JP2006016998A - Speed change control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed change control device to carry out the most suitable speed change control without directly detecting a speed change state of a transmission. <P>SOLUTION: This speed change control device 10 having an engine 12, the transmission 51 to transmit rotation of this engine 12 to a wheel 52 by changing speed of it and an ECU 60 to control output of the engine 12 (fuel injection valve control part 62 and ignition timing control part 64) is constituted of a load sensor 72 to detect speed change operation and a crank pulsar 50 to detect a rate of change the number of rotation of the engine 12, and it makes the ECU 60 carry out an output lowering process S102 to lower output of the engine 12 when starting of the speed change operation is detected by the load sensor 72, a return timing computing process S106 to decide timing to return the output of this engine 12 to a normal state in accordance with a standard of the time when the number of rotation of the engine 12 decreases and a size of the rate of change exceeds a specified threshold value when the output of the engine 12 is lowered and an output returning process S107 to return the output of the engine 12 in the computed timing. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a shift control apparatus that performs optimal shift control without performing clutch operation.

  Usually, a speed change operation by a transmission such as a motorcycle is performed in a state where torque from an engine is cut off by engaging / disengaging a clutch. However, in the case of a motorcycle used for racing or the like, a shift control device has been developed that is configured so that a shift operation can be performed without operating a clutch in order to reduce time loss. In such a shift control device, the gear position sensor is used to change the speed (the shift operation is completed) so that the clutch can be smoothly operated without cutting off the torque from the engine and the shock can be reduced. Is detected and the fuel injection to the engine and the stop and restart of the ignition are stopped based on the detection result (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 2001-140668 (page 4, FIG. 3)

  However, since the gear position sensor for detecting the shift state requires an expensive sensor with high positional accuracy (for example, a potentiometer type sensor that outputs a voltage corresponding to the shift stage), the shift control device is expensive. There was a problem of becoming a thing.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a shift control device that performs optimal shift control without directly detecting the shift state of the transmission.

  In order to solve the above problems, a shift control device according to a first aspect of the present invention shifts the rotation of a drive source (for example, the engine 12 in the embodiment) that generates a rotation output and the drive source and transmits the rotation to the wheels. A transmission (for example, the transmission 51 in the embodiment) and output control means (for example, the ECU 60 or the fuel injection valve control unit 62 and the ignition timing control unit 64 in the embodiment) for controlling the rotation output of the drive source. A shift operation detecting means for detecting a shift operation of the transmission (for example, the load sensor 72 in the embodiment) and a change rate detecting means for detecting the change rate of the rotational speed of the drive source (for example, the crank pulser in the embodiment). 50), and when the start of the speed change operation is detected by the speed change operation detecting means, the rotation output of the drive source is reduced by the output control means. When the rotation output of the drive source is reduced by the output reduction means (for example, the output reduction process S102 executed by the ECU 60 in the embodiment) and the output reduction means, the rotation speed of the drive source is reduced and the rotation speed is reduced. Return condition calculation means (for example, return timing calculation executed by the ECU 60 in the embodiment) that determines the timing for returning the rotation output of the drive source to the normal state on the basis of when the magnitude of the change rate exceeds a predetermined threshold Processing S106) and output return means (for example, output return processing S107 executed by the ECU 60 in the embodiment) for returning the rotation output of the drive source by the output control means at the timing calculated by the return condition calculation means. Is done.

  At this time, the return condition calculation means is configured to determine the timing for returning the rotation output of the drive source to the normal state based on when the magnitude of the change rate of the rotation speed exceeds the threshold for a predetermined time. It is preferred that

  Alternatively, when the return condition calculation means reverses the sign of the change rate of the rotation speed and increases the rotation speed, the sign of the change rate of the rotation speed is inverted again, and then the magnitude of the change rate of the rotation speed is predetermined. It is preferable that the timing for returning the rotational output of the drive source to normal is determined based on when the threshold value is continuously exceeded for a time.

  A shift control device according to a second aspect of the present invention includes a drive source that generates a rotation output, a transmission that shifts the rotation of the drive source and transmits the rotation to the wheels, and an output control that controls the rotation output of the drive source. A shift operation detecting means for detecting a shift operation of the transmission, a rotation speed detecting means for detecting the rotation speed of the drive source (for example, the crank pulser 50 in the embodiment), and a shift operation detecting means. Output reduction means for reducing the rotational output of the drive source by the output control means when the start of the shifting operation is detected by the output control means (for example, output reduction processing S202 executed by the ECU 60 in the embodiment), and the output source by the output reduction means. The rotation output of the drive source is returned to the normal state by the output control means when the rotation speed of the drive source decreases and falls below a predetermined threshold value. Return means (e.g., output return processing S206 which is executed by the ECU60 in the embodiment) configured from a.

  In the first and second aspects of the present invention, the drive source is composed of an internal combustion engine, and the output control means reduces the output by controlling the ignition, returns to the normal ignition through the retarded ignition, and returns the output. It is preferable that it is comprised so that it may make it.

  Alternatively, the drive source is composed of an internal combustion engine having multiple cylinders, and the output control means reduces the output by controlling the number of operating cylinders, and all cylinders are operated from the partial cylinder operation in which a part of the cylinders is operated when the output is restored. It is preferable that the output is restored by shifting to the all-cylinder operation.

  Alternatively, the drive source is preferably constituted by an electric actuator, and the output control means is preferably constituted so as to control the drive current supplied to the electric actuator.

  When the speed change control device according to the present invention is configured as described above, the start time of speed change can be accurately detected, and the rotation output reduction time of the drive source for speed change is used with an expensive gear position sensor or the like. The optimal time can be achieved without any problems. Also, when the road surface friction coefficient is low and the tire is idling (slip) in off-road, etc., the rotational speed of the drive source (engine) generally does not decrease even after the rotation output decreases, The speed change operation becomes difficult because the load is not removed, but the speed change operation can be reliably completed by appropriately setting the rotation output decrease time from the rate of change of the rotation speed of the drive source and the rotation speed. Further, even if the transmission returns to the original gear position due to some factor, the rotation output reduction time until the completion of the shift can be appropriately set by detecting this and determining the condition again.

  Further, when the drive source is constituted by an internal combustion engine, the output of the drive source is reduced by the ignition control by the output control means, and the output is returned to the normal state through the retarded ignition or the partial cylinder operation. By configuring, it is possible to reduce the shift shock immediately after the completion of the shift.

  Note that the shift control device according to the present invention can obtain the same effect when applied not only when the drive source is an internal combustion engine but also when driven by an electric actuator.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. First, the configuration of the shift control device 10 according to the present invention will be described with reference to FIG. This shift control device 10 sends a detection signal Q from a load sensor 72 that detects the operation of this shift pedal in conjunction with a shift pedal (not shown in FIG. 1) that performs a shift operation to an engine control unit (ECU) 60. The ECU 60 performs fuel injection control by the upstream side fuel injection valve 14 and the downstream side fuel injection valve 16 provided in the engine 12 mounted on the vehicle and ignition control of the spark plug 28. Examples of the vehicle on which the engine 12 is mounted include a motorcycle.

  An intake port 20 and an exhaust port 22 are opened in the combustion chamber 18 of the engine 12. An intake valve 24 and an exhaust valve 26 are respectively provided in the intake port 20 and the exhaust port 22, and an ignition is provided above the combustion chamber 18. A plug 28 is provided.

  An intake passage 30 leading to the intake port 20 is opened and closed in conjunction with an accelerator (not shown) operation, and a throttle valve 32 that adjusts the intake air amount, and a throttle that detects the opening TH of the throttle valve 32. A sensor 34 and a negative pressure sensor 36 for detecting the suction negative pressure PB are provided. An air cleaner 38 having an air filter is provided at the end of the intake passage 30, and outside air is taken into the intake passage 30 through the air cleaner 38.

  The intake passage 30 is provided with the downstream fuel injection valve 16 on the downstream side of the throttle valve 32, and fuel is injected toward the intake passage 30 on the upstream side (air cleaner 38 side) of the throttle valve 32. As shown, an upstream fuel injection valve 14 is provided. The intake passage 30 is provided with an intake air temperature sensor 40 that detects an intake (atmosphere) temperature TA. On the other hand, an oxygen concentration sensor 42 that detects the oxygen concentration of the exhaust gas is provided in the exhaust passage 41 that communicates with the exhaust port 22.

  A crank pulser 50 that magnetically detects the rotation of the crankshaft 48 is opposed to a crankshaft 48 connected to the piston 44 of the engine 12 via a connecting rod 46. A vehicle speed sensor 54 that detects the vehicle speed V is disposed opposite to the output shaft of the transmission 51 that shifts the rotation of the crankshaft 48 and transmits it to the wheels 52. A water jacket 56 formed around the engine 12 is provided with a water temperature sensor 56 that detects the cooling water temperature TW of the engine 12. Further, a cam sensor 57 is provided at the end of the camshaft inside the cylinder head for detecting a reference position for process determination for opening and closing the intake and exhaust valves 24 and 26.

  The ECU 60 performs fuel injection and ignition control in response to detection signals from the above-described sensors. The ECU 60 performs ignition control of the spark plug 28 based on the signal of the fuel injection valve control unit 62 that controls the fuel injection amount and the fuel injection timing of the upstream side fuel injection valve 14 and the downstream side fuel injection valve 16 and the cam sensor 57. And an ignition timing control unit 64.

  Such an engine 12 is configured, for example, as an in-line four-cylinder type, but only one cylinder is shown in FIG. Therefore, the upstream fuel injection valve 14, the downstream fuel injection valve 16, the spark plug 28, and the like are actually provided for each cylinder.

  As shown in FIG. 2, the fuel injection control unit 62 obtains a fuel injection amount based on information from various sensors, and based on this fuel injection amount, the fuel is injected by the upstream and downstream fuel injection valves 14 and 16. Control for injection, control for stopping fuel injection from the upstream fuel injection valve 14 and the downstream fuel injection valve 16 when the throttle valve 32 is fully closed based on the opening degree TH, and the throttle valve 32 again after the throttle valve 32 is fully closed When it is opened, control for increasing the fuel injection amount is performed. Further, the fuel injection control unit 62 is configured to correct the fuel injection amount based on the intake air temperature TA detected by the intake air temperature sensor 40 and the water temperature TW detected by the water temperature sensor 56.

  Further, processing for obtaining the gear stage of the transmission 51 at that time and processing for detecting the number of operating cycles of the engine 12 are performed based on the vehicle speed V and the engine rotational speed (the number of revolutions per unit time) Ne obtained from the crank pulser 50. . Note that the gear stage can be detected without providing a shift position sensor by obtaining the gear stage from the engine rotational speed Ne and the vehicle speed V. At this time, when the fuel injection control unit 62 detects that the engine 12 and the wheel 52 are disconnected based on the predetermined clutch signal and the gear neutral signal, the fuel injection control unit 62 stops the gear stage calculation process, and It is configured to prevent false detection.

  On the other hand, the ignition timing control unit 64 is configured to control the timing of ignition by the spark plug 28 so that the fuel burns in an optimal state based on the information of the crank pulser 60.

  Next, the configuration of the transmission 51 will be described with reference to FIG. A main shaft 1 and a counter shaft 2 arranged in parallel, a primary driven gear 3 to which torque from the engine 12 is transmitted, six sets of gear trains G1 to G6 and one clutch C are configured. Is done.

  The primary driven gear 3 is disposed on the main shaft 1 so as to be relatively rotatable, and is connected to a clutch C attached to an end portion of the main shaft 1 via a damper 4. The primary driven gear 3 meshes with a primary drive gear attached to an output shaft (pilot shaft) of the engine 12 (not shown), and is configured to be freely engaged with and disengaged from the main shaft 1 by a clutch C.

  The first gear train G1 includes a first drive gear 5 coupled to the main shaft 1 and a first driven gear 6 that meshes with the first drive gear 5 and is disposed on the counter shaft 2 so as to be relatively rotatable. It is configured. The second gear train G2 includes a second drive gear 7 splined on the main shaft 1 and a second driven gear 8 that meshes with the second drive gear 7 and is disposed on the counter shaft 2 so as to be relatively rotatable. It consists of and. The third gear train G3 includes a third drive gear 9 splined to the main shaft 1 and a third driven gear 10 that meshes with the third drive gear 9 and is disposed on the counter shaft 2 so as to be relatively rotatable. Consists of The fourth gear train G4 includes a fourth drive gear 11 splined to the main shaft 1 and a fourth driven gear 12 that meshes with the fourth drive gear 11 and is disposed on the counter shaft 2 so as to be relatively rotatable. Consists of The fifth gear train G5 includes a fifth drive gear 13 disposed on the main shaft 1 so as to be relatively rotatable, and a fifth driven gear 14 that meshes with the fifth drive gear 13 and is splined to the counter shaft 2. Composed. The sixth gear train G6 includes a sixth drive gear 15 disposed on the main shaft 1 so as to be relatively rotatable, and a sixth driven gear that meshes with the sixth drive gear 15 and is spline-coupled to the counter shaft 2. 16.

  The third drive gear 9 and the fourth drive gear 11 are integrally formed, and are configured to be slidable on the main shaft 1 in the axial direction by a shift fork (not shown). And, the projecting portions (dowels) 9 a, 11 a formed to protrude outward in the axial direction of the integrally configured third and fourth drive gears 9, 11 are formed at positions facing the fifth drive gear 13. The third and fourth drive gears 9 and 11 and the fifth or sixth drive gears 13 and 15 can be freely engaged and disengaged by fitting with the recessed portions 15a formed at the opposite positions of the recessed portions 13a or the sixth drive gear 15. It is configured.

  The fifth driven gear 14 is configured to be slidable on the counter shaft 2 in the axial direction by a shift fork (not shown), and a protruding portion (a dowel) 14 a formed to protrude in the axial direction of the fifth driven gear 14. , 14b are engaged with a recess 6a formed at a position where the first driven gear 6 faces or a recess 12a formed at a position where the fourth driven gear 12 faces, and the fifth driven gear 14 and the first or first The four driven gears 6 and 14 are configured to be detachable. Similarly, the sixth driven gear 16 is configured to be slidable in the axial direction on the countershaft 2 by a shift fork (not shown), and a protruding portion formed by protruding in the axial direction of the sixth driven gear 16 ( The dowels 16a and 16b are engaged with the recessed portion 8a formed at the opposite position of the second driven gear 8 or the recessed portion 10a formed at the opposite position of the third driven gear 10, so that the sixth driven gear 16 and the The second or third driven gears 8 and 10 are configured to be detachable.

  Thus, the first to sixth gear trains G1 to G6 are always meshed, and the third and fourth drive gears 9, 11, the fifth driven gear 14 or the sixth driven gear 16 (hereinafter collectively referred to as “engagement”). Means ”) is slid with a shift fork, and a gear arranged so as to be relatively rotatable is engaged with the main shaft 1 or the counter shaft 2 to obtain a desired gear ratio. The shift fork is driven by a shift drum that is rotated by the driver's operation of the shift pedal.

  The transmission 51 shown in the present embodiment can set the shift range of the sixth forward speed (1st, 2nd, 3rd, 4th, 5th and 6th). In the case of the first speed (1st) range, the fifth drive gear 14 is engaged with the first drive gear 6. Thereby, the rotation of the main shaft 1 is transmitted to the counter shaft 2 via the fifth driven gear 14 at the gear ratio of the first gear train G1.

  In the case of the second speed (2nd) range, the fifth driven gear 14 is disengaged from the first driven gear 6, and instead, the sixth driven gear 16 is engaged with the second driven gear 8. Thereby, the rotation of the main shaft 1 is transmitted to the counter shaft 2 via the sixth driven gear 16 at the gear ratio of the second gear train G2.

  In the case of the third speed (3rd) range, the engagement of the sixth driven gear 16 with respect to the second driven gear 8 is released, and the sixth driven gear 16 is engaged with the third driven gear 10. Thereby, the rotation of the main shaft 1 is transmitted to the counter shaft 2 via the sixth driven gear 16 at the gear ratio of the third gear train G3.

  In the case of the 4th speed (4th) range, the engagement of the sixth driven gear 16 with respect to the third driven gear 10 is released, and the fifth driven gear 14 is engaged with the fourth driven gear 12 instead. Thereby, the rotation of the main shaft 1 is transmitted to the counter shaft 2 via the fifth driven gear 14 at the gear ratio of the fourth gear train G4.

  In the case of the fifth speed (5th) range, the fifth driven gear 14 is disengaged from the fourth driven gear 12, and the fourth drive gear 11 (third drive gear 9) is replaced with the fifth drive gear 13 instead. Engage with. As a result, the rotation of the main shaft 1 is transmitted to the fifth gear train G5 via the fourth drive gear 11, and is transmitted to the counter shaft 2 at the gear ratio of the fifth gear train G5.

  In the case of the 6th speed (6th) range, the engagement of the fourth drive gear 11 with respect to the fifth drive gear 13 is released, and the third drive gear 9 is engaged with the sixth drive gear 15 instead. As a result, the rotation of the main shaft 1 is transmitted to the sixth gear train G6 via the third drive gear 11, and is transmitted to the counter shaft 2 at the gear ratio of the sixth gear train G6.

  As described above, the transmission 51 according to the present embodiment is configured to obtain a desired gear ratio by engaging any one engaging means. A drive sprocket 17 is coupled to the end of the countershaft 2, and the rotation of the engine 12 is changed by a chain wound around the drive sprocket 17 and a driven sprocket (not shown) coupled to the rotation shaft of the wheel 52. And transmitted to the wheel 52.

  In such a transmission 51, the speed change operation is performed in a state where the torque from the engine 12 is not transmitted to the main shaft 1 by the clutch C. In this embodiment, the speed change operation is performed without operating the clutch C. In the following, two embodiments will be described in detail.

  As described above, the shifting operation of the transmission 51 is performed by operating the shift pedal. Therefore, in order to detect that the shifting operation is started, as shown in FIG. 4, a load sensor 72 is provided between the shift pedal 70 and the rotary drum 71 that operates the shift fork described above by operating the shift pedal 70. As shown in FIG. 2, the load sensor 72 is connected to the ECU 60 (the fuel injection valve control unit 62 and the ignition timing control unit 64) to output a load signal Q. Then, the ECU 60 controls fuel injection and ignition in accordance with the signal Q output from the load sensor 72, thereby enabling a gear shifting operation without operating the clutch C. A specific control method will be described with reference to FIGS.

When the shift pedal 70 is depressed and a speed change operation is performed, a signal Q is output from the load sensor 73 as shown in FIG. ECU 60 (fuel injection control valve controller 62 and the ignition timing control unit 64), the predetermined threshold Q ₀ is set for the output Q from the load sensor 73, the shift operation detecting process S101, the load sensor 73 When the signal Q exceeds the threshold value Q ₀ (time t ₀ ), it is determined that the speed change operation has started, and the output reduction process of the engine 12 is reduced in the output reduction process S102. In the output reduction process S102, as shown in FIGS. 6B and 6C, the fuel injection from the upstream fuel injection valve 14 and the downstream fuel injection valve 16 is stopped and the ignition by the spark plug 28 is stopped. Do. Then, as shown in FIG. 6D, the rotational speed Ne of the engine 12 decreases.

As shown in FIG. 2, a signal from the crank pulser 50 is input to the fuel injection control valve control unit 62 and the ignition timing control unit 64, and the rate of change dNe (magnitude and Sign). It is monitored whether the rotational speed Ne decreases when the absolute value of the rotational speed change rate dNe exceeds a predetermined value (threshold value) dNe _TH (S103), and the change rate dNe exceeds the threshold value dNe _TH . From the time point (time t ₁ in FIG. 6D), the time Δt during which the state continues is measured. Even when the fuel injection and ignition are stopped and the magnitude | dNe | of the rotational speed of the engine 12 once exceeds the threshold value dNe _TH and the rotational speed Ne decreases as shown in FIG. t ₁₀ ″), the rotational speed Ne may increase (hunt) again due to external factors such as road surface conditions. In this case, that is, when the sign of the rotational speed change rate dNe changes, the one-end duration Δt. Measurement is stopped (S104), and it is monitored again whether the absolute value of the rotational speed change rate dNe exceeds the predetermined value dNe _TH and the rotational speed Ne has decreased (S103). The duration Δt is measured again from the time (time t ₁ ″) when the absolute value of dNe becomes equal to or greater than the predetermined magnitude dNe _TH .

When it is determined (S105) that the time Δt during which the rotational speed Ne of the engine 12 falls at a predetermined change rate dNe _TH or more exceeds a predetermined time (Δt ₁ ) (time t _{2 in} FIG. 6D or FIG. 7 at time t ₂ ″), a return timing calculation process S106 calculates a return timing of the output of the engine 12, that is, a time Δt ₂ from the time t ₂ , t ₂ ″ until fuel injection and ignition are restarted. When the time Δt _{2 has} elapsed (time t _{3 in} FIG. 6D or time t ₃ ″ in FIG. 7), in the output return means S107, the fuel injection control valve control unit 62 and the ignition timing control unit 64 are upstream. Fuel from the fuel injection valve 14 and the downstream fuel injection valve 16 is injected, and ignition by the spark plug 28 is performed.

  When returning the output of the engine 12 when ignition is performed in a normal state, a large torque is transmitted to the transmission 51 and the like, and a shift shock is given to the driver. Therefore, as shown in FIG. It is controlled by the ignition timing control unit 64 so as to gradually change from the retarded state to the normal state. On the other hand, when the fuel injection and ignition are stopped in response to the shift operation in this way, the fuel adhering to the intake passage 30 disappears in the normal operation. Therefore, as shown in FIG. The fuel injection control valve control unit 62 controls the injection amount so as to increase the injection amount in a normal state or slightly. Alternatively, when the engine 12 has a multi-cylinder configuration as described above, instead of retarding the ignition timing, the full cylinder operation in which all cylinders are restored from the partial cylinder operation in which only some cylinders are restored. The shift shock can be alleviated by gradually increasing the output of the engine 12 by the control to shift to. By such control, the rotational speed Ne of the engine 12 gradually increases as shown in FIG. 6D, and no shift shock is given to the driver.

By the way, even if the wheels 52 slip and stop fuel injection and ignition depending on the road surface condition (for example, when the road surface friction coefficient is low due to off-road or the like), the rotational speed of the engine 12 as shown in FIG. In some cases, Ne does not decrease (in FIG. 8, the change in each state in FIG. 6 is overlaid with a broken line for comparison). While such gear shift becomes large load applied to the transmission 51 when the rotational speed Ne of the engine 12 is large becomes difficult state, the rotational speed Ne as described above to descend at a predetermined rate dNe _TH or Start (time t ₁ ′ in FIG. 8), and when it continues for a predetermined time Δt ₁ (time t ₂ ′), the output return time of the engine 12 is calculated, and the output of the engine 12 is restored at that time. (T ₃ ′ = t ₂ ′ + Δt ₂ ), it can be determined whether the rotational speed Ne is hunting and the start of shifting can be accurately determined. The operation can be performed reliably. Also, even if the transmission 51 tries to return to the original gear position for some reason, this is detected by the sign of the rotational speed change rate dNe, and the condition is judged again, so that the output decrease time until the gear shift is completed is set appropriately. it can.

  By configuring the transmission according to the first embodiment as described above, it is possible to accurately detect the start time of the shift, and to detect the crank pulser that is detected for controlling the engine 12. Since it is possible to obtain the return timing of the engine output from the output from 60 (the rate of change dNe of the rotational speed of the engine 12), that is, the timing of fuel injection and ignition after the end of the shift operation, it is necessary to use an expensive gear position sensor There is no.

  In the first embodiment, the return timing of the output of the engine 12 is calculated from the rate of change dNe of the rotational speed of the engine 12, but it is also possible to calculate the return timing from the rotational speed Ne of the engine 12. Is possible. Hereinafter, the shift control performed by the ECU 60 will be described as a second embodiment with reference to FIGS. In addition, the same code | symbol shall be attached | subjected about the structure similar to 1st Example, and description is abbreviate | omitted.

As in the first embodiment, when the driver depresses the shift pedal 70 for a shifting operation, a signal Q is output from the load sensor 72 according to the operation, as shown in FIG. And in the transmission operation detecting process S201, (time t ₀₎ when the output Q from the load sensor 72 is judged to have exceeded a predetermined threshold value Q _0, ECU 60 (fuel injection valve controller 62 and the ignition timing control unit 64 ) Detects the start of a shifting operation. When the start of the shift operation is detected, in the output reduction process S202, the fuel injection valve control unit 62 stops the fuel injection as shown in FIG. 10C, and the ignition timing control unit 64 displays the ignition timing control unit 64 in FIG. As shown in B), the output reduction process S202 of the engine 12 is executed by stopping the ignition.

When the output reduction process S202 of the engine 12 is performed, the rotational speed Ne of the engine 12 decreases as shown in FIG. Then, the engine output is maintained in a reduced state for a predetermined time Δt ₁ (S203), and it is determined whether the rotational speed Ne is equal to or lower than a predetermined threshold value Ne _th when the time Δt ₁ has elapsed (time t ₁ ). (S204). When it is determined that the rotational speed Ne is equal to or lower than the predetermined threshold value Ne _th (state of FIG. 10D), the engine output is restored at that time (time t1) in the output restoration process S206. On the other hand, as shown in FIG. 11, for example, when the wheel 52 slips due to the road surface condition or the like, and the rotational speed Ne of the engine 12 (Ne ₁ in FIG. 11D) does not _fall below the predetermined threshold value Net, maintaining the reduced state of the predetermined time Delta] t ₂ only engine output (S205), the time the engine rotational speed (time t ₂₎ Ne is determined whether the equal to or less than a predetermined threshold value Ne _th (S204). The process of maintaining the reduced engine output for the time Δt ₂ (S205) is repeated until the rotational speed Ne becomes equal to or lower than a predetermined threshold value Ne _th (time t ₃ in FIG. 11).

  Thus, even when the rotational speed Ne of the engine 12 is used, the return timing (fuel injection and ignition timing) of the engine output after completion of the speed change operation can be obtained, so that it is not necessary to use an expensive gear position sensor.

  The shift control device 10 according to the first and second embodiments described above has been described for a case where it is used in a vehicle (motorcycle) driven by an internal combustion engine (engine). The present invention can also be applied to a vehicle driven by an actuator. In this case, the engine output reduction and recovery are controlled by controlling the drive current supplied to the electric actuator.

It is a block diagram which shows the structure of the transmission control apparatus which concerns on this invention. It is a block diagram which shows the structure of ECU. It is a sectional side view which shows the structure of a transmission. It is a side view of the principal part which shows the attachment position of a load sensor. It is a flowchart which shows the shift control in 1st Example. It is a figure which shows the various states of the transmission control apparatus in 1st Example, (A) is a figure which shows the output from a load sensor, (B) is a figure which shows an ignition timing, (C) is fuel injection It is a figure which shows quantity, (D) is a figure which shows an engine speed. It is a figure which shows the case where an engine speed is hunting. It is a figure which shows the various states of the speed-change control apparatus when a wheel slips in 1st Example, (A)-(D) are the same as that of FIG. It is a flowchart which shows the shift control in 2nd Example. It is a figure which shows the various states of the transmission control apparatus in 2nd Example, (A)-(D) is the same as that of FIG. It is a figure which shows the various states of the speed-change control apparatus when a wheel slips in 2nd Example, (A)-(D) are the same as that of FIG.

Explanation of symbols

10 Transmission control device 12 Engine (drive source)
50 Crank pulser (angular velocity detection means, rotation speed detection means)
51 Transmission (transmission)
52 Wheel 62 Fuel Injection Valve Control Unit (Output Control Unit)
64 Ignition timing control unit (output control means)
72 Load sensor (shift operation detection means)
S102 Output reduction processing (output reduction means)
S106 Return timing calculation processing (return condition calculation means)
S107 Output return processing (output return means)
S202 Output reduction processing (output reduction means)
S206 Output return processing (output return means)

Claims (7)

A shift control device comprising: a drive source that generates a rotation output; a transmission that shifts the rotation of the drive source and transmits the rotation to wheels; and an output control unit that controls the rotation output of the drive source,
Shift operation detecting means for detecting a shift operation of the transmission;
A change rate detecting means for detecting a change rate of the rotational speed of the drive source;
Output reduction means for reducing the rotational output of the drive source by the output control means when the start of the speed change operation is detected by the speed change operation detecting means;
When the rotational output of the drive source is reduced by the output reduction means, the rotational speed of the drive source is lowered and the magnitude of the rate of change of the rotational speed exceeds a predetermined threshold as a reference Return condition calculation means for determining the timing for returning the rotational output of the drive source to the normal state;
An output return means for returning the rotation output of the drive source by the output control means at the timing calculated by the return condition calculation means.   The return condition calculating means determines the timing for returning the rotational output of the drive source to a normal state based on when the magnitude of the rate of change of the rotation speed continues for a predetermined time and exceeds the threshold value. The shift control apparatus according to claim 1, wherein the shift control apparatus is configured as follows.   If the return condition calculation means reverses the sign of the rate of change of the rotational speed and increases the rotational speed, the sign of the rate of change of the rotational speed is reversed again and then the magnitude of the rate of change of the rotational speed. The shift according to claim 1, wherein the timing for returning the rotation output of the drive source to a normal state is determined based on when the threshold value exceeds the threshold for a predetermined time. Control device. A shift control device comprising: a drive source that generates a rotation output; a transmission that shifts the rotation of the drive source and transmits the rotation to wheels; and an output control unit that controls the rotation output of the drive source,
Shift operation detecting means for detecting a shift operation of the transmission;
Rotation speed detection means for detecting the rotation speed of the drive source;
Output reduction means for reducing the rotational output of the drive source by the output control means when the start of the speed change operation is detected by the speed change operation detecting means;
The rotation output of the drive source is reduced by the output reduction means, and the rotation output of the drive source is reduced to a normal state by the output control means when the rotation speed of the drive source decreases and falls below a predetermined threshold. A speed change control device comprising: an output return means for returning to a normal state. The drive source comprises an internal combustion engine;
5. The output control unit according to claim 1, wherein the output control means is configured to reduce the output by controlling ignition, to return to normal ignition through retarded ignition, and to return the output. The shift control device described. The drive source is composed of an internal combustion engine having multiple cylinders,
The output control means reduces the output by controlling the number of operating cylinders, and shifts from the partial cylinder operation that operates part of the cylinders to the full cylinder operation that operates all cylinders when the output is restored to restore the output. The speed change control device according to any one of claims 1 to 4, wherein the speed change control device is configured as described above.   The said drive source is comprised by the electric actuator, and the said output control means was comprised so that the drive current supplied to the said electric actuator might be controlled, The one in any one of Claims 1-4 characterized by the above-mentioned. Shift control device.

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