JP2010209758A - Control system of motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system of a motorcycle in which, if gears are changed without any operation of a main clutch, rotational displacement is made to generate between a free gear and a shift gear so as to facilitate slide of the shift gear, thus allowing the gear change from a state where the gears pop out to a state where the free gear is reliably engaged with the shift gear once again. <P>SOLUTION: In the control system, if it is determined that a driver instructs a gear change (S18) and at the same time, that a main clutch is in an engaged state (S28), a first prescribed time period CTATSINTV which can reduce load of a dog clutch of a transmission 20 is calculated from a throttle opening θ TH of the internal combustion engine and an engine speed NE thereof (S38). Then, a processing of internal combustion engine power reduction is performed in which power of the internal combustion engine 16 is reduced for the first prescribed time period (S40-S48). Further, if it is determined that at which speed the transmission 20 functions is indefinite within a second prescribed time period CTATSINTG which is set after a lapse of the first prescribed time period (S50, S52), the processing of internal combustion engine power reduction is performed one more time (S48). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a motorcycle, and more particularly to a control device for a motorcycle that controls the output of an internal combustion engine so that a speed change operation can be performed even when a main clutch is in a connected (connected) state.

  As a type of motorcycle transmission (hereinafter simply referred to as a transmission), a constant-mesh dog clutch system has been widely adopted. Such a constant mesh dog clutch type transmission has an input shaft to which the driving force of the internal combustion engine is transmitted via the main clutch and an output shaft that outputs the driving force shifted by the transmission. The gears on the shaft always rotate while meshing. This type of transmission moves a gear (shift gear) that slides left and right on the shaft by the operation of a shift lever, and a gear that is adjacent to the shaft and idles with respect to the shaft (free gear) by a dog clutch. Power is transmitted by combining them. Depending on the combination of gears at this time, a gear stage consisting of six forward gears is determined.

  In a motorcycle equipped with such a transmission, when shifting is performed during acceleration, the driver normally disconnects the main clutch (removes the rotational speed of the internal combustion engine) while returning the throttle grip (decreasing the rotational speed of the internal combustion engine), The shift lever is operated to switch to a desired gear stage, and the throttle grip is operated in the direction in which the throttle valve is opened while the main clutch is connected (in a connected state) when the shift stage has been switched (internal combustion). The engine output is transmitted again to the drive wheels). For this reason, the driver performs the above-described series of operations every time a shift is performed, and the driving operation becomes complicated.

  Therefore, conventionally, when a shift instruction is issued from the driver via the shift lever, the output of the internal combustion engine is reduced for a predetermined time, that is, a rotational displacement is generated between the shift gear and the free gear to reduce the load on the dog clutch. Thus, a technique has been proposed in which the shift gear can be slidable, and thus the gear can be shifted without operating the main clutch (in a connected state) (see, for example, Patent Document 1). In the technique described in Patent Document 1, the predetermined time is calculated based on the gear position at the start of the shift and the rotational speed of the internal combustion engine.

JP-A-5-26065

  By the way, the operating speed of the shift lever differs depending on the skill of the driver. Further, even for the same driver, the operation speed varies depending on the riding posture and driving environment (for example, an urban area, a highway, a suburban road, a circuit, etc.). However, the technique described in Patent Document 1 does not take into account the operating speed of the shift lever by the driver, and thus causes a problem that shifting cannot be performed while the main clutch remains connected.

  This is because the rotational displacement between the free gear and the shift gear is caused by lowering the output of the internal combustion engine according to the gear shift instruction from the driver, but this phenomenon is instantaneous and the inertia force decreases with time. As a result, the rotational displacement between the free gear and the shift gear eventually disappears. Therefore, for example, in the case of a driver having a slow operation speed of the shift lever, a load is applied to the dog clutch again, and it becomes difficult to slide the shift gear.

  Furthermore, even if the shift gear and the free gear are disconnected, that is, the gear is disengaged (the shift gear is in the middle), if the output of the internal combustion engine returns when the shift gear is connected to another free gear, the free gear torque There is also the inconvenience that the free gear and the shift gear cannot be connected by the dog clutch. At this time, the gear is kicked back, and in the worst case, the gear may be damaged.

  Therefore, the object of the present invention is to solve the above-mentioned problems, and when shifting without operating the main clutch (with the main clutch engaged), a rotational displacement is generated between the free gear and the shift gear, and the shift gear slides. It is an object of the present invention to provide a control device for a motorcycle that is easy to perform and shifts by reliably connecting the free gear and the shift gear again from the gear disengaged state.

  In order to achieve the above object, according to claim 1, a main clutch and a constant mesh dog clutch type transmission for transmitting the output of the internal combustion engine to the drive wheels, and a gear shift instruction input by the driver are input. A shift lever that rotates in response to an operation of the shift lever and switches a shift stage of the transmission, and the state of the main clutch is in a connected state in which the output of the internal combustion engine is transmitted to the transmission. In a control apparatus for a motorcycle, comprising: an engine output control means for controlling the output of the internal combustion engine to the transmission and performing a gear shifting operation of the transmission when a gear shift instruction is input. A shift instruction determining means for determining whether or not a shift instruction has been issued via the main gear, a main clutch engaged state detecting means for detecting an engaged state of the main clutch, and the shift Shift stage determining means for determining the shift position of the transmission by detecting the rotational position of the drum, and the engine output control means determines that the shift instruction has been made and the main clutch is in a connected state. Is determined from the throttle opening of the internal combustion engine and the rotational speed of the internal combustion engine, and the output of the internal combustion engine is calculated as the first predetermined time during which the load of the dog clutch of the transmission can be reduced. The internal combustion engine output lowering process to be reduced is executed for the first predetermined time, and the shift speed of the transmission is changed by the gear position determination means within a second predetermined time set after the first predetermined time has elapsed. When it is determined that the stage is indeterminate, the internal combustion engine output reduction process is re-executed.

  In the motorcycle control apparatus according to claim 2, after the second predetermined time has elapsed, a third predetermined time is further set, and the engine output is within the third predetermined time. A prohibiting means for prohibiting re-execution of the internal combustion engine output reduction process by the control means is provided.

  In the motorcycle control apparatus according to claim 1, when it is determined that a shift instruction is issued from the driver and it is determined that the main clutch is in a connected state, the dog of the constantly meshing dog clutch type transmission is determined. A first predetermined time during which the clutch load can be reduced is calculated from the throttle opening of the internal combustion engine and the rotational speed of the internal combustion engine, and an internal combustion engine output reduction process for reducing the output of the internal combustion engine is executed for the first predetermined time. As a result, the shift gear can be easily slid and the gear can be shifted by reducing the dog clutch load by generating rotational displacement between the free gear and the shift gear without operating the main clutch. .

  Further, when it is determined that the shift stage of the transmission is indeterminate by the shift stage determining means within the second predetermined period set after the first predetermined period has elapsed, that is, the shift gear is in a gear disengaged state. In some cases, the internal combustion engine output reduction process is re-executed, so that it can flexibly respond to the speed of the speed change operation of the driver, specifically, for example, a driver with a slow shift lever operation (speed change operation). Even in this case, it is possible to avoid the problem that the output of the internal combustion engine is restored and the gear cannot be changed before the gear shifting operation is completed, so that the gear can be reliably shifted. In addition, since the output of the internal combustion engine does not return when the gear is disengaged, the driver can operate the shift lever to start shifting again, and the free gear and the shift gear are reliably connected again from the gear disengaged state. The gears can be shifted and the gears are not damaged by kicking back the gears.

  In the motorcycle control apparatus according to claim 2, after the second predetermined time has elapsed, a third predetermined time is further set, and within the third predetermined time, by the engine output control means Since the configuration is such that the re-execution of the internal combustion engine output reduction process is prohibited, in addition to the above-described effects, for example, the gear position by the gear position determination means is changed within a second predetermined time set after the first predetermined time elapses. When the shift is completed when the free gear and the shift gear are reconnected, a third predetermined time is further set, and the internal combustion engine output reduction process is restarted within the third predetermined time. It is also possible to prohibit the execution, and therefore it is determined that the shift instruction has been repeatedly issued due to malfunction of the shift instruction determination means, and even if control hunting occurs, the control to reduce the output of the internal combustion engine It is possible to prevent the repeated unnecessary.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing a motorcycle control apparatus according to an embodiment of the present invention as a whole. FIG. 2 is a block diagram showing the overall configuration of an ECU shown in FIG. 1. Fig. 2 is a flowchart showing the operation of the control device for the motorcycle shown in Fig. 1. FIG. 4 is a sub-routine flow chart of a first predetermined time calculation process of FIG. 3. It is explanatory drawing which shows the 1st predetermined time calculated by the process of FIG. Fig. 2 is a time chart showing the operation of the control device for the motorcycle shown in Fig. 1. FIG. 7 is a time chart similar to FIG. 6, showing the operation of the motorcycle control device shown in FIG. 1. FIG. 7 is a time chart similar to FIG. 6, showing the operation of the motorcycle control device shown in FIG. 1.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment for implementing a motorcycle control apparatus according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall control apparatus for a motorcycle according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes a motorcycle (hereinafter referred to as a vehicle). The vehicle 10 includes a handlebar 14 attached above a telescopic fork (not shown) of the front wheel 12, an internal combustion engine (hereinafter referred to as “engine”) 16 disposed at a central position of a frame (not shown), A transmission 20 (shown as “T / M” in FIG. 1) connected to the engine 16 for shifting the output of the engine 16, and a rear wheel (not shown) attached to the rear of the frame via a rear shock absorber (not shown) Drive wheel) 22 and a shift lever (shift pedal) 26 that is operably attached to the left foot step 24 below the frame by a driver's toe and that inputs a shift instruction from the driver.

  The transmission 20 has a plurality of shift stages, specifically, a forward 6-speed shift stage (gear train), and is a constant-mesh dog clutch type transmission. The shift lever 26 has a substantially L shape in a side view, and a bent portion is rotatably attached to the foot step 24 described above. The shift lever 26 is connected to the transmission 20 via the shift mechanism 30 and operates the shift gear of the transmission 20.

  Specifically, the shift mechanism 30 includes a return-type operation mechanism including an arm 30b that is rotatable about a rotation shaft 30a, and a link 30c that connects the arm 30b and one end 26a of the shift lever 26, and the arm 30b. Although not shown in the figure, the gear is connected to the shift drum via a gear, and is shifted by sliding the shift gear by the shift drum.

  Therefore, for example, when the other end 26b of the shift lever 26 is operated in the direction of the arrow by the driver's toe, the arm 30b rotates via the one end 26a of the shift lever 26 and the link 30c. The shift drum is rotated by the arm 30b, and the shift gear is slid by operating the shift fork in the transmission 20, and is switched to a desired gear position. As described above, when the shift lever 26 is moved up and down by the operation of the driver's foot (in response to the operation of the shift lever 26), the shift drum rotates, and the gear stage of the transmission 20 is switched (specifically, , Establish any one of the 6 forward gears (gear stage or gear ratio)).

  The link 30c is provided with a shift switch (shift instruction determination means) 32, and when the shift lever 26 is operated, in other words, when a shift instruction is issued from the driver through the operation of the shift lever 26, an ON signal is given. On the other hand, if not, an off signal is output.

  Further, a gear position sensor (shift speed determining means) 34 for outputting a signal (voltage) indicating a shift position is attached to the shift drum. Specifically, one of the gear position sensor 34 is grounded, and a movable terminal 34 a that is displaced by the operation of the shift mechanism 30 of the transmission 20 (more precisely, the rotation of the shift drum), and the first speed in the transmission 20. To the sixth speed, the terminals 34b1 to 34b6 arranged at positions to be connected to the movable terminal 34a, and the positions to be connected to the movable terminal 34a when the transmission 20 is neutral. Terminal 34bn, terminals Rb1 to R6, which are connected to terminals 34b1 to 34b6 and have different resistance values for each gear position, and a terminal 34c for reading a signal (voltage) indicating a shift position. The terminals 34b1 to 34b6 of the resistors R1 to R6 and the other end of the terminal 34bn are connected in parallel, and the terminals 34b1 to 34b6 of the resistors R1 to R6 and the parallel connection portion of the terminal 34bn and the terminal 34c are connected in parallel. The reference voltage is connected to the voltage dividing resistor Rk.

  Therefore, the gear position sensor 34 outputs a signal corresponding to the gear position of the transmission 20 by detecting the rotational position of the shift drum, that is, any one of a plurality of gear speeds in the transmission 20. Is established (or neutral), depending on the rotational position of the shift drum, the movable terminal 34a corresponds to the terminal 34b corresponding to the gear position (for example, the terminal 34b3 when the third speed is established as shown). Connected and outputs a signal (voltage) according to the current gear position.

  Further, the gear position sensor 34 can detect (detect) that the shift position of the transmission 20 is located between the plurality of shift stages, in other words, that the shift stage is indeterminate. For example, when the shift drum is rotated and the shift fork is operated, the shift gear for the fourth speed and the free gear dog clutch are disconnected, and then the shift gear for the fifth speed and the free gear are in a state before being connected. That is, when the speed change position of the transmission 20 is at an intermediate position in the middle of shifting from the 4th speed to the 5th speed, the movable terminal 34a is positioned between the terminal 34b4 and the terminal 34b5 as indicated by a broken line in FIG.

  At this time, the gear position sensor 34 is in a non-energized state in which the reference voltage does not flow to the ground side via the movable terminal 34a, so that a voltage corresponding to the reference voltage (for example, 5V) is output from the gear position sensor 34. Will be. Therefore, when the output voltage of the gear position sensor 34 is equivalent to the reference voltage, it can be determined (detected) that the shift stage is indeterminate because the shift position of the transmission 20 is an intermediate position among the plurality of shift stages. it can. Details of the transmission 20 and the gear position sensor 34 described above are described in Japanese Patent No. 3146720 and Japanese Patent No. 3146720, and thus further description thereof is omitted.

  A main clutch 36 is inserted between the engine 16 and the transmission 20 to connect and disconnect the power of the engine 16 to facilitate starting, stopping and shifting of the vehicle. As described above, the output of the engine 16 is transmitted to the rear wheel 22 via the main clutch 36 and the transmission 20.

  A throttle grip (accelerator) 40 is provided at the right end (as viewed from the driver) of the handle bar 14 so as to be operated by the driver, and a front wheel brake lever 42 is also provided so as to be operated by the driver. The front wheel brake lever 42 is mechanically connected to the front wheel brake 44 via a hydraulic cylinder (not shown). When operated (gripped) by the driver, the front wheel brake 44 is operated to brake the front wheel 12.

  A grip 46 that can be gripped by the driver is provided at the left end of the handle bar 14, and a clutch lever 50 is provided. The clutch lever 50 is mechanically connected to the main clutch 36 via the clutch cable 52, and when operated (gripped) by the driver, the main clutch 36 is connected and disconnected, so that the engine 16 transmits to the transmission 20. Connect and disconnect power transmission.

  The engine 16 is a four-cycle single-cylinder water-cooled type and is composed of a gasoline engine having a displacement of about 250 cc. Reference numeral 16 a denotes a crankcase of the engine 16.

  A throttle valve 56 is disposed in the intake pipe 54 of the engine 16. The throttle valve 56 is mechanically connected to the throttle grip 40 via a throttle wire 58 and is opened and closed according to the operation amount of the throttle grip 40 to regulate intake air of the engine 16, specifically, from the air cleaner 60. The amount of air flowing through the intake pipe 54 is adjusted.

  In the intake pipe 54, an injector 62 is disposed in the vicinity of the intake port on the downstream side of the throttle valve 56, and gasoline fuel is injected into the intake air adjusted by the throttle valve 56. The injected fuel is mixed with intake air to form an air-fuel mixture, and the air-fuel mixture flows into the combustion chamber 66 when the intake valve 64 is opened.

  The air-fuel mixture flowing into the combustion chamber 66 is ignited by spark discharge from the spark plug 72 with a high voltage supplied from the ignition coil 70 and burns, and the piston 74 is driven downward in FIG. . The exhaust gas generated by the combustion flows through the exhaust pipe 82 when the exhaust valve 80 is opened. A catalyst device 84 is disposed in the exhaust pipe 82 to remove harmful components in the exhaust gas. The exhaust gas purified by the catalyst device 84 flows further downstream and is discharged outside the engine 16.

  A throttle opening sensor 86 composed of a potentiometer is provided in the vicinity of the throttle valve 56 and generates an output indicating the opening θTH of the throttle valve 56. An intake air temperature sensor 90 is provided on the upstream side of the throttle valve 56 of the intake pipe 54 to generate an output indicating the temperature TA of the intake air, and an absolute pressure sensor 92 is provided on the downstream side to reduce the absolute pressure PBA in the intake pipe. Produces the output shown.

  A water temperature sensor 94 is attached to the cooling water passage 16b of the cylinder block of the engine 16, and an output corresponding to the engine cooling water temperature TW is generated. A crank angle sensor 96 is attached in the vicinity of the crankshaft 76 of the engine 16 to output a crank angle signal at a predetermined crank angle position.

  In the exhaust pipe 82, an oxygen sensor 100 is provided on the upstream side of the catalyst device 84 to generate an output corresponding to the oxygen concentration in the exhaust gas. A clutch switch (main clutch engagement state detecting means) 102 is provided in the vicinity of the clutch lever 50, and is operated when the clutch lever 50 is operated by the driver (when the main clutch 36 is disengaged (when in an unconnected state)). While an on signal is output, an off signal is output when it is not operated (when the main clutch 36 is in a connected state).

  Further, a stand switch 104 is disposed near a side stand (not shown) of the vehicle 10 and outputs an ON signal when the stand is used (that is, when the vehicle 10 is supported by the stand). Outputs an off signal when not in use (when the stand is released).

  The output of each sensor such as the gear position sensor 34 described above is input to an electronic control unit (hereinafter referred to as “ECU”) 106.

  FIG. 2 is a block diagram generally showing the configuration of the ECU 106.

  The ECU 106 is formed of a microcomputer, and as shown in FIG. 2, an A / D to which outputs from the waveform shaping circuit 106a to which the output of the crank angle sensor 96 is input, the rotational speed counter 106b, the gear position sensor 34, and the like are input. A conversion circuit 106c and a CPU 106d are provided. The ECU 106 further includes an ignition circuit 106e that energizes the ignition coil 70, a drive circuit 106f that drives the injector 62, a ROM 106g, a RAM 106h, and a timer 106i in response to a control signal from the CPU 106d.

  The waveform shaping circuit 106a shapes the output (signal waveform) of the crank angle sensor 96 into a pulse signal and outputs it to the rotation speed counter 106b. The engine speed counter 106b counts the input pulse signal to detect (calculate) the engine speed NE, and outputs a signal indicating the engine speed NE to the CPU 106d. The A / D conversion circuit 106c receives the output of each sensor such as the gear position sensor 34 and the throttle opening sensor 86, converts an analog signal value into a digital signal value, and outputs the digital signal value to the CPU 106d.

  Based on the converted digital signal or the like, the CPU 106d performs an operation according to a program stored in the ROM 106g, sends a control signal to the ignition circuit 106e, and activates the ignition coil 70 (performs ignition timing control). Further, the CPU 106d similarly executes a calculation based on a digital signal or the like according to a program stored in the ROM 106g, sends a control signal to the drive circuit 106f, and drives the injector 62 (performs fuel injection control).

  In the RAM 106h, for example, data such as the ignition timing and the fuel injection amount calculated in the ignition timing control and the fuel injection control are written. The timer 106i is used for time measurement processing performed in a program described later.

  FIG. 3 is a flow chart showing the motorcycle control apparatus according to this embodiment. The illustrated program is executed (looped) by the ECU 106 at predetermined time intervals, for example, every 10 msec.

  In the following, first, in S10, it is determined whether or not the gear position of the transmission 20 is neutral. This determination is made by detecting whether or not a voltage (signal) indicating that the transmission position of the transmission 20 is in the neutral position is output from the gear position sensor 34. If NO in S10, that is, in the in-gear state in which any one of the plurality of shift speeds is determined in the transmission 20, the process proceeds to S12, and whether or not the stand switch 104 outputs an ON signal, that is, Determine whether a side stand is being used.

  When the result in S12 is affirmative, the program proceeds to S14, and the bit of the ignition / fuel cut flag F_SAFETY for executing the ignition cut and the fuel cut is set to 1. When the bit of the flag F_SAFETY is set to 1, ignition cut and fuel cut are performed in a program (not shown) to reduce the output of the engine 16, while when it is set to 0, control such as ignition cut is performed. Instead, normal ignition timing control and fuel injection control are performed. The reason why the output of the engine 16 is reduced by performing the ignition cut and the fuel cut in S14 is that there is a possibility that the vehicle body may be damaged if the vehicle is driven while the side stand is out.

  When the result is affirmative in S10 or negative in S12, the process proceeds to S16, and it is determined whether or not the bit of the cut execution history flag F_ATSEXE (described later) is 1. Since this bit is set to 1 in the processing described later, in the first program loop, the determination in S16 is usually denied and the process proceeds to S18, and the output of the shift switch 32 has been switched from the OFF signal to the ON signal. In other words, in other words, it is determined whether or not a shift instruction has been issued from the driver through the operation of the shift lever 26.

  When the result in S18 is negative, the program proceeds to S20, where the bit of the cut execution history flag F_ATSEX is set to 0 to prepare for the next and subsequent program loops, and the program proceeds to S22, where the bit of the ignition / fuel cut flag F_SAFETY is set to 0, Exit the program.

  On the other hand, when the result in S18 is affirmative, the program proceeds to S24, in which engine rotation NE is detected (calculated) based on the output of the crank angle sensor 96, and the program proceeds to S26 where the throttle valve 56 is controlled based on the output of the throttle opening sensor 86. The opening degree θTH is detected (calculated).

  Next, in S28, it is determined whether or not the clutch switch 102 is outputting an on signal, that is, whether or not the main clutch 36 is disengaged by operating the clutch lever 50 by the driver.

  If the determination in S28 is affirmative, that is, if it is determined that the main clutch 36 is in a disconnected state, a normal gear shift operation (a gear shift operation in a state where the power of the engine 16 is shut off by the main clutch 36) is being performed. Since the estimation can be performed, it is not necessary to execute control for reducing the output of the engine 16 to be described later.

  On the other hand, if negative in S28, that is, if it is determined that the main clutch 36 is in the engaged state, the process proceeds to S30, and it is determined whether or not the engine 16 is being cranked (starting). This is determined by determining whether the engine speed NE is less than the complete explosion speed (for example, 750 rpm). If the determination in S30 is affirmative, the engine 16 is not in an operating state in which the output should be reduced. Similarly, the process proceeds to S20 and S22. If the determination is negative, the process proceeds to S32 and the transmission is based on the output of the gear position sensor 34. It is determined whether or not the gear position at 20 is the top gear (specifically, sixth gear).

  If the determination in S32 is affirmative, that is, if a shift instruction (shift-up instruction) is issued from the driver in the top gear state, the transmission 20 has no further shift stages, so control is performed to reduce the output of the engine 16. Therefore, it is not necessary to shift the speed, so that the process proceeds to S20 and S22 to perform the above-described processing.

  On the other hand, when the result in S32 is negative, the program proceeds to S34, in which it is determined whether or not the engine speed NE is greater than or equal to a first predetermined speed #NEATSLH (eg, 2500 rpm). When the result in S34 is negative, the program proceeds to S36, in which it is determined whether or not the bit of the ignition / fuel cut flag F_SAFETY is 1. When the result is negative, the program proceeds to S20 and S22, and control for reducing the output of the engine 16 is not performed. Exit the program.

  That is, if the output of the engine 16 is reduced when the engine speed NE is less than the first predetermined engine speed #NEATSLH and is relatively low, the engine 16 may be stopped. If so, the process proceeds to S20 and S22, and the control for reducing the output of the engine 16 is not performed.

  However, when the result in S36 is affirmative, since the engine speed NE is relatively low due to the control for reducing the output of the engine 16, the time required to proceed to S38 and reduce the load of the dog clutch of the transmission 20 A first predetermined time CTATSINTV indicating (time for reducing the output of the engine 16) is calculated (determined). Further, when the result in S34 is affirmative, the process proceeds to S38.

  FIG. 4 is a sub-routine flowchart of the calculation process of the first predetermined time CTATSINTV in S38 of FIG.

  First, in S100, it is determined whether or not the engine speed NE is equal to or greater than a second predetermined speed #NEATSINTH. The second predetermined rotational speed #NEATSINTH is set to a value that can determine whether or not the engine 16 is in the highest speed (maximum output) state, for example, 13500 rpm.

  When the result in S100 is negative, the program proceeds to S102, in which it is determined whether the throttle opening θTH is equal to or greater than a predetermined opening #THATSINTH. The predetermined opening #THATSINTH is set to such a value that it can be determined whether or not the throttle opening θTH is relatively large, for example, 20 deg.

  When the result in S102 is affirmative, the program proceeds to S104, in which it is determined whether or not the engine speed NE is greater than or equal to a third predetermined speed #NEATSINT (for example, 9000 rpm). The third predetermined rotational speed #NEATSINT is set to a value with which it can be determined whether or not the engine 16 is at a relatively high speed (high output).

  When the result in S104 is negative (when the throttle opening is large, when the engine speed is low), the process proceeds to S106, and the first value #CTATSINT is set to the first predetermined time CTATSINTV. When the engine speed is high), the process proceeds to S108, and the second value #CTATSINTH is set to the first predetermined time CTATSINTV. The second value #CTATSINTH described above is set to a smaller value (shorter time) than the first value #CTATSINTH.

  On the other hand, when the result in S102 is negative, the program proceeds to S110, in which it is determined whether or not the engine speed NE is greater than or equal to a third predetermined speed #NEATSINT. When the result in S110 is negative (throttle opening is small, low rotation), the routine proceeds to S112, where the third value #CTASINTL is set to the first predetermined time CTATSINTV, while when the result is affirmative (throttle opening is small, When the engine speed is high), the process proceeds to S114, and the fourth value #CTATINTHL is set to the first predetermined time CTATSINTV. The fourth value #CTATINTTHL is a smaller value (shorter time) than the third value #CTATSINTL.

  When the result in S100 is affirmative, the program proceeds to S116, where the fifth value #CTATSINTHH is set to the first predetermined time CTATSINTV. The fifth value #CTATSINTHH is set to be smaller (shorter time) than the first and third values described above and larger than the second and fourth values (longer time).

  The fifth value #CTATSINTHH is set as described above. Specifically, when the engine 16 is in the maximum output (highest speed) state, control (lev cut) for preventing over-rotation of the engine 16 by a program (not shown). Since the output of the engine 16 has already been reduced, the time is shorter than the first and third values and longer than the second and fourth values (fifth value #CTATSINTHH). This is because the speed can be changed if the output of the engine 16 is reduced.

  FIG. 5 is an explanatory diagram showing the first predetermined time CTATSINTV calculated by the process of FIG.

  As can be seen from FIGS. 4 and 5, the first predetermined time CTATSINTV estimates the output of the engine 16 based on the opening θTH of the throttle valve 56 and the engine speed NE, and based on the estimated output of the engine 16. Calculated (changed).

  The first predetermined time CTATSINTV is specifically changed so as to become shorter as the output of the engine 16 increases (more specifically, the throttle opening θTH and the engine speed NE increase). This is because when the output of the engine 16 is large, shifting can be performed by reducing the output of the engine 16 for a relatively short time.

  Returning to the description of FIG. 3, the process then proceeds to S40, and the value of the cut counter CTATSIN (up counter; initial value 0) for measuring the time (cut time) for reducing the output of the engine 16 by ignition cut or the like is incremented by one. Then, the process proceeds to S42, in which it is determined whether or not the value of the cut counter CTATSINT is equal to or greater than the first predetermined time CTATSINTV calculated in S38.

  Since the process of S42 is first performed immediately after the cut counter CTATINT is started in S40, it is usually denied and the process proceeds to S44, and a post-cut counter CTATSSTP (down counter, which will be described later) is initialized. Sets (sets) an initial value (third predetermined time, for example, 300 msec) in the post-cutting counter CTATSSTP.

  Next, the routine proceeds to S46, where the bit of the cut execution history flag F_ATSEXE is set to 1, and the routine proceeds to S48, where the bit of the ignition / fuel cut flag F_SAFETY is set to 1. Thereby, the ignition cut and the fuel cut are performed by a program (not shown), and an engine output reduction process for reducing the output of the engine 16 is executed. As can be seen from the above, setting the bit of the cut execution history flag F_ATSEX to 1 means that there is a history of performing the engine output reduction process.

  In the program loop after the processing from S44 to S48, the bit of the cut execution history flag F_ATSEXE is set to 1. Therefore, the processing from S18 to S38 is skipped by affirming in S16, and the processing after S40 is performed. Will be executed.

  When the first predetermined time CTATSINTV for reducing the output of the engine 16 elapses, the result in S42 is affirmative and the process proceeds to S50, where the value of the cut counter CTATSINT is set to the first predetermined time CTATSINTV for the second predetermined time #CTASINTG (for example, It is determined whether or not the value is equal to or greater than 700 msec (described later).

  When the process of S50 is executed for the first time, it is immediately after the cut counter CTATINT becomes equal to or greater than the first predetermined time CTATSINTV. Therefore, the process is generally denied and the process proceeds to S52, where the shift position of the transmission 20 is the middle of a plurality of shift stages. It is determined whether or not the gear in the position is being disengaged. Specifically, the voltage (corresponding to the reference voltage) indicating uncertain that the gear position sensor 34 is not determined at any gear position (1st to 6th gear, neutral) Is determined.

  When the result in S52 is negative, that is, when it is determined that the desired gear position is confirmed (established) in the transmission 20 (shifting is completed), the process proceeds to S54, and the value of the counter CTATSSTP after cut is decremented by one. To do. Next, in S56, it is determined whether or not the value of the post-cut counter CTATSSTP is zero. When the process of S56 is performed for the first time, it is immediately after the value of the post-cutting counter CTATSSTP is decremented by 1 from the initial value in S54, so it is usually denied and the process proceeds to S58 to set the bit of the ignition / fuel cut flag F_SAFETY to 0 Then, the engine output reduction process ends.

  As described above, when it is determined that a gear shift instruction is issued from the driver, the engine output reduction process for reducing the output of the engine 16 is executed for the first predetermined time CTATSINTV. In addition, by generating a rotational displacement between the free gear and the shift gear to reduce the load of the dog clutch, the shift gear can be easily slid and a shift can be performed.

  On the other hand, when the result in S52 is affirmative, the output of the engine 16 has been lowered for the first predetermined time CTATSINTV, but the operation of the shift lever 26 (shift operation) by the driver is not completed, for example, as described above. The processing from S44 to S48 (engine output reduction processing) is executed again, and the control for reducing the output of the engine 16 is continued. The processing in S52 is performed until the result in S50 is affirmative (until the value of the cut counter CTATSINT is equal to or greater than the value obtained by adding the second predetermined time #CTATSINTG to the first predetermined time CTATSINTV).

  As described above, it is determined that the shift position of the transmission 20 is uncertain, that is, the gear is disengaged within the second predetermined time #CTATSINTG set after the first predetermined time CTATSINTV has elapsed. The engine output reduction process is executed again (specifically, the first predetermined time CTATSINTV for reducing the output of the engine 16 is extended by the second predetermined time #CTATSINTG), thereby operating the shift lever 26. Even in the case of a slow driver, the shift can be performed reliably.

  When the second predetermined time #CTATSINTG elapses in the next and subsequent program loops, an affirmative decision is made in S50, S52 is skipped, the processing in S54 and S56 is performed, and then the bit of the ignition / fuel cut flag F_SAFETY is set to 0 in S58. Set to. Thus, since the process of S52 is not performed after the second predetermined time #CTATSINTG has elapsed, the process does not proceed from S44 to S48.

  In other words, after the second predetermined time #CTATSINTG has elapsed, the re-execution of the engine output reduction process is prohibited until the post-cut counter CTATSSTP becomes 0 (within the third predetermined time). . When the value of the post-cut counter CTATSSTP becomes 0 and the result in S56 is affirmative, the program proceeds to S20 and S22, and the program is terminated.

  It should be noted that after the desired gear stage is established in the transmission 20 and the control for reducing the output of the engine 16 is completed (after denying in S52 and proceeding to S58), the skill of the driver and the machine of the transmission 20 are determined. In some cases, the meshing of the gears may be disengaged and the gears may be disengaged. In such a case, the speed change position of the transmission 20 is at an intermediate position between a plurality of speed stages. Since it is uncertain, the result is affirmative in S52, and the process proceeds from S44 to S48, and the output of the engine 16 is reduced again. As a result, even if the gear is disengaged, it is possible to change the speed by performing the speed change operation again.

  6 to 8 are time charts for explaining the processing described above. FIG. 6 shows a case where the output of the engine 16 is changed by reducing the output of the engine 16 for the first predetermined time CTATSINTV. FIG. 7 shows the case where the engine output reduction process is re-executed after the first predetermined time CTATSINTV has elapsed, and FIG. 8 shows the case where the gear is removed and the shift is restarted.

  As shown in FIG. 6, first, when a shift instruction is given from the driver through the operation of the shift lever 26 at time t1, and the output of the shift switch 32 is switched from the OFF signal to the ON signal (S18), the ignition / fuel cut flag is set. The F_SAFETY bit and the cut execution history flag F_ATSEX bit are set to 1, and an engine output reduction process for reducing the output of the engine 16 is executed (S46, S48). At this time, the cut counter CTATSINT is started (S40), and the post-cut counter CTATSSTP is initialized until the cut counter CTATSINT exceeds the first predetermined time CTATSINTV (S44).

  When the operation of the shift lever 26 is finished in a state where the output of the engine 16 is reduced (in other words, when the output of the shift switch 32 is switched from the on signal to the off signal), as can be seen from the output of the gear position sensor 34, A desired gear stage is established (shift is completed) in the transmission 20 (from time t2 to time t3).

  When the shift is completed, at the time t4 when the first predetermined time CTATSINTV has elapsed (specifically, when the cut counter CTATSINT becomes equal to or greater than the first predetermined time CTATSINTV), the shift of the transmission 20 from the gear position sensor 34 is performed. Since the voltage indicating the intermediate position, in other words, the voltage (corresponding to the reference voltage) indicating uncertain that is not determined in any gear (1st to 6th, neutral) is not output from the gear position sensor 34 (S52). No), the bit of the ignition / fuel cut flag F_SAFETY is set to 0, and the engine output reduction process is terminated (S58).

  Thereby, it is possible to shift without operating the main clutch or the like. When the value of the post-cutting counter CTATSSTP becomes 0 after the engine output reduction processing is completed (time t5, positive in S56), the bit of the cut execution history flag F_ATSEXE is set to 0 (S20).

  Further, as shown in FIG. 7, for example, at time t4 when the driver operates the shift lever 26 (shift operation) slowly and the first predetermined time CTATSINTV has elapsed, the shift is not completed and the shift of the transmission 20 is completed. If the position is at the intermediate position, the engine output reduction process is re-executed and the speed is changed.

  Specifically, a voltage indicating uncertainties (corresponding to a reference voltage) that is not determined by any gear stage (1st to 6th speed, neutral) from the gear position sensor 34 at a time point t4 when the first predetermined time CTATSINTV has elapsed. Is output (Yes in S52), the bit of the ignition / fuel cut flag F_SAFETY is set to 1 (S48), and the engine output reduction process is executed again. Thereby, even if it is a driver | operator with a slow operation of the shift lever 26, a gear shift can be performed reliably. As in FIG. 6, when the value of the post-cut counter CTATSSTP becomes 0, the bit of the cut execution history flag F_ATSEXE is set to 0 (time t7; S56, S20).

  Further, the gear loss described above will be described with reference to FIG. 8. After a desired gear stage is established in the transmission 20 from the time point t2 to the time point t3, and the engine output reduction process is completed at the time point t4, the gear loss occurs. If this happens (time t8), the gear position sensor 34 outputs a voltage indicating that the shift position of the transmission 20 is indeterminate (Yes in S52), so the bit of the ignition / fuel cut flag F_SAFETY is set to 1 again. The engine output reduction process is restarted (S48).

  Then, the driver notices that the gear is disengaged and operates the shift lever 26 to shift the gear (time t9). However, since the output of the engine 16 at that time is in a reduced state, the gear shift is performed again. (Time t10).

  At time t11, a voltage that switches to the off signal after the output of the shift switch 32 becomes the on signal is output. This is a case where the shift switch 32 causes chattering and erroneously outputs the on signal. Even in such a case, since the engine output reduction process is prohibited by the post-cut counter CTATSSTP, it indicates that the control for reducing the output of the engine 16 is not executed again.

  As described above, in the embodiment of the present invention, the main clutch 36 that transmits the output of the internal combustion engine (engine) 16 to the drive wheels (rear wheels) 22, the constant-mesh dog clutch transmission 20, and the driver The shift lever 26 that is operated to input a shift instruction, the shift drum that rotates in accordance with the operation of the shift lever 26 and switches the shift stage of the transmission 20, and the state of the main clutch 36 are the internal combustion engine 16. Engine output control for controlling the output of the internal combustion engine 16 to the transmission 20 to perform a shift operation of the transmission 20 when the shift instruction is input in a connected state in which the output of the engine is transmitted to the transmission 20. In the control device for a motorcycle including the means (ECU 106), a shift instruction determining means for determining whether or not a shift instruction has been made through the operation of the shift lever 26. (Shift switch 32, ECU 106), main clutch engagement state detecting means for detecting the engagement state of the main clutch 36 (clutch switch 102), and determining the gear position of the transmission by detecting the rotational position of the shift drum. And a gear position determination means (gear position sensor 34, ECU 106) for determining that the engine output control means has issued the gear shift instruction (S18) and that the main clutch 36 is in a connected state. (S28), a first predetermined time CTATSINTV that can reduce the load of the dog clutch of the transmission 20 is calculated from the throttle opening θTH of the internal combustion engine and the rotational speed NE of the internal combustion engine (S38), An internal combustion engine output reduction process for reducing the output of the internal combustion engine 16 is performed for the first predetermined time. While performing CTATSINTV (S40 to S48), the gear position of the transmission 20 is indeterminate by the gear position determination means within the second predetermined time #CTATSINTG set after the first predetermined time CTATSINTV has elapsed. (S50, S52), the internal combustion engine output reduction process is re-executed (S48).

  Thus, the shift gear can be easily slid and the gear can be shifted by reducing the load of the dog clutch by generating a rotational displacement between the free gear and the shift gear without operating the main clutch 36. The speed of the speed change operation of the driver can be flexibly dealt with. Specifically, for example, even in the case of a driver with slow operation of the shift lever 26 (speed change operation), before the speed change operation is completed, the engine 16 It is possible to avoid the problem that the output is restored and the gear cannot be changed, so that the gear can be reliably shifted.

  Further, if the gear is disengaged when the first predetermined time CTATSINTV has elapsed, the shift position of the transmission 20 is at an intermediate position between a plurality of shift stages (the shift stage is not established and is indeterminate). ), The internal combustion engine output reduction process is re-executed. In other words, the first predetermined time CTATSINTV for reducing the output of the engine 16 is extended by the second predetermined time #CTATSINTG, Therefore, the driver who notices that the gear is missing can operate the shift lever 26 to redo the shift. Further, since the output of the engine 16 is reduced when the gear is disengaged, the gear is not damaged by kicking back the gear.

  Further, after the second predetermined time #CTATSINTG has elapsed, a third predetermined time (the initial value of the post-cut counter CTATSSTP) is further set, and the engine output control means within the third predetermined time. Is provided with a prohibiting means (ECU 106. S50, S54 to S58) for prohibiting the re-execution of the internal combustion engine output lowering process by, for example, a second predetermined time #CTATSINTG set after elapse of the first predetermined time CTATSINTV The third predetermined time CTATSSTP is further set when the shift stage is specified by the shift stage determination means, that is, when the shift is completed by reconnecting the free gear and the shift gear, and the third predetermined time is set. In this case, it is possible to prohibit the re-execution of the internal combustion engine output reduction process. It is determined malfunction and gear change command made repeatedly due to such, even if the control hunting occurs, it is possible to prevent the control for reducing the output of the engine 16 is repeated unnecessarily.

  In the above, the ignition cut and the fuel cut are executed in order to reduce the output of the engine 16. However, the present invention is not limited to this. For example, the fuel injection amount is reduced or the ignition timing is retarded. You may comprise as follows.

  Also, specific values such as the second predetermined time #CTATSINTG, the initial value of the post-cut counter CTATSSTP, the first to third predetermined rotation speeds, the predetermined opening degree, and the engine 16 exhaust amount are shown as specific values. It is illustrative and not limiting.

  10 motorcycle (vehicle), 16 engine (internal combustion engine), 20 transmission, 22 rear wheel (drive wheel), 26 shift lever, 32 shift switch, 34 gear position sensor, 36 main clutch, 102 clutch switch, 106 ECU ( Electronic control unit)

Claims (2)

  A main clutch that transmits the output of the internal combustion engine to the drive wheels and a constant-mesh dog clutch type transmission; a shift lever that is operated by a driver to input a shift instruction; and rotates in accordance with the operation of the shift lever. When the shift instruction is input in a connected state in which the state of the shift drum for switching the shift stage of the transmission and the main clutch transmits the output of the internal combustion engine to the transmission, the shift of the internal combustion engine to the transmission In a motorcycle control apparatus comprising an engine output control means for controlling the output and performing a speed change operation of the transmission, a speed change instruction determination means for determining whether or not a speed change instruction has been made through the operation of the shift lever; A main clutch engagement state detecting means for detecting an engagement state of the main clutch; and a change of the transmission by detecting a rotational position of the shift drum. A shift speed determining means for determining a speed, and when the engine output control means determines that the shift instruction is made and it is determined that the main clutch is in a connected state, the dog clutch of the transmission A first predetermined time during which the load of the internal combustion engine can be reduced is calculated from the throttle opening of the internal combustion engine and the rotational speed of the internal combustion engine, and an internal combustion engine output reduction process for reducing the output of the internal combustion engine is performed in the first predetermined time. The internal combustion engine output when the shift stage determining means determines that the shift stage of the transmission is indefinite by the shift stage determining means within a second predetermined time set after the first predetermined time has elapsed. A control device for a motorcycle, wherein the lowering process is re-executed.   After the second predetermined time has elapsed, a third predetermined time is further set, and re-execution of the internal combustion engine output reduction process by the engine output control means is prohibited within the third predetermined time. The motorcycle control apparatus according to claim 1, further comprising a prohibiting unit.

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