JPS62175228A - Control device for vehicle stepless speed change gear - Google Patents

Abstract

PURPOSE:To enable a stepless speed change gear to start an internal combustion engine and a vehicle at a suitable gear position so that the freedom of manipulation may be enhanced, in a control device for changing the gear ratio of the speed change gear in accordance with the running condition of the vehicle, by providing a forced control means for forcedly changing the gear ratio. CONSTITUTION:An actual gear ratio computing means 4 receives signals from a vehicle speed detecting means 1 and an engine rotational speed detecting means 2, and computes an actual gear ratio. Further, an instructed gear ratio computing means 5 receives signals from a vehicle speed detecting means 1 and a throttle opening degree detecting means 3, and computes an optimum instructed gear ratio. A gear ratio control means 6 delivers the instructed gear ratio to a speed change gear drive mean 7 to compensate the actual gear ratio which therefore coincides with the instructed gear ratio. Further, a signal from a forced control mean is delivered to the speed change gear drive means 7 which is therefore actuated forcedly. Thereby, it is possible to start an internal combustion engine and a vehicle at a suitable gear position, and therefore the freedom of manipulation may be enhanced.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a continuously variable transmission that controls a gear ratio according to running conditions.

(Prior Art) For example, some vehicles such as motorcycles are equipped with a continuously variable transmission that changes the gear ratio steplessly.

This continuously variable transmission responds to widely varying driving conditions.
The gear ratio is set based on heavy speed information, engine speed information, and throttle opening information, enabling efficient operation of the internal combustion engine.

(Problem to be Solved by the Invention) With such a control device for a continuously variable transmission, for example, when the vehicle is stopped, the shift position of the continuously variable transmission may not stop at a predetermined position. , preventing a smooth start. Additionally, if the automatic clutch is placed after the transmission, there is a risk that the internal combustion engine will not be able to start smoothly, and the driver may wish to start at a different shift position from the preset shift position. .

This invention has been made against the background of the above circumstances, and provides a continuously variable transmission for a vehicle that can smoothly start the vehicle and can also start the vehicle at a shift position that corresponds to the driver's request. The purpose is to provide a control device.

(Means for Solving the Problems) This invention aims to solve the above-mentioned problems by: 1. A control device for a continuously variable transmission for a vehicle that controls a transmission according to driving conditions and changes a gear ratio according to running conditions, characterized by comprising a forced control means for forcibly changing the gear ratio.

(Operation) In this invention, when the gear ratio that is automatically set when the vehicle starts is not at a predetermined position, or when the driver wants to set the gear shift position at the driver's request, the first stage of forced control is operated. to force it into a predetermined position. As a result, the internal combustion engine is always started and started at the appropriate shift position, and
It becomes possible to start the vehicle according to the driver's request.

(Example) Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

FIG. 1 is a block diagram showing the basic configuration of the present invention.

In the figure, reference numeral 1 is a speed detection device that detects the running speed of the vehicle, 2 is an engine rotation speed detection means that detects the rotation speed of the internal combustion engine, and 3 is a throttle opening detection means that detects the throttle opening of the internal combustion engine. It is a means.

The heavy speed information obtained by the tonne speed detection stage 1 and the rotation speed information obtained by the engine rotation speed detection means 2 are used in the actual gear ratio calculation 1.
The actual gear ratio calculation stage 4 calculates the actual gear ratio based on this information.

In addition, the heavy speed information obtained by the heavy speed detection stage 1 1 and the throttle opening information obtained by the throttle opening detection means 3 are manually inputted to the command speed ratio calculation means 5, and the command speed ratio calculation means 5 optimizes the The commanded gear ratio is calculated. Gear ratio control 1 stage 6
Now, while transmitting the command gear ratio to the transmission drive first stage 7,
A control signal is output for correcting the resulting actual gear ratio to match the commanded gear ratio. The transmission drive first stage 7 controls the gear ratio of the continuously variable transmission based on this control signal.

A forced operation signal is manually applied to the transmission drive means 7 from the forced control first stage 8 while starting the engine starter motor.

The transmission drive means 7 is actuated by this forced operation signal, and can move the gear ratio to a predetermined position on the top side or the low side.

In this way, the first gear drive gear 7 is forcibly driven without depending on the gear ratio set by the gear ratio control means 6. Therefore, for example, if the transmission stops at a position other than the low side, it can be moved to a predetermined position on the low side, and even if the centrifugal automatic clutch is disposed at the rear of the transmission, The internal combustion engine can be started.

Furthermore, the driver can set the gear shift position to a position of his/her preference and start the vehicle.

Figures 2 and 3 show the application of this invention to motorcycles.
FIG. 3 is a schematic diagram of a more specific embodiment.

In the figure, reference numeral 10 denotes an internal combustion engine mounted in the wheels of a motor vehicle. A throttle valve (not shown) is disposed in the intake system of this internal combustion engine 10, and the amount of air-fuel mixture supplied is controlled by the opening degree of this throttle valve. . The throttle opening detection means 4 detects this throttle opening and detects the throttle opening in the internal combustion engine 1.
The amount of air-fuel mixture supplied to the engine is detected.

The engine case 11 of the internal combustion engine 10 includes a piston 12.
A crankshaft 13 driven by is rotatably supported. A toroidal continuously variable transmission 14 is connected to one end of the crank IN113. The engine rotational speed detection means 2 detects the rotational speed of the internal combustion engine from the rotational speed of the crankshaft 13.

A housing 15 of the toroidal continuously variable transmission 14 is attached to the engine case 11, and a human power shaft 16 is rotatably supported between the housing 15 and the engine case 11.

A cam plate 17 is rotatably disposed on this human-powered shaft 16, and power is transmitted to a human-powered disk 19 via rollers 18. The human power disk 19 is loosely coupled to the human power shaft 16,
The output disk 20 is arranged opposite to this manual disk 19. A power roller 21 is disposed between the rotating curved surfaces 1919a and 20a of the human-powered disk 19 and the output disk 20. Power from the human power disk 19 is transmitted to the output tisf 20 via this power roller 21 by friction. The power rollers 21 are rotatably supported by trunnions 22, respectively.

As shown in FIG. 3, a transmission drive means 7 is disposed above the trunnion 22. As shown in FIG. The link mechanism 23 is operated by the rotation shaft 24 and drives the trunnion 22. This rotating shaft 24 is rotated by a drive motor 25, and this rotation 1f
When the trunnion 22 is moved a small amount in the axial direction by the rotation of the qlI 24, a well-known automatic transmission action occurs, and a desired transmission ratio can be obtained.

An output gear 26 is provided on the shaft of the output disk 20,
This output gear 26 meshes with a gear 28 of a connecting shaft 27. A pulley 29 provided at the other end of the connecting shaft 27 is connected via a belt 30 to a pulley 32 of a drive shaft 31 on the rear wheel side.

This drive shaft 31 is driven via a centrifugal clutch 33,
A rear wheel 35 is driven via a gear 34.

Next, the operation of this embodiment will be explained.

When the heavy vehicle stops, the shift position of the toroidal continuously variable transmission 14 may not stop at a predetermined position on the low side. When the internal combustion engine 10 is started in this state, since the centrifugal clutch 33 is arranged after the toroidal continuously variable transmission 14, the load on the toroidal continuously variable transmission 14 is large, making it difficult to start it smoothly. .

In such a case, while operating the engine starter motor, the transmission drive means 7 is forcibly operated by the forced control means 8, that is, the drive motor 25 is driven clockwise or counterclockwise, and the toroidal type The gear ratio of the continuously variable transmission 14 is moved to a predetermined position on the low side. As a result, the load on the toroidal continuously variable transmission 14 is reduced, and the internal combustion engine 1
0 can be started smoothly.

Furthermore, if the driver wishes to start at a different shift position from the preset shift position, the driver operates the transmission driving means 7 using the forced control means 8 to move the shift position to the low side or the top side. The ability to take off increases the degree of freedom of operation.

Although the above embodiment has been described with respect to a motorcycle, it can be similarly applied to a three-wheeled motor vehicle, a four-wheeled motor vehicle, and the like. Also,
In this example, the centrifugal clutch is placed in the rear stage of the continuously variable automatic transmission, but it can be similarly applied to a configuration in which the centrifugal clutch is placed in the front stage of the automatic transmission, and the vehicle can be started smoothly in this case as well. .

(Effects of the Invention) As described above, since this invention is provided with a forced control means for forcibly changing the gear ratio, the gear shift position can be forcibly set by operating the forced control means, and the gear ratio can be forcibly set. In addition to being able to start the internal combustion engine and start the vehicle, it is also possible to start the vehicle according to the driver's request, increasing the degree of freedom of operation.

[Brief explanation of drawings]

Fig. 1 is a block diagram showing the basic configuration of this invention; Fig. 28
The figure is a schematic view of the invention applied to a motorcycle, and FIG. 3 is a plan view of a transmission drive means. 1...Vehicle speed detection means 2...Engine rotation speed detection means 3...Throttle opening degree detection means 3...Engine rotation speed detection means 4...Actual gear ratio calculation means 5...Command gear ratio Calculating means 6 ... Gear ratio control means 7 ... Transmission drive means 8 ... Forced control means Procedure amendment October 3, 1985 1 Indication of incident Patent application No. 017405 of 1988 2 Invention Name Control device for continuously variable transmission for vehicles 3 Relationship to the case of the person making the amendment Patent applicant address 2500 Shingai, Iwata City, Shizuoka Prefecture Name (AO7) Yamaha Motor Co., Ltd. 4 Agent address 1
51 Address 2-23-1-6 Yoyogi, Shibuya-ku, Tokyo Subject of amendment
1) "Throttle opening detection means 4" on page 5, line 13 of the specification is corrected to "throttle opening detection means 3." (2) In the same book, page 6, lines 7 and 8, "-can be rested" is corrected to "can be rotated integrally." (3) "Rotated surface 1" in page 6, lines 12 and 13 of the same book.
919a, 20a" is corrected to "rotation curved surface 19a. 20a." (4) "Trunion 22" on page 7, lines 3 and 4 of the same book.
"is" and "trunnion 22" is corrected. (5) Delete "r3--engine rotational speed detection means" on page 9, line 17 of the same book. that's all

Claims (1)

[Claims] In a control device for a continuously variable transmission for a vehicle, which controls the transmission according to driving conditions and changes the gear ratio according to driving conditions,
A control device for a continuously variable transmission for a vehicle, comprising a forced control means for forcibly changing the gear ratio.