JPH04131558A - Continuously variable transmission for vehicle - Google Patents
Continuously variable transmission for vehicleInfo
- Publication number
- JPH04131558A JPH04131558A JP24884190A JP24884190A JPH04131558A JP H04131558 A JPH04131558 A JP H04131558A JP 24884190 A JP24884190 A JP 24884190A JP 24884190 A JP24884190 A JP 24884190A JP H04131558 A JPH04131558 A JP H04131558A
- Authority
- JP
- Japan
- Prior art keywords
- speed
- continuously variable
- variable transmission
- vehicle
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 41
- 238000001514 detection method Methods 0.000 claims description 5
- 230000001133 acceleration Effects 0.000 abstract description 7
- 239000007858 starting material Substances 0.000 description 5
- 238000004804 winding Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- SKBLJQADGZYMKA-UHFFFAOYSA-N OPOP Chemical compound OPOP SKBLJQADGZYMKA-UHFFFAOYSA-N 0.000 description 1
- 208000028292 transient congenital hypothyroidism Diseases 0.000 description 1
- 230000002747 voluntary effect Effects 0.000 description 1
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- Transmissions By Endless Flexible Members (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、車両用無段変速機に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a continuously variable transmission for a vehicle.
（従来の技術）
例えば、スクータ型自動二輪車にＶベルト式の自動無段
変速機を採用することか行なわれているが、この自動無
段変速機では車速とエンジン回転数（アクセル開度）か
検知され、この車速とエンジン回転数に対して予め入力
されたプログラムに基づいて変速比がライダーの意志と
は無関係に一義的に決められるため、ライダーの運転操
作か容易であるというメリットが得られる。(Prior art) For example, V-belt type automatic continuously variable transmissions are being used in scooter-type motorcycles, but in this automatic continuously variable transmission, the speed and engine speed (accelerator opening) The gear ratio is determined based on a pre-input program based on the detected vehicle speed and engine speed, regardless of the rider's intention, which has the advantage of making it easier for the rider to operate the vehicle. .
（発明か解決しようとする課題）
ところか、上記自動無段変速機を採用する車両（オート
マチック車）にあっては、所謂エンジンブレーキをドラ
イビングに活かすことかてきないばかりか、手動変速機
を採用する車両（マニュアル車）のような予めのシフト
ダウンかできず、加速かもたつくという不具合があるこ
とは周知である。(Problem to be solved by the invention) However, in vehicles that use the above-mentioned automatic continuously variable transmission (automatic cars), not only is it not possible to utilize so-called engine braking for driving, but a manual transmission is also used. It is well known that there is a problem in that it is not possible to downshift in advance like a manual car (manual car), and acceleration is slow.
本発明は上記問題に鑑みてなされたものて、その目的と
する処は、自動無段変速機の利点を活かしながら、ドラ
イバーの意志によって任意の変速比を随意に連続的に得
ることかてき、エンジンブレーキのドライビングへの活
用、予めのシフトダウンを可能とし、加速のもたつきを
解消することかできる車両用無段変速機を提供すること
にある。The present invention has been made in view of the above problems, and its purpose is to continuously obtain any gear ratio according to the driver's will while taking advantage of the advantages of an automatic continuously variable transmission. To provide a continuously variable transmission for a vehicle that can utilize engine braking for driving, enable downshifting in advance, and eliminate sluggish acceleration.
（課題を解決するための手段）
上記目的を達成すべく本発明は、車両の運転状態を検知
する検知手段と、車両の走行速度を無段階に変える無段
変速手段と、該無段変速手段を制御する制御手段を含ん
で構成される車両用無段変速機において、前記制御手段
を、車速及びエンジン回転数以外にドライバーの意志を
表わす制御パラメータに基づいて前記無段変速手段を制
御するものとしたことをその特徴とする。(Means for Solving the Problems) In order to achieve the above object, the present invention provides a detection means for detecting the driving state of a vehicle, a continuously variable transmission means for steplessly changing the running speed of the vehicle, and a stepless transmission means for continuously changing the running speed of the vehicle. A continuously variable transmission for a vehicle comprising a control means for controlling the continuously variable transmission, wherein the control means controls the continuously variable transmission based on a control parameter representing the driver's intention in addition to the vehicle speed and engine rotation speed. It is characterized by the following.
（作用）
本発明によれば、車速及びエンジン回転数によって変速
比を一意的に決める従来の自動無段変速機に対してドラ
イバーの意志によって任意の変速比を得ることができる
機能が付加されると同じ結果か得られるため、従来の自
動無段変速機の利点をそのまま活かしつつ、マニュアル
操作の変速機の利点も得られ、エンジンブレーキのドラ
イビングへの活用、予めのシフトダウンが可能となると
ともに、加速のもたつきを解消することかてきるという
効果か得られる。(Function) According to the present invention, a function is added to the conventional automatic continuously variable transmission that uniquely determines the gear ratio depending on the vehicle speed and engine speed, allowing the driver to obtain any gear ratio according to his will. The same result can be obtained, so while the advantages of a conventional automatic continuously variable transmission can be utilized, the advantages of a manually operated transmission can also be obtained, making it possible to utilize engine braking for driving and downshifting in advance. This has the effect of eliminating sluggish acceleration.
（実施例）
以下に本発明の一実施例を添付図面に基づいて説明する
。(Example) An example of the present invention will be described below based on the accompanying drawings.
第１図は本発明に係る無段変速機の構成図、第２図は自
動二輪車のスロットル部の斜視図第３図は同自動二輪車
の減速レバ一部の斜視図、ｌｓ４図は無段変速機の作用
を説明するためのフローチャート、第５図は変速特性を
示すマツプである。Fig. 1 is a block diagram of the continuously variable transmission according to the present invention, Fig. 2 is a perspective view of the throttle section of the motorcycle, Fig. 3 is a perspective view of a part of the deceleration lever of the motorcycle, and Fig. ls4 is the continuously variable transmission. FIG. 5 is a flowchart for explaining the operation of the machine, and a map showing the speed change characteristics.
先ず、スクータ型自動二輪車に搭載されたＶベルト式の
無段変速機構の構成を第１図に基づいて説明するに、該
無段変速機構はエンジンのクランク軸１の一端に設けら
れた駆動プーリ２と不図示の従動軸の端部に設けられた
従動ブーツ（図示せず）との間に無端状のＶベルト３を
巻装して構成され、クランク軸１の回転は当該無段変速
機構によって変速されて従動軸に伝達される。尚、従動
輪の回転は減速機構を経て不図示の後車軸に伝達され、
該後車軸に支持された後輪が回転駆動されて自動二輪車
か走行せしめられる。First, the configuration of a V-belt type continuously variable transmission mechanism mounted on a scooter type motorcycle will be explained based on FIG. 2 and a driven boot (not shown) provided at the end of a driven shaft (not shown), an endless V-belt 3 is wound around the crankshaft 1, and the rotation of the crankshaft 1 is controlled by the continuously variable transmission mechanism. The speed is changed by and transmitted to the driven shaft. Note that the rotation of the driven wheel is transmitted to the rear axle (not shown) via a deceleration mechanism.
A rear wheel supported by the rear axle is rotationally driven to cause the motorcycle to travel.
ところで、前記駆動プーリ２はクランク軸１の端部に結
着された固定シーブ４とクランク軸ｌ上をこれの軸方向
に摺動する可動シーブ５とて構成されている。そして、
可動シーブ５の背面側にはリング状のギヤ６がベアリン
グ７を介して回転自在に支承されている。By the way, the drive pulley 2 is composed of a fixed sheave 4 connected to the end of the crankshaft 1 and a movable sheave 5 that slides on the crankshaft l in the axial direction thereof. and,
A ring-shaped gear 6 is rotatably supported on the back side of the movable sheave 5 via a bearing 7.
一方、クランク軸ｌをベアリング８を介して回転自在に
支承するフレーム９の外側（第１図中、左側）には円筒
状のガイド部材１０が結着されており、該ガイド部材１
０の外周に刻設されたネジ部１０ａには前記ギヤ６の内
周に刻設されたネジ部６ａか螺合している。On the other hand, a cylindrical guide member 10 is connected to the outside (left side in FIG. 1) of a frame 9 that rotatably supports the crankshaft l via a bearing 8.
A threaded portion 6a carved on the inner periphery of the gear 6 is screwed into a threaded portion 10a carved on the outer periphery of the gear 6.
又、クランク軸ｌの前記フレーム９の内側（第１図中、
右側）の部位にはワンウェイクラッチ１１及びはす両歯
車から成るスタータギヤ１２が配されている。Also, the inside of the frame 9 of the crankshaft l (in Fig. 1,
A one-way clutch 11 and a starter gear 12 consisting of helical gears are disposed on the right side.
他方、クランク−１の後方（第１１Ｊ中、下方）には１
回転軸１３かクランク軸ｌと平行、且つ回転自在に配さ
れ、該回転軸１３にははす両歯車から成る小径のギヤ１
４と大径のギヤ１５とか軸方向に摺動自在に嵌装されて
おり、ギヤ１４には前記スタータギヤ１２が噛合してお
り、ギヤ１５は変速モータ１６の出力軸１７の先部に形
成されたギヤ１７ａに噛合している。尚、変速モータ１
６はエンジン始動用のセルモータを兼ねている。又、前
記ギヤ１４の内周部には、回転軸１３の外周に突設され
たスプライン突起１３ａに係脱するスプライン溝１４ａ
が形成されている。On the other hand, behind crank-1 (in the 11th J, below) is 1.
A rotating shaft 13 is arranged parallel to the crankshaft l and rotatable, and a small-diameter gear 1 consisting of helical gears is mounted on the rotating shaft 13.
4 and a large diameter gear 15 are fitted so as to be slidable in the axial direction, the starter gear 12 meshes with the gear 14, and the gear 15 is formed at the tip of the output shaft 17 of the variable speed motor 16. It meshes with the gear 17a. In addition, variable speed motor 1
6 also serves as a starter motor for starting the engine. The gear 14 also has a spline groove 14a on its inner periphery that engages and disengages with a spline protrusion 13a protruding from the outer periphery of the rotating shaft 13.
is formed.
そして、前記回転軸１３の先部にはギヤ１３ｂか刻設さ
れており、該ギヤ１３ｂには前記ギヤ６か噛合している
。A gear 13b is carved in the tip of the rotating shaft 13, and the gear 6 meshes with the gear 13b.
ところて、スクータ型自動二輪車のへントルの一端には
第２図に示すスロットルグリップ１８が、他端には第３
図に示す減速レバー１９がそれぞれ設けられており、ス
ロットルグリップ１８は全閉位置（開度ＴＨＯＰＥＮ・
口）から全開位置（ＴＨＯＰＥＮ −１）まで図示矢印
方向に回動し、減速レバー１９も全閉位置（開度ＬＥＯ
ＰＥＮ −０）から全開位置（ＬＥＯＰＥＮ・工）まで
図示矢印方向に回動する。By the way, a throttle grip 18 shown in FIG. 2 is located at one end of the handle of a scooter-type motorcycle, and a third grip is located at the other end.
Each of the deceleration levers 19 shown in the figure is provided, and the throttle grip 18 is in the fully closed position (opening THOPEN/
opening) to the fully open position (THOPEN -1) in the direction of the arrow shown in the figure, and the deceleration lever 19 also rotates in the fully closed position (opening LEO).
PEN -0) to the fully open position (LEOPEN) in the direction of the arrow shown.
而して、本発明に係る無段変速機は第１図に示すように
エンジンの回転数を検知すべきエンジン回転センサー２
０、自動二輪車の車速を検知する車速センサー２１、ス
ロットル開度（ア）１ＯＰＥＮ ）（スロットルグリッ
プ１８の回動角）を検知するスロットルセンサー２２及
び前記減速レバー１９の位置（レバー開度（ＬＥＯＰＥ
Ｎ） ）を検知する減速レバー位置検知センサー２３を
有しており、これらのセンサー２０，２１，２２，２３
はコントローラー３０に電気的に接続されており、コン
トローラー３０は前記変速モータ１６に電気的に接続さ
れている。As shown in FIG. 1, the continuously variable transmission according to the present invention includes an engine rotation sensor 2 that detects the engine rotation speed.
0, a vehicle speed sensor 21 that detects the vehicle speed of the motorcycle, a throttle sensor 22 that detects the throttle opening (A) (rotation angle of the throttle grip 18), and the position of the deceleration lever 19 (lever opening (LEOPE)).
It has a deceleration lever position detection sensor 23 that detects the
is electrically connected to a controller 30, and the controller 30 is electrically connected to the variable speed motor 16.
次に、無段変速機の作用を第４図及び第５図を参照しな
がら説明する。Next, the operation of the continuously variable transmission will be explained with reference to FIGS. 4 and 5.
自動二輪車の走行中においては、これの運転状態は前記
各種センサー２０，２１，２２．２３によって検知され
る。即ち、エンジン回転センサー２０によってエンジン
回転数か検知され、車速センサー２１によって車速か検
知され、スロットルセンサー２２によってスロットル開
度（ＴＨＯＰＥＮ）か検知され、減速レバー位置検知セ
ンサー２３によって減速レバー１９の位置（レバー開度
（ＬＥＯＰＥＮ） ）か検知され（第４図のステップｌ
〉、これらのデータはコントローラー３０に入力される
。すると、コントローラー３０では入力されタスロット
ル開度（ＴＨＯＰＥＮ）と減速レバー開度（ＬＥＯＰＥ
Ｎ ）に基づいて次式で定義される意志開度（ＯＰＯＰ
ＥＮ）なる値を演算する（第４図のステップ２）。While the motorcycle is running, the operating conditions of the motorcycle are detected by the various sensors 20, 21, 22, and 23. That is, the engine rotational speed is detected by the engine rotation sensor 20, the vehicle speed is detected by the vehicle speed sensor 21, the throttle opening (THOPEN) is detected by the throttle sensor 22, and the position of the deceleration lever 19 is detected by the deceleration lever position detection sensor 23. Lever opening degree (LEOPEN) is detected (step l in Figure 4).
>, these data are input to the controller 30. Then, the controller 30 inputs the tas throttle opening (THOPEN) and deceleration lever opening (LEOPE).
The willful opening degree (OPOP) is defined by the following formula based on the
EN) is calculated (step 2 in FIG. 4).
０ＰＯＰＥＮ −ＬＥＯＰＥＮ Ｘ （１−ＴＨＯＰ
ＥＮ） ＋Ｔ）ＩＯＰＥ、Ｎところて、コントローラー
３０には第５ノに示す変速特性を示すマツプか予め入力
されている。0POPEN -LEOPEN X (1-THOP
EN) +T)IOPE,N By the way, a map showing the speed change characteristics shown in No. 5 is input in advance to the controller 30.
尚、第５図に示す変速特性は前記意志開度（ＯＰ−ＯＰ
ＥＮ）をパラメータとして横軸に車速Ｖ、縦軸にエンジ
ン回転数Ｎをとって描いた特性線図であり、同図中、直
線ａはＶベルト３の駆動プーリ２ての巻掛径か最小であ
るときの低速（ＬＯＷ）特性を、直線すは同巻掛径か最
大であるときの高速（ＴＯＰ ）特性を示し、直線ｃ、
ｄ、ｅはそれぞれ０ＰＯＰＥＮ＝ ０ 、ｌ／２．１に
おける変速特性を示す。Incidentally, the speed change characteristics shown in FIG.
EN) as a parameter, the horizontal axis is the vehicle speed V, and the vertical axis is the engine rotation speed N. In the figure, the straight line a is the minimum winding diameter of the drive pulley 2 of the V-belt 3. The straight line c shows the low speed (LOW) characteristic when , and the high speed (TOP) characteristic when the winding diameter is the same or maximum.
d and e show the shift characteristics at 0POPEN=0 and l/2.1, respectively.
而して、前式によって算出される意志開度（０ＰＯＰＥ
Ｎ）はライダーが減速レバー１９を回動操作することに
よって変化する変数てあり、それ故にライダーの意志を
表わす制御パラメータとなり得る。Therefore, the will opening degree (0POPE
N) is a variable that changes when the rider rotates the deceleration lever 19, and therefore can be a control parameter that represents the rider's intention.
例えば、ライダーが減速レバー１９を操作しないで走行
しているときにはＬＥＯＰＥＮ＝ Ｏであり、このとき
の意志開度（ＯＰＯＰＥＮ）はスロットル開度（Ｔ）Ｉ
ＯＰＥＮ）に等しくなり（０ＰＯＰＥＮ＝ ＴＨＯＰＥ
Ｎ）、自動二輪車は第５図の折線Ａ（直線ａ、ｃ、ｂを
連ねた折線）にて示される特性に沿ってその車速Ｖか変
化する。即ち、エンジン回転数Ｎが第５図に示すＮ１以
下の範囲では変速はなされず、第１図に示す駆動プーリ
２の可動シーブ５は図示イの位置にあって、このときＶ
ベルト３の駆動プーリ２ての巻掛径は最小となり、車速
はエンジン回転数Ｎの増加と共に直線ａに沿って速度Ｖ
、まで変化する。For example, when the rider is riding without operating the deceleration lever 19, LEOPEN=O, and the voluntary opening (OPOPEN) at this time is equal to the throttle opening (T)I.
OPEN) is equal to (0POPEN= THOPE
N), the vehicle speed V of the motorcycle changes along the characteristic shown by broken line A (broken line connecting straight lines a, c, and b) in FIG. That is, in a range where the engine speed N is below N1 shown in FIG. 5, no gear change is performed, and the movable sheave 5 of the drive pulley 2 shown in FIG.
The winding diameter of the belt 3 on the drive pulley 2 becomes the minimum, and the vehicle speed increases along the straight line a as the engine speed N increases.
, changes up to .
そして、エンジン回転数ＮがＮ、を超えると変速がなさ
れ、車速Ｖはエンジン回転数Ｎに対して直線Ｃに沿ワて
変化せしめられる。即ち、コントローラ３０では検知さ
れた車速Ｖと前記意志開度（ＯＰＯＰＥＮ＝Ｏ）から目
標エンジン回転数Ｎ０を第５図に示すマツプから求め（
第４図のステップ３）、この目標エンジン回転数Ｎ０か
エンジン回転センサー２０によって検知された実際のエ
ンジン回転数Ｎに等しいか否かを判断する（第４区のス
テップ４）。Then, when the engine speed N exceeds N, the gear is changed, and the vehicle speed V is changed along the straight line C with respect to the engine speed N. That is, the controller 30 calculates the target engine speed N0 from the map shown in FIG.
In step 3 of FIG. 4, it is determined whether this target engine speed N0 is equal to the actual engine speed N detected by the engine speed sensor 20 (step 4 of the fourth section).
目標エンジン回転数Ｎ。と実際の回転数Ｎが異なる場合
、両者の大小関係が判断され（第４図のステップ５）、
例えば自動二輪車が第５図に示す車速ｖ３で走行してい
るときに検知された実際の回転数ＮがＮ、゛の値を示し
てこれか目標エンジン回転数Ｎ。３よりも小さい場合（
Ｎ ２ ’ ＜ Ｎ ａｓ）には、コントローラー３０
は変速モータ１６に対して低速（Ｌｏｔ）側への変速信
号を出力しく第４図のステップ６）、この結果、車速Ｖ
ユが目標の値Ｖユ”になるまで減じられる。逆に、実線
の回転数Ｎが第５図に示すＮ３°′の値を示してこれか
目標エンジン回転数Ｎ。３よりも大きい場合（Ｎ３ ”
＞Ｎ０３）には、コントローラー３０は変速モータ１
６に対して高速（ＴＯＰ ｉ側への変速信号を出力しく
第４図のステップ７）、この結果、車速ｖ１か目標の値
Ｖ、°′になるまで増加せしめられる。Target engine speed N. If the actual rotation speed N is different, the magnitude relationship between the two is determined (step 5 in Fig. 4),
For example, when the motorcycle is traveling at the vehicle speed v3 shown in FIG. 5, the detected actual rotation speed N shows a value of N, ゛, and the target engine rotation speed N is determined. If smaller than 3 (
N2'< N as), the controller 30
outputs a speed change signal to the speed change motor 16 toward the low speed (Lot) side (step 6 in FIG. 4), and as a result, the vehicle speed V
On the other hand, if the solid line rotational speed N indicates the value N3°' shown in Fig. 5, and the target engine rotational speed N.3 is greater than N3”
>N03), the controller 30 is the variable speed motor 1
6, the speed change signal is output to the TOP i side (step 7 in FIG. 4), and as a result, the vehicle speed is increased until the vehicle speed v1 reaches the target value V,°'.
斯くて、車速Ｖはエンジン回転数Ｎに対してｔｒ線Ｃに
沿って変化せしめられるか、ここで無段変速機構におけ
る変速動作を第１図に基づいて説明する。In this way, the vehicle speed V is made to change along the tr line C with respect to the engine rotation speed N. Here, the speed change operation in the continuously variable transmission mechanism will be explained based on FIG. 1.
コントローラー３０から変速モータ１６に変速信号か出
力されると、変速モータ１６が駆動され、これの出力軸
１７か回転駆動されてギヤ１４．１５か一体的に回転せ
しめられる。ギヤ１４とこれに噛合するスタータギヤ１
２とははす両歯車て構成され、 しかもスタータギヤ１
２は固定されているため、ギヤ１４が回転すると図示の
ハの位置にあったこれらギヤ１４．１５は回転軸１３上
を図中、左動して図示の二の位置へ移動し、このときギ
ヤ１４のスプライン溝１４ａか回転軸１３のスプライン
突起１３ａに係合するため、ギヤ１４の回転は回転軸１
３に伝達されて該回転軸１３か回転駆動される。When a speed change signal is output from the controller 30 to the speed change motor 16, the speed change motor 16 is driven, its output shaft 17 is rotationally driven, and the gears 14 and 15 are rotated integrally. Gear 14 and starter gear 1 that meshes with it
2 consists of both helical gears, and starter gear 1
2 is fixed, so when the gear 14 rotates, these gears 14 and 15, which were at the position C shown in the figure, move to the left in the figure on the rotating shaft 13, and move to the position 2 shown at this time. Since the spline groove 14a of the gear 14 engages with the spline protrusion 13a of the rotating shaft 13, the rotation of the gear 14 is caused by the rotation of the rotating shaft 1.
3, and the rotating shaft 13 is rotationally driven.
上記のように回転軸１３か回転すると、これのギヤ１３
ｂに噛合するギヤ６か回転するか、該ギヤ６の内周に形
成されたネジ部６ａはガイド部材１０のネジ部１０ａに
螺合しているため、当該ギヤ６はガイド部材１０に沿っ
て移動し、駆動プーリ２の可動シーブ５を一体的に同方
向に移動せしめる。この結果、駆動プーリ２の固定シー
ブ４と可動シーブ５との間隔か変化せしめられ、Ｖベル
ト３の該駆動プーリ２での巻掛径か変化して所要の変速
がなされる。When the rotating shaft 13 rotates as described above, the gear 13 of this
The gear 6 that meshes with b rotates, or the threaded portion 6a formed on the inner periphery of the gear 6 is threaded into the threaded portion 10a of the guide member 10, so the gear 6 rotates along the guide member 10. The movable sheave 5 of the drive pulley 2 is moved integrally in the same direction. As a result, the distance between the fixed sheave 4 and the movable sheave 5 of the drive pulley 2 is changed, and the winding diameter of the V-belt 3 on the drive pulley 2 is changed to achieve the required speed change.
そして、エンジン回転数Ｎが第５図に示すＮ２を超える
と、駆動プーリ２の可動シーブ５は第１図の口にて示す
位置まて移動し、このときＶベルト３の駆動プーリ２て
の巻掛径は最大となり、車速Ｖはエンジン回転数Ｎに対
して直線すに沿って変化する。When the engine speed N exceeds N2 shown in FIG. 5, the movable sheave 5 of the drive pulley 2 moves to the position shown by the opening in FIG. The winding diameter becomes maximum, and the vehicle speed V changes along a straight line with respect to the engine rotation speed N.
以上はライダーか減速レバー１９を何ら操作しない場合
（ＬＥＯＰＥＮ＝０ ）の変速動作について言及したか
、ライダーか減速レバー１９を操作すると、第５図の斜
線部分Ｓの領域内の任意の変速比をライダーの意志によ
って随意に、且つ連続的に得ることができる０例えば、
減速レバー１９を半開（ＬＥＯＰＥＮ＝１／２ ） 、
全開（ＬＥＯＰＥＮ＝ １ ）に保って走行すると、第
５図の折線Ｂ、Ｃにて示される変速特性に沿って車速Ｖ
が変化せしめられる。The above has referred to the gear shifting operation when neither the rider nor the deceleration lever 19 is operated at all (LEOPEN=0), or when the rider or the deceleration lever 19 is operated, any gear ratio within the shaded area S in Fig. 5 can be changed. 0 that can be obtained arbitrarily and continuously according to the rider's will, for example,
Half open the deceleration lever 19 (LEOPEN=1/2),
When driving with full throttle (LEOPEN = 1), the vehicle speed V will change along the shift characteristics shown by broken lines B and C in Fig. 5.
is forced to change.
ところで、減速レバー１９を何ら操作しない場合（ＬＥ
ＯＰＥＮ＝＝、０ ）の場合には、本無段変速機は突来
の自動無段変速機と同様に機能するため、当該無段変速
機にはライダーの運転操作か容易であるという自動無段
変速機本来のメリットがそのまま活かされることとなる
。By the way, if the deceleration lever 19 is not operated at all (LE
OPEN==,0), this continuously variable transmission functions in the same way as a conventional automatic continuously variable transmission, so the continuously variable transmission has an automatic transmission that is easy to operate by the rider. The inherent advantages of a multi-stage transmission can be utilized as is.
又、例えば減速レバー１９を何ら操作しない状！ｉ （
ＬＥＯＰＥＮ＝０ ） テ、例えば第５図に示す速度ｖ
４で走行しているときに減速レバー１９を操作してこれ
を半開（ＬＥＯＰＥＮ＝１／２ ”） Ｌ／た場合には
、前述と同様にコントローラー３０ではそのときのスロ
ットル開度（ＴＩ（ＯＰＥＮ）と減速レバー１９の開度
（ＬＥＯＰＥＮ＝ １／２ ）とから意志開度（ＯＰＯ
ＰＥＮ）を演算しく第４図のステップ２）、この意志開
度（０ＰＯＰＥＮ）と検知された車速Ｖとから目標エン
ジン回転数Ｎ。４を第５図に示すマツプから求め（第４
図のステップ４）、この目標エンジン回転数Ｎｏ４を実
際のエンジン回転数Ｎ４と比較する（第４図のステップ
５．６）、この場合は、目標エンジン回転数Ｎ。４の方
か実際のエンジン回転数Ｎ４よりも大きい＜ Ｎ ０４
＞ Ｎ ４ ）ため、コントローラー３０は低速（Ｌｏ
ｗ）側への変速信号を出力しく第４図のステップ６）、
この結果、車速ＶはＶ、からｖ４′まで急減速され、有
効なエンジンブレーキの効果か得られる。Also, for example, do not operate the deceleration lever 19 at all! i (
LEOPEN=0) Te, for example, the speed v shown in FIG.
4 and operate the deceleration lever 19 to open it halfway (LEOPEN = 1/2"), the controller 30 controls the throttle opening at that time (TI (OPEN) as described above). ) and the opening degree of the deceleration lever 19 (LEOPEN=1/2), the desired opening degree (OPO
PEN) is calculated in step 2 of FIG. 4, and the target engine rotation speed N is determined from this desired opening degree (0POPEN) and the detected vehicle speed V. 4 is obtained from the map shown in Fig. 5 (Fig. 4).
In step 4 of the figure, this target engine speed No. 4 is compared with the actual engine speed N4 (step 5.6 of FIG. 4), in this case the target engine speed N. 4 or greater than the actual engine speed N4 < N 04
> N 4 ), the controller 30 is at low speed (Lo
Step 6) in Fig. 4 to output the shift signal to the w) side.
As a result, the vehicle speed V is rapidly decelerated from V to v4', and an effective engine braking effect is obtained.
以上のように、減速レバー１９をライダーの意志により
て操作することによって減速成いは逆に増速も可能とな
るため、上述のようにエンジンブレーキをドライビング
に活用することができる他、手動変速機を採用する車￥
４（マニュアル車）のような予めのシフトダウンも可能
となり、加速のもたつきも解消させることができる。As described above, by operating the deceleration lever 19 according to the rider's will, it becomes possible to decelerate or conversely increase speed, so in addition to utilizing engine braking for driving as described above, manual gear shifting is also possible. Cars that adopt the machine￥
4 (manual car), it is also possible to downshift in advance, which also eliminates sluggish acceleration.
尚、以上は特に本発明をスクータ型自動二輪車に適用し
た場合について言及したか、本発明はその他の任意の車
両に対して適用可能であることは勿論である。Note that although the above description specifically refers to the case where the present invention is applied to a scooter type motorcycle, it goes without saying that the present invention can be applied to any other vehicle.
（発明の効果）
以上の説明で明らかな如く１本発明によれば、車両の運
転状態を検知する検知手段と、車両の走行速度を無段階
に変える無段変速手段と、該無段変速手段を制御する制
御手段を含んで構成される車両用無段変速機において、
前記制御手段を車速及びエンジン回転数以外にドライバ
ーの意志を表わす制御パラメータに基づいて前記無段変
速手段を制御するものとしたため、自動無段変速機の利
点を活かしながら、ドライバーの意志によって任意の変
速比を随意に連続的に得ることかでき、エンジンブレー
キのドライビングへの活用、予めのシフトダウンを可能
とし、加速のもたつきを解消することができるという効
果か得られる。(Effects of the Invention) As is clear from the above description, according to the present invention, there is provided a detection means for detecting the driving state of a vehicle, a continuously variable transmission means for steplessly changing the running speed of the vehicle, and a continuously variable transmission means. In a continuously variable transmission for a vehicle that includes a control means for controlling the
Since the control means controls the continuously variable transmission means based on a control parameter representing the driver's intention in addition to the vehicle speed and engine rotational speed, the control means controls the continuously variable transmission means according to the driver's will while taking advantage of the advantages of an automatic continuously variable transmission. The gear ratio can be continuously obtained at will, the engine brake can be used for driving, downshifting can be performed in advance, and sluggishness in acceleration can be eliminated.
第１図は本発明に係る無段変速機の構成図、第２図は自
動二輪車のスロットル部の斜視図、第３図は同自動二輪
車の減速レバ一部の斜視図、第４図は無段変速機の作用
を説明するためのフローチャート、第５図は変速特性を
示すマツプである。
１９・・・減速レバー、２０・・・車速センサー、２１
・・・エンジン回転センサー、２２−・・スロットルセ
ンサー、２３−・・減速レバー位置センサー、３０・・
・コントローラー（制御手段）。
特許出願人 ヤマハ発動機株式会社代 理 人
弁理士 山 下 亮スロットル開度
第３図
第２図
第４図Fig. 1 is a configuration diagram of a continuously variable transmission according to the present invention, Fig. 2 is a perspective view of the throttle section of the motorcycle, Fig. 3 is a perspective view of a part of the deceleration lever of the motorcycle, and Fig. 4 is not shown. FIG. 5 is a flowchart for explaining the operation of the step-change transmission, and is a map showing the speed change characteristics. 19...Deceleration lever, 20...Vehicle speed sensor, 21
...Engine rotation sensor, 22-...Throttle sensor, 23-...Deceleration lever position sensor, 30...
- Controller (control means). Patent applicant: Yamaha Motor Co., Ltd. Agent
Patent Attorney Ryo Yamashita Throttle opening Figure 3 Figure 2 Figure 4
Claims (1)
度を無段階に変える無段変速手段と、該無段変速手段を
制御する制御手段を含んで構成され、前記制御手段は車
速及びエンジン回転数以外にドライバーの意志を表わす
制御パラメータに基づいて前記無段変速手段を制御する
ことを特徴とする車両用無段変速機。The structure includes a detection means for detecting the driving state of the vehicle, a continuously variable transmission means for continuously changing the running speed of the vehicle, and a control means for controlling the continuously variable transmission means, and the control means controls the vehicle speed and engine rotation. A continuously variable transmission for a vehicle, characterized in that the continuously variable transmission means is controlled based on a control parameter representing a driver's intention other than a number.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24884190A JP2950957B2 (en) | 1990-09-20 | 1990-09-20 | Continuously variable transmission for motorcycles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24884190A JP2950957B2 (en) | 1990-09-20 | 1990-09-20 | Continuously variable transmission for motorcycles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04131558A true JPH04131558A (en) | 1992-05-06 |
| JP2950957B2 JP2950957B2 (en) | 1999-09-20 |
Family
ID=17184217
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24884190A Expired - Lifetime JP2950957B2 (en) | 1990-09-20 | 1990-09-20 | Continuously variable transmission for motorcycles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2950957B2 (en) |
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5871235A (en) * | 1996-05-06 | 1999-02-16 | Trw Occupant Restraint Systems Gmbh | Linear actuator for a vechicle occupant restraint system |
| EP1785647A1 (en) * | 2004-07-09 | 2007-05-16 | Yamaha Hatsudoki Kabushiki Kaisha | Saddle riding-type vehicle and speed change control device for stepless speed changer |
| JP2007285530A (en) * | 1994-08-15 | 2007-11-01 | Van Doornes Transmissie Bv | Continuously variable transmission |
| EP1908994A1 (en) | 2006-09-26 | 2008-04-09 | Yamaha Hatsudoki Kabushiki Kaisha | Belt type continuously variable transmission |
| EP1975473A2 (en) | 2007-03-30 | 2008-10-01 | Yamaha Hatsudoki Kabushiki Kaisha | Continuously variable transmission and vehicle |
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| JP2008275143A (en) * | 2007-03-30 | 2008-11-13 | Yamaha Motor Co Ltd | Saddle-riding type vehicle, power unit, and continuously variable transmission |
| JP2008275142A (en) * | 2007-03-30 | 2008-11-13 | Yamaha Motor Co Ltd | Continuously variable transmission and saddle-riding type vehicle |
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1990
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|---|---|---|---|---|
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| JP2007285530A (en) * | 1994-08-15 | 2007-11-01 | Van Doornes Transmissie Bv | Continuously variable transmission |
| US5871235A (en) * | 1996-05-06 | 1999-02-16 | Trw Occupant Restraint Systems Gmbh | Linear actuator for a vechicle occupant restraint system |
| US8226527B2 (en) | 2004-07-09 | 2012-07-24 | Yamaha Hatsudoki Kabushiki Kaisha | Straddle type vehicle and speed change control unit of continuously variable transmission |
| EP1785647A4 (en) * | 2004-07-09 | 2011-04-27 | Yamaha Motor Co Ltd | Saddle riding-type vehicle and speed change control device for stepless speed changer |
| EP1785647A1 (en) * | 2004-07-09 | 2007-05-16 | Yamaha Hatsudoki Kabushiki Kaisha | Saddle riding-type vehicle and speed change control device for stepless speed changer |
| US9097343B2 (en) | 2005-07-15 | 2015-08-04 | Yamaha Hatsudoki Kabushiki Kaisha | Controller of continuously variable transmission and vehicle provided with the same |
| EP1908994A1 (en) | 2006-09-26 | 2008-04-09 | Yamaha Hatsudoki Kabushiki Kaisha | Belt type continuously variable transmission |
| US8047960B2 (en) | 2006-10-13 | 2011-11-01 | Yamaha Hatsudoki Kabushiki Kaisha | Continuously variable transmission and straddle type vehicle |
| US7641016B2 (en) | 2006-10-27 | 2010-01-05 | Yamaha Hatsudoki Kabushiki Kaisha | Straddle-type vehicle |
| JP2008275142A (en) * | 2007-03-30 | 2008-11-13 | Yamaha Motor Co Ltd | Continuously variable transmission and saddle-riding type vehicle |
| EP1975473A2 (en) | 2007-03-30 | 2008-10-01 | Yamaha Hatsudoki Kabushiki Kaisha | Continuously variable transmission and vehicle |
| JP2008275143A (en) * | 2007-03-30 | 2008-11-13 | Yamaha Motor Co Ltd | Saddle-riding type vehicle, power unit, and continuously variable transmission |
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| JP2013029205A (en) * | 2012-10-25 | 2013-02-07 | Nissan Motor Co Ltd | Engine brake control device for vehicle |
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| JP2019039448A (en) * | 2017-08-22 | 2019-03-14 | ダイハツ工業株式会社 | Control device of continuous variable transmission |
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