WO2015053396A1 - 鞍乗り型車両 - Google Patents
鞍乗り型車両 Download PDFInfo
- Publication number
- WO2015053396A1 WO2015053396A1 PCT/JP2014/077222 JP2014077222W WO2015053396A1 WO 2015053396 A1 WO2015053396 A1 WO 2015053396A1 JP 2014077222 W JP2014077222 W JP 2014077222W WO 2015053396 A1 WO2015053396 A1 WO 2015053396A1
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- WO
- WIPO (PCT)
- Prior art keywords
- range
- clutch
- state
- belt
- type vehicle
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M25/00—Actuators for gearing speed-change mechanisms specially adapted for cycles
- B62M25/08—Actuators for gearing speed-change mechanisms specially adapted for cycles with electrical or fluid transmitting systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/06—Means for locking the actuating mechanisms
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
- B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
- B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
- B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
- B62M9/08—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving eccentrically- mounted or elliptically-shaped driving or driven wheel; with expansible driving or driven wheel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/46—Signals to a clutch outside the gearbox
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
- F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
- F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
- F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
- F16H2061/66277—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing by optimising the clamping force exerted on the endless flexible member
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
Definitions
- the present invention relates to a saddle-ride type vehicle in which a driver can travel by steering with a handlebar while sitting over a seating seat.
- Patent Document 1 discloses that a clutch is connected when an engine is stopped (between the engine and wheels). It is disclosed that the wheel can be locked by setting the state in which power can be transmitted.
- the conventional parking brake mechanism has an elastic body retainer and an elastic body in the clutch, and is configured such that the pressure plate presses the plate group when the engine is stopped. The wheels can be locked by engine friction.
- the driver can release the pressure contact state of the plate group by grasping the clutch lever, and from the parking brake state (the state where the wheel is locked while the engine is stopped) to the neutral state. It was configured to be able to switch to (a state where the wheel was not locked while the engine was stopped). That is, when the engine is stopped, the wheels are locked by the elastic body retainer and the elastic body to enter the parking brake state, and the clutch lever can be grasped to switch from the parking brake state to the neutral state. .
- the present invention has been made in view of such circumstances, and it is possible to switch between a parking brake state and a neutral state by diverting a clutch actuating means for actuating a clutch, which increases manufacturing costs.
- An object of the present invention is to provide a saddle-ride type vehicle that can suppress the vehicle.
- the invention according to claim 1 is provided in a power transmission system from the drive source to the drive wheel, and is capable of transmitting or interrupting the driving force of the drive source to the drive wheel at an arbitrary timing, and the power transmission system.
- a clutch that is arranged and includes a transmission that can change speed according to the running state of the vehicle and an actuator that is energized to actuate the clutch, and the driver can sit across the seat.
- the clutch actuating means actuates the clutch so that the drive source is in a stopped state between the drive source and the drive wheel. It is possible to switch between a parking brake state in which power transmission is possible and a neutral state in which power transmission between the drive source and the drive wheels is interrupted.
- the invention according to claim 2 is characterized in that, in the saddle-ride type vehicle according to claim 1, when the clutch operating means is in a non-energized state, the state of the clutch can be maintained.
- the P range is set to the parking brake state
- the N range is set to the neutral state
- the selection operation of the P range by the operation means is accepted only when the vehicle speed is equal to or lower than a predetermined value.
- the invention according to claim 5 is characterized in that, in the saddle riding type vehicle according to claim 3, the selection operation of the P range by the operation means is accepted only in the N range.
- the selection operation of the P range by the operation means is accepted only when the vehicle speed is equal to or less than a predetermined value and the N range.
- the driving source is automatically set on condition that a P range selection operation is performed by the operating means while the driving source is driven. It is made to stop and it is set as a parking brake state.
- the driving source is automatically started on the condition that the driving source is operated in the P range.
- the P range is switched to the N range.
- the invention according to claim 9 is the saddle-ride type vehicle according to claim 8, further comprising a display for performing display according to the P range, N range, and D range.
- the transmission in the saddle-ride type vehicle according to any one of the first to ninth aspects, includes a belt constituting a part of the power transmission system, and the belt sandwiched between the belt. And a continuously variable transmission including a pair of pulleys suspended while being suspended.
- the holding force of the belt by the pulley is increased, and the vehicle is stopped and in the D range.
- the sliding of the belt with respect to the pulley is restricted.
- the belt holding force by the pulley is provided on condition that the driving source is in a stopped state.
- the belt is set to such a degree that power is not transmitted by the belt and is set to the neutral state, and the belt holding force by the pulley is transmitted to the power by the belt, provided that the driving source is in a driving state.
- the sliding force of the belt with respect to the pulley is restricted by being set to a level that is smaller than the clamping force in the D range when the vehicle is stopped.
- a thirteenth aspect of the present invention is the saddle-ride type vehicle according to any one of the tenth to twelfth aspects, comprising an actuator that operates by energization, changes the pulley position in the energized state, and the belt rotates.
- an actuator that operates by energization, changes the pulley position in the energized state, and the belt rotates.
- the belt is rotating, it is possible to arbitrarily adjust the holding force of the belt, and when the belt is rotating, it is provided with a transmission operating means capable of arbitrarily adjusting the pulley ratio while applying the holding force of the belt.
- the belt clamping force can be maintained when the transmission operating means is in a non-energized state.
- the belt is held in the D range and the belt is held by the pulley.
- the clutch is selected according to the driver's request from travel control having start control or shift control when an accelerator operation is performed, and creep control that allows the drive source to travel in an idling state without an accelerator operation. It is characterized by being carried out automatically.
- the transmission is a stepped transmission.
- the parking brake state in which power transmission between the drive source and the drive wheels can be performed while the drive source is stopped since it is possible to switch between the neutral state in which the power transmission between the power source and the driving wheel is interrupted, it is possible to switch between the parking brake state and the neutral state by diverting the clutch operating means for operating the clutch. It is possible to suppress an increase in manufacturing cost.
- the clutch state can be maintained when the clutch operating means is in the non-energized state, the parking brake state and the neutral state are supplied without supplying power to the clutch operating means. Can be maintained.
- the operation means capable of arbitrarily selecting the P range for the parking brake state, the N range for the neutral state, and the D range for controlling the clutch and the transmission according to the running state of the vehicle. Since it provided, operation based on a driver
- the operating range since the selection operation of the P range by the operating means is accepted only in the N range, the operating range is erroneously operated in the D range, and the driver does not intend to change the P range. Even when the selection operation is performed, the parking brake state can be prevented.
- the parking brake state is set when the vehicle is traveling at a high speed in the D range. Can be prevented.
- the driving source is automatically stopped to enter the parking brake state on the condition that the P range selection operation is performed by the operating means while the driving source is driven.
- the P range is selected while the source is driving, it is not necessary to perform a manual operation for stopping the driving source, and operability can be improved.
- the driving source since the driving source is automatically switched from the P range to the N range on the condition that the starting operation of the driving source is performed in the P range, the P range is changed to the N range after the driving source is started. Therefore, the operability can be improved without the need for manual operation.
- the display device for displaying in accordance with the P range, the N range, and the D range since the display device for displaying in accordance with the P range, the N range, and the D range is provided, the automatic operation is automatically performed on the condition that the driving source is started in the P range.
- the display can be performed on the display, and the driver can be surely grasped that the N range has been switched.
- the transmission is composed of a continuously variable transmission including a belt constituting a part of a power transmission system and a pair of pulleys suspended while sandwiching the belt. Can be switched more smoothly, and in a vehicle equipped with a continuously variable transmission, it is possible to switch between the parking brake state and the neutral state by diverting the clutch operating means for operating the clutch, It can suppress that manufacturing cost increases.
- the belt holding force by the pulley is increased in the parking brake state, and is made larger than the belt holding force in the D range with the vehicle stopped.
- the parking brake state where the power transmission system in the continuously variable transmission can be prevented from being interrupted and the power transmission between the drive source and the drive wheels is possible. Can be reliably maintained.
- the belt holding force by the pulley is set to a level at which the power is not transmitted by the belt and is in the neutral state.
- the holding force of the belt by the pulley is such that the power is transmitted by the belt, and the holding force in the D range with the vehicle stopped. Therefore, when the drive source is in a stopped state, both the clutch and the transmission are cut off and the neutral state is reliably established. Further, when the drive source is in the drive state, the clutch is disengaged and the transmission is in the transmission state, so that the belt can be prevented from slipping.
- the actuator includes an actuator that operates by energization.
- the pulley position is changed in the energized state, and when the belt is not rotating, the clamping force of the belt can be arbitrarily adjusted.
- a transmission actuating means capable of arbitrarily adjusting the clamping force of the belt by a pulley whose pulley ratio can be arbitrarily adjusted while applying a clamping force of the belt when moving. Since the belt clamping force can be maintained in the non-energized state, the power transmission state and the cutoff state can be maintained without supplying electric power to the transmission operating means.
- the clutch when the clutch is in the D range and the belt holding force by the pulley is applied, the clutch has a running control having a start control or a shift control when an accelerator operation is performed. Creep control that can be run when the drive source is idling without any accelerator operation is selectively performed according to the driver's request, so that when the drive source is accelerator-operated from the idling stop state, the accelerator operation is performed.
- the vehicle can start quickly according to the vehicle's speed, and when the drive source is released from idling and the brake is released without the accelerator being operated, creep control is continued and the vehicle can be started at low speed. This can eliminate the need for delicate accelerator operation.
- the transmission is composed of a stepped transmission, it is possible to accurately select the shift stage according to the vehicle speed and the like, and in the vehicle equipped with the stepped transmission,
- the clutch operating means for operating the clutch can be used to switch between the parking brake state and the neutral state, and the increase in manufacturing cost can be suppressed.
- the schematic diagram which shows the concept of the saddle riding type vehicle which concerns on the 1st Embodiment of this invention Schematic diagram showing the overall configuration of the saddle-ride type vehicle
- the saddle-ride type vehicle includes a two-wheeled vehicle that can be driven by a driver while steering over a seating seat and is driven by a handlebar.
- handlebar H As shown in FIGS. Source), handlebar H, first brake means 8 and second brake means 13 for performing a braking operation, a transmission 1 comprising a continuously variable transmission, a clutch K, an engine ECU 2, and a transmission ECU 3 And operating means 7.
- symbol ST in the figure has shown the starter for starting the engine E.
- the handlebar H is a steering grip with a grip grip Gb that can be gripped by the driver with a left hand and a throttle grip Ga that can be operated by an accelerator by rotating while gripping with the right hand.
- An operating means 7 for setting the transmission 1 (continuously variable transmission) to a desired mode is attached to the distal end portion (base end side position of the gripping grip Gb) on which Gb is attached.
- the mode (N range, D range, and P range) of the transmission 1 can be arbitrarily switched by the driver arbitrarily operating the operating means 7 with the hand holding the grip grip Gb.
- the throttle grip Ga can be operated by an accelerator by rotating it by a predetermined angle while being gripped by the driver, and supplying a desired fuel to the engine E by opening / closing a throttle (fuel injection valve) of the vehicle according to the rotation angle.
- the engine E can be driven at a desired rotational speed.
- a switch case capable of operating various electrical components of the two-wheeled vehicle is attached to the base end side of the throttle grip Ga in the handlebar H.
- the first brake means 8 is composed of an operation lever that can be swung by the driver arbitrarily holding the throttle grip Ga, and when the swing operation is detected by the brake operation detection sensor S1, for example, A two-wheeled vehicle can be braked by operating a front wheel brake (not shown).
- the second brake means 13, like the first brake means 8, is composed of an operation lever that can be freely swung by the driver holding the grip grip Gb, and the swing operation is detected by the brake operation.
- a rear wheel brake (not shown) can be operated to brake the two-wheeled vehicle.
- the driver straddles the detection sensors S6 and S5 that detect the state (operating state or non-operating state) of the main stand 12 and the side stand 11 that hold the vehicle in an inverted state. It has a detection sensor S4 that detects the presence or absence of seating on the seat 10 that can be seated, and a detection sensor S3 that detects the presence or absence of gripping of the throttle grip Ga (non-contact with the throttle grip Ga).
- the detection sensor S3 may be configured to detect whether or not the grip grip Gb is gripped (non-contact with the grip grip Gb).
- These detection sensors (S3 to S6) are electrically connected to the transmission ECU 3, and can transmit detection signals to the transmission ECU 3.
- the transmission 1 and the clutch K are disposed in the middle of the power transmission system for the drive wheels D of the engine E.
- the clutch K according to the present embodiment is disposed in a power transmission system from the engine E (drive source) to the drive wheels D, and can transmit or shut off the drive force of the engine E to the drive wheels D at an arbitrary timing.
- it is constituted by a multi-plate clutch.
- the clutch K is actuated by the clutch actuating means 14 to transmit the driving force of the engine E to the driving wheel D (the clutch plate is pressed by the pressure) and the transmission of the driving force of the engine E.
- the switching operation can be performed in an off state (a state in which the pressure contact of the clutch plate by the pressure is released) that is blocked and not transmitted to the driving wheel D.
- the clutch K includes a clutch position angle sensor S10 and a clutch rotation sensor S11, and detection signals from the clutch position angle sensor S10 and the clutch rotation sensor S11 are transmitted to the transmission ECU 3. It has become. With this detection signal, the pressure contact state of the clutch plate can be grasped, and the clutch capacity (TC) of the clutch K can be detected.
- the clutch actuating means 14 is composed of an actuator (specifically, a motor) that operates by energization, and can actuate the clutch K.
- an actuator specifically, a motor
- a worm gear speed reducer comprising a worm gear 15 and a worm wheel 16 is interposed, and when the clutch operating means 14 is in a non-energized state, the clutch The state of K can be held.
- the transmission 1 is disposed in a power transmission system (a power transmission system from the engine E to the drive wheels D and upstream from the clutch K) and can change gears according to the running state of the vehicle.
- a power transmission system a power transmission system from the engine E to the drive wheels D and upstream from the clutch K
- it comprises a continuously variable transmission (CVT) that can be automatically set to a predetermined gear ratio according to the mode set by the operating means 7, the accelerator operation, and the vehicle speed.
- the transmission 1 includes a belt V that forms a part of a power transmission system, and a pair of pulleys P1 and P2 that are suspended while sandwiching the belt V.
- the pulleys P1 and P2 are actuated by the transmission actuating means 17 so that a predetermined gear ratio can be obtained.
- the transmission actuating means 17 is composed of an actuator (specifically, a motor) that operates by energization, changes the pulley position (specifically, the position of the pulley P1) in the energized state, and the belt V does not rotate.
- the pulley ratio can be arbitrarily adjusted while applying the clamping force of the belt V.
- the output transmission mechanism from the transmission operating means 17 to the transmission 1 is provided with a worm gear speed reducer comprising a worm gear 18 and a worm wheel 19, and the transmission operating means 17 is in a non-energized state. At this time, the clamping force of the belt V can be maintained.
- the engine ECU 2 is configured by a microcomputer or the like that can control the engine E.
- the engine ECU 2 is connected to a battery B mounted on the vehicle and supplied with power, and is electrically connected to the transmission ECU 3 to transmit and receive electrical signals. Is possible.
- the engine ECU 2 according to the present embodiment is configured to automatically stop the engine and idle stop when a predetermined condition is satisfied. This idle stop refers to control that can stop idling (low rotation) of the engine E and suppress fuel consumption when a predetermined condition is satisfied.
- the transmission ECU 3 is composed of, for example, a microcomputer as in the engine ECU 2 and is electrically connected to the engine ECU 2 so as to be able to transmit and receive predetermined electrical signals.
- the transmission ECU 3 and the actuator of the clutch K (transmission) 1 and the clutch operating means 14) are electrically connected to each other.
- a shift control means 4 for controlling the transmission 1 and a clutch K are connected.
- a clutch control means 5 for controlling and a judgment means 6 are provided.
- the transmission EUC3 is electrically connected to a vehicle speed sensor S7 that can detect the vehicle speed, a clutch position angle sensor S10 that can detect the state of the clutch K, and a clutch rotation sensor S11.
- the vehicle speed and the state of the clutch K can be grasped.
- symbol S9 in the figure has shown the engine rotation sensor electrically connected with engine ECU2.
- the determination means 6 can determine the driver's request based on the operation status of the driver with respect to the vehicle (for example, operation on the operation means 7). In the present embodiment, based on the determination of the determination means 6, By operating the clutch K by the clutch operating means 14, a parking brake state in which power transmission between the engine E and the drive wheels D can be performed while the engine E is stopped, and between the engine E and the drive wheels D, It is possible to switch between the neutral state in which the power transmission between them is interrupted.
- the clutch operating means 14 operates the clutch K and transmits the driving force of the engine E to the drive wheels D.
- the clutch plate is in pressure contact with the pressure
- the operating means 7 is selected to the N range (by turning on the N range button switch)
- the clutch operating means 14 operates the clutch K, and the engine This is an off state (a state where the pressure contact of the clutch plate by the pressure is released) in which the transmission of the driving force of E is cut off and is not transmitted to the driving wheel D.
- the clutch control means 5 and the shift control means 4 can control the clutch K and the transmission 1 according to the traveling state of the vehicle. That is, the operating means 7 can arbitrarily select the P range for the parking brake state, the N range for the neutral state, and the D range for controlling the clutch K and the transmission 1 according to the running state of the vehicle. -ing
- the holding force of the belt V by the pulley P1 of the transmission 1 (the load exerted on the side surface of the belt V from the pulleys P1 and P2 (belt The side pressure)) is increased to restrict the sliding of the belt V with respect to the pulleys P1 and P2.
- the holding force of the belt V by the pulleys P1 and P2 is increased to restrict the sliding of the belt V with respect to the pulleys P1 and P2, so that the power transmission system is interrupted in the continuously variable transmission.
- the parking brake state in which power can be transmitted between the engine E (drive source) and the drive wheels D can be reliably maintained.
- the holding force of the belt V by the pulleys P1 and P2 is larger than the holding force in the D range when the vehicle is stopped in the parking brake state, the power transmission system is interrupted in the continuously variable transmission. It can prevent more reliably.
- the holding force of the belt V by the pulley P1 is used to transmit the power by the belt V. It is set to the extent that it is not performed and is set to the neutral state, and on the condition that the engine E is in the driving state, the clamping force of the belt V by the pulley P1 is such that power is transmitted by the belt V, and It is set so as to be smaller than the clamping force in the D range with the vehicle stopped, and is configured to restrict the sliding of the belt V with respect to the pulleys P1 and P2.
- the creep state can be set in the D range without the accelerator operation, and in the creep state, the creep control (power transmission) that allows the engine E to run in the idling state without the accelerator operation.
- the control is such that the vehicle travels due to the creep phenomenon of the system and performs low-speed travel that does not depend on the accelerator operation.
- the clutch K is operated by the engine E without the accelerator operation and the travel control having the start control or the shift control when the accelerator operation is performed. Creep control capable of running in an idling state is selectively performed according to the driver's request.
- the P range selection operation by the operation means 7 is accepted only when the vehicle speed is equal to or lower than the predetermined value and the N range. However, only when the vehicle speed is equal to or lower than a predetermined value, the P range selection operation by the operation means 7 is accepted, or only when the vehicle speed is the N range, the P range selection operation by the operation means 7 is accepted. Also good.
- the selection operation of the P range by the operation means 7 is accepted. Can be prevented.
- the parking brake state can be prevented when the vehicle is traveling at high speed by accepting the selection operation of the P range by the operation means 7 only when the vehicle speed is equal to or lower than the predetermined value. If the P range selection operation by the operating means 7 is accepted only in the N range, the operating means 7 is erroneously operated in the D range and the driver unintentionally selects the P range. Even when the selection operation is performed, the parking brake state can be prevented.
- the output transmission mechanism from the clutch actuating means 14 to the clutch K is provided with a worm gear speed reducer comprising a worm gear 15 and a worm wheel 16, so that as shown in FIG.
- the operating means 14 is in a non-energized state (the clutch actuator voltage is 0)
- the on state (ON) and the off state (OFF) of the clutch K are held.
- the output transmission mechanism from the transmission operating means 17 to the transmission 1 includes a worm gear speed reducer comprising a worm gear 18 and a worm wheel 19, as shown in FIG.
- the means 17 is in a non-energized state (pulley actuator voltage is 0)
- a state where there is a clamping force (belt side pressure) of the belt V and a state where there is no clamping force are maintained.
- the engine E is stopped on the condition that the selection operation of the P range by the operation means 7 is performed while the engine E (drive source) is being driven.
- it is configured to automatically switch from the P range to the N range on the condition that the start operation of the engine E (drive source) is performed in the P range.
- the engine E is automatically stopped and put into the parking brake state on the condition that the selection operation of the P range by the operation means 7 is performed while the engine E is being driven.
- the P range is selected, it is not necessary to perform a manual operation for stopping the engine E, and the operability can be improved.
- a display F that performs display in accordance with the P range, the N range, and the D range.
- the indicator F is configured to display the vehicle speed and various states of the vehicle in addition to the display of the range.
- the display F causes the display F to display when the engine E is automatically switched from the P range to the N range on condition that the start operation of the engine E is performed in the P range. The driver can be surely grasped that the N range has been switched to.
- the engine start switch is turned on in S4, the vehicle speed is not lower than the predetermined value in S6, or the P range is not selected in S7.
- S8, S11 the driver's request is determined to be in the N range, and the fact is displayed on the display provided in the vehicle. Further, when the selection operation of the D range is performed in S1, and it is determined in S3 that the driver's request is the D range, the process proceeds to S10 and S13, and it is determined that the driver's request is the D range. Then, the fact is displayed on the indicator provided in the vehicle.
- the process proceeds to S8, and engine E stop control is performed. If it is determined that the driver's request is not in the P range, the process proceeds to S4. Advancing, it is determined whether or not the engine E is being driven. If it is determined in S4 that the engine E is being driven, the process proceeds to S10, where the drive of the engine is controlled. If it is determined that the engine E is not being driven, the process proceeds to S5, where the engine E is being started. It is determined whether or not there is.
- the process proceeds to S3, in which it is determined whether or not the accelerator is on, and it is determined that the accelerator is not on (that is, in the D range). If there is no accelerator operation in the state), the process proceeds to S6, where creep control is performed and it is determined that the accelerator is turned on (that is, if there is an accelerator operation in the D range state), the process proceeds to S7 and the vehicle travels. Control is performed.
- the creep control is a control for moving the vehicle while the engine E is idling without an accelerator operation, and enables low-speed traveling that does not depend on the accelerator operation.
- such creep control is control performed by setting the clutch position angle to ⁇ C1 so that the clutch capacity (TC) becomes a predetermined value.
- the feedback control for maintaining the idle speed is as follows. That is, in determination (S2) whether the idle speed of the engine E is equal to or greater than the predetermined value (1) and determination (S3) whether the idle speed of the engine E is equal to or less than the predetermined value (2). If the engine idling speed is greater than or equal to the predetermined value (1) in S2, the process proceeds to S5 to reduce the amount of air supplied to the engine E to reduce the idling speed, and in S3 the engine idling When the rotational speed is equal to or less than the predetermined value (2), the process proceeds to S6, the amount of air supplied to the engine E is increased, and the idle rotational speed is increased.
- feedback control for maintaining the clutch capacity is as follows. That is, in S4, it is determined whether or not the fuel (injected fuel) supplied to the engine E is equal to or greater than a predetermined value. If the injected fuel is not equal to or greater than the predetermined value, a small angle ( ⁇ C) The clutch position angle is set to a value obtained by subtracting ( ⁇ C) ( ⁇ C ⁇ C), the clutch capacity is increased, and if the injected fuel is greater than or equal to a predetermined value, the clutch position angle ( ⁇ C) is set to a small angle ( ⁇ C) in S7. ) Is added to the value ( ⁇ C + ⁇ C) to reduce the clutch capacity.
- the clutch control during traveling is control for traveling or starting the vehicle based on an accelerator operation or the like.
- S1 it is determined whether or not a shift is being performed by operating the operating means 7 (S1). If a shift is being performed, a shift control for shifting is performed in S9. If not, the process proceeds to S2. It is then determined whether or not the clutch differential rotation is within a predetermined value.
- the feedback control during driving is as follows. That is, it is determined whether or not the rotational speed of the engine E is equal to or greater than a predetermined value (S4). If the rotational speed is equal to or greater than the predetermined value, a value obtained by subtracting a minute angle ( ⁇ C) from the clutch position angle ( ⁇ C) in S6. A value obtained by adding a minute angle ( ⁇ C) to the clutch position angle ( ⁇ C) in S7 when the clutch position angle is set to ( ⁇ C ⁇ C), the clutch capacity is increased, and the rotational speed is not greater than or equal to a predetermined value (S7).
- the clutch position angle is set to ⁇ C + ⁇ C) to reduce the clutch capacity.
- FIG. 9 is a control for arbitrarily changing the pulley ratio, and is controlled by arbitrarily adjusting the rotational speed ( ⁇ A) of the output shaft of the transmission actuating means 17 as shown in FIG.
- S1 it is determined whether or not the driver's request is in the P range. If it is determined in the P range, the process proceeds to S8, and the rotational speed ( ⁇ A) of the transmission actuating means 17 is set to “ ⁇ A0 + ⁇ A3. "Is set to a strong clamping force (side pressure), and if it is determined not to be in the P range, the process proceeds to S2 to determine whether or not the driver's request is in the N range.
- the process proceeds to S6, where it is determined whether or not the engine E is stopped, and if it is determined that the engine E is not stopped, Proceeding to S9, the rotational speed ( ⁇ A) of the transmission actuating means 17 is set to “ ⁇ A0- ⁇ A2” and a weak clamping force (side pressure) is set.
- the process proceeds to S7, in which it is determined whether or not the pulleys P1 and P2 (specifically, driven pulleys) have stopped rotating, and the pulleys P1 and P2 are determined. If it is determined that the rotation is not stopped, the process proceeds to S9, and if it is determined that the pulleys P1 and P2 are stopped, the process proceeds to S10 and the rotational speed ( ⁇ A) of the transmission actuating means 17 is determined. Is set to “ ⁇ A0- ⁇ A1”, and the clamping force (side pressure) is set to substantially zero.
- the process proceeds to S3, in which it is determined whether or not the vehicle is stopped, and it is determined that the vehicle is not stopped (running).
- the pulleys P1 and P2 are actuated according to the traveling state of the vehicle to control the gear ratio, and when the vehicle stops after traveling once, as shown in S5 described later, ⁇ A when the D range is stopped
- the reference value is learned by setting ⁇ A0 with reference to.
- S3 If it is determined that the vehicle is stopped in S3, the process proceeds to S4, where it is determined whether or not the vehicle has traveled after learning the reference value last time, and if it is determined that the vehicle has traveled after learning the reference value, In S5, ⁇ A0 is set with ⁇ A as a reference, and then in S11, the rotational force ( ⁇ A) of the transmission actuating means 17 is set as ⁇ A0 to set the clamping force (side pressure). If it is determined in S4 that the vehicle has not traveled after learning the reference value last time, S5 is skipped and the process proceeds to S11.
- the saddle-ride type vehicle according to the present embodiment includes a two-wheeled vehicle that can be driven by a driver while steering over a seating seat and is driven by a handlebar.
- first brake means 8 and second brake means 9 for performing a braking operation a transmission 1 ′ composed of a stepped transmission, a clutch K, an engine ECU 2 as an engine control means, and a transmission ECU 3 And operating means 7.
- the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.
- the motorcycle according to the present embodiment is provided with second brake means 9 that can be operated by the driver's feet instead of the second brake means 13 according to the first embodiment.
- the second brake means 9 is composed of a foot brake that can be operated with the foot of a driver who sits straddling the seat 10, and when the operation is detected by the brake operation detection sensor S2, for example, for a rear wheel (not shown)
- the two-wheeled vehicle can be braked by operating the brake.
- the transmission 1 ′ can be automatically set to a predetermined gear position according to the mode set by the operation means 7, and includes a stepped transmission having a dog clutch.
- the transmission 1 ′ is controlled by the shift control means 4 and is set to the D range (in this embodiment, 1st speed ⁇ ⁇ 2nd ⁇ ⁇ 3rd ⁇ ⁇ 4-speed automatic shift).
- the driving force of the engine E is transmitted to the driving wheel D.
- the transmission ECU 3 includes a vehicle speed sensor S 7 that can detect the vehicle speed and a shift drum that can detect the state of the dog clutch of the transmission 1 ′ (power transmission state or power transmission is interrupted). It is electrically connected to the angle sensor S8 so that the vehicle speed and the state of the dog clutch can be grasped.
- the transmission 1 ′ is provided with a cam 20 for operating the dog clutch, and the cam 20 is operated by the transmission operating means 17.
- the shift angle of the cam 20 is detected by the shift drum angle sensor S8 so that the state of the dog clutch can be detected.
- the clutch E is operated by the clutch operating unit 14 based on the determination of the determination unit 6, so that the engine E and the driving wheel are in the stopped state. It is possible to switch between a parking brake state in which power can be transmitted to D and a neutral state in which power transmission between the engine E and the drive wheels D is interrupted while the engine E is stopped.
- the parking brake state when the parking brake state is selected, power transmission between the engine E and the drive wheels D is enabled when the engine E is in a stopped state, and therefore the drive wheels D are caused by the friction (resistance) of the engine E. Is locked and can be parked on a slope easily and reliably, and when the neutral state is selected, power transmission between the engine E and the drive wheels D is cut off when the engine E is stopped. Therefore, the driving wheel D is not locked, and the driver can move by pulling the vehicle. That is, the parking brake state and the neutral state can be switched exclusively by the clutch operating means 14 regardless of the state of the transmission 1 '.
- the output transmission mechanism from the clutch operating means 14 to the clutch K is provided with a worm gear speed reducer composed of a worm gear 15 and a worm wheel 16.
- the clutch operating means 14 When the clutch operating means 14 is in a non-energized state (clutch actuator voltage is 0), the on state (ON) of the clutch K is maintained.
- the transmission 1 ′ is provided with a cam 20 for operating the dog clutch, and is configured to operate the cam 20 by the transmission operating means 17.
- the transmission operating means 17 is in a non-energized state, the state of the dog clutch can be maintained.
- the clutch K by operating the clutch K by the clutch operating means 14, the engine E (drive source) is stopped and the engine E and the drive wheels D are stopped. Since it is possible to switch between a parking brake state in which the power transmission between the engine E and the driving wheel D is interrupted, and a neutral state in which the power transmission between the engine E and the drive wheels D is interrupted, It is possible to switch between the parking brake state and the neutral state by using the clutch actuating means 14 for actuating, and it is possible to suppress an increase in manufacturing cost.
- the clutch operating means 14 when the clutch operating means 14 is in a non-energized state, the state of the clutch K can be maintained, so that power is supplied to the clutch operating means.
- the parking brake state and the neutral state can be maintained without supply.
- the driver is provided with the operation means 7 that can arbitrarily select the P range for the parking brake state, the N range for the neutral state, and the D range for controlling the clutch and the transmission according to the traveling state of the vehicle. The operation based on the request can be surely performed.
- the transmission 1 includes a belt V that constitutes a part of the power transmission system and a pair of pulleys P1 and P2 that are suspended while sandwiching the belt V. Since it is composed of a step transmission, it is possible to switch gear 1 more smoothly, and in a vehicle equipped with a continuously variable transmission, the clutch operating means 14 for operating the clutch K is used for parking. A brake state and a neutral state can be switched, and it can suppress that manufacturing cost increases.
- the holding force of the belt V by the pulleys P1 and P2 is increased to restrict the sliding of the belt V with respect to the pulleys P1 and P2, so that the power transmission system is interrupted in the continuously variable transmission.
- the parking brake state in which power can be transmitted between the engine E and the drive wheels D can be reliably maintained.
- the holding force of the belt V by the pulley P1 is set to such an extent that the power transmission by the belt V is not performed, and the neutral state is set.
- the holding force of the belt V by the pulley P1 is such that the power is transmitted by the belt V, and the holding force in the D range with the vehicle stopped. Since the sliding of the belt V with respect to the pulley P1 is restricted, the cut-off state or the transmission state can be set according to the drive state of the engine E (drive source).
- the transmission operating means 17 that can arbitrarily adjust the holding force of the belt V by the pulley P1 in the energized state, and the transmission operating means 17 is in a non-energized state. At this time, since the clamping force of the belt V can be maintained, the power transmission state and the cutoff state can be maintained without supplying electric power to the transmission operating means 17.
- the clutch K when in the D range and when the holding force of the belt V by the pulley P1 is applied, the clutch K performs the travel control having the start control or the shift control when the accelerator operation is performed, and the accelerator operation.
- the creep control that enables the engine E to run while idling is selectively performed according to the driver's request, so that when the engine E is accelerator-operated from the idling stop state, the quick response according to the accelerator operation
- the vehicle can be started, and when the engine E is released from the idling stop state and the brake is released without the accelerator operation, the creep control is continued and the vehicle can be started at a low speed.
- the accelerator operation can be made unnecessary.
- the transmission 1 ′ is composed of a stepped transmission, it is possible to accurately select a shift stage according to the vehicle speed and the like, and to install the stepped transmission.
- the clutch actuating means 14 for actuating the clutch K can be used to switch between the parking brake state and the neutral state, and the production cost can be prevented from increasing.
- the clutch actuating means 14 may be a stepping motor or the like.
- a clutch actuating means 14 composed of a stepping motor or the like is provided, and a decelerator that does not use a worm gear (such as an external gear) is used instead of the worm gear reducer by appropriately setting the detent torque of the stepping motor.
- the transmission actuating means 17 may be formed of, for example, a stepping motor, and the worm gear speed reducer on the transmission actuating means 17 side may be unnecessary.
- the clamping force of the pulley P1 can be arbitrarily adjusted.
- the clamping force of the pulley P2 can be arbitrarily adjusted, or the pulley P1 and the pulley P2. Both of the clamping forces may be arbitrarily adjustable.
- the present invention may be applied to other types of vehicles instead of the two-wheeled vehicle, as long as it is a saddle type vehicle that can be driven by steering with a handlebar while sitting on a seating seat.
- the parking brake state in which power can be transmitted between the driving source and the driving wheel while the driving source is stopped, and power transmission between the driving source and the driving wheel.
- the clutch operating means By operating the clutch with the clutch operating means, the parking brake state in which power can be transmitted between the driving source and the driving wheel while the driving source is stopped, and power transmission between the driving source and the driving wheel.
- it is a saddle-ride type vehicle that can be switched to the neutral state in which is blocked, it can also be applied to a vehicle with a different external shape or a vehicle with other functions added.
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Abstract
Description
第1の実施形態に係る鞍乗り型車両は、運転者が着座シートに跨って着座しつつハンドルバーで操舵して走行可能な二輪車から成り、図1、2に示すように、エンジンE(駆動源)と、ハンドルバーHと、制動操作を行うための第1ブレーキ手段8及び第2ブレーキ手段13と、無段変速機から成る変速機1と、クラッチKと、エンジンECU2と、変速機ECU3と、操作手段7とを有して構成されている。なお、図中符号STは、エンジンEを始動させるためのスタータを示している。
先ず、操作手段7によってDレンジが選択操作されているか否かを判断し(S1)、Dレンジが選択操作されていない場合、S2に進み、Nレンジが選択操作されているか否かを判断する。そして、S2にてNレンジが選択操作されていないと判断されると、S3に進んで、運転者の要求がDレンジであるか否かが判断されるとともに、当該要求がDレンジでないと判断されると、S4に進んで、エンジンスタートスイッチ(例えばイグニッションスイッチ等)がオンしたか否かが判断される。
先ず、イグニッションスイッチがオンしているか否かが判断され(S1)、イグニッションスイッチがオンしている場合、S2に進んで、エンジンキルスイッチがオン(又はイグニッションスイッチがオフ)しているか否かが判定される。S2にてエンジンキルスイッチがオンしていないと判断されると、S3に進んで、運転者の要求がPレンジか否か判断される。
先ず、S1にて運転者の要求がPレンジであるか否かが判断され、運転者の要求がPレンジであると判断されると、S4に進んで、クラッチKをオン状態とすることによりパーキングブレーキ状態とする。S1にて運転者の要求がPレンジでないと判断されると、S2に進んで、運転者の要求がNレンジであるか否かが判断され、運転者の要求がNレンジであると判断されると、S5に進んで、クラッチKをオフ状態とすることによりニュートラル状態とする。
クリープ制御は、既述のように、アクセル操作がなくエンジンEがアイドリングの状態で車両を動かす制御であり、アクセル操作によらない低速走行を可能とするものである。かかるクリープ制御は、図6に示すように、クラッチ容量(TC)が所定値となるようにクラッチ位置角度をΘC1に設定して行われる制御である。
走行時のクラッチ制御は、既述のように、アクセル操作等に基づいて車両を走行又は発進させるための制御である。先ず、操作手段7の操作による変速中であるか否かが判断され(S1)、変速中であれば、S9にて変速のための変速制御が行われるとともに、変速中でない場合、S2に進んでクラッチ差回転が所定値以内か否かが判断される。
ベルト側圧制御は、既述のように、ベルトVが回動していないときは、変速機1におけるプーリP1によるベルトVに対する挟持力を任意変化させるとともに、ベルトVが回動しているときは、プーリレシオを任意に変化させるための制御であり、図9に示すように、変速機用作動手段17の出力軸の回転数(ΘA)を任意調整することで制御される。
本実施形態に係る鞍乗り型車両は、運転者が着座シートに跨って着座しつつハンドルバーで操舵して走行可能な二輪車から成り、図13、14に示すように、エンジンEと、ハンドルバーHと、制動操作を行うための第1ブレーキ手段8及び第2ブレーキ手段9と、有段変速機から成る変速機1’と、クラッチKと、エンジン制御手段としてのエンジンECU2と、変速機ECU3と、操作手段7とを有して構成されている。なお、第1の実施形態と同様の構成要素には同一の符号を付すこととし、それらの詳細な説明を省略する。
1’ 変速機(有段変速機)
2 エンジンECU
3 変速機ECU
4 変速制御手段
5 クラッチ制御手段
6 判断手段
7 操作手段
8 第1ブレーキ手段
9 第2ブレーキ手段
10 着座シート
11 サイドスタンド
12 メインスタンド
13 第2ブレーキ手段
14 クラッチ用作動手段
15 ウォームギア
16 ウォームホイール
17 変速機用作動手段
18 ウォームギア
19 ウォームホイール
20 カム
H ハンドルバー
E エンジン
Claims (15)
- 駆動源から駆動輪までの動力伝達系に配設され、駆動源の駆動力を駆動輪に対して任意タイミングで伝達又は遮断可能なクラッチと、
前記動力伝達系に配設され、車両の走行状態に応じて変速可能な変速機と、
通電により動作するアクチュエータから成り、前記クラッチを作動させ得るクラッチ用作動手段と、
を具備し、運転者が着座シートに跨って着座しつつハンドルバーで操舵して走行可能な鞍乗り型車両において、
前記クラッチ用作動手段にて前記クラッチを作動させることにより、前記駆動源が停止状態で当該駆動源と前記駆動輪との間の動力伝達が可能なパーキングブレーキ状態と、前記駆動源と前記駆動輪との間の動力伝達が遮断されたニュートラル状態とを切り替え可能とされたことを特徴とする鞍乗り型車両。 - 前記クラッチ用作動手段が非通電状態のとき、前記クラッチの状態が保持可能とされたことを特徴とする請求項1記載の鞍乗り型車両。
- 前記パーキングブレーキ状態とするPレンジ、前記ニュートラル状態とするNレンジ、及び車両の走行状態に応じて前記クラッチ及び変速機を制御し得るDレンジを任意選択可能な操作手段を具備したことを特徴とする請求項1又は請求項2記載の鞍乗り型車両。
- 車速が所定値以下のときに限り、当該操作手段による前記Pレンジの選択操作を受け付けることを特徴とする請求項3記載の鞍乗り型車両。
- 前記Nレンジのときに限り、前記操作手段による前記Pレンジの選択操作を受け付けることを特徴とする請求項3記載の鞍乗り型車両。
- 前記車速が所定値以下、且つ、前記Nレンジのときに限り、前記操作手段による前記Pレンジの選択操作を受け付けることを特徴とする請求項3記載の鞍乗り型車両。
- 前記駆動源が駆動中に前記操作手段によるPレンジの選択操作が行われたことを条件として、当該駆動源を自動的に停止させてパーキングブレーキ状態とすることを特徴とする請求項3記載の鞍乗り型車両。
- 前記Pレンジのとき前記駆動源の始動操作が行われたことを条件として、自動的に当該Pレンジから前記Nレンジに切り替えることを特徴とする請求項3~7の何れか1つに記載の鞍乗り型車両。
- 前記Pレンジ、Nレンジ及びDレンジに応じた表示を行う表示器を具備したことを特徴とする請求項8記載の鞍乗り型車両。
- 前記変速機は、前記動力伝達系の一部を構成するベルトと、該ベルトを挟持しつつ懸架する一対のプーリとを具備した無段変速機から成ることを特徴とする請求項1~9の何れか1つに記載の鞍乗り型車両。
- 前記パーキングブレーキ状態のとき、前記プーリによる前記ベルトの挟持力を増加して、車両が停止した状態でDレンジのときのベルトの挟持力よりも大きくすることにより、当該プーリに対する前記ベルトの滑動を規制することを特徴とする請求項10記載の鞍乗り型車両。
- 前記Nレンジのとき、前記駆動源が停止状態であることを条件として、前記プーリによるベルトの挟持力が当該ベルトによる動力の伝達が行われない程度に設定されて前記ニュートラル状態とされるとともに、前記駆動源が駆動状態であることを条件として、前記プーリによるベルトの挟持力が当該ベルトによる動力の伝達が行われる程度、且つ、車両が停止した状態でDレンジのときの挟持力よりも小さい程度に設定されて、前記プーリに対する前記ベルトの滑動を規制することを特徴とする請求項10又は請求項11記載の鞍乗り型車両。
- 通電により動作するアクチュエータから成り、通電状態で前記プーリ位置を変更し、前記ベルトが回動していないときは当該ベルトの挟持力を任意調整可能とし、当該ベルトが回動しているときは、当該ベルトの挟持力を付与しつつプーリレシオが任意調整可能な変速機用作動手段を具備するとともに、当該変速機用作動手段が非通電状態のとき、前記ベルトの挟持力が保持可能とされたことを特徴とする請求項10~12の何れか1つに記載の鞍乗り型車両。
- 前記Dレンジのときであって前記プーリによる前記ベルトの挟持力が付与された状態のとき、前記クラッチは、アクセル操作がなされた際の発進制御又は変速制御を有する走行制御と、アクセル操作がなく前記駆動源がアイドリングの状態で走行可能なクリープ制御とが運転者の要求に応じて選択的に行われることを特徴とする請求項10~13の何れか1つに記載の鞍乗り型車両。
- 前記変速機は、有段変速機から成ることを特徴とする請求項1~9の何れか1つに記載の鞍乗り型車両。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201480055934.3A CN105637266B (zh) | 2013-10-11 | 2014-10-10 | 鞍乘型车辆 |
DE112014004661.2T DE112014004661T5 (de) | 2013-10-11 | 2014-10-10 | Fahrzeug vom Satteltyp |
US15/094,792 US10220914B2 (en) | 2013-10-11 | 2016-04-08 | Saddle-type vehicle |
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JP2013213776A JP6185360B2 (ja) | 2013-10-11 | 2013-10-11 | 鞍乗り型車両 |
JP2013-213776 | 2013-10-11 |
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US15/094,792 Continuation US10220914B2 (en) | 2013-10-11 | 2016-04-08 | Saddle-type vehicle |
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WO2015053396A1 true WO2015053396A1 (ja) | 2015-04-16 |
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PCT/JP2014/077222 WO2015053396A1 (ja) | 2013-10-11 | 2014-10-10 | 鞍乗り型車両 |
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US (1) | US10220914B2 (ja) |
JP (1) | JP6185360B2 (ja) |
CN (1) | CN105637266B (ja) |
DE (1) | DE112014004661T5 (ja) |
WO (1) | WO2015053396A1 (ja) |
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KR101799433B1 (ko) | 2016-11-08 | 2017-11-21 | 계양전기 주식회사 | 어시스트 기능이 구비된 전동 이륜차 |
CN107605607B (zh) * | 2017-09-15 | 2019-08-02 | 北理慧动(常熟)车辆科技有限公司 | 发动机控制方法及装置 |
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JP3158452U (ja) * | 2010-01-18 | 2010-04-02 | ヤマハ発動機株式会社 | 車両用パワーユニットおよびそれを備えた車両 |
JP2011207295A (ja) * | 2010-03-29 | 2011-10-20 | Aisin Aw Co Ltd | ハイブリッド駆動装置 |
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-
2013
- 2013-10-11 JP JP2013213776A patent/JP6185360B2/ja active Active
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2014
- 2014-10-10 WO PCT/JP2014/077222 patent/WO2015053396A1/ja active Application Filing
- 2014-10-10 DE DE112014004661.2T patent/DE112014004661T5/de active Pending
- 2014-10-10 CN CN201480055934.3A patent/CN105637266B/zh active Active
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JPH08240250A (ja) * | 1995-03-02 | 1996-09-17 | Kawasaki Heavy Ind Ltd | ベルト式自動変速機 |
JP2003513207A (ja) * | 1999-10-26 | 2003-04-08 | ツェットエフ レムフェルダー メタルヴァーレン アクチエンゲゼルシャフト | 電子制御式の車両用オートマチックトランスミッションのためのシフト装置 |
JP2007057041A (ja) * | 2005-08-25 | 2007-03-08 | Toyota Motor Corp | 変速機の制御装置 |
JP2009197990A (ja) * | 2008-02-25 | 2009-09-03 | Yamaha Motor Co Ltd | 遠心クラッチを備えた自動二輪車 |
JP2011163470A (ja) * | 2010-02-10 | 2011-08-25 | Suzuki Motor Corp | ベルト式無段変速装置 |
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JP2013029130A (ja) * | 2011-07-27 | 2013-02-07 | Musashi Seimitsu Ind Co Ltd | Vベルト式無段変速装置 |
Also Published As
Publication number | Publication date |
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CN105637266B (zh) | 2018-08-17 |
US10220914B2 (en) | 2019-03-05 |
US20160221641A1 (en) | 2016-08-04 |
CN105637266A (zh) | 2016-06-01 |
JP6185360B2 (ja) | 2017-08-23 |
DE112014004661T5 (de) | 2016-07-21 |
JP2015075219A (ja) | 2015-04-20 |
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