A transmission combination process control method, a speed regulating device, a medium and a controller

Abstract

The present application belongs to the technical field of engine control, and particularly relates to a transmission combination process control method, a speed regulating device, a medium and a controller. A first condition confirmation step / unit takes an input shaft speed signal (123) as a symbol, and a second speed segmentation step / unit compares the symbol with a preset combination speed (555) to divide a centrifugal continuously variable transmission (001) combination process into a first acceleration process (261) and a second acceleration process (362) of a third driving output step / unit. The method and product select driving power (678) according to a current speed (666) and optimize acceleration characteristics. In a motorcycle application scenario, ideal acceleration characteristics are obtained at different stages of starting of the vehicle by adjusting an engine ignition angle advance angle and / or a throttle opening degree, impact phenomena and torsional vibration risks in starting operation can be effectively avoided, and the method can be integrated into an existing engine management system (EMS) to realize driving capacity upgrading by using existing hardware.

Description

Technical Field

[0001] This invention belongs to the field of engine control technology, and particularly relates to a transmission combined process control method, speed regulating device, medium and controller. Background Technology

[0002] Common automatic transmissions in vehicles include automated mechanical transmissions (AMT), continuously variable transmissions (CVT), dual-clutch transmissions (DCT), and automatic transmissions (AT). Among them, centrifugal CVTs are widely used in vehicles or transmission equipment such as scooters and four-wheeled sports motorcycles (900) due to their simple operation and smooth gear shifting.

[0003] In scenarios such as vehicle start-up or input shaft speed increasing from zero, centrifugal CVT also faces the problem of torque control during the transition process. The problem with the relevant technical solutions is that: on the one hand, insufficient drive torque input may cause the start-up or acceleration process to not meet the requirements; on the other hand, if an acceleration exceeding the preset standard is used, it may cause the vehicle or load to be impacted, or even cause torsional vibration. Summary of the Invention

[0004] This invention discloses a transmission combined process control method, which can be used in the start-up process of a centrifugal continuously variable transmission. Its core process includes a first condition confirmation step, a second speed segmentation step, and a third drive output step. The first condition confirmation step acquires the input shaft speed signal and uses it as the segmentation mark of the control process.

[0005] Specifically, if the segmentation flag indicates that the speed signal is valid and the vehicle or transmission is in an acceleration state, then the second speed segmentation step is executed. This second speed segmentation step compares the speed signal with the engagement speed of the centrifugal continuously variable transmission used, and divides the acceleration process of the vehicle or transmission into the first acceleration process and the second acceleration process as defined in the third drive output step according to the engagement speed.

[0006] Furthermore, if the current speed corresponding to the input shaft speed signal is less than the aforementioned combined speed, then its first acceleration process is executed; wherein, the first acceleration process and the second acceleration process use different drive power to adapt to the drive torque requirements of different start-up stages.

[0007] Specifically, if the current speed corresponding to the speed signal increases from less than the engagement speed to greater than the engagement speed, that is, the speed crosses the aforementioned engagement speed, then its second acceleration process needs to be executed.

[0008] In addition, as a special scenario, if the current speed corresponding to the speed signal is equal to the engagement speed, the second acceleration process can be executed using a preset engagement point power; wherein, the engagement point power can be pre-calibrated through the testing process.

[0009] Furthermore, in vehicle application scenarios, the current speed corresponding to its speed signal is the engine speed; at this time, its driving power can be changed by adjusting the engine ignition advance angle and / or throttle opening.

[0010] Specifically, during the first acceleration process, a preset first filter speed K1 can be used to accelerate towards the first target speed; during the second acceleration process, a preset second filter speed K2 can be used to accelerate towards the second target speed. Generally, to meet the needs of driving experience, the first filter speed K1 is greater than the second filter speed K2. Each filter speed is a filter speed for output torque, and the output torque is a value generated by the combination of ignition advance angle and throttle opening.

[0011] As another special case, if the speed signal is invalid, the current control process can be terminated or its second speed segmentation step and third drive output step can be terminated.

[0012] Furthermore, the determination of the combined rotational speed can be achieved using different methods, such as using the corresponding rotational speed threshold calibration value or the current rotational speed threshold value of the centrifugal continuously variable transmission (CVT). The current rotational speed threshold value can be corrected by adjusting the rotational speed threshold calibration value based on the wear degree of the centrifugal CVT.

[0013] Accordingly, this invention also discloses a speed regulating device, which can also be used in centrifugal continuously variable transmissions; its core structure includes a first condition confirmation unit, a second speed segmentation unit, and a third drive output unit.

[0014] The first condition confirmation unit can also acquire the input shaft speed signal and use it as a marker for segmented control.

[0015] Specifically, if the speed signal is valid and the vehicle or transmission is in an acceleration state, the processing procedure of the second speed segmentation unit can be invoked. The second speed segmentation unit compares the speed signal with the combined speed of the centrifugal continuously variable transmission and divides the acceleration process of the vehicle or transmission into a first acceleration process and a second acceleration process in the third drive output unit. If the current speed corresponding to the speed signal is less than the combined speed, the first acceleration process is executed. The first acceleration process and the second acceleration process usually use different drive powers.

[0016] Furthermore, if the current speed corresponding to the speed signal increases from less than the engagement speed to greater than the engagement speed, a second acceleration process is executed; if the current speed corresponding to the speed signal is equal to the engagement speed, the second acceleration process is executed with a preset engagement point power, which can be pre-calibrated through a testing process; in addition, if the current speed corresponding to the speed signal is the engine speed, the engine ignition advance angle and / or throttle opening can be adjusted to change its driving power.

[0017] For applications driven by an engine, during the first acceleration process, a preset first filter speed K1 can be used to accelerate towards the first target speed; during the second acceleration process, a preset second filter speed K2 can be used to accelerate towards the second target speed; as mentioned above, the first filter speed K1 is greater than the second filter speed K2.

[0018] Specifically, if the speed signal is invalid, the current control process must be terminated or the operation of its second speed segment unit and third drive output unit must be terminated.

[0019] Specifically, the combined speed can be the speed threshold calibration value or the current speed threshold value of the centrifugal continuously variable transmission. The current speed threshold value can be corrected by the speed threshold calibration value according to the wear degree of the centrifugal continuously variable transmission; the speed threshold calibration value can be obtained by calibration in the laboratory or during the testing process.

[0020] Similarly, under the same inventive concept, embodiments of the present invention also disclose a computer storage medium and a controller; the computer storage medium includes a storage medium body for storing a computer program; when the computer program is executed by a microprocessor, any of the above-mentioned transmission engagement process control methods can be implemented; and the controller includes any of the above-mentioned speed regulating devices and / or computer storage medium, and solves the same technical problem. The implementation process will not be described in detail.

[0021] In summary, the first condition confirmation step / unit of this invention uses the input shaft speed signal as a marker. In the second speed segmentation step / unit, based on the comparison between the marker and the preset engagement speed, the engagement process of the centrifugal continuously variable transmission is divided into the first acceleration process and the second acceleration process of the third drive output step / unit. The method and product select the drive power and optimize the acceleration characteristics according to the current speed. In motorcycle application scenarios, this is achieved by adjusting the engine ignition advance angle and / or throttle opening, so that the vehicle can obtain ideal acceleration characteristics at different stages of starting. This can effectively avoid the impact phenomenon and torsional vibration risk in starting control, and can be integrated into the existing engine management system (EMS) to upgrade the drive capability with existing hardware.

[0022] It should be noted that the terms "first," "second," and similar terms used in this article are merely for describing the constituent elements of the technical solution and do not constitute a limitation on the technical solution, nor should they be interpreted as an indication or implication of the importance of the corresponding elements; elements with terms such as "first," "second," or similar terms indicate that at least one of the elements is included in the corresponding technical solution. Attached Figure Description

[0023] To more clearly illustrate the technical solution of the present invention and facilitate a further understanding of its technical effects, features, and objectives, the present invention will be described in detail below with reference to the accompanying drawings. The drawings constitute an essential part of the specification and are used together with Embodiment 1 of the present invention to illustrate the technical solution of the present invention, but do not constitute a limitation on the present invention.

[0024] The same reference numerals in the attached diagrams represent the same parts, specifically: Figure 1 This is a flowchart illustrating an embodiment of the method of the present invention. Figure 1 .

[0025] Figure 2 This is a flowchart illustrating an embodiment of the method of the present invention. Figure 2 .

[0026] Figure 3 This is a schematic diagram illustrating an application scenario of an embodiment of the present invention.

[0027] Figure 4 This is a schematic diagram of the structural composition of an embodiment of the device of the present invention.

[0028] Figure 5 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 1 .

[0029] Figure 6 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 2 .

[0030] Figure 7 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 3 .

[0031] Figure 8 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 4 .

[0032] in: 001 - Centrifugal continuously variable transmission; 009 - Speed ​​threshold calibration value; 010 - Low speed output; 011-Power transmission path; 013-Drive disk assembly; 015 - Passive disk group; 017 - Transmission belt; 019 -- Current value of speed threshold 020 - High-speed output; 022 - Clamping force; 090 - Combined with rotational speed conditions; 096-Speed ​​Crossover Conditions; 099 - Load acceleration conditions; 100 - First condition confirmation step; 111 - Engine speed; 112 - Input shaft speed; 108 - Effective conditions for the first zero-eighth rotational speed; 123 - Rotation speed signal; 200 - Second speed segmentation steps; 261 - First acceleration process; 300 - Third drive output steps; 362 - Second acceleration process; 393 - Third intermediate process; 399 - Exit Control; 555 - Combined speed; 567 - Junction point power; 600-Speed ​​control device; 610 - First condition confirmation unit; 620 - Second speed segment unit; 630 - Third drive output unit; 661 - First target speed; 662 - Second target speed; 666 - Current rotational speed; 678 - Drive power; 900 - Vehicles or transmission equipment; 901 - Controller; 903 - Computer storage media; 909 - Engine or power unit; 999 - Equipment Operators. Detailed Implementation

[0033] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Of course, the specific embodiments described below are merely illustrative of the technical solutions of the present invention, and not intended to limit the invention. Furthermore, the parts described in the embodiments or drawings are merely illustrative examples of relevant parts of the present invention, and not the entirety of the invention.

[0034] like Figure 1 , Figure 2The transmission combined with process control method shown is used for, for example Figure 3 The centrifugal continuously variable transmission 001 shown specifically includes a first condition confirmation step 100, a second speed segmentation step 200, and a third drive output step 300.

[0035] In the first condition confirmation step 100, the input shaft speed signal 123 is acquired and used as a segmentation marker; if the speed signal 123 is valid and if... Figures 5 to 8 If the vehicle or transmission device 900 shown is in an acceleration state, then the second speed segmentation step 200 is executed.

[0036] Specifically, its acceleration state can be obtained through a variety of known detection methods, and its second speed segmentation step 200, after confirming the acceleration process, can further compare the speed signal 123 with the corresponding combined speed 555 of its centrifugal continuously variable transmission 001, and divide the acceleration process of the vehicle or transmission equipment 900 into the first acceleration process 261 and the second acceleration process 362 to be selected and executed in the third drive output step 300.

[0037] If the current speed 666 corresponding to the speed signal 123 is less than the combined speed 555, then its first acceleration process 261 can be executed; the first acceleration process 261 and the second acceleration process 362 can usually use different driving powers 678.

[0038] Furthermore, if the current speed 666 corresponding to the speed signal 123 increases from less than the combined speed 555 to greater than the combined speed 555, then the second acceleration process 362 is executed.

[0039] Specifically, if the current speed 666 corresponding to the speed signal 123 is equal to the engagement speed 555, then the second acceleration process 362 can be executed using the preset engagement point power 567; wherein, the engagement point power 567 can be pre-calibrated through the test process.

[0040] Furthermore, if the current speed 666 corresponding to the speed signal 123 is the engine speed 111, that is, when the engine is used as the power source, then its driving power 678 can be changed by adjusting the engine ignition advance angle and / or throttle opening.

[0041] Furthermore, in its first acceleration process 261, a preset first filtering speed 271 can be used to accelerate towards the first target speed 661; similarly, in its second acceleration process 362, a preset second filtering speed 372 can be used to accelerate towards the second target speed 662.

[0042] Furthermore, in order to meet the requirements of driving comfort, the first filtering speed 271 needs to be greater than the second filtering speed 372.

[0043] Specifically, if the speed signal 123 is invalid, the current control process can be terminated or the second speed segmentation step 200 and the third drive output step 300 can be terminated.

[0044] Furthermore, the combined speed 555 can be the speed threshold calibration value 009 or the current speed threshold value 019 of the centrifugal continuously variable transmission 001; wherein, the current speed threshold value 019 can be corrected by the speed threshold calibration value 009 according to the wear degree of the centrifugal continuously variable transmission 001.

[0045] Accordingly, such as Figure 4 The speed control device 600 shown can also be used to control the centrifugal continuously variable transmission 001, and specifically includes a first condition confirmation unit 610, a second speed segmentation unit 620, and a third drive output unit 630.

[0046] The first condition confirmation unit 610 can also acquire the input shaft speed signal 123; if the speed signal 123 is valid and the vehicle or transmission equipment 900 is in an acceleration state, the processing of its second speed segmentation unit 620 can be invoked.

[0047] Specifically, its second speed segmentation unit 620 compares the speed signal 123 with the speed 555 of the centrifugal continuously variable transmission 001 and divides the acceleration process of the vehicle or transmission equipment 900 into the first acceleration process 261 and the second acceleration process 362 in the third drive output unit 630.

[0048] If the current speed 666 corresponding to the speed signal 123 is less than the combined speed 555, then the first acceleration process 261 is executed; the first acceleration process 261 and the second acceleration process 362 can use different driving powers 678.

[0049] Furthermore, if the current speed 666 corresponding to the speed signal 123 increases from less than the engagement speed 555 to greater than the engagement speed 555, then the second acceleration process 362 is executed; if the current speed 666 corresponding to the speed signal 123 is equal to the engagement speed 555, then the second acceleration process 362 can be executed using a preset engagement point power 567; wherein, the engagement point power 567 can be pre-calibrated through a testing process; if the current speed 666 corresponding to the speed signal 123 is the engine speed 111, then the engine ignition advance angle and / or throttle opening can be adjusted to change its driving power 678.

[0050] Specifically, in the first acceleration process 261, a preset first filtering speed 271 can be used to accelerate towards the first target speed 661; in the second acceleration process 362, a preset second filtering speed 372 can be used to accelerate towards the second target speed 662; wherein, the first filtering speed 271 is greater than the second filtering speed 372.

[0051] Specifically, if the speed signal 123 is invalid, the current control process can be terminated or the second speed segmentation unit 620 and the third drive output unit 630 can be terminated.

[0052] Furthermore, the combined speed of 555 can also be the speed threshold calibration value 009 or the current speed threshold value 019 of the centrifugal continuously variable transmission 001; wherein, the current speed threshold value 019 can also be corrected by the speed threshold calibration value 009 according to the wear degree of the centrifugal continuously variable transmission 001.

[0053] Similarly, such as Figure 6 , Figure 7 The computer storage medium 903 shown and such Figures 5 to 8 The controllers 901 shown all adopt the same inventive concept and solve the same technical problems.

[0054] Specifically, its computer storage medium 903 includes a storage medium body for storing a computer program; when the computer program is executed by the microprocessor, it implements any of the above-mentioned transmission engagement process control methods; its controller 901 includes any of the above-mentioned speed regulating device 600 and / or computer storage medium 903, which also solves the above-mentioned technical problems in the starting process of the vehicle or transmission equipment.

[0055] In practical applications, the engagement of the transmission chain also represents the starting process of the vehicle or transmission equipment. Taking a motorcycle as an example, during its starting process, the engagement and disengagement of the transmission chain can be differentiated and controlled, that is, different driving power can be used to meet the needs of different acceleration experiences at different stages of vehicle driving. At this time, the technical problems of insufficient power during gentle start-up and shock and torsional vibration during aggressive driving in related technologies will be overcome.

[0056] Specifically, in order to balance the response speed and comfort of the vehicle or transmission equipment starting at 900, the starting acceleration process can be divided into two stages with the transmission chain engagement speed of 555 as the boundary, namely the first acceleration process 261 and the second acceleration process 362.

[0057] Specifically, when the speed is below the engagement speed of 555, the torque change is controlled by a larger filtering speed K1, i.e., the first filtering speed 271, so that the engine speed 111 can reach the engagement speed of the centrifugal continuously variable transmission 001 555 as soon as possible, thereby improving the acceleration response speed of the vehicle or transmission equipment 900.

[0058] Furthermore, when the current speed of 666 rises and crosses the combined speed of 555, the torque output is first reduced so that the torque output of the engine or power unit 909 is equal to or slightly greater than the torque required to maintain a stable speed under the current operating conditions. Then, the output torque is gradually increased to the torque required by the driver at a slower filtering speed K2, i.e., the second filtering speed 372, in order to improve the starting driving comfort of the vehicle.

[0059] Specifically, taking a motorcycle as an example, the engine speed signal 123 can be acquired in real time. When the speed signal 123 is valid, the engine control system EMS receives the speed signal 123 through a hard wire or CAN network and divides the starting acceleration process into two control segments.

[0060] When the actual engine speed does not reach the engagement speed of the centrifugal continuously variable transmission (CVT) 001 (555), the engine ignition advance angle and throttle opening can be adjusted to move towards the engine ignition advance angle and throttle opening position corresponding to the current driver's desired torque at a larger filtered speed.

[0061] When the engine speed reaches the engagement speed of the centrifugal continuously variable transmission (CVT) at 001, the engine ignition angle and throttle opening are first fixed to the pre-calibrated positions, and then the engine ignition angle advance angle and throttle opening position corresponding to the current driver's desired torque are moved again at the pre-calibrated speed.

[0062] Specifically, if the current speed signal 123 is invalid, the current control process ends; if the speed signal 123 is valid and the vehicle is decelerating, the current control process also ends.

[0063] Furthermore, if the speed signal 123 is valid and the vehicle is accelerating; at the same time, the engine speed 111 is lower than the engagement speed 555 of the centrifugal continuously variable transmission 001, then the engine ignition advance angle and throttle opening will be moved towards the engine ignition advance angle and throttle opening position corresponding to the current driver's desired torque at a pre-matched and calibrated larger filtered speed K1.

[0064] On the other hand, if the speed signal 123 is valid and the vehicle is accelerating; when the engine speed 111 rises and crosses the engagement speed 555 of the centrifugal continuously variable transmission 001; then the engine ignition angle and throttle opening are first fixed to the pre-calibrated position, that is, driven by the engagement point power 567, and then moved again at the pre-calibrated speed K2 towards the engine ignition angle advance angle and throttle opening position corresponding to the current driver's desired torque.

[0065] Similarly, if the speed signal is valid and the vehicle is accelerating, when the engine speed is greater than the engagement speed of the centrifugal continuously variable transmission, the engine ignition angle and throttle opening move at a pre-calibrated speed K2 toward the engine ignition angle advance angle and throttle opening position corresponding to the current driver's desired torque.

[0066] It is evident that by introducing engine speed signal 123, the starting drivability of the 001 motorcycle equipped with a centrifugal continuously variable transmission has been improved without altering the vehicle hardware or increasing production costs; at the same time, the timeliness and comfort of starting response have also been taken into account.

[0067] Furthermore, by fixing the engine ignition angle and throttle opening to a pre-calibrated position, corresponding to a power of 567 at the engagement point, the torque when crossing the engagement speed is reduced to the torque required to maintain a stable speed under the current operating conditions. The torque reduction effect can also be achieved by cutting off the engine fuel, cutting off the ignition, fixing the ignition angle separately, or controlling the throttle opening separately.

[0068] Meanwhile, in this embodiment, the torque change during vehicle start-up is controlled in two segments with the transmission chain engagement speed of 555 as the boundary. Alternatively, the transmission chain engagement speed of 555 can be increased or decreased by a fixed matching value, or the control can be segmented by a fixed speed calibrated by the matching. That is, the engagement speed of 555 can be the speed threshold calibration value 009, the current speed threshold value 019, or other calibration parameters.

[0069] It should be noted that the above embodiments are only for more clearly illustrating the technical solution of the present invention. Those skilled in the art will understand that the implementation of the present invention is not limited to the above content. Any obvious changes, substitutions or replacements made based on the above content do not exceed the scope of the technical solution of the present invention. Other implementations will also fall within the scope of the present invention without departing from the concept of the present invention.

Claims

1. A transmission combined with process control method for a centrifugal continuously variable transmission (001), characterized in that... The process includes a first condition confirmation step (100), a second speed segmentation step (200), and a third drive output step (300). The first condition confirmation step (100) acquires an input shaft speed signal (123). If the speed signal (123) is valid and the vehicle or transmission device (900) is in an acceleration state, the second speed segmentation step (200) is executed. The second speed segmentation step (200) compares the speed signal (123) with the combined speed (555) of the centrifugal continuously variable transmission (001), and divides the acceleration process of the vehicle or transmission device (900) into a first acceleration process (261) and a second acceleration process (362) in the third drive output step (300). Wherein, if the speed signal... If the current rotational speed (666) corresponding to the speed signal (123) is less than the combined rotational speed (555), then the first acceleration process (261) is executed; if the current rotational speed (666) corresponding to the speed signal (123) increases from less than the combined rotational speed (555) to greater than the combined rotational speed (555), then the second acceleration process (362) is executed; the first acceleration process (261) and the second acceleration process (362) use different driving powers (678); wherein, in the first acceleration process (261), a preset first filtering speed (271) is used to accelerate towards the first target speed (661); in the second acceleration process (362), a preset second filtering speed (372) is used to accelerate towards the second target speed (662).

2. The transmission engagement process control method as described in claim 1, wherein: If the current speed (666) corresponding to the speed signal (123) is equal to the combined speed (555), then the second acceleration process (362) is executed with a preset combined power (567), which is pre-calibrated through a test process.

3. The transmission engagement process control method as described in claim 1 or 2, wherein: If the current speed (666) corresponding to the speed signal (123) is the engine speed (111), then the engine ignition advance angle and / or throttle opening are adjusted to change the drive power (678).

4. The transmission engagement process control method as described in claim 1, wherein: The first filtering speed (271) is greater than the second filtering speed (372).

5. The transmission engagement process control method as described in claim 1 or 2, wherein: If the speed signal (123) is invalid, the current control process ends or the second speed segmentation step (200) and the third drive output step (300) are terminated.

6. The transmission engagement process control method as described in claim 1, wherein: The combined speed (555) is the speed threshold calibration value (009) or the current speed threshold value (019) of the centrifugal continuously variable transmission (001). The current speed threshold value (019) is corrected by the speed threshold calibration value (009) according to the wear degree of the centrifugal continuously variable transmission (001).

7. A speed regulating device (600) for a centrifugal continuously variable transmission (001), characterized in that... The system includes a first condition confirmation unit (610), a second speed segmentation unit (620), and a third drive output unit (630). The first condition confirmation unit (610) acquires an input shaft speed signal (123). If the speed signal (123) is valid and the vehicle or transmission device (900) is in an acceleration state, the processing procedure of the second speed segmentation unit (620) is invoked. The second speed segmentation unit (620) compares the speed signal (123) with the combined speed (555) of the centrifugal continuously variable transmission (001) and divides the acceleration process of the vehicle or transmission device (900) into a first acceleration process (261) and a second acceleration process (362) in the third drive output unit (630). If the current speed (666) corresponding to the speed signal (123) is less than the combined speed (555), then the first acceleration process (261) is executed; if the current speed (666) corresponding to the speed signal (123) increases from less than the combined speed (555) to greater than the combined speed (555), then the second acceleration process (362) is executed; the first acceleration process (261) and the second acceleration process (362) use different driving powers (678); in the first acceleration process (261), the speed is accelerated towards the first target speed (661) at a preset first filtering speed (271); in the second acceleration process (362), the speed is accelerated towards the second target speed (662) at a preset second filtering speed (372).

8. The speed regulating device (600) as claimed in claim 7, wherein: If the current speed (666) corresponding to the speed signal (123) is equal to the engagement speed (555), then the second acceleration process (362) is executed with a preset engagement point power (567), which is pre-calibrated through a test process; if the current speed (666) corresponding to the speed signal (123) is the engine speed (111), then the engine ignition advance angle and / or throttle opening are adjusted to change the drive power (678).

9. The speed regulating device (600) as described in claim 7 or 8, wherein: The first filtering speed (271) is greater than the second filtering speed (372).

10. The speed regulating device (600) as described in claim 9, wherein: If the speed signal (123) is invalid, the current control process ends or the second speed segmentation unit (620) and the third drive output unit (630) are terminated.

11. The speed regulating device (600) as described in claim 7, 8 or 10, wherein: The combined speed (555) is the speed threshold calibration value (009) or the current speed threshold value (019) of the centrifugal continuously variable transmission (001). The current speed threshold value (019) is corrected by the speed threshold calibration value (009) according to the wear degree of the centrifugal continuously variable transmission (001).

12. A computer storage medium (903) comprising a storage medium body for storing a computer program; wherein the computer program, when executed by a microprocessor, implements the transmission engagement process control method as described in any one of claims 1 to 6.

13. A controller (901) comprising a speed regulating device (600) as claimed in any one of claims 7 to 11; and / or a computer storage medium (903) as claimed in claim 12.

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