JP2010019154A - Power unit with manual transmission and motorcycle with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent dog clutch wear and to reduce a shift shock in gear-shifting according to an individual rider. <P>SOLUTION: The power unit 10 includes an engine 12, a manual transmission 13 having a shift drum 27, a shift drum sensor 90 detecting a rotation position of the shift drum 27, and an ECU 70 which detects a gear position based on signals from the shift drum sensor 90 and when the start of change of the gear position is detected, controls to increase or decrease the rotation speed of the engine 12 until the change is completed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power unit including a manual transmission and a motorcycle including the power unit.

2. Description of the Related Art As a transmission (transmission device) for a motorcycle, a dog clutch type manual transmission in which gear shifting is performed by a rider's manual operation is well known. Also, a motorcycle equipped with a manual transmission is known that includes a sensor for detecting a gear position, and performs control to thin out ignition of an engine ignition device at the time of upshifting (see Patent Document 1 below). By executing such control at the time of upshifting, the change of the gear position is assisted.
JP 2007-32726 A

  In the motorcycle described in Patent Document 1, control for thinning out ignition (hereinafter referred to as ignition thinning-out control) is always performed during upshifting. However, in a motorcycle equipped with a manual transmission, whether or not the gear position is successfully changed depends on the skill of the rider. For the rider who is unfamiliar with the shift operation (so-called beginner) or the rider who is not good at the shift operation, the gear position can be easily changed by executing the ignition thinning-out control. However, the rider who is good at the shift operation often does not need the ignition thinning control. That is, in the motorcycle described above, unnecessary ignition thinning control may be executed at the time of upshifting.

  Further, in the motorcycle described in Patent Document 1, the ignition thinning-out control is performed for a certain period of time after the rider's upshifting operation is started. However, the time required for ignition thinning-out control depends on the skill of the rider's shift operation. Therefore, if ignition thinning-out control is performed uniformly regardless of individual differences in rider's skills, depending on the rider, ignition thinning-out control may be continued until it is unnecessary, or conversely, it is still necessary. Nevertheless, there is a possibility that the ignition thinning-out control may be finished early.

  The present invention has been made in view of this point, and an object of the present invention is to realize dog wear prevention and shift shock reduction at the time of shift change according to individual riders.

  The power unit according to the present invention includes an engine, a dog clutch type manual transmission having a shift drum, a shift drum sensor for detecting a rotational position of the shift drum, and a gear position based on a signal from the shift drum sensor. And a control device that executes control to increase or decrease the rotational speed of the engine until the change is completed when it is detected that the gear position has started to be changed.

  According to the present invention, in a power unit including a manual transmission, dog wear can be prevented and shift shock can be reduced according to individual riders at the time of a shift change.

Embodiment 1
FIG. 1 is a left side view of the motorcycle 1. First, a schematic configuration of the motorcycle 1 will be described with reference to FIG. In the following description, the front, rear, left, and right directions are directions viewed from a passenger seated on the seat 9.

  The motorcycle 1 includes a body frame 2. The vehicle body frame 2 has a head pipe 2a. A handle 3 is provided at the upper end of the head pipe 2a. A front wheel 7 is rotatably attached to the lower end portion of the head pipe 2a via a front fork 4. A clutch lever 6 is provided on the left side of the handle 3. A fuel tank 8 is provided above the engine 12 described later. A seat 9 is provided on the rear side of the fuel tank 8.

  A swing arm 18 is swingably attached to the rear end portion of the vehicle body frame 2. A rear wheel 17 is rotatably attached to the rear end portion of the swing arm 18.

  A power unit 10 including an engine 12 as a drive source is suspended from the body frame 2. The power unit 10 has an engine 12, a clutch 14 and a transmission 13 which will be described later. The power unit 10 is connected to the rear wheel 17 via a power transmission mechanism (not shown). The power transmission mechanism includes a chain, a belt, a drive shaft, and the like. Thereby, the driving force by the engine 12 generated in the power unit 10 is transmitted to the rear wheel 17 by the power transmission mechanism. Further, the exhaust gas generated in the engine 12 is discharged into the atmosphere through the exhaust pipe 15. At least a part of the rear end of the exhaust pipe 15 is covered with a silencer 16.

  The engine 12 is an engine that uses gasoline as fuel. Other types of the engine 12 are not particularly limited. The engine 12 may be a multi-cylinder engine or a short cylinder engine. Further, the arrangement and direction of the cylinders of the engine 12 are not limited.

  As shown in FIG. 2, in the present embodiment, the clutch 14 is a multi-plate friction clutch. The clutch 14 includes a cylindrical clutch housing 31, a cylindrical clutch boss 32, a plurality of friction plates 33 and clutch plates 34 that are friction plates, and a pressure plate 35. The clutch 14 is an example used in the present embodiment, and the clutch 14 is not limited to a multi-plate clutch. The clutch 14 may be a single plate clutch. The clutch 14 may be either a wet type or a dry type.

  The power unit 10 has a main shaft 22. The clutch housing 31 is formed in a cylindrical shape and is attached to the main shaft 22 so as to be relatively rotatable. The clutch boss 32 is formed in a cylindrical shape and is disposed on the radially inner side of the main shaft 22 with respect to the clutch housing 31. The clutch boss 32 is attached to the main shaft 22 so as not to rotate relative to the main shaft 22. Each friction plate 33 is attached to the clutch housing 31 so as to be slidable in the axial direction of the main shaft 22. Each clutch plate 34 is attached to the clutch boss 32 so as to be slidable in the axial direction of the main shaft 22. The friction plates 33 and the clutch plates 34 are alternately arranged in the axial direction of the main shaft 22.

  The pressure plate 35 is formed in a substantially disk shape, and is provided on the clutch boss 32 so as to be slidable in the axial direction of the main shaft 22. However, the pressure plate 35 may be provided in the clutch housing 31 so as to be slidable in the axial direction of the main shaft 22. The pressure plate 35 is attached to one end (right side in FIG. 2) of a push rod 37 disposed in the cylindrical main shaft 22. The pressure plate 35 is attached to the push rod 37 via a bearing 36 such as a ball bearing. In this case, the pressure plate 35 is rotatable with respect to the main shaft 22. The push rod 37 is connected to the clutch lever 6 (see FIG. 1) via a clutch release mechanism (not shown).

  The clutch 14 has a disc spring 39. The disc spring 39 urges the pressure plate 35 in a direction in which the friction plate 33 and the clutch plate 34 are in contact with each other with respect to the axial direction of the main shaft 22. Therefore, the friction plate 33 and the clutch plate 34 are in contact with each other. Thereby, the main shaft 22 rotates based on the rotation of the crankshaft (not shown) of the engine 12.

  Contact between the friction plate 33 and the clutch plate 34 is eliminated by the operation of the push rod 37. The push rod 37 operates based on the operation of the clutch lever 6 (see FIG. 1). When the push rod 37 operates in the axial direction of the main shaft 22 from the left side to the right side in FIG. 2, the pressure plate 35 moves in the axial direction of the main shaft 22 from the left side in FIG. Thereby, the contact between the friction plate 33 and the clutch plate 34 is eliminated. At this time, the push rod 37 receives a force larger than the urging force of the disc spring 39 from the clutch lever 6 or the like. When the contact between the friction plate 33 and the clutch plate 34 is eliminated, the clutch 14 is blocked from transmitting the driving force of the engine 12.

  The transmission 13 includes a main shaft 22, a drive shaft 23, and a shift drum 27. The main shaft 22 is connected to a crankshaft (not shown) of the engine 12 via the clutch 14. The main shaft 22 and the drive shaft 23 are disposed substantially in parallel.

  The transmission 13 is a so-called always-mesh dog transmission. A plurality of transmission gears 25 are attached to the main shaft 22. On the other hand, a plurality of transmission gears 26 corresponding to the plurality of transmission gears 25 are mounted on the drive shaft 23. The plurality of transmission gears 25 and the plurality of transmission gears 26 mesh with each other only by a pair of selected gears. At least one of the plurality of transmission gears 25 other than the selected transmission gear 25 and the plurality of transmission gears 26 other than the selected transmission gear 26 is a main shaft. 22 or the drive shaft 23 is rotatable. That is, at least one of the transmission gear 25 that is not selected and the transmission gear 26 that is not selected is idled with respect to the main shaft 22 or the drive shaft 23. That is, the rotation transmission between the main shaft 22 and the drive shaft 23 is performed only through the selected transmission gear 25 and the selected transmission gear 26 that mesh with each other.

  As shown in FIG. 2, the transmission gear 25 and the transmission gear 26 are selected by the shift drum 27. A plurality of cam grooves 27 d are formed on the outer peripheral surface of the shift drum 27. In the present embodiment, three cam grooves 27 d are provided in the shift drum 27. Shift forks 28a, 28b, 28c are mounted in the three cam grooves 27d, respectively. Each shift fork is engaged with transmission gears 25 and 26 of the main shaft 22 and the drive shaft 23, respectively.

  The transmission gear 25 and the transmission gear 26 form a predetermined dog. When the shift drum 27 rotates, the plurality of shift forks 28a, 28b, and 28c are guided by cam grooves 27d attached to the shift forks 28a, 28b, and 28c, respectively, so that the outer periphery of the main shaft 22 or the drive shaft 23 moves in the circumferential direction and axial direction Moving. Each of the plurality of shift forks 28a, 28b, and 28c moves in the axial direction of the main shaft 22 or the drive shaft 23 to engage and disconnect the dog in the transmission gear 25 and the transmission gear 26. Thus, the fixed gear and the sliding gear that mesh with each other are selected from the transmission gear 25 and the transmission gear 26. Of the plurality of transmission gears 25 and transmission gears 26, only a pair of the transmission gear 25 and the transmission gear 26 at a position corresponding to the rotational position of the shift drum 27 applies the dog to the main shaft 22 and the drive shaft 23, respectively. Via the spline. Thus, the gear position of the transmission 13 is determined, and rotation transmission is performed between the main shaft 22 and the drive shaft 23 at a predetermined gear ratio via the transmission gear 25 and the transmission gear 26. Note that the rotation direction of the shift drum 27 is different between when shifting up and when shifting down.

  The transmission 13 is a so-called manual transmission. In other words, the gear position of the transmission 13 is changed by the operation of the rider who gets on the motorcycle 1. The shift drum 27 is connected to a shift pedal (not shown) via a shift mechanism 50. The shift mechanism 50 has a shift shaft 51. The shift pedal is attached to the shift shaft 51 and provided outside the power unit 10 in the motorcycle 1. The shift shaft 51 rotates in the axial circumferential direction when the shift pedal is operated. Due to the rotation of the shift shaft 51, the shift drum 27 rotates through the shift mechanism 50.

  As described above, the gear position of the transmission 13 is changed by the rotation of the shift drum 27. The position of each gear position is set in the shift drum 27 at a predetermined angle for each gear position along the outer circumference of the shaft of the shift drum 27 along the circumferential direction. Therefore, by knowing the rotational position of the shift drum 27, the current gear position of the transmission 13 can be known. The transmission 13 may be a rotary transmission in which the highest gear and the lowest gear are continuous, or may be any of a return-type transmission in which the highest gear and the lowest gear are not continuous. .

  The transmission 13 is provided with a shift drum sensor 90. The form of the shift drum sensor 90 is not particularly limited as long as it detects the rotation angle or the rotation position of the shift drum 27. The shift drum sensor 90 may be, for example, a potential type, an optical type, an electromagnetic type, a semiconductor type, or any combination thereof. However, in this embodiment, a potentiometer is used for the shift drum sensor 90. The ECU 70 described later can detect a value corresponding to each rotational position by the shift drum sensor 90 detecting the rotational angle or rotational position of the shift drum 27.

  As shown in FIG. 4 and the like, the power unit 10 has an intake pipe 60 and an exhaust pipe 15. The intake pipe 60 is connected to the engine 12. Further, the exhaust pipe 15 is connected to the engine 12 at a position different from the position where the intake pipe 60 is connected. A throttle valve 63 is provided inside the intake pipe 60. The throttle valve 63 adjusts the amount and speed of air flowing through the intake pipe 60. A fuel supply device 62 is provided in the middle of the intake pipe 60. The fuel supply device 62 may be a so-called carburetor or a fuel injection device. Further, the engine 12 has an intake valve 64, an exhaust valve 65, and an ignition device 61. In the present embodiment, the ignition device 61 electronically controls the ignition timing.

  The motorcycle 1 includes an ECU 70 as a control device. The ECU 70 has a rotational position detector 80 that detects the rotational position of the shift drum 27. In addition, the ECU 70 has an engine rotation speed control unit 77 that controls the rotation speed of the engine 12. The engine rotation speed control unit 77 has the following ignition timing control unit 71. The ECU 70 has a memory 76. The memory 76 stores data necessary for a rider who travels on the motorcycle 1 or rides on the motorcycle 1.

  The rotational position detector 80 detects the rotational position of the shift drum 27 detected by the shift drum sensor 90 as a voltage value or a resistance value. As shown in FIG. 3, the ECU 70 is set with a voltage value or a resistance value corresponding to the rotational position of the shift drum 27. In FIG. 3, only the voltage value V is shown on the vertical axis. As described above, the position of each gear position is set at a predetermined rotational position of the shift drum 27 for each gear position. Therefore, the position of each gear position is indicated as a predetermined voltage value V or resistance value R, respectively. FIG. 3 shows the voltage value V and the rotational position D from the origin of the shift drum 27 when the transmission 13 is a 6-speed transmission. The unit of the rotational position D is represented by deg, for example. The origin is set at a predetermined point between the sixth speed and the first speed on the off-axis circumference of the shift drum 27.

For the first speed in the transmission 13, the rotational position D ₁ is set as the rotational position D of the shift drum 27. Further, the rotational position D ₁ of the shift drum 27, first speed voltage V ₁ is is set as a predetermined voltage value. That is, when the transmission 13 is a gear position of the first speed, the rotational position detection unit 80 inputs the first speed voltage value V _1. Similarly, for the second speed, the third speed,..., The sixth speed in the transmission 13, rotational positions D ₂ , D ₃ ,..., D ₆ are set as the rotational position D of the shift drum 27. Further, the rotational position _{D 2,} D 3 of the shift drum 27, ..., _{D 6} is 2-speed voltage value as a predetermined voltage value V _V 2, 3-speed voltage value _V 3, ..., 6-speed voltage value _{V 6} is set Has been. Thereby, the rotational position detection unit 80 inputs the voltage value V or the resistance value R corresponding to each gear position of the transmission 13. That is, when the transmission 13 is in the dog-engaged state at each gear position, the rotational position detection unit 80 inputs a predetermined voltage value V or resistance value R corresponding to each gear position of the transmission 13.

  The number of shift stages of the transmission 13 is not limited to six. The transmission 13 is a stepped transmission and may have a plurality of variable stages.

The ECU 70 can determine whether to shift up or down when an operation for changing the gear position is started in the transmission 13. As shown in FIG. 3, as seen from the fifth speed voltage V _5, and a high shift-up voltage V _5u than 5 speed voltage V _5, the low shift-down voltage value V _5b than 5 speed voltage V ₅ Is set. The second speed in the transmission 13, the third speed, and the case of the fourth speed gear position, the shift-up voltage value V _2u and the shift-down voltage value V _{2b respectively,} the shift-up voltage value V _3u and downshift voltage V _3b , a shift-up voltage value V _4u and a shift-down voltage value V _4b are set. On the other hand, in the case of the first speed gear position is the lowest position of the transmission 13, at least one gear higher shift-up voltage values V _1u than the voltage value V ₁ is being set. The sixth speed gear position is the highest position of the transmission 13, at least six-speed low shift-down voltage value V _6b than the voltage value V ₆ is set.

Here, the difference between the m-speed voltage value V _m and the shift-up voltage value V _mu and the difference between the m-speed voltage value V _m and the shift-down voltage value V _mb at an arbitrary gear position (denoted as m-th speed) Is smaller in absolute value than the difference between two adjacent upshift voltage values V _{(m-1) u} and downshift voltage values _Vmb . That is, as an example, between the fourth speed and the fifth speed, | V ₅ −V _5b | <| V _5b −V _4u | and | V _4u −V ₄ | <| V _5b −V _4u | Is established. Note that the voltage value V and the rotational position D of the shift drum 27 are not limited to a proportional relationship as shown in FIG. 3, but may be an inversely proportional relationship drawn downwardly to the right.

When the transmission 13 starts the operation of changing from the gear position of m-speed to the high gear side, the voltage value V changes from the m-speed voltage value V _m toward the shift-up voltage value V _mu . Subsequently, when the change exceeds the upshift voltage value V _mu , it is determined that the upshift operation has been started. On the contrary, when the transmission 13 starts the operation of changing from the gear position of m speed to the low gear side, the voltage value V changes from the m speed voltage value V _m toward the shift down voltage value V _mb . Subsequently, when the value changes beyond the shift-down voltage value V _mb , it is determined that the shift-down operation is started. When it is detected that the gear position has started to be changed, the ECU 70 executes control for increasing or decreasing the rotational speed of the engine 12 until the change is completed. The determination that the shift-up operation has started may be made when the shift-up voltage value V _mu does not exceed the shift-up voltage value V _mu . Determination of the shift-down operation is started, may be if they match a shift-down voltage V _mb without exceeding the shift-down voltage value V _mb.

Further, the neutral voltage value V _N at the neutral position of the transmission 13 is set between any adjacent gear positions. If the neutral position of the transmission 13 is provided between the first speed and the second speed in the shift drum 27, the neutral voltage value V _N as shown in FIG. 3 is first speed voltage V ₁ and the second speed voltage It is set between the value V _2. In this case, whether the upshift from the first speed to the second speed is started determination after the voltage value V changes towards a first speed voltage V ₁ to the shift-up voltage values V _1u, upshifting It exceeds the voltage value V _1u, upshift is determined to be started when changes further beyond the neutral voltage value V _N to the second speed. On the other hand, whether the downshift from the second speed to the first speed is start determination after the voltage value V changes towards a shift-down voltage value V _2b from the second speed voltage value V _2, the shift-down voltage When the value changes beyond the value V _2b and further exceeds the neutral voltage value V _N , it is determined that the downshift to the first speed is started. Alternatively, when the neutral position is provided between the first speed and the second speed on the shift drum 27, the ECU 70 does not change the engine 12 only during the shift operation between the first speed and the second speed. Control for increasing or decreasing the rotational speed may not be executed. That is, the shift-up voltage values V _1u, neutral voltage value V _N, and the shift-down voltage value V _2b may not be set. Further, when the neutral position is provided between the first speed and the second speed in the shift drum 27, the ECU 70 causes the engine 12 of the engine 12 only when shifting down between the first speed and the second speed. The control for increasing the rotation speed may not be executed. Further, the ECU 70 may not execute control for reducing the rotational speed of the engine 12 only when shifting up between the first speed and the second speed.

  The rotational position detector 80 outputs a rotational position signal 100 to the engine rotational speed controller 77 based on the input voltage value V. The engine rotation speed control unit 77 executes control to increase or decrease the engine rotation speed of the engine 12 based on the input rotation position signal 100.

  The motorcycle 1 includes an ignition sensor 91, and the ECU 70 includes an ignition timing detection unit 81. The ignition sensor 91 detects the ignition timing in the ignition device 61. The ignition timing detector 81 receives and detects a signal based on the ignition timing of the ignition device 61 detected by the ignition sensor 91. The ignition timing control unit 71 receives the actual ignition timing signal 101 d from the ignition timing detection unit 81. The memory 76 stores a target ignition timing corresponding to the engine speed and the actual ignition timing signal 101d. Therefore, the ignition timing control unit 71 inputs the target ignition timing signal 101 s from the memory 76. Further, the ignition timing control unit 71 receives the rotational position signal 100 from the rotational position detection unit 80. The ignition timing control unit 71 calculates or selects a necessary ignition timing based on the input actual ignition timing signal 101d, the target ignition timing signal 101s, and the rotational position signal 100. The ignition device 61 inputs an ignition timing control signal 101c based on the calculated or selected ignition timing. The ignition device 61 controls the ignition timing based on the ignition timing control signal 101c. Thereby, the engine speed of the engine 12 decreases. At this time, the ECU 70 controls the engine rotational speed after the gear position change to be a predetermined engine rotational speed R.

  The predetermined engine speed R is different for each gear position of the transmission 13, for example. Further, the predetermined engine speed R varies depending on the operating state of the engine 12 and the traveling state of the motorcycle 1. For example, an engine rotation speed sensor is provided in the engine 12. In this case, the predetermined engine speed R is calculated in the ECU 70 from the speed ratio of the transmission 13 after the gear position change and the engine speed detected by the engine speed sensor. For example, the motorcycle 1 is provided with a vehicle speed sensor. In this case, the predetermined engine speed R is determined in the ECU 70 from the gear ratio of the transmission 13 after the gear position change, the engine speed detected by the engine speed sensor, and the vehicle speed detected by the vehicle speed sensor. Calculated.

  FIG. 5 shows a control flow of control for decreasing the engine rotation speed until the change is completed when the engine rotation speed control unit 77 according to the present embodiment detects that the gear position has started to be changed to the higher gear side. Is shown. The engine rotation speed control unit 77 executes control to retard the ignition timing of the ignition device 61 in order to decrease the engine rotation speed.

  First, in step S111, the ignition timing control unit 71 inputs the rotational position signal 100. In step S121, the ignition timing control unit 71 receives the actual ignition timing signal 101d. As a result, the ignition timing control unit 71 can detect the current gear position in the transmission 13 and the current ignition timing in the ignition device 61. Note that step S111 and step S121 may be switched in order of steps, or may be performed simultaneously.

  Subsequent to step S111 and step S121, in step S131, it is determined whether or not the transmission 13 has started upshifting operation. If it is determined in step S131 that the transmission 13 has started upshifting, the process proceeds to step S141. In step S131, when the transmission 13 has not started the upshifting operation, the process returns to step S111.

  In step S141, the ignition device 61 executes a retard of the ignition timing. That is, the ignition timing control unit 71 receives the target ignition timing signal 101 s from the memory 76. The ignition timing control unit 71 calculates or selects a necessary ignition timing based on the target ignition timing signal 101s. The ignition device 61 inputs an ignition timing control signal 101c based on the calculated or selected ignition timing. In the ignition device 61, the ignition timing is retarded based on the input ignition timing control signal 101c.

  Subsequently, in step S151, it is determined whether or not the transmission 13 has completed the upshifting operation. In step S151, when the transmission 13 has completed the upshifting operation, the process returns to step S111. In step S151, when the transmission 13 is not performing the upshifting operation, the process returns to step S141. That is, the control in step S141 is executed until the transmission 13 completes the upshifting operation.

  As described above, when the transmission device 13 starts the upshifting operation, the ignition timing control unit 71 performs a control to retard the ignition timing of the ignition device 61 until the upshifting operation is completed. Thereby, the ECU 70 can decrease the engine rotation speed of the engine 12.

(Function and effect)
In the present embodiment, the power unit 10 includes an engine 12, a dog clutch transmission 13 having a shift drum 27, a shift drum sensor 90 that detects the rotational position of the shift drum 27, and an ECU 70. ECU 70 detects a gear position in transmission 13 based on a signal from shift drum sensor 90. In addition, when it is detected that the gear position has started to be changed, the ECU 70 executes control for increasing or decreasing the engine rotation speed of the engine 12 until the change is completed. Thereby, the power unit 10 can obtain an appropriate engine rotation speed in accordance with the operating state of the gear position change. By obtaining an appropriate engine speed, the power unit 10 can prevent dog wear and reduce shift shock when the gear position is changed.

  When it is detected that the gear position has started to be changed to the high gear side, the ECU 70 decreases the engine rotation speed until the change is completed. In the present embodiment, the engine 12 has an ignition device 61. Therefore, when it is detected that the gear position starts to be changed to the high gear side, the ECU 70 retards the ignition timing of the ignition device 61 until the change is completed. Thereby, the power unit 10 can acquire the effect mentioned above reliably.

<< Embodiment 2 >>
In the above-described embodiment, the ECU 70 reduces the engine rotation speed by executing the ignition delay by the ignition timing control unit 71 when the transmission 13 is operated to shift up. However, the ECU 70 can reduce the engine rotation speed by reducing the fuel injection amount supplied to the engine 12. Hereinafter, control for reducing the fuel injection amount supplied to the engine 12 by the ECU 70 will be described. In addition, about the structural requirement etc. which have the function similar to the said embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As shown in FIG. 6, the engine 12 includes an intake valve 64, an exhaust valve 65, and an ignition device 61. A fuel supply device 62 is provided in the middle of the intake pipe 60. In the present embodiment, the fuel supply device 62 is a fuel injection device in which the fuel injection amount is controlled electronically.

  The motorcycle 1 includes a fuel amount sensor 92, and the ECU 70 includes a fuel amount detection unit 82. The fuel amount sensor 92 detects the fuel injection amount in the fuel supply device 62. The fuel amount detection unit 82 receives and detects a signal based on the fuel injection amount of the fuel supply device 62 detected by the fuel amount sensor 92. The engine rotation speed control unit 77 has a fuel amount control unit 72. The fuel amount control unit 72 receives the actual fuel injection amount signal 102 d from the fuel amount detection unit 82. The memory 76 stores a target fuel injection amount corresponding to the engine speed and the actual fuel injection amount signal 102d. Therefore, the fuel amount control unit 72 receives the target fuel injection amount signal 102 s from the memory 76. Further, the fuel amount control unit 72 receives the rotational position signal 100 from the rotational position detection unit 80. The fuel amount control unit 72 calculates or selects a necessary fuel injection amount based on the input actual fuel injection amount signal 102d, the target fuel injection amount signal 102s, and the rotational position signal 100. The fuel supply device 62 inputs a fuel injection amount control signal 102c based on the calculated or selected fuel injection amount. The fuel supply device 62 controls the fuel injection amount based on the fuel injection amount control signal 102c. Thereby, the engine speed of the engine 12 decreases. At this time, the engine speed may be controlled to be a predetermined engine speed R.

  FIG. 7 shows a control flow of control for decreasing the engine rotation speed until the change is completed when the engine rotation speed control unit 77 according to the present embodiment detects that the gear position has started to be changed to the higher gear side. Is shown. The engine rotation speed control unit 77 executes control to decrease the fuel injection amount of the fuel supply device 62 in order to decrease the engine rotation speed.

  First, in step S211, the fuel amount control unit 72 receives the rotational position signal 100. In step S221, the fuel amount control unit 72 receives the actual fuel injection amount signal 102d. As a result, the fuel amount control unit 72 can detect the current gear position in the transmission 13 and the current fuel injection amount in the fuel supply device 62. Note that the order of step S211 and step S221 may be interchanged or may be simultaneous.

  Subsequent to step S211 and step S221, in step S231, it is determined whether or not the transmission 13 has started upshifting operation. If it is determined in step S231 that the transmission 13 has started upshifting, the process proceeds to step S241. In step S231, when the transmission 13 has not started the upshifting operation, the process returns to step S211.

  In step S241, the fuel supply device 62 decreases the fuel injection amount. That is, the fuel amount control unit 72 receives the target fuel injection amount signal 102 s from the memory 76. The fuel amount control unit 72 calculates or selects a necessary fuel injection amount based on the target fuel injection amount signal 102s. The fuel supply device 62 inputs a fuel injection amount control signal 102c based on the calculated or selected fuel injection amount. In the fuel supply device 62, the fuel injection amount is decreased based on the input fuel injection amount control signal 102c.

  Subsequently, in step S251, it is determined whether or not the transmission 13 has completed the upshifting operation. In step S251, when the transmission 13 has completed the upshifting operation, the process returns to step S211. In step S251, when the transmission 13 is not performing the upshifting operation, the process returns to step S241. That is, the control in step S241 is executed until the transmission 13 completes the upshifting operation.

  As described above, when the transmission 13 starts the upshifting operation, the fuel amount control unit 72 performs control to reduce the amount of fuel injected by the fuel supply device 62 until the upshifting operation is completed. Thereby, the ECU 70 can decrease the engine rotation speed of the engine 12.

<< Embodiment 3 >>
In the present embodiment, the ECU 70 can reduce the engine rotation speed by reducing the amount of air supplied to the engine 12. Below, control which ECU70 reduces the air quantity supplied to the engine 12 is demonstrated. In addition, about the structural requirement etc. which have the same function as said each embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As shown in FIG. 8, the engine 12 includes an intake valve 64, an exhaust valve 65, and an ignition device 61. A throttle valve 63 is provided inside the intake pipe 60. In the present embodiment, the opening degree of the throttle valve 63 is electronically controlled.

  The motorcycle 1 includes a throttle opening sensor 93, and the ECU 70 includes a throttle opening detection unit 83. The throttle opening sensor 93 detects the opening of the throttle valve 63. The throttle opening detector 83 receives and detects a signal based on the opening of the throttle valve 63 detected by the throttle opening sensor 93. The engine rotation speed control unit 77 has a throttle opening degree control unit 73. The throttle opening degree control unit 73 receives the actual opening degree signal 103 d from the throttle opening degree detection unit 83. The memory 76 stores a target throttle opening corresponding to the engine speed and the actual opening signal 103d. Therefore, the throttle opening degree control unit 73 inputs the target opening degree signal 103 s from the memory 76. Further, the throttle opening degree control unit 73 receives the rotational position signal 100 from the rotational position detection unit 80. The throttle opening control unit 73 calculates or selects a necessary throttle opening based on the input actual opening signal 103d, the target opening signal 103s, and the rotational position signal 100. The throttle valve 63 receives an opening control signal 103c based on the calculated or selected throttle opening. The opening degree of the throttle valve 63 is controlled based on the opening degree control signal 103c. Thereby, the engine speed of the engine 12 increases or decreases. At this time, the engine speed may be controlled to be a predetermined engine speed R.

  FIG. 9 shows a control flow of control for decreasing the engine rotation speed until the change is completed when the engine rotation speed control unit 77 according to the present embodiment detects that the gear position has started to be changed to the high gear side. Is shown. The engine speed control unit 77 executes control to reduce the opening of the throttle valve 63 in order to reduce the engine speed.

  First, in step S <b> 311, the throttle opening degree control unit 73 inputs the rotational position signal 100. Moreover, in step S321, the throttle opening degree control part 73 inputs the actual opening degree signal 103d. Thereby, the throttle opening degree control unit 73 can detect the current gear position in the transmission 13 and the current opening degree in the throttle valve 63. Note that the order of step S311 and step S321 may be interchanged or may be simultaneous.

  Subsequent to step S311 and step S321, in step S331, it is determined whether or not the transmission 13 has started an upshifting operation. If it is determined in step S331 that the transmission 13 has started upshifting, the process proceeds to step S341. In step S331, when the transmission 13 has not started upshifting operation, the process returns to step S311.

  In step S341, the throttle valve 63 decreases the throttle opening. That is, the throttle opening degree control unit 73 receives the target opening degree signal 103 s from the memory 76. The throttle opening degree control unit 73 calculates or selects a necessary opening degree based on the target opening degree signal 103s. The throttle valve 63 receives an opening control signal 103c based on the calculated or selected opening. The throttle valve 63 decreases the opening based on the input opening control signal 103c.

  Subsequently, in step S351, it is determined whether or not the transmission 13 has completed the upshifting operation. In step S351, when the transmission 13 has completed the upshifting operation, the process returns to step S311. If it is determined in step S351 that the transmission 13 is not performing an upshifting operation, the process returns to step S341. That is, the control in step S341 is executed until the transmission 13 completes the upshifting operation.

  As described above, when the transmission 13 starts upshifting operation, the throttle opening degree control unit 73 performs control to decrease the opening degree of the throttle valve 63 until the upshifting operation is completed. When the opening degree of the throttle valve 63 decreases, the amount of air and the amount of fuel supplied to the inside of the engine 12 decrease. Thereby, the ECU 70 can decrease the engine rotation speed of the engine 12.

  The ECU 70 can increase the engine rotation speed by increasing the amount of air supplied to the engine 12. Hereinafter, control for increasing the amount of air supplied to the engine 12 by the ECU 70 will be described. In the following description of the control flow, when only the step numbers are different from those in FIG.

  FIG. 10 shows a control flow of control for increasing the engine rotation speed until the change is completed when the engine rotation speed control unit 77 according to the present embodiment detects that the gear position has started to be changed to the lower gear side. Is shown. The engine speed control unit 77 executes control to increase the opening of the throttle valve 63 in order to increase the engine speed.

  Subsequent to step S312 and step S322, in step S332, it is determined whether or not the transmission 13 has started a shift-down operation. If it is determined in step S332 that the transmission 13 has started a shift-down operation, the process proceeds to step S342. In step S332, when the transmission 13 has not started the downshift operation, the process returns to step S312.

  In step S342, the throttle valve 63 increases the throttle opening. That is, the throttle opening degree control unit 73 receives the target opening degree signal 103 s from the memory 76. The throttle opening degree control unit 73 calculates or selects a necessary opening degree based on the target opening degree signal 103s. The throttle valve 63 receives an opening control signal 103c based on the calculated or selected opening. The throttle valve 63 increases the opening based on the input opening control signal 103c.

  Subsequently, in step S352, it is determined whether or not the transmission 13 has completed the downshifting operation. If it is determined in step S352 that the transmission 13 has completed the upshifting operation, the process returns to step S312. If it is determined in step S352 that the transmission 13 is not performing an upshift operation, the process returns to step S342. That is, the control in step S342 is executed until the transmission 13 completes the downshifting operation.

  As described above, when the transmission 13 starts the downshift operation, the throttle opening degree control unit 73 performs control to increase the opening degree of the throttle valve 63 until the downshift operation is completed. As the opening of the throttle valve 63 increases, the amount of air and the amount of fuel supplied into the engine 12 increase. Thereby, the ECU 70 can increase the engine rotation speed of the engine 12.

  When it is detected that the gear position has started to be changed to the low gear side, the ECU 70 increases the engine rotation speed until the change is completed. In the present embodiment, the power unit 10 has a throttle valve 63. Therefore, when it is detected that the gear position starts to be changed to the low gear side, the ECU 70 increases the opening of the throttle valve 63 until the change is completed. Thereby, the power unit 10 can acquire the effect mentioned above reliably.

<< Embodiment 4 >>
In the present embodiment, the ECU 70 can reduce the engine rotation speed by reducing the amount of air flowing into the engine 12. Below, control which ECU70 reduces the air quantity which flows in into the engine 12 is demonstrated. In addition, about the structural requirement etc. which have the same function as said each embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As shown in FIG. 11, the engine 12 includes an intake valve 64, an exhaust valve 65, and an ignition device 61. The intake valve 64 according to the present embodiment can change at least the opening and closing time. The intake valve 64 may change its opening / closing time by changing the lift speed with respect to a certain lift amount. The intake valve 64 may be changed in opening / closing time by changing the lift amount with respect to a constant lift speed. The opening / closing time of the intake valve 64 is changed electronically by the ECU 70 as follows. However, the intake valve 64 may be one whose opening / closing time or opening / closing timing is changed according to the engine speed by a mechanism such as an intake cam that operates the intake valve 64.

  The motorcycle 1 includes an intake valve sensor 94, and the ECU 70 includes an intake valve opening / closing detection unit 84. The intake valve sensor 94 detects the opening / closing time of the intake valve 64. The intake valve opening / closing detector 84 receives and detects a signal based on the opening time of the intake valve 64 detected by the intake valve sensor 94. The opening time of the intake valve 64 is a time for the intake valve 64 to open between the intake pipe 60 and the engine 12. The engine rotation speed control unit 77 has an intake valve control unit 74. The intake valve controller 74 receives the actual opening signal 104 d from the intake valve opening / closing detector 84. The memory 76 stores a target valve opening time corresponding to the engine speed and the actual opening signal 104d. Therefore, the intake valve control unit 74 inputs the target opening time signal 104 s from the memory 76. Further, the intake valve control unit 74 receives the rotational position signal 100 from the rotational position detection unit 80. The intake valve control unit 74 calculates or selects a required valve opening time based on the input actual opening signal 104d, the target opening time signal 104s, and the rotational position signal 100. The intake valve 64 receives an opening time control signal 104c based on the calculated or selected valve opening time. The opening time of the intake valve 64 is controlled based on the opening time control signal 104c. Thereby, the engine speed of the engine 12 increases or decreases. At this time, the engine speed is controlled to be a predetermined engine speed R.

  FIG. 12 shows a control flow of control for decreasing the engine rotation speed until the change is completed when the engine rotation speed control unit 77 according to the present embodiment detects that the gear position has started to be changed to the higher gear side. Is shown. The engine rotation speed control unit 77 executes control to shorten the opening time of the intake valve 64 in order to decrease the engine rotation speed.

  First, in step S411, the intake valve control unit 74 inputs the rotational position signal 100. In step S421, the intake valve control unit 74 inputs the actual opening signal 104d. Thus, the intake valve control unit 74 can detect the current gear position in the transmission 13 and the current opening time in the intake valve 64. Note that the order of step S411 and step S421 may be interchanged, or may be simultaneous.

  Subsequent to step S411 and step S421, in step S431, it is determined whether or not the transmission 13 has started an upshifting operation. In step S431, when the transmission 13 has started upshifting operation, the process proceeds to step S441. In step S431, when the transmission 13 has not started the upshifting operation, the process returns to step S411.

  In step S441, the opening time of the intake valve 64 is shortened. That is, the intake valve control unit 74 receives the target opening time signal 104 s from the memory 76. The intake valve control unit 74 calculates or selects a necessary opening time based on the target opening time signal 104s. The intake valve 64 receives an opening time control signal 104c based on the calculated or selected opening. In the intake valve 64, the opening time is shortened based on the input opening time control signal 104c.

  Subsequently, in step S451, it is determined whether or not the transmission 13 has completed the upshifting operation. In step S451, when the transmission 13 has completed the upshifting operation, the process returns to step S411. If it is determined in step S451 that the transmission 13 is not performing an upshifting operation, the process returns to step S441. That is, the control in step S441 is executed until the transmission 13 completes the upshifting operation.

  As described above, when the transmission 13 starts the upshifting operation, the intake valve control unit 74 performs control to shorten the opening time of the intake valve 64 until the upshifting operation is completed. When the opening time of the intake valve 64 is shortened, the amount of air and the amount of fuel supplied into the engine 12 are reduced. Thereby, the ECU 70 can decrease the engine rotation speed of the engine 12.

  The ECU 70 can increase the engine rotation speed by increasing the amount of air supplied to the engine 12. Hereinafter, control for increasing the amount of air supplied to the engine 12 by the ECU 70 will be described. In the following description of the control flow, when only the step numbers are different from those in FIG.

  FIG. 13 shows a control flow of control for increasing the engine rotation speed until the change is completed when the engine rotation speed control unit 77 according to the present embodiment detects that the gear position has started to be changed to the lower gear side. Is shown. The engine rotation speed control unit 77 performs control to increase the opening time of the intake valve 64 in order to increase the engine rotation speed.

  Subsequent to step S412 and step S422, in step S432, it is determined whether or not the transmission 13 has started a shift-down operation. If it is determined in step S432 that the transmission 13 has started a shift-down operation, the process proceeds to step S442. In step S432, when the transmission 13 has not started the downshift operation, the process returns to step S412.

  In step S442, the intake valve 64 increases the opening time. That is, the intake valve control unit 74 receives the target opening time signal 104 s from the memory 76. The intake valve control unit 74 calculates or selects a necessary opening time based on the target opening time signal 104s. The intake valve 64 receives an opening time control signal 104c based on the calculated or selected opening time. In the intake valve 64, the opening time is expanded based on the input opening time control signal 104c.

  Subsequently, in step S452, it is determined whether or not the transmission 13 has completed the downshifting operation. If it is determined in step S452 that the transmission 13 has completed the upshifting operation, the process returns to step S412. If it is determined in step S452 that the transmission 13 is not performing an upshifting operation, the process returns to step S442. That is, the control in step S442 is executed until the transmission 13 completes the downshifting operation.

  As described above, when the transmission 13 starts the shift-down operation, the intake valve control unit 74 executes control to increase the opening time of the intake valve 64 until the shift-down operation is completed. When the opening time of the intake valve 64 is increased, the amount of air and the amount of fuel supplied to the inside of the engine 12 increase. Thereby, the ECU 70 can increase the engine rotation speed of the engine 12.

  When it is detected that the gear position has started to be changed to the low gear side, the ECU 70 increases the engine rotation speed until the change is completed. In this embodiment, the power unit 10 has an intake valve 64 whose opening and closing time can be changed. Therefore, when it is detected that the gear position has started to be changed to the low gear side, the ECU 70 increases the opening time of the intake valve 64 until the change is completed. Thereby, the power unit 10 can acquire the effect mentioned above reliably.

<< Other modifications >>
In each of the above-described embodiments, the ECU 70 reduces the engine speed of the engine 12 by changing the ignition timing in the ignition device 61, the fuel injection amount in the fuel supply device 62, and the throttle in the throttle valve 63. Changes in the opening degree and changes in the opening time in the intake valve 64 are listed. However, the control for reducing the engine rotation speed of the engine 12 may be a combination of any of the above-described controls. Further, the control for reducing the engine rotation speed of the engine 12 may be any combination of the above-described controls.

  Further, in each of the above embodiments, the control in which the ECU 70 increases the engine rotation speed of the engine 12 is listed as a change in the throttle opening at the throttle valve 63 and a change in the opening time at the intake valve 64. . However, the control for increasing the engine rotation speed of the engine 12 may be a combination of the above controls.

  The present invention is useful for a power unit including a manual transmission and a motorcycle including the power unit.

1 is a left side view of a motorcycle according to an embodiment. It is a figure which shows the structure of the power unit which concerns on this embodiment. It is a figure which shows the voltage value according to the rotation position of a shift drum. It is a block diagram shown about the control which decreases the engine speed in Embodiment 1. FIG. 4 is a flowchart of control for reducing the engine rotation speed in the first embodiment. It is a block diagram shown about control which decreases the engine speed in Embodiment 2. FIG. 6 is a flowchart of control for reducing the engine rotation speed in the second embodiment. It is a block diagram shown about the control which decreases or increases the engine speed in Embodiment 3. 10 is a flowchart of control for reducing the engine rotation speed in the third embodiment. 10 is a flowchart of control for increasing an engine rotation speed in the third embodiment. FIG. 10 is a block diagram illustrating control for decreasing or increasing an engine rotation speed in a fourth embodiment. 10 is a flowchart of control for reducing the engine rotation speed in the fourth embodiment. 10 is a flowchart of control for increasing an engine rotation speed in the fourth embodiment.

Explanation of symbols

1 motorcycle 10 power unit 12 engine 13 transmission (manual transmission)
27 Shift drum 61 Ignition device 62 Fuel supply device (fuel injection device)
63 Throttle valve (electronic throttle valve)
64 Intake valve (variable intake valve)
70 ECU (control device)
90 Shift drum sensor

Claims (10)

Engine,
A dog clutch type manual transmission having a shift drum;
A shift drum sensor for detecting the rotational position of the shift drum;
Control that detects a gear position based on a signal from the shift drum sensor, and executes control to increase or decrease the rotation speed of the engine until the change is completed when it is detected that the gear position starts to be changed. Equipment,
Power unit with When it is detected that the gear position has started to be changed to the high gear side, the control is a control for reducing the rotational speed of the engine until the change is completed.
The power unit according to claim 1. The engine has an ignition device;
The control is a control for retarding the ignition timing of the ignition device until the change is completed when it is detected that the gear position starts to be changed to the high gear side.
The power unit according to claim 2. The engine has an electronic throttle valve,
When it is detected that the gear position has started to be changed to the high gear side, the control is a control in which the electronic throttle valve is closed from the state at the start of the change until the change is completed.
The power unit according to claim 2. The engine has a fuel injection device,
When it is detected that the gear position starts to be changed to the high gear side, the control is a control for reducing the fuel injection amount of the fuel injection device to be smaller than that at the start of the change until the change is completed.
The power unit according to claim 2. The engine has a variable intake valve whose opening and closing timing can be changed,
When it is detected that the gear position has started to be changed to the high gear side, the control is a control for shortening the time during which the variable intake valve is open until the change is completed, compared to when the change is started.
The power unit according to claim 2. The control is a control for increasing the rotational speed of the engine until the change is completed when it is detected that the gear position starts to be changed to the low gear side.
The power unit according to claim 1. The engine has an electronic throttle valve,
When it is detected that the gear position has started to be changed to the low gear side, the control is a control in which the electronic throttle valve is opened from the state at the start of the change until the change is completed.
The power unit according to claim 7. The engine has a variable intake valve whose opening and closing timing can be changed,
When it is detected that the gear position has started to be changed to the low gear side, the control is a control for making the variable intake valve open time longer than that at the start of the change until the change is completed.
The power unit according to claim 7. A motorcycle comprising the power unit according to claim 1.

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