JP2001140668A - Gear shift control device for motorcycle - Google Patents

Gear shift control device for motorcycle

Info

Publication number
JP2001140668A
JP2001140668A JP32265899A JP32265899A JP2001140668A JP 2001140668 A JP2001140668 A JP 2001140668A JP 32265899 A JP32265899 A JP 32265899A JP 32265899 A JP32265899 A JP 32265899A JP 2001140668 A JP2001140668 A JP 2001140668A
Authority
JP
Japan
Prior art keywords
shift
output
control
value
detection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP32265899A
Other languages
Japanese (ja)
Inventor
Hiroichi Fujita
Yoshiaki Tsuino
義章 對野
博一 藤田
Original Assignee
Yamaha Motor Co Ltd
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yamaha Motor Co Ltd, ヤマハ発動機株式会社 filed Critical Yamaha Motor Co Ltd
Priority to JP32265899A priority Critical patent/JP2001140668A/en
Publication of JP2001140668A publication Critical patent/JP2001140668A/en
Pending legal-status Critical Current

Links

Abstract

PROBLEM TO BE SOLVED: To provide a gear shift control device for motorcycle capable of preventing problems that a gear shift can not be performed because recovery timing is too early after a gear shift operation is detected and an output control of an engine is started, loss time is generated because recovery timing is too late and an engine output after a gear shift does not follow because of the loss time. SOLUTION: In a gear shift control device for motorcycle which is provided with a gear shift operation detection means 12 for detecting that a shift pedal 11a is operated, a stage level detection means 15 for detecting a gear shift stage level of a gear shift device and a gear shift time output control means 13 for recovering an engine output to its original state after the engine output is temporarily changed at the time of a gear shift, the gear shift time output control means 13 starts a change in the engine output based on a detected value from the gear shift operation detection means 12, and the change in the engine output is stopped and the engine output is recovered to the original state based on a detected value of the stage level detection means.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a motorcycle, and more particularly to a shift control device capable of shifting up and down without using a main clutch.

[0002]

2. Description of the Related Art Conventionally, the present applicant has proposed various types of transmission control devices of this kind. For example, in Japanese Unexamined Patent Publication No. 4-164155, when a transmission is upshifted, an upshift is detected by an upshift detection means, and the ignition timing of the engine is retarded by a predetermined time or a predetermined number of engine revolutions to output the engine. The technology for reducing the load on the change mechanism of the transmission by reducing the transmission speed and performing the shift operation quickly and smoothly has been proposed.

[0003] In this case, however, the shift means may cause chattering and malfunction due to vibration caused by the running of the vehicle body. As a countermeasure against this, the present applicant has disclosed in
As disclosed in Japanese Patent No. 249118, an upshift is detected by an upshift detecting means, and the engine output is reduced by an engine output control means only once within a predetermined time for a predetermined time to reduce the load on the change mechanism. Propose technology.

[0004]

In the conventional shift control device, as described above, the ignition cut or the ignition timing retard is started in order to detect the upshift and reduce the output of the engine. . As the condition for the return, an elapsed time from the start of the output control for reducing the output, a change in the engine rotation speed, the number of rotations of the engine, and the like are employed. In such a method of returning according to the conditions of the elapsed time and the engine rotation speed, for example, when performing a shift operation, the operation load and operation speed of the shift pedal differ depending on the rider and the riding posture of the same rider. Actually, it is earlier or later than the timing to be changed, and as a result, a loss time occurs before returning, and conversely, there is a case where the time until returning is too early to be able to shift. there were.

The present invention has been made in view of the above-mentioned conventional circumstances, and the return timing after detecting the shift operation and starting the output control of the engine is too early to perform the shift, or the return timing is delayed. It is an object of the present invention to provide a shift control device for a motorcycle, which can prevent a problem that a loss time is generated due to the loss time and an engine output after shifting does not follow the loss time.

[0006]

According to a first aspect of the present invention, there is provided a shift operation detecting means for detecting that a shift pedal is operated, a gear position detecting means for detecting a gear position of a transmission, and each of the detecting means comprises: And a shift output control means for temporarily changing the output of the engine during a shift and then returning to the original state during the shift, wherein the shift output control means comprises: Starting the change of the output of the engine based on the detection value from the detection means, and stopping the change of the output of the engine based on the detection value of the step detection means and returning to the original state. I have.

According to a second aspect of the present invention, in the first aspect, the shift output control means is provided when the detected value (absolute value) from the shift operation detecting means becomes a predetermined threshold value or more at the time of upshifting. Start the output reduction control to reduce the engine output, and detect the value (absolute value) from the stage detection means.
When the value becomes equal to or less than a predetermined threshold, the output reduction control is stopped to return to the original state.

According to a third aspect of the present invention, in the first or second aspect, the shift-time output control means detects a value (absolute value) from the shift operation detecting means at the time of downshifting to be equal to or greater than a predetermined threshold value. When the detected value (absolute value) from the level detecting means becomes equal to or greater than a predetermined threshold, the output increasing control is stopped and the original state is restored. It is characterized by:

In the present invention, the detection value is defined as an absolute value in both cases where the detection value becomes a positive voltage and a case where the detection value becomes a negative voltage depending on the structure of the detection sensor and the direction of action of the force. The purpose is to include. Specifically, for example, in the embodiment described later, the detection value of the shift operation detecting means indicates a positive voltage at the time of upshifting, but may indicate a negative voltage at the time of upshifting depending on the shift operation mechanism. , Which are within the scope of the present invention.

[0010]

According to the first aspect of the present invention, the change of the output of the engine is started based on the detection value from the shift operation detecting means, and the output of the engine is determined based on the detection value of the gear position detecting means. Since the change in the speed is stopped and the state is returned to the original state, it is possible to accurately detect the shift state, and the start of the output change and the return to the original state can be performed at an appropriate timing. It is possible to avoid a problem that the shift cannot be performed because the return timing is too early, or a loss time occurs because the return timing is too late and the engine output after the shift does not follow.

According to the second aspect of the present invention, when the upshift is performed, the output reduction control is stopped when the detection value of the level detecting means becomes equal to or less than a predetermined threshold value. Sometimes, when the detection value of the level detecting means is equal to or more than a predetermined threshold, the output increase control is stopped and the state is returned to the original state, so that the return timing can be accurately detected, for example, from the start of output change. elapsed time,
Loss time may occur before returning due to differences in the operation load or operation speed of the rider, such as when returning due to changes in engine speed, etc. It is possible to avoid the occurrence of such a problem that it cannot be performed.

[0012]

Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 6 are views for explaining a shift control device for a motorcycle according to an embodiment of the present invention. FIG. 1 is a schematic configuration diagram of the shift control device, and FIGS. 2 and 3 are side views of the shift device. 4 (a) to 4 (d) are characteristic diagrams showing a shift load signal, a shift position signal, an ignition cut state, and an engine speed, respectively. FIG. 5 is a characteristic diagram showing an entire configuration of a shift position signal. FIG. 6 is a flowchart for explaining the operation.

In FIG. 1, reference numeral 1 denotes a water-cooled crankcase lead type two-stroke engine mounted on, for example, a motorcycle for road racing. The engine 1 has a schematic structure in which a cylinder body 3 and a cylinder head 4 are laminated and connected to a front portion of an upper wall of a crankcase 2 integrated with a transmission case 2a in which a transmission 9 is built. An ignition plug 5 is screwed into the cylinder head 4, and an ignition coil 6 is connected to the ignition plug 5. An exhaust device 7 is connected to an exhaust port opened on the front wall of the cylinder body 3, and a carburetor 8 is connected to an intake port opened on the back side of the cylinder body of the crankcase 2.

The throttle valve 8a of the carburetor 8 is connected to a throttle opening detection sensor 14 for outputting a voltage corresponding to the opening of the throttle valve 8a.
The throttle opening detection signal B2 output from the ECU 4 is input to the ECU 13 which controls various states of the engine.

Reference numeral 17 denotes a crank angle detection sensor.
This is the flywheel 16 attached to the crankshaft 16.
It is arranged so as to face a gear-shaped projection formed on the outer periphery of a, detects the rotation angle of the crankshaft 16, and outputs the crack angle detection signal B 1 to the ECU 13. The engine speed is calculated by the ECU 13 based on the crank angle detection signal B1.

A transmission mechanism 10 of the transmission 9 is accommodated inside the transmission case 2a, and an operation mechanism 11 is disposed outside. When the shift lever 11a pivotally supported so as to extend backward in the operation mechanism 11 is turned up and down, the turning operation is performed by the transmission arm portion 11b, the universal joint 11c, the shift operation detection sensor 12, the universal joint 11
c, transmitted to the shift shaft 10a of the transmission mechanism 10 via the transmission arm 11d. Then, the rotation of the shift shaft 10a is transmitted to the shift drum 10c via the shift lever 10b, and the shift fork 10e slidably engages with the cam groove 10d of the drum 10c with the rotation of the shift drum 10c. Moves along the fork shaft 10f in the left-right direction in FIG. 3, and this left-right movement causes the shift fork 10e to move.
The shift dog engaged with the tip of the gear shifts left and right to engage and disengage with the adjacent speed change gear, and is switched to an appropriate speed.

The shift operation detecting sensor 12 is of a load cell type that outputs a voltage corresponding to the magnitude of a tensile load or a compressive load accompanying the shift operation. The shift load signal B3 from the shift operation detection sensor 12 is used to control the engine operating state via the lead wire 12a.
13 is input.

The shift load signal B3 changes as shown in FIG. That is, for example, when the shift pedal 11a is depressed at the time of upshifting, the sensor 1
2, the pulling load increases with an increase in the amount of depression of the shift pedal 11a, whereby the output voltage (shift load signal) of the shift operation detection sensor 12 increases. In this case, the shift load signal becomes the maximum value a immediately before the disengagement between the shift dog and the transmission gear is completed by absorbing the bending and play of each component of the operation mechanism 11 and the transmission mechanism 10, and thereafter, The shift load signal decreases.

In the characteristic curve of the shift load signal, a threshold value b slightly smaller than the maximum value a is used as a trigger signal when it is determined that a shift operation is being performed and a shift output control described later is started. . Here, since the shift load differs depending on the shift position,
In the present embodiment, the threshold b is appropriately set according to the gear position. The threshold value b 'is adopted as a value when it is determined that the shift operation has been started or the shift operation has been completed.

A stage detection sensor 15 is connected to the center axis of the shift drum 10c. The gear position detection sensor 15 is of a potentiometer type that outputs a voltage corresponding to the rotational angle position, that is, the gear position.
The shift position signal B4 from the shift position detection sensor 15 is input to the ECU 13.

The shift position signal B4 is shown in FIG.
(B), changes as shown in FIG. FIG. 5 shows, for example, the gear position detection sensor 1 in the case of sequentially shifting up from the first gear to the sixth gear and again sequentially shifting down from the sixth gear to the first gear.
5 is an output voltage, and FIG. 4B is an enlarged view of a case where the first speed is shifted up to the second speed, for example. In these figures, for example, when the depression amount of the shift pedal 11a increases at the time of upshifting and the shift drum 10c starts rotating, the shift position signal starts to decrease, and around the time when the disengagement of the shift dog and the transmission gear is completed is completed. Decrease rapidly.

In the characteristic curve of the shift position signal, the output voltage value (threshold value c) at the time when the output voltage suddenly starts decreasing is used as a trigger signal for returning the output control during shifting to the original control. This trigger signal is shown in FIG.
This corresponds to a shift load signal value a 'slightly smaller than the maximum value a in (a). Here, as described above, similarly to the case where the maximum shift load value a varies depending on the shift speed, the threshold value c also differs depending on the shift speed position. Therefore, the threshold value c is appropriately set according to the shift speed position.

The ECU 13 receives various detection signals B1 to B4 from the crank angle detection sensor 17, the throttle opening detection sensor 14, the shift operation detection sensor 12, and the gear position detection sensor 15, and responds to the engine operating state. It functions as ignition timing control means for outputting the ignition timing signal A, and also functions as shift output control means for temporarily changing the output of the engine during gear shifting and then returning to the original state.

Specifically, at the time of up-shifting, the ECU 13 uses the function of the output control means during shifting to activate the ignition coil 6 when the shift load signal from the shift operation detecting sensor 12 exceeds the threshold value b. The ignition cut for stopping the ignition is started, and the shift position signal from the stage detection sensor 15 is set to the threshold c.
If it is less than the above, the ignition cut is stopped and the ignition is restarted. The ignition timing may be retarded instead of the ignition cut.

The output control operation during shifting of the embodiment will be described in further detail with reference to the flowchart of FIG.
When the shift output control program is started, the shift load signal is equal to or more than a first predetermined value (a value set to be constant regardless of the shift speed and corresponds to the threshold value b 'in FIG. 4A). Is determined to have continued for a predetermined time or more (step S1). If yes, it is determined that the shift operation has been started by the rider. Then, the shift load is further changed to a second predetermined value (a value set according to the shift speed,
This corresponds to the threshold value b in FIG. It is determined whether or not the above state has continued for a predetermined time or more (step S2). If yes, it is determined that it is time to start the output reduction control, and ignition cut or ignition timing retard control is performed (step S2). S3).

Then, it is determined whether or not the state that the shift position signal is equal to or less than a predetermined value (a value set in accordance with the gear position and corresponds to the threshold value c in FIG. 4B) has continued for a predetermined time or more. (Step S4) If yes, the ignition cut or ignition timing retard control is stopped (Step S4).
5). The shift load signal is, for example, the first predetermined value b.
It is determined whether or not the following condition has continued for a predetermined time or more (step S6), and if yes, the process proceeds to step S1.
Return to

In step S4, when the shift position signal has not been kept below the predetermined value for the predetermined time or more, the process proceeds to step S7, and the predetermined time has elapsed since the start of ignition cut or ignition timing delay. If not, the ignition cut or the ignition timing retard is continued (step S8), and the process returns to step S4. If, for some reason, the shift position signal does not continue to be lower than the predetermined value for a predetermined period of time (steps S4 and S7), the process proceeds to step S5 to return to the ignition cut or to reset the ignition. It will be a timing retard return.

As described above, in this embodiment, when the state where the shift load is equal to or more than the second predetermined value (threshold b in FIG. 4A) continues for a predetermined time or more, that is, when the shift dog passes the idle state in the shift operation, Output reduction control (ignition cut) is started when the disengagement operation between the transmission gear and the transmission gear is substantially started, and the state where the shift position signal is equal to or less than a predetermined value (threshold c in FIG. 4B) is determined. When the operation continues for more than the time, that is, the disengagement operation between the shift dog and the transmission gear is completed in the shift operation, and when the next transmission gear and the shift dog are substantially engaged, the output reduction control (ignition cut) is terminated, and the normal operation is terminated. Since the ignition has started, the conditions for starting and returning the output reduction control can be accurately detected, and the return timing is too early to perform the gear shift, or the return timing is too late to cause a loss time. Engine output after shifting can avoid a problem or did not follow the order of.

In the case of a downshift, when the shift load (absolute value) exceeds a second predetermined value (threshold b in FIG. 4A) for a predetermined time or more, the output increase control (for example, ignition timing) When the state where the shift position signal is equal to or more than a predetermined value continues for a predetermined time or more, the output increase control (ignition timing advance) is ended and normal ignition timing is set.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a shift control device for a motorcycle according to an embodiment of the present invention.

FIG. 2 is a side view of the transmission of the motorcycle.

FIG. 3 is a sectional plan developed view of the transmission.

FIG. 4 is a diagram showing sensor output characteristics and engine rotation speed characteristics for explaining the operation of the shift control device.

FIG. 5 is a diagram illustrating output characteristics of a gear position detection sensor for explaining the operation of the shift control device.

FIG. 6 is a flowchart for explaining the operation of the shift control device.

[Explanation of symbols]

 11a shift pedal 12 shift operation detection sensor (shift sensor detection means) 13 ECU (shift output control means) 15 step detection sensor (step detection means) b threshold value of shift operation detection sensor output c threshold value of step detection sensor output

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 7 Identification symbol FI Theme coat ゛ (Reference) F02P 5/15 F16H 61/02 3J052 F16H 61/02 59:04 // F16H 59:04 59:34 59: 34 59:74 59:74 F02P 5/15 B F term (reference) 3D041 AA51 AA66 AB00 AC01 AC16 AC18 AD00 AD02 AD04 AD31 AD35 AE00 AE03 AE09 AE32 AF00 3G022 AA02 BA01 CA00 DA02 EA06 FA08 GA01 GA08 GA20 3G084 AA02 BA01 BA01 EA07 EA11 EC01 FA06 FA10 FA38 3G093 AA02 AB04 BA03 BA15 CB08 DA06 DA07 DB11 EA13 EC01 FA11 FB02 3G301 HA03 JA04 JA14 KB10 LA00 NA08 NB11 NE01 NE06 NE23 PA11Z PE03Z PF07Z 3J052 AA11 EA04 GA26 GB06 GC02 GC02 GC02

Claims (3)

[Claims]
1. A shift operation detecting means for detecting that a shift pedal is operated, a gear position detecting means for detecting a gear position of a transmission, and each of the detecting means are connected, and an output of an engine is temporarily output during gear shifting. And a shift output control means for returning to the original state after changing the gear ratio.The shift output control means comprises: A shift control device for a motorcycle, wherein the change in the output of the engine is started, and the change in the output of the engine is stopped to return to the original state based on the detection value of the gear position detecting means.
2. The shift output control means according to claim 1, wherein the shift output control means reduces the engine output when a detected value (absolute value) from the shift operation detection means becomes equal to or greater than a predetermined threshold value during upshifting. Motorcycle characterized by starting output reduction control and stopping the output reduction control when the detection value (absolute value) from the step detection means becomes equal to or less than a predetermined threshold value and returning to the original state. Transmission control device.
3. The shift output control means according to claim 1, wherein the shift output control means outputs an engine output when a detected value (absolute value) from the shift operation detection means becomes equal to or more than a predetermined threshold during downshifting. Start the output increase control to increase,
A transmission control device for a motorcycle, wherein the output increase control is stopped and returned to an original state when a detection value (absolute value) from the gear position detection means becomes equal to or greater than a predetermined threshold value.
JP32265899A 1999-11-12 1999-11-12 Gear shift control device for motorcycle Pending JP2001140668A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP32265899A JP2001140668A (en) 1999-11-12 1999-11-12 Gear shift control device for motorcycle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP32265899A JP2001140668A (en) 1999-11-12 1999-11-12 Gear shift control device for motorcycle

Publications (1)

Publication Number Publication Date
JP2001140668A true JP2001140668A (en) 2001-05-22

Family

ID=18146163

Family Applications (1)

Application Number Title Priority Date Filing Date
JP32265899A Pending JP2001140668A (en) 1999-11-12 1999-11-12 Gear shift control device for motorcycle

Country Status (1)

Country Link
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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7128689B2 (en) 2001-09-22 2006-10-31 Pro Shift Technologies Limited Gearshift mechanism
JP2007032726A (en) * 2005-07-27 2007-02-08 Kawasaki Heavy Ind Ltd Transmission, and motorcycle comprising the same
JP2007263202A (en) * 2006-03-28 2007-10-11 Honda Motor Co Ltd Shift drum device
JP2007270987A (en) * 2006-03-31 2007-10-18 Honda Motor Co Ltd Engine for saddle riding type vehicle
JP2008215555A (en) * 2007-03-06 2008-09-18 Honda Motor Co Ltd Automatic transmission
JP2008215554A (en) * 2007-03-06 2008-09-18 Honda Motor Co Ltd Automatic transmission
JP2008232028A (en) * 2007-03-20 2008-10-02 Kawasaki Heavy Ind Ltd Gear shift controller for vehicle and vehicle equipped with it
JP2010209758A (en) * 2009-03-09 2010-09-24 Keihin Corp Control system of motorcycle
US7938749B2 (en) 2006-11-16 2011-05-10 Yamaha Hatsudoki Kabushiki Kaisha Control system and vehicle
US8141673B2 (en) 2006-03-31 2012-03-27 Honda Motor Co., Ltd. Engine for saddle ride type vehicle
EP3196511A1 (en) * 2016-01-20 2017-07-26 Honda Motor Co., Ltd. Speed change device for motorcycle

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7128689B2 (en) 2001-09-22 2006-10-31 Pro Shift Technologies Limited Gearshift mechanism
JP2007032726A (en) * 2005-07-27 2007-02-08 Kawasaki Heavy Ind Ltd Transmission, and motorcycle comprising the same
JP2007263202A (en) * 2006-03-28 2007-10-11 Honda Motor Co Ltd Shift drum device
JP4698461B2 (en) * 2006-03-28 2011-06-08 本田技研工業株式会社 Shift drum device
US8141673B2 (en) 2006-03-31 2012-03-27 Honda Motor Co., Ltd. Engine for saddle ride type vehicle
JP2007270987A (en) * 2006-03-31 2007-10-18 Honda Motor Co Ltd Engine for saddle riding type vehicle
US7938749B2 (en) 2006-11-16 2011-05-10 Yamaha Hatsudoki Kabushiki Kaisha Control system and vehicle
JP2008215554A (en) * 2007-03-06 2008-09-18 Honda Motor Co Ltd Automatic transmission
JP2008215555A (en) * 2007-03-06 2008-09-18 Honda Motor Co Ltd Automatic transmission
JP2008232028A (en) * 2007-03-20 2008-10-02 Kawasaki Heavy Ind Ltd Gear shift controller for vehicle and vehicle equipped with it
JP2010209758A (en) * 2009-03-09 2010-09-24 Keihin Corp Control system of motorcycle
EP3196511A1 (en) * 2016-01-20 2017-07-26 Honda Motor Co., Ltd. Speed change device for motorcycle

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