WO2006009014A1 - Belt type continuously variable transmission, method of controlling belt type continuously variable transmission, and saddle-riding type vehicle - Google Patents

Abstract

[PROBLEMS] To provide a belt type continuously variable transmission capable of preventing uncomfortableness from imparting to a rider by preventing an engine speed from being rising in starting an engine even if a belt causes aged deterioration. [MEANS FOR SOLVING PROBLEMS] A gear ratio is controlled by controlling, by an electric motor, a sheave target position (2) corresponding to a target gear ratio (1) determined by a throttle opening and a vehicle speed. Based on a deviation (4) between an actual gear ratio (3) and the target gear ratio (1), feedback correction is added to the sheave target position (2), and an actual sheave position (6) is acquired in a specified running. The difference of the actual sheave position from the target sheave position (2) is added, as an offset value (7), to the sheave target position (2) when a vehicle is stopped, and the sheave position is controlled by using that added value as a new sheave target position.

Description

 Specification

 Belt-type continuously variable transmission, control method for belt-type continuously variable transmission, and saddle-ride type vehicle

 Technical field

 The present invention relates to a belt-type continuously variable transmission, a control method for a belt-type continuously variable transmission, and a straddle-type vehicle equipped with a belt-type continuously variable transmission.

 Background art

 In a conventional belt-type continuously variable transmission, a belt is wound between the V-grooves of a primary sheave arranged on a drive shaft and a secondary sheave arranged on a driven shaft, and the sheave position of the primary sheave is set by an electric motor. A configuration that changes the gear ratio by control is generally used.

、て定められた目標変速比に従って、プライマリシーブのシーブ位置を 電動モータで制御することによって行なわれる。 [0003] And, the control of the gear ratio is usually performed by the throttle sensor opening (engine load state),

The sheave position of the primary sheave is controlled by the electric motor in accordance with the target speed ratio determined in advance.

 [0004] However, in the conventional belt-type continuously variable transmission, the belt wound between the primary sheave and the secondary sheave is transmitted to the secondary sheave via the driving force of the engine primary sheave. As a result, when the belt slips, the actual gear ratio may be different from the target gear ratio, resulting in a feeling of strangeness for the rider who is traveling.

[0005] In order to avoid this, a method is known in which a deviation between the target gear ratio and the actual gear ratio is detected, and feedback correction is recorded on the sheave position of the primary sheave V based on this deviation! /

 [0006] For example, Patent Document 1 discloses a technique in which the gear ratio control of a continuously variable transmission is adjusted so that the actual gear ratio matches the target gear ratio, and Patent Document 2 discloses a target drive pulley. A feedback correction technique is described in which a deviation between the rotational speed and the actual drive pulley rotational speed is taken and the shift control valve command value signal is corrected with a signal having a magnitude corresponding to the deviation.

Patent Document 1: Japanese Patent Laid-Open No. 2001-65683 Patent Document 2: JP-A-7-12189

 Disclosure of the invention

 Problems to be solved by the invention

[0007] According to the method of controlling the sheave target position by adding the feedback correction described above, the difference between the target gear ratio and the actual gear ratio is reduced, which is effective in avoiding a sense of discomfort for the rider during traveling.

 [0008] By the way, the belt used in the belt-type continuously variable transmission may be a metal one. A rubber (having flexibility) belt is used to reduce the weight of the entire vehicle. There is a case. However, since this rubber belt is more easily worn than metal, the length of the belt changes over time.

 [0009] FIG. 16 is a diagram showing the change over time in the engine speed when the vehicle starts when the belt undergoes secular change. Here, the solid line shows the target characteristic of the engine speed, and the broken line shows the actual value. As shown in Fig. 16, immediately after the start, the engine speed increases rapidly and the engine blows up, giving the rider a sense of incongruity.

 [0010] However, since this state occurs immediately after the start, the conventional feedback correction cannot avoid the uncomfortable feeling at the start.

 [0011] The present invention has been made in view of the strong point, and even if the belt ages, etc., the belt type that prevents the engine speed from rising when starting and does not give the rider a sense of incongruity The object is to provide a continuously variable transmission.

 Means for solving the problem

 [0012] The belt-type continuously variable transmission of the present invention is a belt-type continuously variable transmission that changes the gear ratio steplessly by controlling the sheave position, and the sheave position corresponds to the target gear ratio. When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on the deviation between the target gear ratio and the actual gear ratio. When the state force is also stopped, the sheave target position and the actual sheave position force obtained during a predetermined travel are added to the obtained offset value force sheave target position.

[0013] In a preferred embodiment, when the vehicle is in a traveling state again, the sheave position is The position is controlled based on the sheave target position to which the offset value is added.

 [0014] In a preferred embodiment, the offset value is obtained from a sheave target position and an actual sheave position acquired when the vehicle starts and is in an accelerating state and reaches a predetermined speed.

 [0015] In a preferred embodiment, the belt-type continuously variable transmission includes a primary sheave arranged on a drive shaft, a secondary sheave arranged on a driven shaft, and a V groove of the primary sheave and the secondary sheave. It consists of a belt wound in between, and the gear ratio is changed by electrically controlling the sheave position of the primary sheave.

 In a preferred embodiment, the vehicle has a centrifugal clutch in a power transmission path, and the offset value is obtained from a sheave target position and an actual sheave position acquired when the centrifugal clutch is connected. .

 [0017] In a preferred embodiment, the secondary sheave includes an operation mechanism that generates a thrust according to a torque difference between the shafts of the secondary sheave and the offset value. It is obtained from the sheave target position and actual sheave position acquired when generating thrust!

 [0018] In a preferred embodiment, the belt-type continuously variable transmission uses a flexible belt.

 [0019] A control method for a belt-type continuously variable transmission according to the present invention is a control method for a belt-type continuously variable transmission in which a gear ratio is changed steplessly by controlling a sheave position. Control is performed based on the sheave target position determined in accordance with the gear ratio, and when the vehicle is running, the sheave position is changed and controlled with a correction value based on the deviation between the target gear ratio and the actual gear ratio. In addition, when the vehicle is in the running state force stop state, the sheave target position and the actual sheave position force obtained during the predetermined running are added to the sheave target position.

 [0020] A straddle-type vehicle of the present invention is a straddle-type vehicle equipped with the belt type continuously variable transmission.

 The invention's effect

[0021] According to the present invention, the sheave based on the aging of the belt and the like in consideration of the feedback correction. By correcting the target position, it is possible to prevent the engine speed from rising when starting.

Brief Description of Drawings

FIG. 1 is a diagram showing a basic configuration of sheave position control in a belt type continuously variable transmission according to the present invention.

 FIG. 2 is a block diagram showing a basic configuration of a belt type continuously variable transmission that performs sheave position control in the present invention.

 FIG. 3 is a flowchart showing a process for acquiring an offset value and adding it to a sheave target position in the present invention.

 FIG. 4 is a graph in which changes in sheave movement amount are plotted against the passage of time as starting power when speed ratio control is performed using an offset value in the present invention.

 FIG. 5 is a graph in which changes in engine speed when the gear ratio control is performed using an offset value according to the present invention are plotted against the elapsed time of the starting power.

 FIG. 6 is a cross-sectional view of a V-belt type automatic transmission for a motorcycle according to an embodiment of the present invention.

FIG. 7 is a cross-sectional view of the engine unit of the motorcycle in the present embodiment.

 FIG. 8 is a diagram showing an overall configuration of a transmission control system for a motorcycle in the present embodiment.

 FIG. 9 is a view showing a stoppage correction control sequence of the transmission control system in the present embodiment.

 [FIG. 10] (a) is a diagram showing the relationship between the sheave position and the engine speed when there is no gear ratio correction control in this embodiment, and (b) is the sheave position and engine when there is gear ratio correction control. It is a figure which shows the relationship of rotation speed.

 FIG. 11 is a diagram showing a traveling correction control sequence of the transmission control system in the present embodiment.

 FIG. 12 is a flowchart showing a vehicle correction coefficient calculation process executed in the shift control apparatus in the present embodiment.

[FIG. 13] Acceleration correction coefficient calculation executed in the speed change control apparatus in the present embodiment It is a flowchart which shows a process.

14] A flowchart showing a correction value calculation process executed in the speed change control apparatus in the present embodiment.

 FIG. 15 is a diagram showing a configuration of a motorcycle equipped with a belt-type automatic transmission according to the present invention.

 FIG. 16 is a diagram showing the change over time in the number of engine revolutions when the vehicle starts when a conventional belt undergoes aging.

[17] This is a graph showing the relationship between sheave position and gear ratio when aging occurs in a conventional belt.

Explanation of symbols

 1 Target gear ratio (M)

 1

 2 Sheave target position (P)

 1

 3 Actual gear ratio (M)

 2

 4 Deviation (δ Μ)

 6 Actual sheave position (Ρ)

 2

 7 Offset value (δ Ρ)

 10 Throttle opening sensor

 11 Vehicle speed sensor

 12 Primary sheave speed sensor

 13 Secondary sheave speed sensor

 15 Target gear ratio setting section

 16 Correction amount setting section

 17 Sheave position controller

 21 engine

 26 Gearbox

 27 Driven shaft

 29 axles

41 Senore motor 55 Belt type automatic transmission

 56 Primary sheave

 58 Secondary sheave

 59 Benoleto

 60, 77 fixed sheave

 61, 78 Movable sheave

 76 Far ', clutch

 86 Spring

 100 belt type continuously variable transmission

 200 Shift control device

 301 Sheave position detector

 302 Secondary sheave speed sensor

 303 Vehicle speed sensor

 304 Primary sheave speed sensor

 401 Shift map calculation processing

 402 Stop correction value

 405 Sheave position calculation process

 408 Sheave movement speed calculation process

 500 motorcycle

 502 front wheel

 505 No.1 unit

 506 Rear wheel

 BEST MODE FOR CARRYING OUT THE INVENTION

 [0024] The rapid increase in the engine speed immediately after the start shown in FIG. 16 is considered to be caused by the following.

FIG. 17 is a graph showing the relationship between the sheave position and the transmission gear ratio. The solid line shows the case where the belt is aged, and the broken line shows the case where the belt is aged. As shown in FIG. 17, when the belt undergoes secular change, a deviation (δΡ) occurs at the sheave position, and this deviation (δΡ ) Steadily moves the sheave position to Low. As a result, the actual gear ratio also deviates (δΜ) from the target gear ratio.

[0026] This shift in gear ratio (δ Μ) can be reduced by conventional feedback correction if the vehicle is running. However, the shift in sheave position due to secular change is also observed when the vehicle stops. Remaining.

 [0027] By the way, in a belt-type continuously variable transmission that controls the sheave position of a primary sheave with an electric motor, the primary sheave is controlled to return to a predetermined stop state when the vehicle stops. When the vehicle is stationary, the aging belt is loose.

 [0028] As a result, when the vehicle starts again with this belt slackened, the engine speed immediately after the start as shown in FIG. It is thought that the phenomenon of rising and blowing up occurred.

 [0029] Based on the knowledge that such a phenomenon of blasting is caused by the aging of the belt, the present inventor has controlled the sheave position so as to quickly reach the target gear ratio even at the time of starting. As a result of studying the direction, the present invention has been conceived.

 FIG. 1 is a diagram showing a basic configuration of sheave position control in the belt type continuously variable transmission 100 of the present invention.

 As shown in FIG. 1, the sheave target position 2 (Ρ) is determined so that the target speed ratio 1 (Μ) determined based on the throttle opening signal and the vehicle speed signal is obtained. The gear ratio is controlled by controlling the position of the primary sheave to the sheave target position (位置) with an electric motor.

 [0032] At this time, the deviation 4 between the actual gear ratio 3 (Μ) obtained based on the primary sheave speed signal (engine speed signal) and the secondary sheave speed signal and the target speed ratio (Ml) (

 2

 Based on δ Μ = Μ — Μ), feedback correction can be added to the sheave target position (Ρ).

 2 1 1

 The

 [0033] On the other hand, the actual sheave position 6 (Ρ) is obtained from the sheave position signal during a predetermined travel, and

 2

 The difference (δ Ρ = Ρ -Ρ) from the target sheave target position 2 (Ρ)

 1 2 1

This is added to the target position (Ρ), and this is set as the new sheave target position 8 (Ρ + δ Ρ). Control.

 [0034] Therefore, the feedback correction is applied to the newly set sheave target position 8 (Ρ1 + δΡ).

 [0035] The offset value set in this way corresponds to the shift of the sheave position accompanying the secular change of the belt, and does not need to be performed in real time during the travel as in the feedback correction, and is taken in once during a predetermined travel. Just do it. This is because the aging of the belt does not change in units of time that fluctuate while the vehicle is running.

 [0036] In the above description, the force that determines the target gear ratio based on the throttle opening signal and the vehicle speed signal, for example, the position signal force of the primary sheave is converted based on a predetermined calculation formula Use gear ratio.

 [0037] Although feedback correction is performed based on the deviation between the target gear ratio and the actual gear ratio, for example, the target primary calculated from the secondary sheave rotation speed signal and the throttle opening signal using the gearshift map is used. Since the rotation speed is equivalent to the target gear ratio, feedback correction performed based on the deviation between the target primary rotation speed and the actual primary rotation speed is performed based on the deviation between the target gear ratio and the actual gear ratio. Is an agreement. In other words, all methods that perform feedback correction based on the deviation between the target value and the actual measurement value using a parameter equivalent to the gear ratio are agreed.

 By the way, the point at which the offset value is acquired is a point. This is because the tension of the belt changes depending on the running state of the vehicle, and even if the belt is taken in a slack state, the deviation cannot be corrected in accordance with the aging of the belt. Also, even if an offset value is added to the sheave target position during driving, no correction is applied when starting, so the offset value is set to the sheave target position when the vehicle is also stopped. It is preferable to add.

 FIG. 2 is a block diagram showing a basic configuration of belt-type continuously variable transmission 100 that performs sheave position control shown in FIG.

[0040] The target gear ratio setting unit 15 sets the target gear ratio (Ml) 1 based on the throttle opening signal detected by the throttle opening sensor (TPS) 10 and the vehicle speed signal detected by the vehicle speed sensor 11. Determine. The correction amount setting unit 16 is obtained based on the primary sheave speed signal detected by the primary sheave speed sensor 12 and the secondary sheave speed signal detected by the secondary sheave speed sensor 13. Between the actual gear ratio (M) and the target gear ratio (M).

 2 1 Calculate the deviation δ Μ. Also, the actual sheave position (Ρ) 6 is obtained from the sheave position signal detected by the sheave position sensor, and the difference (offset value) from the sheave target position (Ρ) at that time

 twenty one

 δΡ is calculated.

 [0042] The sheave position control unit 17 uses the correction amount setting unit 16 for the sheave target position (Ρ) determined so as to obtain the target gear ratio (Μ) set by the target gear ratio setting unit 15. The sheave position is controlled with feedback correction and offset value correction based on the calculated deviation δ 及 び and difference δ Ρ.

 [0043] As described above, the point in time at which the offset value is acquired is not uniformly determined, but a preferred example of acquiring the offset value will be described below.

 [0044] FIG. 3 is a flowchart showing a process from acquisition of an offset value to addition to the sheave target position.

 In FIG. 3, it is determined whether or not the vehicle is in an accelerating state based on the change in the vehicle speed signal (step S101). If the vehicle is in an acceleration state, determine whether the vehicle speed has reached a preset speed V 0 (for example, a low speed of about 1.3 kmZh) (step S102) If it is determined that the vehicle has reached speed VO With the configuration shown in FIG. 1, the sheave target position (P1) at this time and the offset value (δ Ρ = 求 め Ρ) obtained from the actual sheave position (P) are obtained (S

 2 2 1

 Step S103). The acquired offset value is stored in a storage device or the like.

[0046] Next, it is determined whether or not the vehicle has stopped (step S104). If it is determined that the vehicle has stopped, the offset value stored in the storage device or the like is added to the sheave target position (step S105).

[0047] Here, the reason why the vehicle obtains the offset value when the vehicle is accelerating and is traveling at a low speed is that the belt is wound between sheaves in such a state that the belt is most tensioned.

This is the force that is most likely to reflect the deviation of the sheave position accompanying the aging of the belt. [0048] Further, regarding the acquisition of the offset value, it can also be seen from the following viewpoints.

That is, when a centrifugal clutch is provided in the power transmission path of the vehicle, the offset value may be acquired when the centrifugal clutch is connected. This is because when the centrifugal clutch is connected, it is considered that the sheave position is reflected in accordance with the aging of the belt.

 [0050] In addition, when the secondary sheave and an operating mechanism (for example, a torque cam) that generates a thrust according to the torque difference between the shafts of the secondary sheave, the operating mechanism operates to generate a thrust. You can get the offset value when you! When the thrust of the actuating mechanism is generated! /, It is the force that is considered to reflect the deviation of the sheave position accompanying the aging of the belt.

 FIG. 4 is a graph in which changes in the sheave movement amount when the gear ratio control is performed using the offset value are plotted against the passage of time from the departure. The solid line shows the case where the offset value is corrected, and the broken line shows the case where the offset value is not corrected.

 [0052] As shown in FIG. 4, the sheave movement amount while the vehicle is stopped moves by the amount of the offset value acquired during the travel before stopping. Since the sheave position is maintained at the offset position from the acceleration state after the start until it exceeds a preset speed VO, a phenomenon in which the engine speed increases can be avoided.

 [0053] FIG. 5 is a graph plotting changes in the engine speed with respect to the time course of the starting power when the gear ratio control is performed using the offset value. The solid line shows the target engine speed, the broken line shows the case where there is no correction by the offset value, and the alternate long and short dash line shows the case where the correction is made by the offset value.

 [0054] As shown in FIG. 5, the increase in engine speed that occurred when there was no correction by the offset value was eliminated when correction by the offset value was performed. The feeling of strangeness can be eliminated.

 The basic configuration of the belt type continuously variable transmission according to the present invention has been described above. The specific configuration and operation of the belt type continuously variable transmission will be described below with reference to FIGS. The details will be described with reference to.

First, referring to FIG. 6 and FIG. 7, the V-belt type automatic transmission and engine of the motorcycle are referred to. The structure of the knit will be described. In FIG. 7, a forced air-cooled four-cycle engine 21 and a transmission case 23 extending rearward from the left side of the crankcase 22 of the engine 21 are provided.

 [0057] A transmission chamber 26 is formed on the left side surface of the transmission case 23. One end of the crankshaft 24 is introduced at the front end of the transmission chamber 26, and the crankshaft 24 is disposed at the rear of the transmission chamber 26. A driven shaft 27 parallel to the rear wheel and an axle 29 of a rear wheel (not shown) are supported.

 In FIG. 6, a sleeve 48 is spline-engaged with the outer periphery of the crankshaft 24 that penetrates the clutch chamber 34. The sleeve 48 is rotatably supported by the housing 33 via a bearing 49. A one-way clutch 50 is attached to the outer periphery of the sleeve 48. The one-way clutch 50 is for allowing the power on the side of the cell motor 41 to transmit power to the crankshaft 24 and is accommodated in the clutch chamber 34.

 On the other hand, a V-belt type automatic transmission 55 in which the crankshaft 24 and the driven shaft 27 are interlocked is accommodated in the transmission chamber 26. As shown in FIG. 6, a primary sheave 56 that rotates together with a crankshaft 24 as a rotating shaft, a secondary sheave 58 attached to the outer periphery of the driven shaft 27 via a centrifugal clutch 57, and both sheaves 56 , 58 with V benoret 59 wrapped around!

 [0060] The primary sheave 56 includes a fixed sheave 60 fixed to one end of the crankshaft 24, a fixed sheave 60 fixed to one end of the crankshaft 24, and a movable movable in the axial direction of the crankshaft 24. Consists of Sieve 61 and The opposed surfaces of the fixed sheave 60 and the movable sheave 61 are conical surfaces inclined in opposite directions, and a V-shaped belt groove 56a around which the V-belt 59 is wound is formed between the conical surfaces. Has been.

 In FIG. 6, the movable sheave 61 has a cylindrical boss portion 62 through which the crankshaft 24 passes, and a cylindrical slider 63 is fixed inside the boss portion 62. The movable sheave 61 integrated with the slider 63 is movable in the axial direction of the crankshaft 24, so that the groove width of the belt groove 56a of the primary sheave 56 changes!

The secondary sheave 58 includes a fixed sheave 77 connected to the driven shaft 27 via a centrifugal clutch 76, and a movable sheave 78 movable in the axial direction of the driven shaft 27. . The opposed surfaces of the fixed sheave 77 and the movable sheave 78 are circles inclined in the opposite direction. A conical surface is formed, and a V-shaped belt groove 58a around which the V-belt 59 is wound is formed between the conical surfaces.

 [0063] The centrifugal clutch 76 interposed between the fixed sheave 77 and the driven shaft 27 includes a centrifugal plate 81 that rotates integrally with the guide 79 of the fixed sheave 77, and a distal weight 82 supported by the centrifugal plate 81. And a clutch housing 83 in which the centrifugal weight 82 is detachably contacted. The clutch housing 83 is fixed to one end of the driven shaft 27.

 [0064] Therefore, when the number of rotations of the centrifugal plate 81 that rotates integrally with the fixed sheave 77 reaches a predetermined value, the centrifugal weight 82 moves outward due to the centrifugal force and contacts the clutch housing 83, thereby fixing the fixed sheave 77. Is transmitted to the driven shaft 27.

 [0065] The movable sheave 78 is urged by a spring 86 in a direction that reduces the groove width of the belt groove 58a. For this reason, when the groove width of the belt groove 56a of the primary sheave 56 is reduced, the V-belt 59 is pulled radially inward on the side of the secondary sheave 58. As a result, the belt groove 58a is moved in the direction of widening, and the winding diameter of the V-belt 59 around the secondary sheave 58 is reduced.

 [0066] In addition, the cell motor 41 for starting the engine is configured by a motor capable of forward and reverse rotation, and during engine operation, the movable sheave 61 of the primary sheave 56 is moved in the axial direction of the crank shaft 24 by the cell motor 41. Reciprocated. The cell motor 41 controls the moving distance and moving direction of the movable sheave 61 of the primary sheave 56 based on a signal output from the shift control device 200.

 Next, FIG. 8 shows the overall configuration of the transmission control system including the transmission control device 200 of FIG. In FIG. 8, the same components as those shown in FIGS. 6 and 7 are denoted by the same reference numerals, and the description of the components is omitted.

 [0068] In FIG. 8, the transmission control system includes a transmission control device 200 having a self-holding circuit 201, a sheave position detection device 301, a secondary sheave rotation speed sensor 302, a vehicle speed sensor 303, and a primary sheave rotation. It consists mainly of a number sensor 304.

[0069] Sheave position detection device 301 is composed of a potentiometer, detects the position of primary sheave 56, and outputs a sheave position detection signal to transmission control device 200. Secondary sheave speed sensor 302 detects the speed of the secondary sheave 58 and outputs the sheave speed signal. Output to the shift control device 200. The vehicle speed sensor 303 detects the rotational speed of the rear wheel 220 and outputs a vehicle speed signal to the transmission control device 200 based on this rotational speed. Primary sheave rotation speed sensor 304 detects the rotation speed of primary sheave 56 and outputs a sheave rotation speed signal to speed change control device 200.

[0070] When a handle switch provided on the handle is operated by the driver, a handle SW signal output from the handle switch is input to the shift control device 200.

Further, a throttle opening signal output from a throttle opening sensor that detects a throttle opening of a throttle valve provided in the intake passage of the engine 21 is input to the transmission control device 200.

 [0072] Shift control device 200 includes a throttle opening signal to which a throttle opening sensor force is also input, a sheave rotation speed signal input from secondary sheave rotation speed sensor 302, a vehicle speed signal input from vehicle speed sensor 303, Based on the sheave position signal input from the sheave position detection device 301 and the sheave rotation speed signal input from the primary sheave rotation speed sensor 304, the sheave of the primary sheave 56 of the V-belt type automatic transmission 55 is determined. The shift control process for controlling the position is executed.

 [0073] The self-holding circuit 201 also has a non-volatile memory power, and holds a stoppage correction value (offset value), a belt correction value, a vehicle correction coefficient, a belt correction coefficient, and the like, which will be described later.

 Next, the control sequence of the shift control process at the time of start executed in shift control apparatus 200 will be described with reference to FIG. The control sequence in Fig. 9 shows the case where the sheave position correction process is performed when the motorcycle is stopped and transmitted.

 In FIG. 9, first, a shift map calculation process 401 is executed. This shift map calculation processing 401 calculates the sheave target position of the primary sheave 56 of the V-belt type automatic transmission 55 using the vehicle speed and the throttle opening as parameters. Next, a correction value is obtained by executing a multiplication process 403 that multiplies the stop-time correction value 402 stored in advance in the self-holding circuit 201 by a constant Kr.

The stop-time correction value (offset value) 402 includes the wear of the primary sheave 56 of the V-belt type automatic transmission 55, the wear of the secondary sheave 58, and the wear and hardening of the V-belt 59. This is a correction value set in consideration of the change in sheave position of primary sheave 56 when the vehicle stops due to yearly changes.

 Next, a calculation process 404 for subtracting the correction value from the sheave target position is executed to obtain a corrected sheave target position. Next, sheave position calculation processing 405 for calculating the sheave position of the primary sheave 56 based on the sheave position signal (potential value) input from the sheave position detection device 301 is executed.

 Next, a calculation process 406 for subtracting the calculated sheave position from the corrected sheave target position is executed to obtain the sheave target movement amount. Next, a multiplication process 407 for multiplying the sheave target movement amount by a constant Kp is executed. Next, based on the change per unit time of the sheave position signal (potential value) input from the sheave position detection device 301, sheave movement speed calculation processing 408 is performed to calculate the sheave movement speed, and this sheave movement is performed. A multiplication process 409 for multiplying the speed by the constant Kc is executed.

 Next, the sheave target movement amount force multiplied by the constant Kp is also subjected to arithmetic processing 410 for subtracting the sheave movement speed multiplied by the constant Kc to correct the sheave target movement amount. Then, a multiplication process 411 for multiplying the corrected sheave target movement amount by a constant Kv is executed, and a sheave control output (PWM output) is output to the cell motor 41.

 [0080] As described above, when the speed change ratio is corrected by correcting the sheave position during acceleration at the time of acceleration using the stop correction value (offset value), FIG. This will be described with reference to (a) and (b).

 [0081] FIG. 10 (a) shows a change in the sheave position of the field (solid line) and the engine speed (broken line) over time when the gear ratio correction control is not performed without using the correction value at the time of stopping. FIG. In this case, since the engine speed immediately after the start when the speed ratio rises slowly increases and the engine speeds up, the driver feels uncomfortable.

 [0082] On the other hand, FIG. 10 (b) shows the change in the sheave position (solid line) and engine speed (dashed line) over time when the gear ratio correction control is performed using the correction value at the time of stopping. FIG. In this case, the sheave position when the vehicle is stopped is at the position where the force is initially offset by the correction value when the vehicle is stopped, and the speed V (for example, 1.3 k) set in advance from the acceleration state immediately after starting.

 0

m / h), the position where the sheave position is offset by the correction value at the time of stopping is maintained. Therefore, the phenomenon that the engine speed increases can be improved, and the driver does not feel uncomfortable.

 [0083] If the vehicle speed exceeds a preset speed V (eg, 1.3 kmZh),

 0

 Since the correction value is calculated using the correction value, the sheave position during traveling can be corrected as appropriate, and the phenomenon that the gear ratio moves to the low side during traveling and the engine speed increases can be improved. it can.

 Next, the control sequence of the shift control process at the time of traveling executed in the shift control apparatus 200 will be described with reference to FIG. The control sequence in Fig. 11 shows the case where the sheave position correction process is performed while the motorcycle is running.

 In FIG. 11, first, a shift map calculation process 1001 similar to that shown in FIG. 9 is executed to obtain the sheave target position. Next, an actual gear ratio calculation process for calculating an actual gear ratio based on the sheave rotation speed signal input from the primary sheave speed sensor 304 and the secondary sheave speed signal input from the secondary sheave speed sensor 302 1002 Execute.

 [0086] Next, sheave position calculation processing 1003 is performed to calculate the sheave position of the primary sheave 56 based on the sheave position signal input from the sheave position detection device 301, and the sheave position is converted to a gear ratio (target gear ratio). ) Is executed.

 Next, a calculation process 1005 for subtracting the actual speed ratio from the speed ratio (target speed ratio) is executed to obtain a difference speed ratio, and a multiplication process 1006 for multiplying the difference speed ratio by a constant Kr is performed. Run to find the correction value.

 Next, a calculation process 1007 for subtracting the correction value from the sheave target position is executed to obtain a correction sheave target position, and a calculation process 1008 for subtracting the correction sheave target position force and the sheave position is executed. Thus, a sheave target movement amount is obtained, and a multiplication process 1009 for multiplying the sheave target movement amount by a constant Kp is executed.

Next, a sheave movement speed calculation process 1010 for calculating a sheave movement speed based on a change per unit time of a sheave position signal (potential value) input from the sheave position detection device 301 is executed. Executes multiplication processing 1011 that multiplies the sheave movement speed by a constant Kc. [0090] Next, the sheave target movement amount force multiplied by the constant Kp is also subjected to arithmetic processing 1012 for subtracting the sheave movement speed multiplied by the constant Kc to correct the sheave target movement amount. Then, a multiplication process 1013 for multiplying the corrected sheave target movement amount by a constant Kv is executed, and a sheave control output (PWM output) is output to the cell motor 41.

 [0091] Through the above control sequence, the sheave target position obtained by the conversion map calculation is corrected by the correction value obtained from the actual transmission ratio during travel and the actual sheave position, and the sheave target movement amount by the corrected sheave target position. The deviation of the sheave position of the primary sheave 56 while traveling is corrected.

 [0092] Note that the cause of the deviation in the sheave position of the primary sheave 56 during traveling is not due to the secular change of each part of the V-belt type automatic transmission 55, but the V-belt type automatic at the time of motorcycle production. This also occurs due to variations in assembling the transmission 55.

 [0093] In order to cope with individual differences due to variations during production, a process for obtaining a vehicle correction coefficient for correcting the shift of the sheave position at the first start of the motorcycle will be described with reference to the flowchart shown in FIG. . It is assumed that this vehicle correction coefficient is held in self-holding circuit 201.

 In FIG. 12, the shift control device 200 determines whether the vehicle correction coefficient of the vehicle is undetermined or not based on whether or not the vehicle correction coefficient is held in the self-holding circuit 201 at the first start. (Step S 1101). If it is determined that the vehicle correction coefficient is undetermined, it is determined whether or not the acceleration is an increasing force based on the change in the vehicle speed signal input from the vehicle speed sensor 303 (step S 1102).

 If it is determined that the acceleration is increasing, the process proceeds to step S 1103 to determine whether the speed has reached a preset speed V (eg, 1.3 kmZh). Speed is fast

 0

 If it is determined that the degree V has been reached, the vehicle correction coefficient is held in the self-holding circuit 201,

0

 Set the correction value for the current speed V (step S1104).

 0

 [0096] Also, if the vehicle correction coefficient has already been set in step S1101, it is determined in step S1102 that the acceleration is not increasing! If it is determined that the speed has not reached the speed V, that is, the vehicle is stopped or the vehicle speed is the speed

 0

For low speeds that have not reached V, the correction value setting is not changed and step S1101 Return to processing.

 [0097] Therefore, it is possible to retain a vehicle correction coefficient that takes into account the steady sheave position deviation due to individual differences in the motorcycle and use it for calculating the correction value. Also, the motorcycle was in an accelerated state at the first start, and the vehicle speed reached the preset speed V.

 0

 In this case, the vehicle correction coefficient is set as a correction value, and it becomes possible to correct the shift of the sheave position caused by individual differences.

[0098] Next, in order to cope with a case where a deviation occurs in the sheave position of the primary sheave 56 due to the secular change of the V belt 59, a belt correction coefficient indicating the deviation amount is stored in the self-holding circuit 201 and corrected. The case of using the value calculation will be described with reference to the flowchart shown in FIG.

 In FIG. 13, the shift control device 200 determines whether or not the acceleration is an increasing force based on the change in the vehicle speed signal input from the vehicle speed sensor 303 (step S1201). If it is determined that the acceleration is increasing, the process proceeds to step S1202, and it is determined whether or not the speed has reached a preset speed V (eg, 1.3 kmZh). Speed has reached speed V

0 0

 Is determined, the belt correction coefficient stored in the self-holding circuit 201 is set to the current speed V

 Set as a correction value of 0 (step S1203).

[0100] If it is determined in step S1201 that the acceleration is not increasing, if it is determined in step S1202 that the speed has not reached the speed V, that is, if the vehicle is stopped,

 0

 If the vehicle speed is low and does not reach V, the correction value setting is not changed and the

 0

 Return to step S1201.

 [0101] Therefore, according to the above processing, the belt correction coefficient is measured and stored in a certain acceleration (speed) state, and a correction value for correcting the sheave target position is calculated based on the belt correction coefficient. By calculating, it is not necessary to always calculate a correction value during acceleration.

 As a result, the shift of the sheave position of the primary sheave 56 due to aging of the V-belt 59 can be corrected while reducing the processing load of the speed change control device 200, and the gear ratio becomes low during traveling. This can improve the engine speed.

Next, a case where the correction value is calculated using the stop correction value, the vehicle correction coefficient, and the belt correction coefficient will be described with reference to the flowchart shown in FIG. In FIG. 14, the shift control device 200 determines whether the vehicle speed exceeds a preset speed V (eg, 1.3 kmZh) based on the vehicle speed signal input from the vehicle speed sensor 303.

 0

 (Step S1301). If it is determined that the vehicle speed exceeds the speed V,

 0

 A correction value is calculated based on the vehicle correction coefficient held in the holding circuit 201 (step S1302). Next, a correction value is calculated based on the belt correction coefficient held in the self-holding circuit 201 (step S1303).

[0105] If it is determined in step S1301 that the vehicle speed does not exceed the speed V,

 0

 The stopping correction value held in the self-holding circuit 201 is set as a correction value (step S1034).

 [0106] As described above, consideration is given to the stopping correction value considering the secular change of the members constituting the V-belt type automatic transmission 55, the vehicle correction coefficient considering the individual difference of the vehicle, and the secular change of the belt. Using the corrected belt correction coefficient, the sheave position is corrected until the power reaches a predetermined speed by accelerating when starting, the sheave position is corrected until the power reaches the predetermined speed by acceleration at the first start, It is possible to adjust the sheave position so that the target gear ratio is always obtained by appropriately correcting the sheave position during acceleration.

 [0107] Further, according to the control sequence during traveling, the following control mode can be realized.

 [0108] (1) When starting, the stored correction value is used to correct the shift of the sheave position. After the vehicle speed exceeds a certain value, the comparison result between the target gear ratio and the actual gear ratio Based on the feedback control.

 [0109] (2) Further, at the time of start, the target gear ratio is corrected, and after the vehicle speed exceeds a certain value, it is possible to perform feedforward control and feedback control with the stored correction value. . Thus, the gear ratio can be quickly controlled by performing the feedforward control in advance.

 [0110] (3) Furthermore, after the vehicle speed exceeds a certain value, it is also possible to perform control to move to a position obtained by adding the correction value stored in the sheave position based on the target gear ratio. As a result, since feedback control is not performed, the gear ratio can be quickly controlled.

FIG. 15 shows a belt-type continuously variable transmission 100 according to the present invention mounted on a motorcycle 500. An example is shown. As shown in FIG. 15, a front fork 501 is pivotally supported by a head pipe of a vehicle body frame, a front wheel 502 is disposed at the lower end of the front fork 501, and a steering handle 503 is disposed at the upper end. Also, below the seat 504, a power unit 505 composed of the belt-type continuously variable transmission 100 of the present invention, an electric motor that controls the groove width of the primary sheave of the continuously variable transmission, an engine, and the like swings up and down. A rear wheel 506 is disposed at the rear end of the power unit 505.

[0112] Although the present invention has been described with reference to the preferred embodiments, such description is not a limitation, and various modifications are possible. The motorcycle in the above embodiment means a motorcycle, and includes a motorbike and a starter, and specifically refers to a vehicle that can turn by tilting the vehicle body. Therefore, even if at least one of the front wheels and the rear wheels is two or more and the number of tires is counted as a tricycle / four-wheel vehicle (or more), it can be included in the “motorcycle”.

 The present invention exerts the excellent effects as described above. However, when applied to an actual saddle-type vehicle, the present invention is not limited to the specific aspects of the present invention under a comprehensive viewpoint including other requirements. Consideration is made.

 Industrial applicability

[0113] The belt-type continuously variable transmission according to the present invention prevents the rider from blowing up the engine speed even when the belt changes with age, and does not give the rider a sense of incongruity. Machine can be provided.

Claims

The scope of the claims  [1] A belt-type continuously variable transmission that changes the gear ratio steplessly by controlling the sheave position,  The sheave position is controlled based on a sheave target position determined in accordance with a target gear ratio,  When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on a deviation between the target gear ratio and the actual gear ratio,  When the vehicle is in a stopped state, the sheave target position and the actual sheave position force acquired during a predetermined run are added to the sheave target position. Step transmission.  [2] The sheave position according to claim 1, wherein when the vehicle is in a running state again, the sheave position is controlled based on a sheave target position to which the offset value is added. Belt type continuously variable transmission.  [3] According to claim 1, wherein the offset value is obtained from the sheave target position and the actual sheave position force acquired when the vehicle starts and is in an accelerating state and reaches a predetermined speed. The belt type continuously variable transmission described. [4] The belt type continuously variable transmission includes a primary sheave disposed on a drive shaft, a secondary sheave disposed on a driven shaft, and a belt wound between V grooves of the primary sheave and the secondary sheave. Consists of  The belt-type continuously variable transmission according to claim 1, wherein the gear ratio is changed by electrically controlling a sheave position of the primary sheave. [5] A centrifugal clutch is provided in the power transmission path of the vehicle,  2. The belt type continuously variable transmission according to claim 1, wherein the offset value is also obtained from a sheave target position and an actual sheave position force acquired when the centrifugal clutch is engaged.  [6] The secondary sheave and an operating mechanism that generates a thrust according to a torque difference between the shafts of the secondary sheave, The offset value is obtained when the operating mechanism is operating and generating the thrust. The belt-type continuously variable transmission according to claim 4, wherein the sheave target position and the actual sheave position force are obtained. 7. The belt-type continuously variable transmission according to claim 1, wherein the belt-type continuously variable transmission uses a flexible belt. [8] A method for controlling a belt-type continuously variable transmission that changes a gear ratio steplessly by controlling a sheave position,  The sheave position is controlled based on a sheave target position determined in accordance with a target gear ratio,  When the vehicle is in a running state, the sheave position is changed and controlled with a correction value based on a deviation between the target gear ratio and the actual gear ratio,  A belt-type continuously variable, wherein when the vehicle is in a stopped state, the sheave target position and the actual sheave position force obtained during predetermined travel are added to the sheave target position. Transmission control method. [9] A straddle-type vehicle equipped with the belt-type continuously variable transmission according to any one of claims 1 to 7.