JP2009108886A - Acceleration variation adjustment method for vehicle, acceleration variation adjustment design support program, and vehicle inspection support program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable the acceleration variation of a vehicle to be adjusted easily. <P>SOLUTION: A vehicle is provided with a transmission 22 that outputs rotating power from an engine E by varying the speed with gears 48, 50, 51. The transmission 22 comprises a dog clutch 34, which has an engagement protruding part 50a, which is provided protrusively on one gear 50 of a pair of gears 50, 51 set side by side on the same axial line, and an engaged recessed part 51a, which is formed in the other gear 51. The dog clutch 34 is structured in such a way that the engagement protruding part 50a and the engaged recessed part 51a are engaged with each other in a state capable of being separated from each other in the gear rotation direction. The acceleration variation adjustment method provides for such a vehicle. A relative angular displacement quantity δ of the pair of gears 50, 51 engaging with each other during the traveling of the vehicle is obtained. Based on this relative angular displacement quantity δ, specifications of the vehicle are selected. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a method for adjusting acceleration fluctuation in a vehicle such as a motorcycle, a design support program, and a vehicle inspection support program.

In a vehicle such as a motorcycle, an explosion in the engine cylinder is periodically generated, so that output fluctuation occurs in the crankshaft of the engine even when traveling at a constant speed. Such output fluctuation is transmitted to the rider who operates the motorcycle as acceleration fluctuation in the longitudinal direction of the vehicle, which reduces ride comfort. Therefore, by attaching a flywheel to the crankshaft to increase the moment of inertia of the drive system, a part of the rotation output generated during the engine explosion stroke is pooled and the rotation output until the next explosion stroke occurs To suppress crankshaft output fluctuations (see, for example, Patent Document 1).
JP-A-62-67349

  When the flywheel is heavy, fine output fluctuations of the crankshaft are suppressed, but the response during acceleration decreases. On the other hand, if the weight of the flywheel is small, the response at the time of acceleration is improved, but the fine output fluctuation of the crankshaft cannot be sufficiently suppressed. Therefore, at the design stage of the motorcycle, it is necessary to adjust so that various specifications such as the moment of inertia of the drive system are optimized. However, vehicle specifications such as the moment of inertia of the drive train measure the longitudinal acceleration fluctuation transmitted to the rider with an accelerometer installed on the fuel tank on a trial basis, and hear the rider's subjective evaluation. Therefore, the current situation is that adjustment is performed by trial and error, and there is a problem that the design efficiency is not good.

  Therefore, an object of the present invention is to make it possible to easily adjust fine acceleration fluctuations during vehicle travel.

  The present invention has been made in view of the circumstances as described above, and a vehicle acceleration fluctuation adjusting method according to the present invention includes a transmission that shifts and outputs rotational power from an engine with a gear, and the transmission. Includes a dog clutch having an engaging portion projecting from one gear of a pair of gears arranged on substantially the same axis and an engaged portion formed on the other gear, and the dog clutch Is a vehicle acceleration fluctuation adjusting method in which the engaging portion and the engaged portion are engaged with each other in a state where the engaging portion and the engaged portion can be contacted and separated in the gear rotation direction. A relative angular displacement amount of a pair of gears is acquired, and specifications of the vehicle are selected based on the relative angular displacement amount. The vehicle specification means all design items of the vehicle, such as the form of the vehicle, the weight of each component, and the engine specification.

  As a result of earnest research, the present inventors have found that in a vehicle having a dog clutch that engages with play, when the power transmitted to the power transmission system greatly fluctuates during the engine explosion stroke, the dog clutch It was found that the pair of gears relatively angularly displaced in the engaged state and collided with each other, resulting in acceleration fluctuations in the longitudinal direction of the vehicle. Therefore, according to the said structure, the relative displacement amount of a pair of gears of a dog clutch is acquired, and the acceleration fluctuation | variation in a vehicle front-back direction is easily adjusted by selecting the specification of a vehicle based on the relative angular displacement amount. be able to.

  Selecting the vehicle specification may include selecting an inertia moment of an engine side power transmission system that transmits power from the engine to the transmission.

  According to the above-described method, the relative angular displacement of the pair of gears of the dog clutch is acquired, and the inertia moment of the power transmission system is determined so that the relative angular displacement is small. It can be easily reduced.

  The vehicle has a rotating body that is rotated by transmission of rotational power output from the transmission, a wheel connected to the rotating body, and an impact absorbing member interposed between the rotating body and the wheel. And selecting the specification of the vehicle may include selecting at least one of a spring constant and a viscous resistance value of the shock absorbing member.

  According to the above method, the relative angular displacement amount of the pair of gears of the dog clutch is acquired, and the spring constant of the shock absorbing member interposed between the rotating body and the wheel so that the relative angular displacement amount becomes small, and If the viscous resistance value is determined, the acceleration fluctuation in the vehicle longitudinal direction can be easily reduced.

  Selecting the vehicle specification may include selecting a compression ratio of the engine.

  According to the above method, if the relative angular displacement amount of the pair of gears of the dog clutch is acquired and the compression ratio of the engine is determined so that the relative angular displacement amount becomes small, the acceleration fluctuation in the vehicle longitudinal direction can be easily reduced. can do.

  The relative angular displacement amount may be obtained based on a measurement result of the rotational speed of the engine crankshaft or the input shaft of the transmission and the rotational speed of the transmission.

  According to the above method, as information for obtaining the relative angular displacement amount of the pair of gears of the dog clutch, the rotational speed of the crankshaft of the engine or the input shaft of the transmission and the rotational speed of the output shaft of the transmission are obtained. Since the rotation speed sensor (rotation angle sensor) or the like may be detected, the relative angular displacement amount can be easily obtained.

  Based on a dynamic model of an engine-side power transmission system that transmits rotational power given from the engine to the transmission, and a dynamic model of a wheel-side power transmission system that transmits power given from wheels to the transmission, The relative angular displacement amount may be calculated and obtained.

  According to the method, the relative angular displacement amount in the engaged state of each gear of the dog clutch can be obtained without measuring the rotation speed of each shaft, and the specification of the vehicle can be easily determined.

  The vehicle acceleration variation adjustment design support program according to the present invention includes a transmission that changes the rotational power from the engine by a gear and outputs the same, and the transmission includes one of a pair of gears arranged on the same axis. A dog clutch having an engaging portion protruding from the gear and an engaged portion formed on the other gear is provided, and the dog clutch rotates between the engaging portion and the engaged portion. A computer-readable program for supporting the design of a vehicle that is configured to be engaged with each other in a state in which the vehicle can be moved toward and away from the direction, the relative angular displacement of the pair of gears engaged with each other when the vehicle is running The computer is caused to execute a step of calculating an amount, and a step of selecting a specification of the vehicle so that the relative angular displacement amount becomes smaller than a predetermined value.

  According to the program, the relative angular displacement amount of the pair of gears of the dog clutch is acquired, and the vehicle specifications are selected so that the relative angular displacement amount is a predetermined value or less. It can be adjusted easily.

  In addition, the vehicle inspection support program of the present invention includes a transmission that shifts and outputs rotational power from an engine with a gear, and the transmission projects into one of a pair of gears arranged on the same axis. A dog clutch having an engagement portion provided and an engaged portion formed on the other gear is provided, and the dog clutch contacts and separates the engagement portion and the engaged portion in the gear rotation direction. A computer-readable program for assisting inspection of a vehicle that is configured to be engaged with each other in a possible state, and measuring a relative angular displacement of the pair of gears engaged with each other when the vehicle is running And a step of causing the computer to execute a predetermined output relating to the relative angular displacement amount.

  According to the program, a predetermined output (for example, a computer screen display) regarding the relative angular displacement of the pair of gears engaged with each other of the dog clutch when the vehicle is running, for example, the relative angular displacement of the dog clutch. Therefore, it is possible to easily determine whether or not the acceleration fluctuation in the longitudinal direction of the vehicle is large.

  As is clear from the above description, according to the present invention, the relative angular displacement amount of the pair of gears of the dog clutch is acquired, and based on the relative angular displacement amount, for example, the inertia moment of the power transmission system or the wheel By determining the spring constant of the provided shock absorbing member and the compression ratio of the engine, it is possible to easily adjust the acceleration fluctuation in the longitudinal direction of the vehicle. In addition, it is possible to easily inspect the acceleration fluctuation in the longitudinal direction of the vehicle.

  Embodiments according to the present invention will be described below with reference to the drawings. In addition, the concept of the direction used in the following description is based on the direction seen from the driver who rides the motorcycle.

(First embodiment)
FIG. 1 is a left side view of a motorcycle 1 according to a first embodiment of the present invention. As shown in FIG. 1, a motorcycle 1 includes a front wheel 2 and a rear wheel 3, and the front wheel 2 is rotatably supported by a lower portion of a front fork 5 that extends substantially in the vertical direction. It is supported by a steering shaft (not shown) via an upper bracket (not shown) provided in the section and an under bracket provided below the upper bracket. The steering shaft is rotatably supported by the head pipe 6. A bar-type steering handle 4 extending to the left and right is attached to the upper bracket.

  A pair of left and right main frames 7 extend rearward from the head pipe 6 while being slightly inclined downward, and a pair of left and right pivot frames 8 are connected to the rear portion of the main frame 7. A front part of a swing arm 9 extending substantially in the front-rear direction is pivotally supported on the pivot frame 8, and an axle 38 of the rear wheel 3 as a drive wheel is pivotally supported on the rear part of the swing arm 9. A fuel tank 10 is provided behind the steering handle 4, and a seat 11 for riding a driver is provided behind the fuel tank 10.

  Between the front wheel 2 and the rear wheel 3, an in-line two-cylinder engine E is mounted in a state supported by the main frame 7 and the pivot frame 8. The engine E is an unequal interval explosion engine. For example, the crank angle from the explosion stroke of the first cylinder to the explosion stroke of the second cylinder is 180 °, and from the explosion stroke of the second cylinder to the first cylinder. The crank angle until the explosion stroke is set to 540 °. The engine E includes a crankcase 12 that houses the crankshaft 13, a cylinder block 14 that is connected to the upper portion of the crankcase 12 to form a parallel two-cylinder, and a combustion chamber that is connected to the upper portion of the cylinder block 14 together with the cylinder block 14. And a cylinder head 15 provided with a DOHC type valve system, and a cylinder head cover 16 covering the upper part of the cylinder head 15. A transmission 22 that shifts and outputs rotational power from the crankshaft 13 is provided integrally with the crankcase 12.

  An intake port 17 is opened at a rear portion of the cylinder head 15 of the engine E, and a throttle device 18 disposed inside the main frame 7 is connected to the intake port 17. An air cleaner box 19 disposed below the fuel tank 10 is connected to the upstream side of the throttle device 18 and is configured to take in outside air using traveling wind pressure (ram pressure) from the front. An exhaust port 20 opens forward and obliquely downward at the front of the cylinder head 15, and an upstream end of an exhaust pipe 21 is connected to the exhaust port 20. The crankshaft 13 of the engine E is provided with a rotational speed sensor 41 (for example, a rotary encoder) that detects the rotational speed (rotational speed) of the crankshaft 13, and the output shaft 30 of the transmission 22 is provided on the output shaft 30. A rotation speed sensor 42 (for example, a rotary encoder) for detecting the rotation speed (rotation speed) of the output shaft 30 is provided as a test. Further, as a test, the engine E is provided with a pressure sensor 43 for detecting the pressure in the cylinder, and the fuel tank 10 is provided with an acceleration sensor 44 for detecting acceleration in the front-rear direction (vehicle traveling direction). ing.

  FIG. 2 is a schematic diagram for explaining a drive system of the motorcycle 1. As shown in FIG. 2, the engine E is provided with a crankshaft 13 connected to the connecting rod 24 of the piston 23, and a first clutch gear 26 is provided at one end of the crankshaft 13. The first clutch gear 26 is engaged with a second clutch gear 27 that is rotatably fitted to an input shaft 29 of the transmission 22. A main clutch 28 having a clutch damper 31 is attached to the clutch gear 27.

  That is, the input shaft 29 rotates in conjunction with the crankshaft 13 in a state where the main clutch 28 provided at the end of the input shaft 29 is coupled to the second clutch gear 27. An output shaft 30 is coupled to the input shaft 29 via a gear train 32 so as to be capable of shifting, so that the transmission gear ratio can be changed. The gear train 32 is provided with a known dog clutch 34 for changing gears. A drive sprocket 35 is provided at the end of the output shaft 30, and a driven sprocket 37 is provided on the rear wheel 3, and a chain 36 is wound between the drive sprocket 35 and the driven sprocket 37. ing. A rotating body 40 for connecting to the rear wheel 3 is integrally attached to the driven sprocket 37, and the rotating body 40 is an impact absorbing member 39 made of a rubber member (commonly called a coupling damper). ) To the wheel 55 (see FIG. 3). The impact absorbing member 39 is made of a member having a spring constant lower than that of metal, so that an impact transmitted from the rear wheel 3 to the transmission 22 or an impact transmitted from the transmission 22 to the rear wheel 3 can be reduced.

  FIG. 3 is a schematic diagram for explaining the dog clutch 34 of the motorcycle 1 shown in FIG. As shown in FIG. 3, a spline 30a grooved in the axial direction is formed on the outer peripheral surface of the output shaft 30, and one gear 50 is externally fitted to the output shaft 30 in a state of meshing with the spline 30a. . That is, one gear 50 is slidable in the axial direction of the output shaft 30 and rotates integrally with the output shaft 30. The other gear is externally fitted so as to be rotatable relative to the output shaft 30.

  The dog clutch 34 is engaged with an engagement convex portion 50 a (engagement portion) projecting from the axial end surface of one gear 50 of the two gears 50, 51 arranged on the output shaft 30 and the other gear 51. It has the to-be-engaged recessed part 51a (engaged part) formed so that the joint convex part 50a might be opposed. Then, when one gear 50 is slid along the output shaft 30 by the shift fork 52, the axial distance between the two gears 50 and 51 is changed, and the engaged state and the non-engaged state are switched. It has a configuration. Further, the dog clutch 34 has a gap that can be relatively displaced in the rotational direction between the engaging convex portion 50a and the engaged concave portion 51a in a state where the engaging convex portion 50a is engaged with the engaged concave portion 51a. 53 is formed. Therefore, when the other gear 51 is rotated by the gear 48 of the input shaft 29 in a state where one wall surface 51b of the engaged concave portion 51a in the axial rotation direction is in contact with the engaging convex portion 50a, the one gear 50 is rotated. Also rotate. In this way, rotational power is transmitted from the power transmission upstream gear 51 to the power transmission downstream gear 50. Hereinafter, one wall surface 51b in the axial rotation direction of the engaged recess 51a is referred to as an acceleration-side wall surface 51b, and the other wall surface 51c in the axial rotation direction is referred to as a deceleration-side wall surface 51c.

  FIG. 4 is a schematic diagram for explaining the shock absorbing member 39 of the rear wheel 3 of the motorcycle 1 shown in FIG. As shown in FIG. 4, the rear wheel 3 has a wheel 55 on which a tire 58 is mounted. A hub portion 56 of the wheel 55 is rotatably fitted on the axle 38 via a sleeve 57. The hub portion 56 includes an inner cylinder portion 56a that is rotatably fitted to the sleeve 57, an outer cylinder portion 56b that is larger in diameter than the inner cylinder portion 56a and spaced from the inner cylinder portion 56a, and an inner cylinder. It has four partition wall parts 56c which connect between the part 56a and the outer cylinder part 56b at intervals in the circumferential direction.

  An impact absorbing member 39 made of an elastic member such as rubber is accommodated in the impact absorbing member accommodating space 60 defined by the inner cylindrical portion 56a, the outer cylindrical portion 56b, and the partition wall portion 56c. The shock absorbing member 39 connects a pair of buffer portions 39a and 39b disposed along the partition wall portion 56c with a space in the circumferential direction, and the buffer portions 39a and 39b along the inner cylinder portion 56a. And a connecting portion 39c. A claw portion 40 a that integrally protrudes from the rotating body 40 (see FIG. 2) is inserted between the pair of buffer portions 39 a and 39 b of the shock absorbing member 39 in the axial direction of the axle 38. That is, the rotational power output from the transmission 22 (see FIG. 2) is supplied to the rotating body 40 (see FIG. 2) via the drive sprocket 35 (see FIG. 2), the chain 36 (see FIG. 2), and the driven sprocket 37 (see FIG. 2). 2), and the rotational power of the rotating body 40 (see FIG. 2) is transmitted to the wheel 55 via the claw portion 40 a and the impact absorbing member 39.

  Next, a specific design procedure for reducing fine acceleration fluctuations during acceleration traveling of the motorcycle 1 will be described. FIG. 5 is a graph showing various time-series data during acceleration running of the motorcycle 1 shown in FIG. FIG. 6 is a schematic diagram for explaining the state of the dog clutch 34 in the graph of FIG. In FIG. 5, in order from the top, a time series graph of the torque of the engine E, a time series graph of various revolutions of the engine E, the output shaft 30 and the tire 58, and a differential value (engine revolution acceleration) of the revolution speed of the engine E And a time-series graph of relative angular displacement in the rotation direction of the pair of gears 50 and 51 of the dog clutch 34 are shown side by side. FIG. 5 shows data during acceleration traveling in a state where the gear position of the transmission 22 is 6th and the throttle opening is about 20%.

  In the time series graph of the torque of the engine E, the engine torque obtained by obtaining the force applied to the piston 23 during acceleration traveling is shown by the output of the pressure sensor 43 provided in the cylinder of the engine E.

In the time-series graph of various rotation speeds, the primary speed reduction rate α from the crankshaft 13 to the input shaft 29 and the speed change rate β in the transmission 22 are represented by the engine speed E ₀ detected by the speed sensor 41 of the crankshaft 13. The multiplied value E ₁ (= E ₀ · α · β) (hereinafter referred to as the engine speed after conversion), the output shaft rotational speed OS detected by the rotational speed sensor 42 of the output shaft 30, and the chassis dynamo device ( A value W ₁ that is obtained by multiplying the rotational speed W ₀ of the tire 58 detected by a reciprocal number (1 / γ) of the secondary deceleration rate γ when the secondary deceleration is performed by the sprockets 35 and 37 and the chain 36. (= W ₀ / γ) (hereinafter referred to as the converted tire rotation speed). That is, in the time-series graph of various rotational speeds, if the crankshaft 13 has a constant rotational speed that does not vary, the converted engine rotational speed E ₁ , the output shaft rotational speed OS, and the converted tire rotational speed W _1. Are multiplied by gear ratios respectively corresponding to the rotational speeds of the crankshaft 13, the output shaft 30, and the tire 58.

In the time series graph of the relative angular displacement amount δ of the dog clutch 34, the relative angular displacement amount between the one gear 50 having the engaging convex portion 50a of the dog clutch 34 and the other gear 51 having the engaged concave portion 51a. δ is shown. This relative angular displacement δ is obtained by integrating the difference (OS−E ₁ ) between the converted engine speed E ₁ and the output shaft speed OS. For example, integration is started from a state where the difference in angular displacement between one gear 50 and the other gear 51 is known. More specifically, the time t ₀ at which the engaging convex portion 50a and the engaged concave portion 51a contact each other reliably, such as in a constant speed state, is determined, and the integration results (formulas) for each time t _x from that time t _0. Let 1) be the relative angular displacement δ.

このグラフ中の縦軸は、図６に示す係合凸部５０ａが被係合凹部５１ａの加速側の壁面５１ｂに接触した状態をＡ[ｄｅｇ]とし、係合凸部５０ａが被係合凹部５１ａの減速側の壁面５１ｃに接触した状態を−Ａ[ｄｅｇ]とし、係合凸部５０ａが被係合凹部５１ａの内部空間における中央に位置した状態を０[ｄｅｇ]としている。したがって、係合凸部５０ａが被係合凹部５１ａに係合した状態で、周方向に±Ａ[ｄｅｇ]角変位可能となるように、係合凸部５０ａと被係合凹部５１ａとが形成されている。ここで、角度Ａは、予め設定される値であり、例えば１０[ｄｅｇ]である。

In the graph, the vertical axis indicates A [deg] when the engaging convex portion 50a shown in FIG. 6 is in contact with the acceleration-side wall surface 51b of the engaged concave portion 51a, and the engaging convex portion 50a is in the engaged concave portion. The state where 51a is in contact with the deceleration-side wall surface 51c is -A [deg], and the state where the engaging convex portion 50a is located in the center of the inner space of the engaged concave portion 51a is 0 [deg]. Therefore, the engaging convex portion 50a and the engaged concave portion 51a are formed such that ± A [deg] angular displacement is possible in the circumferential direction in a state where the engaging convex portion 50a is engaged with the engaged concave portion 51a. Has been. Here, the angle A is a preset value, for example, 10 [deg].

At time A in FIG. 5, the second cylinder of the engine E reaches the explosion stroke, the differential values of the engine torque and the engine speed are large, and the converted engine speed E ₁ and the output shaft speed OS are The relative angular displacement amount δ of the dog clutch 34 is A [deg], and the time variation of the relative angular displacement amount is zero. As shown in FIG. 6, the dog clutch 34 at the time A is in a state where the engaging convex portion 50a is in strong contact with the acceleration-side wall surface 51b of the engaged concave portion 51a.

At time B in FIG. 5, the differential value E ₁ of the engine speed after conversion is negative, and the deceleration is large. As shown in FIG. 6, the dog clutch 34 at this time point B has the engaging convex portion 50 a in contact with the acceleration-side wall surface 51 b of the engaged concave portion 51 a, but the wall surface 51 b of the engaged concave portion 51 a is engaged. The contact pressure at the time of pushing the joint convex part 50a is falling.

At the time point C in FIG. 5, in the graph of engine torque, a negative torque is generated due to the compression stroke being performed after a time elapses from the explosion stroke of the engine E, and the converted engine speed E ₁ is the output shaft speed OS. Compared to As shown in FIG. 6, the dog clutch 34 at the time C has the engagement convex portion 50 a in contact with the acceleration-side wall surface 51 b of the engaged concave portion 51 a, but the contact pressure is considerably small. Immediately thereafter, the engaging convex portion 50a begins to separate from the engaged concave portion 51b.

At the time point D in FIG. 5, the first cylinder of the engine E is in the explosion stroke, and immediately before that, the converted engine speed E ₁ is greatly reduced as compared with the output shaft speed OS. The relative angle of the clutch 34 is greatly displaced. At this point D, as shown in FIG. 6, the engaging convex portion 50a moves away from the acceleration-side wall surface 51b of the engaged concave portion 51a in the gear rotation direction and relatively moves to the vicinity of the center of the internal space. .

At time E in FIG. 5, the explosion stroke of the second cylinder is performed following the explosion stroke of the first cylinder, so that the converted engine speed E ₁ greatly increases compared to the output shaft speed OS, and the dog clutch The relative angular displacement of 34 has returned to the original A [deg]. At this time point E, as shown in FIG. 6, the engagement convex portion 50a has again returned to the state in contact with the acceleration-side wall surface 51b of the engaged concave portion 51a. At this time, the engaging convex portion 50a returns from the vicinity of the center of the play space 53 of the engaged concave portion 51a and comes into contact with the acceleration-side wall surface 51b, so that it collides with the acceleration-side wall surface 51b vigorously.

  As described above, in the motorcycle of the specification from which the data of FIG. 5 is obtained, the relative angular displacement amount δ of the pair of gears 50 and 51 engaged with each other of the dog clutch 34 during acceleration traveling increases. 6 and FIG. 6, the engagement convex portion 50a vigorously collides with the acceleration-side wall surface 51b of the engaged concave portion 51a, and instantaneously changes the output shaft rotational speed OS (FIG. 5). Will increase rapidly.

  FIG. 7A is a graph that macroscopically represents time-series data of the engine speed during acceleration traveling in the graph of FIG. 5, and FIG. 7B is a graph that macroscopically represents time-series data of acceleration. As shown in FIG. 7A, the engine speed fluctuates about 1000 rpm in a minute time around 2500 rpm, and fluctuates about 600 rpm in a minute time around 3300 rpm. Further, as shown in FIG. 7B, the fluctuation amount of the acceleration in the longitudinal direction obtained from the acceleration sensor 44 is also larger than a predetermined range W, and the rider riding the motorcycle of this specification It is easy to feel the acceleration fluctuation in the front-rear direction during acceleration running, and it cannot be said that the ride comfort is good.

  Therefore, hereinafter, the moment of inertia of the power transmission system from the engine E to the input shaft 29 of the transmission 22 is changed to verify whether the relative angular displacement amount of the dog clutch 34 is reduced again. Specifically, for example, by increasing the weight of the flywheel 25, the inertia moment on the upstream side of the power transmission with respect to the output shaft 30 is increased and the verification is performed.

  FIG. 8 is a graph showing various time series data under the condition that the moment of inertia of the power transmission system from the engine E to the input shaft 29 of the transmission 22 is larger than that in FIG.

At time C in FIG. 8, in the graph of engine torque, a negative torque is generated due to the compression stroke being performed after the explosion stroke of the engine E, and the converted engine speed E ₁ is the output shaft speed OS. It is slightly lower than

At the time point F in FIG. 8, since the converted engine speed E ₁ is slightly lower than the output shaft speed OS just before that, the relative angle of the dog clutch 34 is displaced, but the amount is slightly It is. That is, at this time point F, the engaging convex portion 50a is separated from the acceleration-side wall surface 51b of the engaged concave portion 51a only slightly.

At time G in FIG. 8, since the explosion stroke of the first cylinder has been performed, the converted engine speed E ₁ increases compared to the output shaft speed OS, and the relative angular displacement δ of the dog clutch 34 is based on I'm back. That is, at this time G, the engagement convex portion 50a returns to the state in which it is in contact with the acceleration-side wall surface 51b of the engaged concave portion 51a again. At this time, the engaging convex portion 50a gently comes into contact with the acceleration-side wall surface 51b of the engaged concave portion 51a without giving a large impact.

  FIG. 9A is a graph that macroscopically represents time-series data of the engine speed during acceleration traveling in the graph of FIG. 8, and FIG. 9B is a graph that macroscopically represents time-series data of acceleration. As shown in FIG. 9A, the fluctuation amount of the engine speed near 2500 rpm is reduced to about 700 rpm, and the fluctuation amount near 3300 rpm is also reduced to about 400 rpm. As shown in FIG. 7 (b), the fluctuation amount of the acceleration in the longitudinal direction obtained from the acceleration sensor 44 is also small, and the longitudinal direction experienced by the rider riding the motorcycle of this specification during acceleration running is also small. Acceleration fluctuations are suppressed and riding comfort is improved. As described above, the relative angular displacement amount δ of the pair of gears 50 and 51 of the dog clutch 34 is calculated based on the measured values of the rotational speeds of the shafts, and the transmission from the engine E to the relative angular displacement amount δ is reduced. By determining the moment of inertia of the power transmission system up to 22 input shafts 29, it is possible to easily and quickly find vehicle specifications in which fine acceleration fluctuations in the vehicle longitudinal direction are reduced.

  The above description shows the design procedure for the coordinator to experimentally obtain a good vehicle specification in order to improve ride comfort. explain. The basic process of the program is almost the same as the experimental design procedure.

  FIG. 10 is a block diagram showing a computer 70 in which a design support program 75 for determining the specifications of the motorcycle 1 shown in FIG. 1 is stored. As shown in FIG. 10, a computer 70 includes a storage unit 71 composed of ROM, RAM, etc., a computation unit 72 composed of a CPU, an input unit 73 composed of a keyboard, a mouse, etc., a display device, a signal output port, and the like. And an output unit 74. A design support program 75 is stored in the storage unit 71.

  FIG. 11 is a flowchart for explaining the processing procedure of the design support program 75 for determining the specifications of the motorcycle 1 shown in FIG. As shown in FIGS. 10 and 11, first, in the computer 70 in which the program is installed in the storage unit 71, each parameter is input from the input unit 73 using commercially available software (for example, SIMULLINK (registered trademark)). Then, a motorcycle simulation model is constructed and set (step S1). Next, the moment of inertia in the power transmission system from the engine E to the input shaft 29 of the transmission 22, such as the weight of the flywheel 25, is set to a predetermined initial value (step S2). Next, the calculation unit 72 is in a gear position with a low reduction ratio and a low engine speed (for example, 2000 to 2500 rpm), for example, in acceleration running at a gear position of 6th speed and a throttle opening of 20%. The relative angular displacement of the dog clutch 34 is calculated as follows (step S3).

FIG. 12 is a control block diagram for explaining the calculation of the relative angular displacement amount δ of the dog clutch 34 in the design support program 75 shown in FIG. First, the engine-side dynamic model that specifies and simulates the inertia elements, spring elements, and damper elements of the engine-side power transmission system, and the inertia element, spring elements, and damper elements that simulate the tire-side power transmission system When the engine torque generated under the predetermined condition is applied as an external force to the tire-side dynamic model, the equation of motion is solved to obtain the converted engine speed and output shaft speed. As an example, parameters input to the dynamic model include a torque generation pattern and a moment of inertia of a power transmission system. Then, as shown in FIG. 12, the output shaft rotational speed OS is subtracted from the above-described converted engine rotational speed E ₁ , and the value (E ₁ -OS) is integrated by an integrator, whereby the relative value of the dog clutch 34 is increased. The amount of angular displacement δ is obtained.

  Returning to FIG. 11 again, the calculation unit 72 determines whether or not the relative angular displacement calculated in step S3 is equal to or less than a first predetermined value T1 (step S4). If the relative angular displacement is not less than the first predetermined value T1, it is determined that the acceleration fluctuation in the vehicle longitudinal direction is large, and the moment of inertia in the power transmission system from the engine E to the input shaft 29 of the transmission 22 is increased. Reset is performed, and the process returns to step S3 (step S7). Specifically, for example, the weight of the flywheel 25 is increased and reset. On the other hand, when the relative angular displacement amount δ is equal to or smaller than the first predetermined value T1, it is determined whether or not the relative angular displacement amount δ is equal to or larger than the second predetermined value T2 (step S5). The second predetermined value T2 is a value smaller than the first predetermined value T1. For example, the first predetermined value T1 is a value corresponding to the driver's acceleration fluctuation allowable limit, and the second predetermined value T2 is a value corresponding to the driver's acceleration fluctuation insensitive limit value.

  When the relative angular displacement amount δ is less than the second predetermined value T2, it is determined that the moment of inertia in the power transmission system from the engine E to the input shaft 29 of the transmission 22 is too large and the acceleration performance is degraded. Then, the inertia moment in the power transmission system from the engine E to the input shaft 29 of the transmission 22 is reduced and reset, and the process returns to step S3 (step S8). Specifically, for example, the weight of the flywheel 25 is decreased and reset. On the other hand, when the relative angular displacement is equal to or greater than the second predetermined value T2, it is determined that the acceleration fluctuation in the vehicle longitudinal direction is small and the acceleration performance is good, and the engine E to the input shaft 29 of the transmission 22 are determined. The moment of inertia in the power transmission system up to is determined by the value at that time and output (step S6). That is, the value of the moment of inertia is selected so that the relative angular displacement is smaller than a predetermined value.

In this manner, the relative angular displacement amount δ of the pair of gears 50, 51 of the dog clutch 34 is acquired, and the relative angular displacement amount δ is obtained from the motorcycle engine E so that it is equal to or less than the first predetermined value T1. By determining the moment of inertia in the power transmission system up to the input shaft 29 of the transmission 22, acceleration fluctuations in the longitudinal direction of the vehicle can be easily reduced. Further, the acceleration performance can be kept in a good state by not reducing the relative angular displacement δ of the pair of gears 50 and 51 of the dog clutch 34 more than necessary. In this embodiment, in order to obtain the relative angular displacement amount δ, a value E ₁ = E obtained by multiplying the rotational speed E ₀ of the crankshaft 13 of the engine E by the primary reduction rate α and the transmission rate β in the transmission 22. _{Although 0} · α · β is used, a value E ₁ = IS · β obtained by multiplying the rotational speed IS of the input shaft 29 of the transmission 22 by the speed change rate β in the transmission 22 may be used. In this embodiment, the dog clutch 34 is provided on the output shaft 30, but may be provided on the input shaft 29. Further, the dog clutch 34 of the present embodiment is configured to be engaged by the convex portion 50a of one gear 50 and the concave portion 51a of the other gear 51, but the convex portion of one gear is connected to the convex portion of the other gear 51. The structure which engages so that may push in a rotation direction may be sufficient. Further, FIG. 13 is a drawing equivalent to FIG. 6 for explaining a dog clutch of a modified example. As shown in FIG. 13, the engaging convex portion 50a is on the power transmission upstream side, and the engaging concave portion 51a is on the power transmission downstream side. You may comprise a dog clutch so that.

(Second Embodiment)
FIG. 14 is a graph showing various time-series data during acceleration traveling of the motorcycle according to the second embodiment of the present invention. FIG. 15 is a schematic diagram for explaining the states of the dog clutch 34 and the shock absorbing member 39 in the graph of FIG. In the present embodiment, fine acceleration fluctuations in the vehicle front-rear direction are reduced by adjusting either the spring constant or the viscous resistance value of the shock absorbing member 39 of the rear wheel 3. In FIG. 14, in order from the top, a time series graph of the torque of the engine E, a time series graph of the amount of displacement of the shock absorbing member 39, a time series graph of various revolutions of the engine E, the output shaft 30 and the tire 58, and the engine A graph of the differential value (engine rotational acceleration) of the rotational speed of E and a time series graph of the relative angular displacement in the rotational direction of the pair of gears 50 and 51 of the dog clutch 34 are shown side by side. The time-series graph of the displacement φ of the shock absorbing member 39 is a value W ₁ (= W ₀₎ obtained by multiplying the output shaft rotational speed OS and the rotational speed W ₀ of the tire 58 by the reciprocal 1 / γ of the secondary deceleration rate γ. / Γ) is obtained by integrating the relative rotational speed (OS−W ₀ / γ). That is, in the time-series graph of various rotational speeds, if the crankshaft 13 has a constant rotational speed that does not vary, the converted engine rotational speed E ₁ , the output shaft rotational speed OS, and the converted tire rotational speed W _1. Are multiplied by gear ratios respectively corresponding to the rotational speeds of the crankshaft 13, the output shaft 30, and the tire 58.

In FIG. 14, time A is the time when the second cylinder of the engine E has reached the explosion stroke, the differential values of the engine torque and the engine speed are large, and the relative angular displacement δ of the dog clutch 34 is zero. Since the converted engine rotational speed E ₁ and the output shaft rotational speed OS start to become larger than the converted tire rotational speed W ₁ , the displacement φ of the shock absorbing member 39 starts to increase from this point. As shown in FIG. 15, the dog clutch 34 at this point A is in a state where the engaging convex portion 50a is in strong contact with the acceleration-side wall surface 51b of the engaged concave portion 51a, and the shock absorbing members 39a, The amount of displacement of 39b and the claw portion 40a of the rotating body 40 is also zero.

At time B in FIG. 14, the converted engine speed E ₁ and the output shaft speed OS start to become smaller than the converted tire speed W _1, so that the displacement φ of the shock absorbing member 39 is maximized at this time. It begins to decrease. As shown in FIG. 15, the dog clutch 34 at this time point B is engaged with the wall surface 51b of the engaged recess 51a, although the engagement protrusion 50a is in contact with the acceleration-side wall surface 51b of the engaged recess 51a. The contact pressure when pressing the mating convex portion 50a is lowered, and the buffer portion 39a on the acceleration side of the shock absorbing member 39 is pressed by the claw portion 40a and greatly displaced.

At the time point C in FIG. 14, in the graph of engine torque, a negative torque is generated due to the compression stroke being performed after a time elapses from the explosion stroke of the engine E, and the converted engine speed E ₁ is the output shaft speed OS. The amount of displacement φ of the shock absorbing member 39 has also returned to zero based on the above. As shown in FIG. 15, the dog clutch 34 at this point C is in a state where the engagement convex portion 50a is in contact with the acceleration-side wall surface 51b of the engaged concave portion 51a, but the contact pressure is considerably small. The amount of displacement of the buffer portion 39a of the shock absorbing member 39 and the claw portion 40a of the rotating body 40 also returns to zero based on the original amount.

At the time point D in FIG. 14, the first cylinder of the engine is in the explosion stroke, and immediately before that, the converted engine speed E ₁ is significantly lower than the output shaft speed OS. The relative angle of 34 is greatly displaced. As shown in FIG. 15, at the time point D, since the displacement amounts of the shock absorbing member 39a of the shock absorbing member 39 and the claw portion 40a of the rotating body 40 have already returned to zero at the previous time C, the repulsion by the shock absorbing member 39a. The engaging projection 50a cannot be indirectly displaced relative to the engaged concave portion 51a on the acceleration side by pushing the claw portion 40a back to the deceleration side by force, and the engagement convex portion 50a is relatively displaced toward the deceleration side. The movement is remarkable.

At the time point E in FIG. 14, since the explosion stroke of the second cylinder is performed following the explosion stroke of the first cylinder, the engine speed E ₁ after conversion is greatly increased compared to the output shaft speed OS, and the dog clutch The relative angular displacement amount δ 34 is restored. As shown in FIG. 15, at this point E, the engaging convex portion 50a is again in contact with the acceleration-side wall surface 51b of the engaged concave portion 51a. At this time, the engaging convex portion 50a collides with the acceleration side wall surface 51b vigorously when coming into contact with the acceleration side wall surface 51b.

  As described above, in the motorcycle having the specification in which the data of FIG. 14 can be obtained, the relative angular displacement amount δ of the pair of gears 50 and 51 engaged with each other of the dog clutch 34 during acceleration traveling increases, When shifting from the time D to the time E in FIG. 15, the engaging convex portion 50a vigorously collides with the acceleration-side wall surface 51b of the engaged concave portion 51a, and instantaneously changes the output shaft rotational speed OS (FIG. 14). It will increase rapidly.

  Therefore, hereinafter, the spring constant of the shock absorbing member 39 of the rear wheel 3 is changed, and it is verified whether or not the relative angular displacement amount of the dog clutch 34 is reduced again. Specifically, the impact absorbing member 39 is replaced with a member having a small spring constant for verification.

  FIG. 16 is a graph showing various time series data under the condition that the spring constant of the shock absorbing member 39 between the rotating body 40 and the wheel 55 is smaller than that in FIG.

At the time point C in FIG. 16, a negative torque is generated in the engine torque by performing a compression stroke after a time elapses from the explosion stroke of the engine E, and the converted engine rotational speed E ₁ is compared with the output shaft rotational speed OS. Slightly decreased. At this time point C, since the displacement amount φ of the shock absorbing member 39 has not yet returned to zero, the buffer portion 39a of the shock absorbing member 39 is in a state of remaining a repulsive force that pushes back the claw portion 40a.

At the time point F in FIG. 16, the converted engine rotational speed E ₁ is slightly lower than the output shaft rotational speed OS just before that, so the relative angle of the dog clutch 34 is slightly displaced. However, since the displacement φ of the shock absorbing member 39 has not yet returned to zero between the time C and the time F, the engaging projections are indirectly engaged by pushing the claw 40a back to the deceleration side by the repulsive force of the buffer 39a. 50a is displaced relatively to the acceleration side with respect to the engaged recessed portion 51a, and the relative movement of the engaging convex portion 50a to the deceleration side is reduced.

At the time point G in FIG. 16, since the explosion stroke of the first cylinder has been performed, the converted engine speed E ₁ increases as compared with the output shaft speed, and the relative angular displacement amount δ of the dog clutch 34 returns to the original value. ing. That is, at the time point E, the engagement convex portion 50a returns to the state in which the engagement convex portion 50a comes into contact with the acceleration-side wall surface 51b of the engaged concave portion 51a again. At this time, the engaging convex portion 50a gently comes into contact with the acceleration-side wall surface 51b of the engaged concave portion 51a without giving a large impact.

  Thus, the relative angular displacement amount δ of the pair of gears 50 and 51 of the dog clutch 34 is calculated, and the spring constant of the shock absorbing member 39 of the rear wheel 3 is determined so that the relative angular displacement amount becomes small. Thus, it is possible to easily and quickly find a vehicle specification in which the acceleration fluctuation in the vehicle longitudinal direction is reduced.

  The above description shows a design procedure for experimentally obtaining a good vehicle specification in order to improve riding comfort. The following describes a design procedure for obtaining a good vehicle specification by simulation using a program. The basic process of the program is almost the same as the experimental design procedure. The configuration of the computer storing the design support program is the same as that shown in FIG.

  FIG. 17 is a flowchart for explaining the processing procedure of the design support program for determining the specifications of the motorcycle according to the second embodiment of the present invention. As shown in FIG. 17, steps S1, S3, S4, and S5 are the same as those in the first embodiment, and thus the following description is omitted. After step S1, the spring constant of the impact absorbing member 39 of the rear wheel 3 is set to a predetermined initial value (step S12). If it is determined in step S4 that the relative angular displacement is not equal to or less than the first predetermined value T1, the spring constant of the shock absorbing member 39 is decreased and reset, and the process returns to step S3 (step S17). If it is determined in step S5 that the relative angular displacement is less than the second predetermined value T2, the spring constant of the shock absorbing member 39 is increased and reset, and the process returns to step S3 (step S18). On the other hand, if the relative angular displacement is equal to or greater than the second predetermined value T2, the spring constant of the impact absorbing member 39 is determined and output based on the value at that time (step S16).

  By doing so, the relative angular displacement amount of the pair of gears 50 and 51 of the dog clutch 34 is acquired, and the spring constant of the shock absorbing member 39 is determined so that the relative angular displacement amount becomes small, so that the vehicle The acceleration fluctuation in the front-rear direction can be easily reduced. Further, by not reducing the relative angular displacement of the dog clutch 34 more than necessary, it is possible to prevent the vibration absorbing performance of the shock absorbing member 39 from being lowered due to the spring constant being too small. Since other configurations are the same as those of the first embodiment described above, description thereof is omitted.

(Third embodiment)
FIG. 18 is a flowchart for explaining the processing procedure of the design support program for determining the specifications of the motorcycle according to the third embodiment of the present invention. Steps S1, S3, S4, and S5 are the same as those in the first embodiment, and thus the following description is omitted. After step S1, the compression ratio of the engine E is set to a predetermined initial value (step S22). If it is determined in step S4 that the relative angular displacement is not equal to or less than the predetermined value T1, the compression ratio of the engine E is reset to a higher value, and the process returns to step S3 (step S27). That is, by increasing the compression ratio of the engine E, the torque in the explosion stroke of the engine is increased, and the engine torque is prevented from becoming negative in the subsequent compression stroke. If it is determined in step S5 that the relative angular displacement is not equal to or greater than the predetermined value T2, the compression ratio of the engine E is reset to a low value, and the process returns to step S3 (step S18). On the other hand, if the relative angular displacement is equal to or greater than the predetermined value T2, the compression ratio of the engine E is determined based on the value at that time and output (step S26).

  If it carries out as mentioned above, the relative angular displacement amount of a pair of gears 50 and 51 of dog clutch 34 will be acquired, and the compression ratio of engine E will be determined so that the relative angular displacement amount may become small. The acceleration fluctuation can be easily reduced. Since other configurations are the same as those of the first embodiment described above, description thereof is omitted. In the above description, the compression ratio of the engine E is determined by a program, but may be determined by experiment. In the first to third embodiments described above, as a vehicle specification for reducing the relative angular displacement of the dog clutch 34, the inertia moment of the power transmission system, the spring constant of the shock absorbing member 39, and the compression ratio of the engine E are set. Although used, the spring constant of the clutch damper 31, the inlet diameter of the throttle body, the number of teeth of the driven sprocket 37, the weight of the chain 36, and the like may be used. Moreover, you may determine the setting of a vehicle combining 1st-3rd embodiment. In this case, as the second predetermined value of each embodiment, acceleration can be reduced, and a parameter value that is a limit on other constraints is set, so that the specification of a vehicle that can reduce acceleration while satisfying other constraints is selected. it can.

(Fourth embodiment)
FIG. 19 is a flowchart for explaining a processing procedure of a vehicle inspection program for a motorcycle according to a fourth embodiment of the present invention. The vehicle inspection program of this embodiment is installed in a computer installed in a dealer store or the like, and is used for maintenance inspection to check whether the relative angular displacement of the dog clutch 34 is appropriate when the motorcycle is accelerated. is there. As shown in FIG. 19, first, in a computer in which the program is installed, the model of the motorcycle (for example, model number), the measured spring constant of the shock absorbing member 39, the engine compression ratio, the moment of inertia of the power transmission system, and the like are shown. Input (step S31). Then, the simulation model is set according to the vehicle type to which the program is input (step S32). Next, a relative angular displacement amount of the dog clutch 34 is calculated (step S33). Next, it is determined whether or not the calculated relative angular displacement is equal to or less than a first predetermined value T1 (step S34). If the relative angular displacement is not equal to or less than the first predetermined value T1, a warning that the acceleration fluctuation in the vehicle longitudinal direction during acceleration traveling is large is output to the computer screen (step S37). On the other hand, if the relative angular displacement is equal to or less than the first predetermined value T1, it is determined whether or not the relative angular displacement is equal to or greater than the second predetermined value T2 (step S35).

  If the relative angular displacement is not equal to or greater than the second predetermined value T2, the moment of inertia in the power transmission system from the engine E to the input shaft 29 of the transmission 22 may be unnecessarily large, and the acceleration performance may be degraded. A warning to the effect is output to the computer screen (step S38). On the other hand, if the relative angular displacement amount is equal to or greater than the second predetermined value T2, a message indicating that the relative angular displacement amount of the dog clutch 34 during acceleration traveling is normal is output on the computer display screen (step S36).

  According to the program described above, since the warning is output when the relative angular displacement amount of the pair of gears 50 and 51 engaged with each other of the dog clutch 34 is greater than or equal to the first predetermined value T1 during acceleration traveling, Since the relative angular displacement amount of the clutch 34 is large, it can be easily determined whether or not the acceleration fluctuation in the longitudinal direction of the vehicle is large. Further, since the warning is also output when the relative angular displacement amount of the pair of gears 50 and 51 engaged with each other of the dog clutch 34 during acceleration traveling is equal to or less than the second predetermined value T2, the engine E causes the transmission 22 to Since the moment of inertia in the power transmission system up to the input shaft 29 is large, it can be determined that the acceleration performance may be deteriorated.

  Note that the above-described program may not be installed in the computer, and for example, may be provided in a readable manner on a network to which the computer is connected. Further, a program for calculating the relative angular displacement amount and the relative angular velocity of the dog clutch and a program for displaying the vehicle specification and the relative angular displacement amount of the dog clutch may be stored in separate computers.

  As described above, the vehicle acceleration fluctuation adjustment method, the acceleration fluctuation adjustment design support program, and the vehicle inspection program according to the present invention are excellent in that the acceleration fluctuation in the vehicle longitudinal direction can be easily reduced or the maintenance inspection can be easily performed. It is beneficial to apply widely to the design and inspection of motorcycles and the like that have the same effect and can demonstrate the significance of this effect.

1 is a left side view of a motorcycle according to a first embodiment of the present invention. FIG. 2 is a schematic diagram for explaining a drive system of the motorcycle shown in FIG. 1. FIG. 2 is a schematic diagram for explaining a dog clutch of the motorcycle shown in FIG. 1. FIG. 2 is a schematic diagram for explaining a shock absorbing member for a rear wheel of the motorcycle shown in FIG. 1. Fig. 2 is a graph showing various time series data during acceleration traveling of the motorcycle shown in Fig. 1. It is a schematic diagram explaining the state of the dog clutch in the graph of FIG. FIG. 5A is a graph showing time-series data of the engine speed during acceleration running in the graph of FIG. 5, and FIG. 5B is a graph showing time-series data of acceleration. 6 is a graph showing various time-series data under a condition where the moment of inertia of the power transmission system from the engine to the transmission is different from that in FIG. 5. (A) is a graph showing the time series data of the engine speed at the time of acceleration traveling of the graph of FIG. 8, (b) is a graph showing the time series data of the acceleration. FIG. 2 is a block diagram showing a computer in which a design support program for determining the specifications of the motorcycle shown in FIG. 1 is stored. Fig. 2 is a flowchart for explaining a processing procedure of a design support program for determining the specifications of the motorcycle shown in Fig. 1. It is a control block diagram explaining the calculation of the relative angular displacement amount of the dog clutch in the design support program shown in FIG. It is drawing equivalent to FIG. 6 explaining the dog clutch of a modification. It is a graph showing various time series data at the time of acceleration running of a motorcycle of a 2nd embodiment of the present invention. It is a schematic diagram explaining the state of a dog clutch and an impact-absorbing member in the graph of FIG. It is the graph showing the various time series data on the conditions from which the spring constant of the impact-absorbing member between an axle shaft and a wheel differs from FIG. It is a flowchart explaining the process sequence of the design support program which determines the specification of the motorcycle of 2nd Embodiment of this invention. It is a flowchart explaining the process sequence of the design assistance program which determines the specification of the motorcycle of 3rd Embodiment of this invention. It is a flowchart explaining the process sequence of the vehicle inspection program of the motorcycle of 4th Embodiment of this invention.

Explanation of symbols

1 Motorcycle (vehicle)
DESCRIPTION OF SYMBOLS 13 Crankshaft 22 Transmission 29 Input shaft 30 Output shaft 34 Dog clutch 39 Shock absorption member 40 Rotating body 50, 51 Gear 50a Engagement convex part 51a Engagement concave part 55 Wheel

Claims (8)

A transmission for shifting and outputting rotational power from the engine with a gear; the transmission includes an engaging portion projecting from one of a pair of gears arranged on substantially the same axis, and the other; A dog clutch having an engaged portion formed on a gear is provided, and the dog clutch is engaged with each other in a state where the engaging portion and the engaged portion can be separated from each other in the gear rotation direction. A method for adjusting acceleration fluctuation of a vehicle,
Obtaining a relative angular displacement amount of the pair of gears engaged with each other during traveling of the vehicle;
A vehicle acceleration fluctuation adjusting method, wherein a specification of the vehicle is selected based on the relative angular displacement amount.   2. The acceleration of the vehicle according to claim 1, wherein selecting the specification of the vehicle includes selecting an inertia moment of an engine-side power transmission system that transmits power from the engine to the transmission. Fluctuation adjustment method. The vehicle has a rotating body that is rotated by transmission of rotational power output from the transmission, a wheel connected to the rotating body, and an impact absorbing member interposed between the rotating body and the wheel. And further comprising
3. The acceleration of the vehicle according to claim 1, wherein selecting the specification of the vehicle includes selecting at least one of a spring constant and a viscous resistance value of the shock absorbing member. Fluctuation adjustment method.   4. The vehicle acceleration fluctuation adjusting method according to claim 1, wherein selecting the vehicle specification includes selecting a compression ratio of the engine.   5. The relative angular displacement amount is obtained based on a measurement result of a rotational speed of a crankshaft of the engine or an input shaft of the transmission and a rotational speed of the transmission. A method for adjusting acceleration fluctuations of a vehicle according to claim 1.   Based on a dynamic model of an engine-side power transmission system that transmits rotational power given from the engine to the transmission, and a dynamic model of a wheel-side power transmission system that transmits power given from wheels to the transmission, 6. The vehicle acceleration fluctuation adjusting method according to claim 1, wherein a relative angular displacement is calculated and obtained. A transmission that changes the rotational power from the engine with a gear and outputs the gear; the transmission includes an engaging portion projecting from one of the pair of gears arranged on the same axis, and the other gear; A dog clutch having an engaged portion formed on the dog clutch, and the dog clutch is engaged with each other in a state where the engaging portion and the engaged portion can be contacted and separated in a gear rotation direction. A computer readable program for supporting the design of a vehicle,
Calculating a relative angular displacement amount of the pair of gears engaged with each other during traveling of the vehicle;
A vehicle acceleration fluctuation adjustment design support program that causes the computer to execute a step of selecting the vehicle specifications such that the relative angular displacement is smaller than a predetermined value. A transmission that changes the rotational power from the engine with a gear and outputs the gear; the transmission includes an engaging portion projecting from one of the pair of gears arranged on the same axis, and the other gear; A dog clutch having an engaged portion formed on the dog clutch, and the dog clutch is engaged with each other in a state where the engaging portion and the engaged portion can be contacted and separated in a gear rotation direction. A computer readable program for assisting in the inspection of a vehicle,
Obtaining a relative angular displacement amount of the pair of gears engaged with each other during traveling of the vehicle from measured values;
A vehicle inspection support program that causes the computer to execute a predetermined output related to the relative angular displacement amount.

Images