JPS6127786A - Method of controlling acceleration of infinitely variable gear for car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an acceleration control method for a continuously variable transmission for a vehicle that provides smooth acceleration characteristics.

(Prior Art) As is well known, in motorcycles and the like, an automatic clutch is disposed at the rear stage of a continuously variable transmission connected to an internal combustion engine, and the gear ratio of the continuously variable transmission is set to the output rotation speed of the automatic clutch. There are things to detect and control. This automatic clutch connects and connects a clutch plate on the continuously variable transmission side and a clutch plate on the drive mechanism side using clutch pressure caused by centrifugal force or the like.

The clutch is connected using the frictional resistance between the clutch plates, and when the clutch is connected during start-up acceleration, both clutch plates transmit rotational force while sliding.

Therefore, the rotational speed of one engine and the driving force of the driving wheels become as shown in curves A and B shown in Fig. 3, and when the clutch is engaged, that is, in a half-clutch state from the beginning of slippage until it is engaged, the speed is as shown by the broken line. Although the vehicle speed increases, the rotational speed and driving force of the internal combustion engine remain constant. When the rotational speed of the internal combustion engine reaches a predetermined value a, both clutch plates connect and rotate together, and the rotational speed increases simultaneously with the vehicle speed, and the driving force also increases. .

(Problem to be solved by the invention) In this way, in the half-clutch state when starting and accelerating,
The rotational speed of the internal combustion engine and the driving force for driving the drive wheels are also constant, and increase as the vehicle speed increases from the time the clutch is engaged, making it difficult to obtain a smooth acceleration feeling.

This invention was made against this background.
It is an object of the present invention to provide an acceleration control method for a continuously variable transmission for a vehicle, which provides smooth acceleration characteristics and improves driving feeling compared to conventional methods.

(Means for Solving the Problems) In order to solve the above-mentioned object, the present invention sets the gear ratio of a continuously variable transmission connected to an internal combustion engine to the output of an automatic clutch disposed downstream of the continuously variable transmission. This is characterized by detecting the side rotational speed and controlling the gear ratio to increase in accordance with the increase in the output side rotational speed.

(Operation) In this invention, the gear ratio of the continuously variable transmission connected to the internal combustion engine is controlled to increase in accordance with the increase in the output side rotational speed of the automatic clutch. The rotational speed and drive force of the drive wheels increase, smooth acceleration characteristics are obtained during start-up acceleration, and the driving feeling is improved.

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

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

In the figure, numeral 1 is an internal combustion engine mounted on the vehicle, 2 is a continuously variable transmission, such as a toroidal type continuously variable transmission or ■belt continuously variable transmission, and 3 is an automatic clutch in which a centrifugal clutch or the like is used. , 4 is a drive mechanism that drives the drive wheels,
These constitute the vehicle's power transmission mechanism.

A vehicle speed detection means 5 is arranged in the drive mechanism 4,
This vehicle speed detection means 5 outputs a pulse signal in accordance with the rotation of the driving wheels, and the vehicle speed is obtained as the frequency of the pulse signal.

The FV conversion means 6 converts the frequency obtained by the vehicle speed detection means 5 into a voltage and outputs it to the amplification means 7. This output voltage increases linearly with frequency.

The amplifying means 7 changes the speed ratio in accordance with the output voltage of the FV converting means 6, and increases the speed ratio accordingly as the output voltage of the FV converting means 6 increases. The control signal obtained in this way is output to the drive means 8 to drive the continuously variable transmission 2.
output to the transmission means 9 for controlling the transmission ratio disposed in the
Increase the gear ratio.

This gear ratio G is expressed as: G=output side rotational speed V2/input side rotational speed v1.

As shown in FIG. 3, as the vehicle speed increases, the gear ratio simultaneously increases at a predetermined rate, and as the vehicle speed reaches a predetermined value a, as shown by the solid line, the rotational speed of the internal combustion engine l and The driving force increases with vehicle speed.

FIG. 2 is a block diagram showing another embodiment of the invention.

In this embodiment, the driving means 8 is constituted by a servo motor IO, and in the figure, the same reference numerals as in FIG. 1 have the same structure.

Reference numeral 11 denotes a comparison means to which the output of the rotation angle detection means 12 for detecting the rotation angle of the servo motor 10 is fed back. The comparison means 12 compares the feedback output with the output voltage of the F⊙ conversion means 6, and outputs a signal for forward or reverse rotation of the servo motor IO to the forward/reverse rotation command means 13. Forward/reverse command means 13
is for controlling the rotation of the servo motor 10, and this control signal is amplified by the amplification means 14 and output to the servo motor IO.

Therefore, when the vehicle starts from a stop and the vehicle speed increases, the comparison means 11 outputs a normal rotation signal, controls the transmission means 9 via the servo motor 10, and changes the gear ratio. Then, it stops when it matches the feedback voltage from the rotation angle detection means 12,
As the vehicle speed increases, the gear ratio increases.

Note that the increase in the gear ratio in the above embodiments is not limited to a linear increase, but may be cumulative or stepwise.

4 to 6 show a specific embodiment in which the present invention is applied to a toroidal continuously variable automatic transmission. FIG. 4 is a sectional view, and FIG. 5 is a sectional view taken along the line , FIG. 6 is a plan view of FIG. 5.

In the figure, the symbol l is an internal combustion engine mounted on a motorcycle, and the engine case 21 of this internal combustion engine l has a piston 2.
A crankshaft 23 driven by the motor 2 and an axle 25 that suspends a rear wheel 24 are rotatably supported. A generator 26 is provided at one end of the crankshaft 23, and a one-way clutch 27 is provided at the other end. This one-way clutch 27 is connected to a starter motor 28 and a connecting shaft 29.
are connected via.

A toroidal continuously variable automatic transmission 2 is disposed at the tip of the crankshaft 23, and shifts the power of the internal combustion engine l to the axle shaft of the drive mechanism 4 via an automatic clutch 3 disposed at a later stage.
5, and these constitute a power transmission mechanism.

In the housing 30 of the toroidal continuously variable automatic transmission 2, an input shaft 31 and an output shaft 32 are rotatably supported. An output gear 33 is keyed to the output shaft 32 and connected to a clutch gear 35 of the automatic clutch 3 via a timing belt 34 .

A cam plate 36 is rotatably disposed on the input shaft 31, and power is transmitted to the input disk 38 via rollers 37. The input disk 38 is loosely coupled to the input shaft 31, and the output disk 39 is arranged opposite to this input disk 38. The input disk 38 and the output disk 39 have opposing rotating curved surfaces, and a pair of power rollers 40 are disposed between the rotating curved surfaces. An output gear 41 is press-fitted into the shaft portion of the output disk 39 and meshes with an input gear 42 of the output shaft 32 .

As shown in FIG. 5, the power rollers 40 have a toroidal convex surface that faces and engages with a rotating curved surface, and are rotatably provided on roller shafts 43, and these roller shafts 43 are rotatably mounted on trunnions 44, respectively. possible to be pivoted.

This power roller 40 transmits the power from the input disk 38 to the output disk 39, and controls the rotation ratio of both disks 38, 39, that is, the speed ratio.

The gear ratio G in this example is G=V2/Vl=R1/R2.

However, R1 is the rotation radius of the input disk 38, and R2 is the rotation radius of the output disk 39.

The trunnion 44 is disposed in the vertical direction and is held by support members 45 and 46 disposed above and below, so that it can move slightly in the vertical direction. The upper support member 45 and the lower support member 46 are supported by the housing 30 via an upper post 47 and a lower post 48, respectively.

A connecting member 49 is screwed onto the upper part of the trunnion 44, and a bolt member 50 is further press-fitted into this connecting member 49. A trapezoidal thread is carved into the bolt member 50, and a nut member 51 is screwed into the bolt member 50.

This rotation of the nut member 51 causes the trunnion 44 to move a small amount in the pivot axis direction X. As a result, the power roller 40 is displaced in the pivot axis direction
4 rotates around the pivot axis. The direction of this rotation is such that it follows the nut member 51, so the bolt member 50
As the lead of the trapezoidal screw increases, the deflection of the trunnion 44 returns to its original state. When the power roller 40 returns to the neutral position, that is, when the rotation axis Y of the power roller 40 and the input axis intersect, the power roller 40 stops rotating and a desired rotation ratio is obtained.

The operating mechanism for rotating the nut member 51 is constructed as shown in FIG. That is, the rotating shaft 52 is connected to the input shaft 31.
arranged coaxially with 1. Guide 5 on this rotating shaft 52
3 is designed to spiral. The nut member 51 is connected to a zero rotation shaft 5 connected to a guide 53 via a link 54.
A wheel gear 55 is provided at the end of the servo motor 2 and meshes with the worm gear 10a of the servo motor IO. This forward and reverse rotation of the servo motor lO causes the guide 53 to move toward the rotating shaft 5.
2 to rotate the nut member 51 in the forward and reverse directions.

For forward/reverse rotation of the servo motor IO, the comparison means 11 compares the output from the rotation angle detection means 12 and the output voltage from the FV conversion means 6, and the forward/reverse rotation command means 13 controls forward or reverse rotation. , are driven via the amplification means 14.

A clutch shaft 56 of the automatic clutch 3 is rotatably supported by the engine case 21, and the clutch gear 35 is loosely engaged with the clutch shaft 56. clutch gear 3
5 is provided with a clutch outer 57 so as to be integrally rotatable,
A clutch center 58 is disposed inside thereof so as to be able to rotate integrally with the clutch shaft 56, and the clutches are connected by the frictional force caused by the sliding contact between the clutch plates 59 and 60, which are engaged with each other so as to be movable in the axial direction. It is done. This clutch plate 5
The connection of 9.60 is achieved by the centrifugal roller 61 disposed on the clutch outer 58 moving outward in response to the centrifugal force accompanying the rotation of the clutch outer 58 and pushing the clutch plate 59, 60 in the axial direction. This is done by In FIG. 4, the right half of the automatic clutch 3 shows a clutch connected state in which the centrifugal roller 61 has moved outward, and the left half shows a clutch disengaged state in which the centrifugal roller 61 is located inward.

An input gear 62 is fixed to the axle 25 of the drive mechanism 4,
It meshes with the output gear 63 of the clutch shaft 56, thereby driving the rear wheel 24.

The operation of this embodiment will be explained below.

The power of the internal combustion engine 1 is input directly from the crankshaft 23 to the input shaft 31 of the toroidal continuously variable transmission 2, and is transmitted from the cam plate 36, rollers 37, input disk 38 to the output disk 39 via the power roller 40. . Further, the signal is transmitted from the output disc 39 to the output gear 41 and the output shaft 32, and from the output gear 33 to the automatic clutch 3 via the timing belt 34.

During start-up acceleration, the clutch gear 35 and clutch outer 57 of the automatic clutch 3 rotate together, and when the rotational speed increases, the centrifugal roller 61 moves outward due to centrifugal force, moving the clutch plate 59, 60 in the axial direction. This clutch pressure automatically brings the clutch plates 59 and 60 into sliding contact to connect the clutch.

At this time, the vehicle speed detection means 5 outputs a pulse signal in accordance with the rotation of the drive wheel 24, and the FV conversion means 6 converts the frequency of this pulse signal into a voltage. This output voltage is fed back to the comparison means 11, and the output of the rotation angle detection means 12 for detecting the rotation angle of the servo motor 10 is fed back. The comparison means 12 compares the feedback output with the output voltage of the FV conversion means 6, and outputs a signal for forward or reverse rotation of the servo motor 10 to the forward/reverse rotation command means 13, and this control signal is sent to the amplification means. 14 and output to the servo motor IO. Therefore,
When the vehicle speed increases after starting from a stop, the comparison means 11 outputs a normal rotation signal, controls the transmission means via the servo motor IO to change the gear ratio, and matches the feedback voltage from the rotation angle detection means 12. When the vehicle stops, the gear ratio increases as the vehicle speed increases. As a result, as shown in FIG. 3, as the vehicle speed increases, the gear ratio simultaneously increases at a predetermined rate, and when the vehicle speed reaches a predetermined value a, the rotational speed of the internal combustion engine 1 increases and the driving force increases with vehicle speed.

This acceleration control is not limited to when starting, but also when changing gears and accelerating, such as when overtaking, because the rotational speed and driving force of the internal combustion engine increase with the vehicle speed, providing smooth acceleration characteristics and improving driving feeling. will improve.

Although the arithmetic control circuit in this embodiment is configured as an electronic circuit, it may also be configured as a microcomputer having the circuit functions described above. - (Effects of the Invention) As described above, in this invention, the gear ratio of the continuously variable transmission connected to the internal combustion engine is controlled to increase in accordance with the increase in the output side rotational speed of the automatic clutch. As the engine speed increases, the rotational speed of the engine and the driving force of the drive wheels increase, and smooth starting characteristics are obtained during starting acceleration and shifting acceleration, and the driving feeling is improved.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing the configuration of this invention, FIG. 2 is a configuration diagram showing another embodiment of this invention, FIG. 3 is an acceleration characteristic diagram, and FIGS. 4 to 6 show this invention in toroidal form. 4 is a sectional view, FIG. 5 is a sectional view taken along line V--■ in FIG. 4, and FIG. 6 is a flower side view of FIG. 5. 1... Internal combustion engine 2... Continuously variable transmission 3...
Automatic clutch 4... Drive mechanism 5... Vehicle speed detection means 6... FV conversion means 7.14... Amplification means
8... Drive means 9... Speed change means 10...
Servo motor 11...Comparison means 12...Rotation angle detection means 13...Forward/reverse command means Figure 1 Figure 2 Procedural amendment dated June 21, 1985 l Indication of incident 1988 Patent Application No. No. 150227 2 Title of invention Acceleration control method for continuously variable transmission for vehicles 3
Relationship with 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 Detailed description of the invention in the specification and drawings (1) Change “predetermined value a” on page 2, line 12 of the specification to “predetermined value Correct it as a'J. (2) "G = Output side rotation speed V2/
The input side rotational speed VIJ is corrected as rG=input side rotational speed Vl/output side rotational speed V2J. (3) Ibid., page 8, line 19 cy) IG=V2/V1=R
Correct 1/R, 2J to rG=V1/V2=R2;/RIJ. (4) "Rotation radius" on page 8, line 20 of the same book and page 9, line 1 are corrected to "contact radius of power roller 40." (5) From page 13, line 18 of the same book to page 14, line 2, ``This acceleration control is directed in one direction.'' is deleted. (6) Delete "during gear shift acceleration" in lines 11 and 12 of page 14 of the same book.4 (7) Correct Figure 3 as shown in the attached sheet. Above Figure 3 d''' 剟 Speed Procedure Amendment Document July 25, 1985 l Indication of the Case 1982 Patent Application No. 150227 2 Title of Invention Acceleration Control Method for Continuously Variable Transmission for Vehicles 3 Person Making Amendment Relationship to the case Patent applicant address: 2500 Shingai, Iwata City, Shizuoka Prefecture Name (A O7) Yamaha Motor Co., Ltd. 4 Agent:
151 Address 2-23-1 Yoyogi, Shibuya-ku, Tokyo Name New State Menor 770 Phone 03 (375) 374
No. 0 6 Subject of amendment In the procedural amendment submitted on June 21, 1985, in the column for detailed explanation of the invention in the specification, No. 4 (4)
) in the specifications, page 8, line 20 and page 9, line 1, [contact radius of power roller 40] has been changed to "power roller 40".
Correct it to "Contact radius with 0". that's all

Claims (1)

[Claims] The gear ratio of the continuously variable transmission connected to the internal combustion engine is detected by the output side rotation speed of the automatic clutch placed after the continuously variable transmission, and the gear ratio increases as the output side rotation speed increases. An acceleration control method for a continuously variable transmission for a vehicle.