the driving wheel a speed ratio between the input shaft and the output shaft is electrically controlled; and a vehicle speed detecting system for outputting a vehicle speed signal; and a control unit for based on the driving source Detecting at least one of a rotational speed, a rotational speed of the input shaft, and a rotational speed of the output shaft, and detecting an abnormality in the vehicle speed detecting system based on the vehicle speed signal output from the vehicle speed detecting system . A vehicle comprising: a driving wheel; a driving source for generating a rotational force; and a stepless transmission having an input shaft coupled to the driving source and an output shaft coupled to the driving wheel a speed ratio between the input shaft and the output shaft is electrically controlled; and a vehicle speed detecting system for outputting a vehicle speed signal; and a rotational speed sensor for detecting the driving a rotation speed of the source, a rotation speed of the input shaft, or a rotation speed of the output shaft; and a control unit for detecting by the rotation speed sensor When the rotational speed is equal to or higher than a predetermined rotational speed and substantially no vehicle speed signal is output from the vehicle speed detecting system during a given time period, an abnormality in the vehicle speed detecting system is detected. A vehicle comprising: a driving wheel; a driving source for generating a rotational force; and a stepless transmission having an input shaft coupled to the driving source and an output shaft coupled to the driving wheel a speed ratio between the input shaft and the output shaft is electrically controlled; a vehicle speed detecting system for detecting a vehicle speed and outputting the vehicle speed as a vehicle speed signal; a sense of rotational speed a detector for detecting a rotational speed of the driving source, a rotational speed of the input shaft, or a rotational speed of the output shaft; and a control unit for dividing the vehicle speed by the When the rotational speed sensor detects that the value obtained by the rotational speed remains equal to or less than a predetermined value for a given period of time, an abnormality in the vehicle speed detecting system is detected. The vehicle of any one of claims 1 to 3, wherein the vehicle speed detecting system has a vehicle speed sensor for detecting a rotational speed of the driving wheel, and based on the detected by the vehicle speed sensor The rotational speed of the drive wheel outputs a vehicle speed signal. Such as the axle of claim 4, It further includes a stand for lowering the drive wheel carrier away from the ground. The vehicle of claim 2 or 3, further comprising a clutch between the output shaft and the drive wheel, the clutch being engaged or disengaged depending on the rotational speed of the output shaft, wherein the rotational speed sensor detects One of the output shafts rotates at a speed, and the predetermined rotational speed is a rotational speed at which the clutch is engaged. The vehicle of any one of claims 1 to 3, further comprising a warning light, wherein the control unit causes the warning light to illuminate or flash when an abnormality in the vehicle speed detection system is detected. A vehicle according to any one of claims 1 to 3, wherein after detecting an abnormality in the vehicle speed detecting system, the control unit detects the vehicle speed based on the vehicle speed signal output from the vehicle speed detecting system The detection system becomes normal. The vehicle of any one of claims 1 to 3, further comprising a clutch between the output shaft and the drive wheel, wherein the control unit is detecting after detecting an abnormality in the vehicle speed detection system The output of the drive source is reduced as the clutch slides. If the vehicle of claim 9 is Wherein the clutch is engaged or disengaged depending on the rotational speed of the output shaft, and the control unit reduces the output of the drive source only when the rotational speed of the output shaft is equal to or higher than the rotational speed of the clutch engagement . The vehicle of claim 9, further comprising a throttle valve for adjusting the output of the drive source, wherein the control unit is at a vehicle speed equal to or lower than a predetermined vehicle speed and during a given time period The slip of the clutch is detected when the valve opening is maintained at or above a predetermined opening. The vehicle of claim 9, further comprising a throttle valve for adjusting the output of the drive source, wherein the control unit after the sliding of the clutch is detected, the throttle opening is equal to or less than the predetermined The output of the drive source is restored at the opening or when the vehicle speed is higher than the predetermined vehicle speed. The vehicle of claim 2 or 3, further comprising a clutch between the drive source and the input shaft, the clutch being engaged or disengaged depending on the rotational speed of the drive source, wherein the rotational speed sensor detects The rotational speed of the output shaft, and the predetermined rotational speed is the rotational speed at which the clutch is engaged. The vehicle of any one of claims 1 to 3, further comprising a clutch between the drive source and the input shaft The control unit reduces the output of the drive source upon detecting the clutch slip after detecting an abnormality in the vehicle speed detecting system. The vehicle of claim 14, wherein the clutch is engaged or disengaged depending on the rotational speed of the output shaft, and the control unit only when the rotational speed of the drive source is equal to or higher than a rotational speed of the clutch engagement The output of the drive source is reduced. A vehicle as claimed in claim 14 further comprising a throttle valve for controlling the output of the drive source, the control unit having a speed of the vehicle equal to or lower than a predetermined vehicle speed and the section for a given period of time The slip of the clutch is detected when the valve opening is maintained at or above a predetermined opening. The vehicle of claim 14, further comprising a throttle valve for controlling the output of the drive source, the control unit having a throttle opening equal to or less than the predetermined opening after detecting the sliding of the clutch The output of the drive source is restored when the degree or the vehicle speed is higher than the predetermined vehicle speed. A controller for a vehicle, the vehicle having: a driving wheel; a driving source for generating a rotational force; a stepless speed change transmission having an input shaft coupled to the drive source and an output shaft coupled to the drive wheel, wherein a speed ratio between the input shaft and the output shaft is electrically controlled; a vehicle speed detecting system for outputting a vehicle speed signal; wherein based on at least one of a rotational speed of the driving source, a rotational speed of the input shaft, and a rotational speed of the output shaft, and based on The vehicle speed detection system outputs the vehicle speed signal to detect an abnormality in the vehicle speed detecting system. A method for detecting an abnormality in a vehicle, the vehicle having: a drive wheel; a drive source for generating a rotational force; and a stepless shift drive having an input coupled to the drive source a shaft and an output shaft coupled to the drive wheel, wherein a speed ratio between the input shaft and the output shaft is electrically controlled; and a vehicle speed detecting system for outputting a vehicle speed signal; wherein Detecting the vehicle speed detection based on at least one of a rotational speed of the drive source, a rotational speed of the input shaft, and a rotational speed of the output shaft, and based on the vehicle speed signal output from the vehicle speed detecting system One of the systems is abnormal.