JP2010216435A - Control system and saddle riding type vehicle having the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system capable of preventing inappropriate power output adjustment of an engine by precisely detecting abnormality. <P>SOLUTION: In the control system, a crank sensor SE2 detects a rotational speed of an input shaft of a transmission 5, and a drive shaft sensor SE6 detects a rotational speed of an output shaft of the transmission 5, based on which a transmission gear ratio of the transmission 5 is calculated. A shift cam sensor SE4 detects a rotational angle of a shift cam 7b. The transmission 5 can be switched between a mesh state and a separate state. A plurality of different mesh states have respectively different transmission gear ratios. The shift cam 7b alternately has a plurality of first rotational angle ranges corresponding to a plurality of the transmission gear ratios and a second rotational angle range corresponding to the separate state. If the detected rotational angle is within the second rotational angle range and the calculated first transmission gear ratio is within a transmission gear ratio range corresponding to the first rotational angle range adjacent to the second rotational angle range, the power output adjustment of the engine is not performed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control system that performs engine output control based on a shift operation by a driver, and a saddle-ride type vehicle including the control system.

  When a gear shift is performed in a motorcycle equipped with a manual transmission, the driver usually disconnects the clutch first. As a result, transmission of power from the crankshaft of the engine to the main shaft of the manual transmission is stopped, and the gears can be easily separated. In this state, the driver performs a shift operation to change the gear position. Finally, the driver connects the clutch and transmits power from the crankshaft to the main shaft. Thereby, the gear shift is completed.

  On the other hand, when a quick gear shift is required in a race or the like, the driver may perform a gear shift (hereinafter referred to as a clutchless shift) without performing a clutch operation. In this case, the gear shift is performed in a state where power is transmitted from the crankshaft to the main shaft, so that it is difficult to separate the gears.

  Therefore, conventionally, a system for adjusting the output of the engine has been developed so that the gear can be easily disconnected in the clutchless shift (see, for example, Patent Documents 1 to 3). In these systems, various sensors are provided, and engine output adjustment is performed based on the outputs of the sensors.

  However, if an abnormality occurs in a sensor used for engine output adjustment, the engine output adjustment may not be performed accurately, and the running feeling may decrease.

JP-A-3-290031 Japanese Patent Laid-Open No. 6-146941 JP 7-34916 A Japanese Patent Laid-Open No. 2-97765

  By the way, Patent Document 4 describes an abnormality detection device for an automatic transmission provided in an automobile. In an automatic transmission provided in an automobile, the gear stage is automatically changed by, for example, a solenoid (actuator).

  In this abnormality detection device, the actual gear ratio is calculated based on the detection values of the input shaft rotational speed detector and the output shaft rotational speed detector. Then, the gear position corresponding to the control signal given to the solenoid is compared with the gear position corresponding to the actual gear ratio. As a result, when the shift speed corresponding to the control signal is different from the shift speed corresponding to the actual gear ratio, it is determined that an abnormality has occurred in the automatic transmission.

  Therefore, if this abnormality detection device can be used in a motorcycle that adjusts the output of the engine, it is possible to prohibit the output adjustment of the engine when the abnormality occurs in the sensor and to prevent a decrease in running feeling. .

  However, it has been found that when the above abnormality detection device is applied to a motorcycle, an abnormality may be erroneously detected even though no abnormality has occurred. In this case, since the engine output is not adjusted, the driver must perform a clutchless shift by an accelerator operation or perform a shift operation by disconnecting the clutch.

  An object of the present invention is to provide a control system capable of preventing a decrease in traveling feeling of a saddle riding type vehicle due to an inappropriate engine output adjustment by accurately detecting an abnormality, and a saddle riding type vehicle including the same. .

  (1) The control system according to the first aspect of the invention is a control capable of engine output adjustment for adjusting the engine output of a saddle-ride type vehicle having a transmission having a shift cam to an output different from the output corresponding to the accelerator opening. The system detects a first rotational speed detector that detects information about the rotational speed of the input shaft of the transmission as first information, and detects information about the rotational speed of the output shaft of the transmission as second information. A second rotation speed detector; a rotation angle detector that detects information about the rotation angle of the shift cam as third information; and a control unit that adjusts the engine output. It is possible to switch between a plurality of meshing states that are transmitted to the output shaft at different gear ratios and a separated state in which the transmission does not transmit the rotation of the input shaft to the output shaft, and each of the plurality of meshing states. The shift cam has a plurality of gear ratio ranges corresponding to each other, and the shift cam corresponds to a plurality of first rotation angle ranges corresponding to a plurality of meshing states of the transmission and a plurality of gear ratio ranges, and a second state of the transmission. The rotation angle range of the shift cam obtained based on the third information is within the second rotation angle range, and the control unit includes the first information and the second information. The engine output adjustment is not performed when the transmission gear ratio calculated based on the above is within a plurality of gear ratio ranges.

  In this control system, information relating to the rotational speed of the input shaft of the transmission is detected as first information by the first rotational speed detector. Further, information related to the rotation speed of the output shaft of the transmission is detected as second information by the second rotation speed detector. Further, the transmission gear ratio is calculated based on the first information and the second information.

  Here, the transmission can be switched between a plurality of meshing states in which the rotation of the input shaft is transmitted to the output shaft at different speed ratios, and a separated state in which the rotation of the input shaft is not transmitted to the output shaft. The transmission has a plurality of gear ratio ranges corresponding to a plurality of meshing states. Further, the shift cam alternately has a plurality of first rotation angle ranges corresponding to a plurality of meshing states and a plurality of gear ratio ranges of the transmission and a second rotation angle range corresponding to a separation state of the transmission. . Therefore, when the shift cam continuously rotates in one direction, the meshing state and the separation state are alternately repeated.

  Information regarding the rotation angle of the shift cam is detected by the rotation angle detector as the third information, and the rotation angle of the shift cam is acquired based on the third information. Thereby, based on the acquired rotation angle of the shift cam and the plurality of first rotation angle ranges and the second rotation angle range, it is determined whether the transmission is in a plurality of meshing states or separated states. Can do.

  That is, when the rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges, the plurality of first rotation angle ranges are respectively in the plurality of meshing states of the transmission. Since it corresponds, it can be determined that the transmission is in one of a plurality of meshing states.

  Further, when the acquired rotation angle of the shift cam is within the second rotation angle range, the second rotation angle range corresponds to the separated state of the transmission, and therefore it is determined that the transmission is in the separated state. be able to.

  When the transmission is engaged, the rotation of the engine is transmitted to the drive wheels via the input shaft and output shaft of the transmission. In this case, the transmission gear ratio calculated based on the first information and the second information is maintained within a gear ratio range corresponding to the meshing state.

  On the other hand, when the transmission is in the separated state, the transmission of rotation between the engine and the drive wheels is interrupted between the input shaft and the output shaft of the transmission. In this case, when the driver operates the accelerator, the rotational speed of the input shaft varies regardless of the rotational speed of the output shaft. Therefore, the transmission gear ratio calculated based on the first information and the second information varies regardless of the plurality of gear ratio ranges.

  As a result, when the transmission is in the separated state, the transmission gear ratio calculated based on the first information and the second information is less likely to be maintained within a plurality of gear ratio ranges. . The calculated transmission gear ratio is very unlikely to be maintained within the gear ratio range corresponding to the first rotation angle range adjacent to the second rotation angle range.

  Accordingly, when the acquired rotation angle of the shift cam is within the second rotation angle range and the calculated transmission gear ratio is maintained within a plurality of transmission gear ratio ranges, the acquired shift cam rotation The angle may be incorrect. That is, because the rotation angle detector is abnormal, it is considered that the acquired rotation angle of the shift cam is within the second rotation angle range even though the transmission is actually engaged. It is done.

  In this control system, when the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, and the calculated transmission gear ratio is within a plurality of transmission gear ratio ranges, The engine output is not adjusted. This prevents an inappropriate engine output adjustment from being performed when an abnormality occurs in the rotation angle detector, and prevents a decrease in travel feeling of the saddle-ride type vehicle.

  On the other hand, even when the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, there are a plurality of transmission gear ratios calculated based on the first information and the second information. When the speed ratio is out of the range, the engine output can be adjusted. As a result, the driver can perform a smooth shift operation.

  As described above, according to this control system, it is possible to prevent a decrease in traveling feeling of the saddle-ride type vehicle by accurately detecting whether or not an abnormality has occurred in the rotation angle detector.

  In the present invention, the engine output adjustment means that the engine output is increased or decreased by a predetermined amount with respect to the output corresponding to the accelerator opening. The predetermined amount is set so that the meshing force between the dog and the dog hole formed in the gear of the transmission is reduced. Thereby, the meshing state of the gears of the transmission can be changed smoothly.

  (2) The control unit has a transmission cam rotation angle calculated based on the first information and the second information when the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range. When the state where the gear ratio is within a plurality of gear ratio ranges continues for a predetermined time, the engine output adjustment may not be performed.

  As described above, when the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, it can be determined that the transmission is in the separated state.

  When the transmission is in the separated state, the transmission gear ratio calculated based on the first information and the second information is unlikely to be maintained within a plurality of gear ratio ranges. The calculated transmission gear ratio is very unlikely to be maintained within the gear ratio range corresponding to the first rotation angle range adjacent to the second rotation angle range.

  However, as a result of the driver operating the accelerator, the rotational speed of the input shaft of the transmission fluctuates independently of the rotational speed of the output shaft, the calculated transmission gear ratio accidentally falls within a plurality of gear ratio ranges. There is a case. In this case, it is impossible for the driver to maintain the transmission gear ratio calculated based on the first information and the second information within a plurality of gear ratio ranges by operating the accelerator. . Therefore, when the calculated transmission gear ratio accidentally falls within a plurality of gear ratio ranges, there is a very high possibility that the gear ratio will fall out of the plurality of gear ratio ranges in a short time.

  Therefore, when the acquired rotation angle of the shift cam is within the second rotation angle range and the calculated transmission gear ratio is within a plurality of gear ratio ranges, the engine is maintained for a predetermined time. Output adjustment is not performed. As a result, when the calculated transmission gear ratio accidentally falls within a plurality of gear ratio ranges, control in which engine output adjustment is not performed is prevented. As a result, engine output adjustment is performed more appropriately.

  (3) The control unit has a shift speed calculated based on the first information and the second information when the rotation angle of the shift cam acquired based on the third information is within a plurality of first rotation angle ranges. When the gear ratio of the machine is not within the gear ratio range corresponding to the first rotation angle range including the rotation angle of the shift cam acquired based on the third information, the engine output adjustment may not be performed.

  When the rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges, the plurality of first rotation angle ranges respectively correspond to the plurality of meshing states of the transmission. Therefore, it can be determined that the transmission is in one engagement state among the plurality of engagement states. Further, when the transmission is in the meshed state, the transmission gear ratio calculated based on the first information and the second information is maintained within a gear ratio range corresponding to the meshed state. .

  Therefore, the rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges, and the calculated shift ratio of the transmission includes the rotation angle of the shift cam acquired. If it is not within the gear ratio range corresponding to the rotation angle range, there is a possibility that at least one of the calculated transmission gear ratio and the acquired rotation angle of the shift cam is incorrect. That is, at least one of the first rotation speed detector, the second rotation speed detector, and the rotation angle detector may be abnormal.

  As described above, the shift cam rotation angle acquired based on the third information is within the plurality of first rotation angle ranges, and the shift is calculated based on the first information and the second information. When the gear ratio of the machine is not within the gear ratio range corresponding to the first rotation angle range including the rotation angle of the acquired shift cam, the engine output adjustment is not performed.

  This prevents an inappropriate engine output adjustment from being performed when there is a possibility that an abnormality has occurred in each detector, thereby preventing a decrease in travel feeling of the saddle-ride type vehicle.

  (4) The first rotational speed detector includes a crankshaft rotational speed detector that detects the rotational speed of the crankshaft of the engine as fourth information, and an input shaft that detects the rotational speed of the input shaft as fifth information. A transmission that includes a rotation speed detector and that the control unit calculates based on the transmission gear ratio calculated based on the fourth information and the second information, the fifth information, and the second information The engine output may not be adjusted when the transmission ratios are in different transmission ratio ranges.

  In this case, the rotational speed of the crankshaft of the engine is detected as the fourth information by the crankshaft rotational speed detector. Further, the rotational speed of the input shaft is detected as the fifth information by the input shaft rotational speed detector.

  Further, the transmission gear ratio is calculated based on the fourth information and the second information, and the transmission gear ratio is calculated based on the fifth information and the second information.

  Here, when at least one of the crankshaft rotational speed detector and the input shaft rotational speed detector is abnormal, the transmission gear ratio calculated based on the fourth information and the second information is included. The speed ratio range including the speed ratio of the transmission calculated based on the speed ratio range, the fifth information, and the second information may be different.

  As described above, the transmission gear ratio calculated based on the fourth information and the second information, the transmission gear ratio calculated based on the fifth information and the second information, and If they are within different speed ratio ranges, the engine output is not adjusted.

  Accordingly, when there is a possibility that an abnormality has occurred in each detector, a decrease in traveling feeling of the saddle-ride type vehicle due to inappropriate engine output adjustment is prevented.

  (5) The control unit is configured so that the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range and is calculated based on the first information and the second information. When the speed ratio is not within a plurality of speed ratio ranges, the engine speed may be adjusted so that the engine speed is maintained within the target range.

  As described above, when the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, it can be determined that the transmission is in the separated state. When the transmission is in the separated state, the transmission gear ratio calculated based on the first information and the second information is unlikely to be maintained within a plurality of gear ratio ranges.

  Therefore, the transmission speed ratio of the transmission calculated based on the first information and the second information, each of which is normal for the first rotation speed detector, the second rotation speed detector, and the rotation angle detector. Is not within a plurality of gear ratio ranges, the difference between the rotational speed of the input shaft and the rotational speed of the output shaft in the transmission may increase.

  Therefore, the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, and the first rotation speed detector, the second rotation speed detector, and the rotation angle detector are normal. If the transmission gear ratio calculated based on the first information and the second information is not within a plurality of gear ratio ranges, the engine speed is maintained within the target range. The engine speed is adjusted as described above. This suppresses an increase in the difference between the rotational speed of the input shaft of the transmission and the rotational speed of the output shaft, so that a shift shock occurs when the transmission shifts from the separated state to the meshed state. Can be prevented. As a result, the running feeling of the saddle-ride type vehicle is improved.

  In addition, because the engine speed is maintained within the target range, even if the driver mistakenly determines that the shift change has been completed and has operated the accelerator greatly, the engine speed will not exceed the accelerator opening. As a result, it is possible to prevent a rise. As a result, it is possible to prevent a shift shock unexpected by the driver from occurring in the saddle-ride type vehicle. As a result, the driving feeling of the saddle-ride type vehicle is further improved.

  (6) The control unit is configured so that the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range and is calculated based on the first information and the second information. When the gear ratio is not within a plurality of gear ratio ranges, the engine rotation speed is maintained within the target range until the rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges. The rotational speed of the engine may be adjusted as described.

  In this case, the shift change can be completed with certainty. Thereby, the traveling feeling of the saddle-ride type vehicle is surely improved.

  (7) The transmission has a plurality of gear positions respectively corresponding to a plurality of meshing states and a plurality of gear ratio ranges, and the control unit calculates the transmission based on the first information and the second information When the gear position of the transmission is estimated as the first gear position based on the transmission ratio of the shift cam and the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, Based on the rotation angle of the shift cam acquired based on the information, the one or two gear positions of the transmission after the transition from the separated state to any of the plurality of meshing states is estimated as the second gear position, When the first gear position is included in the second gear position, the engine output adjustment may not be performed.

  In this case, the gear position corresponding to the gear ratio range including the gear ratio of the transmission calculated based on the first information and the second information among the plurality of gear ratio ranges is the first gear position. Presumed.

  When the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, the rotation angle of the shift cam acquired by rotating the shift cam by a predetermined angle is the plurality of first rotation angles. By estimating that the rotation angle is within any one of the rotation angle ranges, it can be estimated that the transmission shifts from the separated state to any one of the plurality of meshing states.

  Thereby, the gear position corresponding to the meshing state estimated after the transition among the plurality of meshing states is estimated as the second gear position.

  Here, as described above, the plurality of first rotation angle ranges respectively correspond to the plurality of meshing states and the plurality of gear ratio ranges of the transmission. The plurality of gear positions also correspond to a plurality of meshing states and a plurality of gear ratio ranges, respectively. Therefore, the plurality of first rotation angle ranges correspond to the plurality of gear positions, respectively.

  When the rotation angle of the shift cam acquired based on the third information is in the second rotation angle range smaller than the first rotation angle range corresponding to the lowermost gear position, and the acquired rotation of the shift cam When the angle is within the second rotation angle range that is larger than the first rotation angle range corresponding to the uppermost gear position, the first rotation angle range adjacent to the second rotation angle range is one. . Further, when the obtained rotation angle of the shift cam is within the second rotation angle range adjacent to the first rotation angle range corresponding to the intermediate gear position excluding the lowermost step and the uppermost step, the second rotation angle There are two first rotation angle ranges adjacent to the range. Accordingly, one or two gear positions are estimated as the second gear position.

  As described above, when the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, the second rotation angle range corresponds to the separated state, so that the transmission is in the separated state. It can be determined that there is.

  When the gear ratio is in the separated state, the driver operates the accelerator, so that the first information related to the rotational speed of the input shaft varies independently of the second information related to the rotational speed of the output shaft. For this reason, the transmission gear ratio calculated based on the first information and the second information varies independently of the plurality of gear ratio ranges. In this case, the first gear position estimated based on the calculated transmission gear ratio does not coincide with the second gear position estimated based on the acquired rotation angle of the shift cam.

  Therefore, when the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range and the first gear position is included in the second gear position, the rotation angle detector An abnormality is considered to have occurred.

  Therefore, when the acquired rotation angle of the shift cam is within the second rotation angle range and the first gear position is included in the second gear position, engine output adjustment is not performed. This prevents an inappropriate engine output adjustment from being performed when an abnormality occurs in the rotation angle detector, and prevents a decrease in travel feeling of the saddle-ride type vehicle.

  On the other hand, even when the acquired rotation angle of the shift cam is within the second rotation angle range, the engine output can be adjusted if the first gear position is not included in the second gear position. As a result, the driver can perform a smooth shift operation.

  (8) The control unit determines in advance a state in which the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, and the first gear position is included in the second gear position. The engine output does not have to be adjusted when the specified time has elapsed.

  When the transmission is in the separated state, the possibility that the state where the first gear position estimated based on the calculated transmission gear ratio is included in the second gear position is extremely low.

  However, when the driver operates the accelerator, the rotation speed of the input shaft of the transmission fluctuates regardless of the rotation speed of the output shaft, and as a result, the first gear position is accidentally included in the second gear position. There is. In this case, when the driver operates the accelerator, the transmission gear ratio calculated based on the first information and the second information is within the gear ratio range of the meshing state corresponding to the second gear position. It is impossible to maintain at. Therefore, when the first gear position is accidentally included in the second gear position, the gear ratio is very likely to be out of the meshed gear ratio range corresponding to the second gear position in a short time. .

  Therefore, a state in which the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range and the first gear position is included in the second gear position is continued for a predetermined time. If the engine output is not adjusted. As a result, when the first gear position is accidentally included in the second gear position, control without engine output adjustment is prevented. As a result, engine output adjustment is performed more appropriately.

  (9) When the rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges, the control unit is based on the rotation angle of the shift cam acquired based on the third information. Therefore, when the gear position of the transmission is estimated as the third gear position and the first gear position does not coincide with the third gear position, the engine output adjustment may not be performed.

  When the rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges, the plurality of first rotation angle ranges correspond to the plurality of meshing states, respectively. It can be determined that the machine is in any of a plurality of meshing states.

  In this case, the gear position of the transmission is estimated as the third gear position based on the acquired rotation angle of the shift cam.

  If at least one of the first rotation speed detector, the second rotation speed detector, and the rotation angle detector is abnormal, the first gear position and the third gear position are detected regardless of whether the transmission is engaged. The gear position may not match.

  Therefore, if the first gear position and the third gear position do not match, an abnormality has occurred in at least one of the first rotation speed detector, the second rotation speed detector, and the rotation angle detector. There is a possibility that the engine output is not adjusted. This prevents a decrease in travel feeling of the saddle-ride type vehicle due to inappropriate engine output adjustment.

  (10) The first rotational speed detector includes a crankshaft rotational speed detector that detects the rotational speed of the crankshaft of the engine as fourth information, and an input shaft that detects the rotational speed of the input shaft as fifth information. A rotation speed detector, and the control unit estimates the gear position of the transmission as the fourth gear position based on the fourth information and the second information, and includes the fifth information, the second information, Based on this, the gear position of the transmission is estimated as the fifth gear position, and if the fourth gear position and the fifth gear position do not match, the engine output adjustment may not be performed.

  In this case, the rotational speed of the crankshaft of the engine is detected as the fourth information by the crankshaft rotational speed detector. Further, the rotational speed of the input shaft is detected as the fifth information by the input shaft rotational speed detector.

  Further, the gear ratio of the transmission is calculated based on the fourth information and the second information, and the gear position corresponding to the gear ratio range including the calculated gear ratio of the transmission among the plurality of gear ratio ranges. Is estimated as the fourth gear position. Further, the transmission gear ratio is calculated based on the fifth information and the second information, and the gear position corresponding to the transmission gear ratio range including the calculated transmission gear ratio among the plurality of transmission gear ratio ranges. Is estimated as the fifth gear position.

  Here, when at least one of the crankshaft rotational speed detector and the input shaft rotational speed detector is abnormal, the transmission gear ratio calculated based on the fourth information and the second information is included. The speed ratio range including the speed ratio of the transmission calculated based on the speed ratio range, the fifth information, and the second information may be different. That is, the fourth gear position may not match the fifth gear position. In this case, engine output adjustment is not performed.

  Accordingly, when there is a possibility that an abnormality has occurred in each detector, a decrease in traveling feeling of the saddle-ride type vehicle due to inappropriate engine output adjustment is prevented.

  (11) When the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range and the first gear position is not included in the second gear position, The engine speed may be adjusted such that the engine speed is maintained within the target range.

  As described above, when the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, it can be determined that the transmission is in the separated state. When the transmission is in the separated state, the transmission gear ratio calculated based on the first information and the second information is unlikely to be maintained within a plurality of gear ratio ranges. That is, the possibility that the first gear position is included in the second gear position is low.

  Therefore, the first rotation speed detector, the second rotation speed detector, and the rotation angle detector are normal, and the transmission gear ratio calculated based on the first information and the second information is If it is not within the gear ratio range corresponding to the first rotation angle range, the first gear position is not included in the second gear position, and the rotation speed of the input shaft and the rotation speed of the output shaft in the transmission The difference can be large.

  Therefore, the acquired rotation angle of the shift cam is within the second rotation angle range, the first rotation speed detector, the second rotation speed detector, and the rotation angle detector are normal, and When the gear position is not included in the second gear position, the engine rotation speed is adjusted so that the engine rotation speed is maintained within the target range. This suppresses an increase in the difference between the rotational speed of the input shaft of the transmission and the rotational speed of the output shaft, so that a shift shock occurs when the transmission shifts from the separated state to the meshed state. Can be prevented. As a result, the running feeling of the saddle-ride type vehicle is improved.

  In addition, because the engine speed is maintained within the target range, even if the driver mistakenly determines that the shift change has been completed and has operated the accelerator greatly, the engine speed will not exceed the accelerator opening. As a result, it is possible to prevent a rise. As a result, it is possible to prevent a shift shock unexpected by the driver from occurring in the saddle-ride type vehicle. As a result, the driving feeling of the saddle-ride type vehicle is further improved.

  (12) When the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range and the first gear position is not included in the second gear position, The engine rotation speed may be adjusted so that the engine rotation speed is maintained within the target range until the rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges. .

  In this case, the shift change can be completed with certainty. Thereby, the traveling feeling of the saddle-ride type vehicle is surely improved.

  (13) The control unit may set the target range based on the second information and the rotation angle of the shift cam acquired based on the third information.

  In this case, the target range is set based on the second information and the rotation angle of the shift cam acquired based on the third information. As a result, the rotational speed of the engine is maintained within an appropriate target range in accordance with the traveling speed of the saddle-ride type vehicle and the transmission gear ratio. As a result, the running feeling of the saddle-ride type vehicle is further improved.

  (14) A saddle-ride type vehicle according to a second aspect of the invention has a drive wheel, an engine having a crankshaft, and a shift cam that rotates in response to a driver's shift operation. And a control system according to the first aspect of the present invention.

  In this saddle-ride type vehicle, the rotation of the crankshaft of the engine is transmitted to the drive wheels by a transmission having a shift cam. The shift cam rotates in response to the driver's shift operation. As a result, the transmission shifts between a plurality of meshing states and a separation state according to the driver's shift operation, and the transmission gear ratio is changed between the plurality of gear ratio ranges.

  Since this saddle-riding type vehicle includes the control system according to the first aspect of the present invention, it is possible to prevent a decrease in running feeling by accurately detecting whether or not an abnormality has occurred in the rotation angle detector. .

  According to the present invention, it is possible to prevent a decrease in traveling feeling of a saddle-ride type vehicle due to inappropriate engine output adjustment by accurately detecting an abnormality.

1 is a schematic side view showing a motorcycle according to the present embodiment. Fig. 2 is a top view of a handle of a motorcycle. It is a figure for demonstrating schematic structure of the transmission and shift mechanism provided in the mission case of FIG. It is the schematic which shows the structure by which the torque transmitted to the main shaft is transmitted to a drive shaft. It is a side view which shows the external appearance of the 1st link mechanism and shift pedal of FIG. 1 and FIG. It is a figure which shows the relationship between the dog of a slide gear, and the dog hole of a fixed gear. It is a figure which shows schematic structure of each part relevant to an engine and the output of an engine. It is a figure which shows an example of the relationship between the gear position and gear ratio in a transmission. It is a figure which shows an example of the relationship between the gear position and shift angle in a transmission. It is a figure which shows an example of the relationship between the gear ratio in a transmission, and a shift angle. It is a flowchart which shows an example of the abnormality detection operation | movement by CPU of FIG. It is a flowchart which shows an example of the abnormality detection operation | movement by CPU of FIG. It is a flowchart which shows an example of the abnormality detection operation | movement by CPU of FIG. It is a flowchart which shows the control operation of CPU of FIG. It is a flowchart which shows the control operation of CPU of FIG. It is a flowchart which shows the control operation of CPU of FIG. It is a figure which shows the relationship of the meshing state of the target rotational speed, the shift shock which generate | occur | produces in a motorcycle, and a fixed gear and a slide gear.

  Hereinafter, a control system according to an embodiment of the present invention and a saddle-ride type vehicle including the control system will be described with reference to the drawings. In the following description, a motorcycle will be described as an example of a saddle-ride type vehicle.

(1) Schematic Configuration of Motorcycle FIG. 1 is a schematic side view showing a motorcycle according to the present embodiment.

  In the motorcycle 100 of FIG. 1, a head pipe 102 is provided at the front end of the main body frame 101. A front fork 103 is attached to the head pipe 102. In this state, the front fork 103 is rotatable within a predetermined angle range around the axis of the head pipe 102. A front wheel 104 is rotatably supported at the lower end of the front fork 103. A handle 105 is provided at the upper end of the head pipe 102.

  FIG. 2 is a top view of the handle 105 of the motorcycle 100. The handle 105 is provided with a clutch lever 105a, an accelerator grip 106, a clutch sensor SE0, and an accelerator opening sensor SE1. The clutch sensor SE0 detects the amount of operation of the clutch lever 105a by the driver. The accelerator opening sensor SE1 detects the amount of operation of the accelerator grip 106 by the driver (hereinafter referred to as accelerator opening).

  As shown in FIG. 1, an engine 107 is provided at the center of the main body frame 101. An intake pipe 79 and an exhaust pipe 118 are attached to the engine 107. A crankcase 109 is attached to the lower part of the engine 107. A crank sensor SE2 is provided in the crankcase 109. The crank sensor SE2 detects a rotation angle of a crank 2 (FIGS. 3 and 7) described later of the engine 107.

  A throttle sensor SE3 is provided in the intake pipe 79. The throttle sensor SE3 detects the opening degree of an electronically controlled throttle valve (ETV) 82 (FIG. 7) described later.

  A mission case 110 connected to the crankcase 109 is provided below the main body frame 101. In the mission case 110, a shift cam sensor SE4, a main shaft sensor SE5, a drive shaft sensor SE6, a transmission 5 (FIG. 3) described later, and a shift mechanism 7 (FIG. 3) described later are provided.

  The shift cam sensor SE4 detects a rotation angle of a shift cam 7b (FIG. 3) described later. The main shaft sensor SE5 detects the rotational speed of a main shaft 5a (FIG. 3) described later. The drive shaft sensor SE6 detects the rotational speed of a drive shaft 5b (FIG. 3) described later. Details of the transmission 5 and the shift mechanism 7 will be described later.

  A shift pedal 210 is provided on the side of the mission case 110. The shift pedal 210 is integrally attached to a pedal arm 211 (FIGS. 3 and 5) described later. A back step 120 is provided behind the shift pedal 210. The back step 120 is supported by the main body frame 101.

  Further, a first link mechanism 220 is provided on the side of the mission case 110. The first link mechanism 220 is provided with a load sensor SE7. The load sensor SE7 detects the operation of the shift pedal 210 by the driver. Details of the first link mechanism 220 and the load sensor SE7 will be described later.

  A fuel tank 112 is provided in the upper part of the engine 107, and two seats 113 are provided behind the fuel tank 112 so as to be arranged in the front-rear direction. An ECU (Electronic Control Unit) 50 is provided below the front seat 113.

  The ECU 50 includes an I / F (interface) 501, a CPU (central processing unit) 502, a ROM (read only memory) 503, a RAM (random access memory) 504, and a timer 505 described later (see FIG. 7). Detection values of the sensors SE0 to SE7 are given to the CPU 502 via the I / F 501.

  As will be described later, the CPU 502 controls the operation of the engine 107 based on detection values of the sensors SE0 to SE7. The ROM 503 stores a control program for the CPU 502 and the like. The RAM 504 stores various data and functions as a work area for the CPU 502. The RAM 504 stores in advance the relationship between the gear position and the gear ratio and the relationship between the gear position and the shift angle. Further, the RAM 504 stores a separation flag. Details of the relationship between the gear position and the gear ratio, the relationship between the gear position and the shift angle, and the separation flag will be described later. The timer 505 measures time.

  A rear arm 114 is connected to the main body frame 101 so as to extend to the rear of the engine 107 in FIG. The rear arm 114 rotatably holds the rear wheel 115 and the rear wheel driven sprocket 116. A chain 117 is attached to the rear wheel driven sprocket 116.

  One end of an exhaust pipe 118 is attached to the exhaust port of the engine 107. A muffler 119 is attached to the other end of the exhaust pipe 118.

(2) Schematic Configuration of Transmission and Shift Mechanism FIG. 3 is a diagram for explaining the schematic configuration of the transmission and shift mechanism provided in the mission case 110 of FIG.

  As shown in FIG. 3, the transmission 5 includes a main shaft 5a and a drive shaft 5b. A plurality of transmission gears 5c are attached to the main shaft 5a, and a plurality of transmission gears 5d and a rear wheel drive sprocket 5e are attached to the drive shaft 5b. The chain 117 of FIG. 1 is attached to the rear-wheel drive sprocket 5e.

  The torque generated by the engine 107 in FIG. 1 is transmitted to the clutch 3 via the crank 2 in FIG. The torque transmitted to the clutch 3 is transmitted to the main shaft 5 a of the transmission 5. The torque transmitted to the main shaft 5a is transmitted to the drive shaft 5b via the transmission gears 5c and 5d. The torque transmitted to the drive shaft 5b is transmitted to the rear wheel 115 (FIG. 1) via the rear wheel drive sprocket 5e, the chain 117 (FIG. 1), and the rear wheel driven sprocket 116 (FIG. 1). Thereby, the rear wheel 115 rotates.

  When the engine 107 rotates, the rotation angle of the crank 2 detected by the crank sensor SE2 is given to the ECU 50. Further, the rotational speed of the main shaft 5a detected by the main shaft sensor SE5 is given to the ECU 50. Further, the rotational speed of the drive shaft 5b detected by the drive shaft sensor SE6 is given to the ECU 50.

  FIG. 4 is a schematic diagram showing a configuration in which torque transmitted to the main shaft 5a is transmitted to the drive shaft 5b.

  4 (a) and 4 (b) show the transmission gear 5c1 and the transmission gear 5c2 of the plurality of transmission gears 5c, and the transmission gear 5d1 and the transmission gear 5d2 of the plurality of transmission gears 5d. It is shown.

  The transmission gear 5c1 is attached to the main shaft 5a by a serration structure. That is, the transmission gear 5c1 is movable in the axial direction of the main shaft 5a, but is fixed to the main shaft 5a in the rotational direction of the main shaft 5a. Therefore, the transmission gear 5c1 rotates when the main shaft 5a rotates. The transmission gear 5c2 is rotatably mounted on the main shaft 5a in a state where movement of the main shaft 5a in the axial direction is prohibited.

  The transmission gear 5d1 is rotatably mounted on the drive shaft 5b in a state where movement of the drive shaft 5b in the axial direction is prohibited. As shown in FIG. 4A, when the transmission gear 5c1 and the transmission gear 5d1 are engaged with each other, the transmission gear 5d1 is rotated by the rotation of the main shaft 5a.

  The transmission gear 5d2 is attached to the drive shaft 5b by a serration structure. That is, the transmission gear 5d2 is movable in the axial direction of the drive shaft 5b, but is fixed to the drive shaft 5b in the rotational direction of the drive shaft 5b. Therefore, the drive shaft 5b rotates as the transmission gear 5d2 rotates.

  As shown in FIG. 4A, when the transmission gear 5d2 is separated from the transmission gear 5d1, the transmission gear 5d1 is not fixed to the drive shaft 5b in the rotational direction of the drive shaft 5b. In this case, when the main shaft 5a rotates, the transmission gear 5d1 rotates, but the drive shaft 5b does not rotate. Thus, a state where torque is not transmitted from the main shaft 5a to the drive shaft 5b is referred to as a gear being in the neutral position.

  As shown in FIG. 4B, when the transmission gear 5d2 moves in the axial direction so as to be close to the transmission gear 5d1, the convex dog 5f provided on the side surface of the transmission gear 5d2 It meshes with a concave dog hole (not shown) provided on the side surface. Thereby, the transmission gear 5d1 and the transmission gear 5d2 are fixed. In this case, when the main shaft 5a rotates, the transmission gear 5d2 rotates together with the transmission gear 5d1. Thereby, the drive shaft 5b rotates.

  When the transmission gear 5c1 is brought close to the transmission gear 5c2 and the transmission gear 5c1 and the transmission gear 5c2 are fixed from the state of FIG. 4A, the transmission gear 5c2 rotates together with the transmission gear 5c1. In this case, the transmission gear 5d2 rotates based on the rotation of the transmission gear 5c2. Thereby, the drive shaft 5b rotates. Hereinafter, transmission gears that move in the axial direction on the main shaft 5a or the drive shaft 5b, such as the transmission gears 5c1 and 5d2, are referred to as slide gears. In addition, transmission gears such as the transmission gears 5c2 and 5d1 that are prohibited from moving in the axial direction of the main shaft 5a or the drive shaft 5b are referred to as fixed gears.

  As described above, in the transmission 5, the torque transmission path from the main shaft 5a to the drive shaft 5b can be changed by moving the slide gear and changing the combination of the slide gear and the fixed gear. Thereby, the rotational speed of the drive shaft 5b can be changed relative to the rotational speed of the main shaft 5a. The slide gear is moved by a shift mechanism 7 (FIG. 3) described later.

  Returning to FIG. 3, the shift mechanism 7 includes the shift pedal 210, the pedal arm 211, the first link mechanism 220, the shift shaft 250, the second link mechanism 260, the stopper plate 300, the shift cam 7b, and the first to third shifts. Forks c1 to c3 are provided.

  As will be described later, the driver depresses or kicks up the shift pedal 210 (hereinafter referred to as a shift operation). In this case, as indicated by a thick arrow in FIG. 3, the load applied to the shift pedal 210 by the shift operation is transmitted to the shift shaft 250 through the pedal arm 211 and the first link mechanism 220. As a result, the shift shaft 250 rotates. Further, the torque transmitted to the shift shaft 250 is transmitted to the shift cam 7b through the second link mechanism 260 and the stopper plate 300.

  Note that, during a shift operation by the driver, a load transmitted from the shift pedal 210 to the first link mechanism 220 is detected by the load sensor SE7 and applied to the ECU 50. Thereby, the shift operation by the driver is detected.

  The shift cam 7b is formed with first to third cam grooves d1 to d3. The shift forks c1 to c3 are connected to the first to third cam grooves d1 to d3 by pins e1 to e3, respectively. A stopper plate 300 is attached to one end of the shift cam 7b. Further, a shift cam sensor SE4 is provided in the vicinity of one end of the shift cam 7b in the vicinity of the stopper plate 300. When the engine 107 rotates, the rotation angle of the shift cam 7b detected by the shift cam sensor SE4 is given to the ECU 50.

  When the shift cam 7b is rotated by the shift operation, the pins e1 to e3 connected to the shift forks c1 to c3 move in the cam grooves d1 to d3. Thereby, each shift fork c1-c3 moves and a slide gear is moved. As a result, the gear ratio of the transmission 5 is changed.

(3) Shift operation by driver and detection of shift load by load sensor As described above, the load sensor SE7 in FIG. 3 detects the load transmitted from the shift pedal 210 to the first link mechanism 220 by the shift operation. . Details will be described. In the following description, a load transmitted to the first link mechanism 220 by a shift operation is referred to as a shift load.

  FIG. 5 is a side view showing the appearance of the first link mechanism 220 and the shift pedal 210 of FIGS. 1 and 3.

  As shown in FIG. 5, the shift pedal 210 is integrally attached to one end of a pedal arm 211 extending in a substantially horizontal direction. A support member 212 is provided at a substantially central portion of the pedal arm 211. The pedal arm 211 is rotatably attached by a support member 212 to a support shaft (not shown) extending in the horizontal direction from the main body frame 101 (FIG. 1). The other end of the pedal arm 211 is connected to the first link mechanism 220 as a connecting end 213.

  The first link mechanism 220 includes a link shaft 221, a rotating piece 230, and two connecting members LA and LB. A load sensor SE7 is provided at a substantially central portion of the link shaft 221. The load sensor SE7 is composed of, for example, an elastic type (strain gauge type, capacitance type, etc.) or magnetostrictive type load cell, and detects a tensile load and a compressive load acting on the link shaft 221.

  A connecting member LA is attached to one end 220 a of the link shaft 221. One end of the rotating piece 230 is rotatably connected to the connecting member LA. The other end of the rotating piece 230 is attached to the shift shaft 250 by a serration structure. Thereby, the rotating piece 230 rotates around the shift shaft 250 as the connecting member LA moves in the axial direction (vertical direction) of the link shaft 221.

  A connecting member LB is attached to the other end 220b of the link shaft 221. The other end 220b of the link shaft 221 is connected to the connecting end 213 of the pedal arm 211 via the connecting member LB.

  The driver performs a shift operation by depressing or kicking up the shift pedal 210 with the back step 120 as a fulcrum while the left step is on the back step 120.

  A return-type transmission system is applied to the shift mechanism 7 (FIG. 3) of this example. In the shift mechanism 7, for example, when the shift pedal 210 is kicked up, a shift-up operation from the second speed to the sixth speed is performed. Further, when the shift pedal 210 is depressed, a shift-up operation from neutral to the first speed or a shift-down operation from the sixth speed to the first speed is performed.

  Here, when the shift pedal 210 is kicked up by the driver's left foot FL2, as shown by a thick dashed line arrow SU1 in FIG. 5, the pedal arm 211 rotates counterclockwise around the support member 212.

  As a result, the connecting member LB is pulled downward as indicated by the thick dashed-dotted arrow SU2. That is, the other end 220b of the link shaft 221 is pulled downward.

  Thereby, the connecting member LA is pulled downward. Then, one end of the rotating piece 230 rotates counterclockwise about the shift shaft 250 as indicated by a thick dashed-dotted arrow SU3. In this way, the load applied to the shift pedal 210 is transmitted to the shift shaft 250. At this time, a tensile load acts on the link shaft 221. The tensile load is detected by the load sensor SE7 and is given to the ECU 50 in FIG. In the load sensor SE7, the detection value (voltage value) of the tensile load is 0 or a positive value.

  On the other hand, as indicated by the thick dotted arrow SD1 in FIG. 5, when the shift pedal 210 is depressed by the driver's left foot FL1, the pedal arm 211 rotates clockwise around the support member 212.

  Thereby, as shown by the thick dotted line arrow SD2, the connecting member LB is pushed upward. That is, the other end 220b of the link shaft 221 is pushed upward.

  Thereby, the connecting member LA is pushed upward. Then, as indicated by a thick dotted line arrow SD3, one end of the rotating piece 230 rotates around the shift shaft 250 in the clockwise direction. In this way, the load applied to the shift pedal 210 is transmitted to the shift shaft 250. At this time, a compressive load acts on the link shaft 221. The compressive load is detected by the load sensor SE7 and applied to the ECU 50 in FIG. In the load sensor SE7, the detection value (voltage value) of the compression load is 0 or a negative value.

  As described above, the detected value of the tensile load or the compressive load detected by the load sensor SE7 is given to the ECU 50 in FIG. The ECU 50 detects a shift operation by the driver when the absolute value of the detection value of the load sensor SE7 exceeds a predetermined value (hereinafter referred to as a load threshold) for a predetermined time or more, and detects the engine 107 described later. Perform output control. The output control of the engine 107 includes output adjustment and rotation speed maintenance adjustment described later.

(4) Engagement of the plurality of gears in the transmission As described with reference to FIG. 4, the slide gears (the transmission gears 5c1 and 5d2 in FIG. 4) of the plurality of transmission gears 5c and 5d have convex dogs 5f. The fixed gears of the plurality of transmission gears 5c and 5d (transmission gears 5c2 and 5d1 in FIG. 4) are formed with concave dog holes that engage with the dogs 5f.

  FIG. 6 is a diagram illustrating the relationship between the dog of the slide gear and the dog hole of the fixed gear. FIG. 6 schematically shows a cross-sectional view of a portion where the dogs and dog holes of the slide gear and the fixed gear are formed. Moreover, the part shown in FIG. 6 of a slide gear and a fixed gear shall move (rotate) in the direction shown by the arrow.

  6A shows a case where torque is applied from the crank 2 (FIG. 3) to the main shaft 5a (FIG. 3), and FIG. 6B shows torque applied from the main shaft 5a to the crank 2. Indicates the case.

  Hereinafter, the case where torque is applied from the crank 2 to the main shaft 5a (the state of FIG. 6A) is referred to as the driving state of the engine 107, and the opposite case (the state of FIG. 6B) is the engine. For example, the engine 107 is driven when the motorcycle 100 is accelerating, and the engine 107 is driven when the motorcycle 100 is decelerating. The driven state is a state where the engine brake is applied.

  As shown in FIG. 6, the fixed gear 51 is formed with a dog hole 52 having a trapezoidal cross section that becomes wider toward the bottom surface. Further, the slide gear 53 is formed with a dog 54 having an inverted trapezoidal cross section that becomes wider toward the tip.

  In the driving state of the engine 107, as shown in FIG. 6A, the side surface on the front side in the moving direction of the dog 54 contacts the side surface on the front side in the moving direction of the dog hole 52. Thereby, the torque of the slide gear 53 is transmitted to the fixed gear 51 via the dog 54. In this case, a large force (engagement force) is generated on the contact surface between the dog hole 52 and the dog 54. Therefore, it is difficult to move the slide gear 53 in the direction away from the fixed gear 51.

  In the driven state of the engine 107, the rear side surface in the moving direction of the dog 54 abuts on the rear side surface in the moving direction of the dog hole 52, as shown in FIG. As a result, the torque of the fixed gear 51 is transmitted to the slide gear 53 via the dog 54. As described above, since the engine brake is applied when the engine 107 is driven, the rotation of the fixed gear 51 is restricted by the slide gear 53. In this case, a large force (engagement force) is generated on the contact surface between the dog hole 52 and the dog 54. Therefore, it is difficult to move the slide gear 53 in the direction away from the fixed gear 51.

  In the present embodiment, the CPU 502 of the ECU 50 (FIG. 7) performs output adjustment and rotation speed maintenance adjustment of the engine 107, which will be described later, based on the detection values of the sensors SE0 to SE7.

  Thereby, the meshing between the dog hole 52 and the dog 54 can be released without disconnecting the clutch 3 (FIG. 3). That is, the fixed gear 51 and the slide gear 53 can be brought into the state shown in FIG.

  As a result, the slide gear 53 can be moved away from the fixed gear 51. As a result, the driver can smoothly shift the gear without disconnecting the clutch 3. That is, the clutchless shift can be performed smoothly.

(5) Relationship between Engine and Each Unit FIG. 7 is a diagram illustrating a schematic configuration of each unit related to the engine 107 and the output of the engine 107.

  As shown in FIG. 7, the engine 107 includes a cylinder 71, and a piston 72 is provided in the cylinder 71 so as to be movable up and down. A combustion chamber 73 is formed in the upper part of the cylinder 71. The combustion chamber 73 communicates with the outside of the engine 107 via an intake port 74 and an exhaust port 75.

  An intake valve 76 is provided at the opening end 74a on the downstream side of the intake port 74 so as to be opened and closed, and an exhaust valve 77 is provided at the opening end 75a on the upstream side of the exhaust port 75 so as to be opened and closed. The intake valve 76 and the exhaust valve 77 are driven by a normal cam mechanism. An ignition plug 78 for performing spark ignition in the combustion chamber 73 is provided on the upper portion of the combustion chamber 73.

  An intake pipe 79 is attached to the engine 107 so as to communicate with the intake port 74, and an exhaust pipe 118 is attached so as to communicate with the exhaust port 75. The intake pipe 79 is provided with an injector 108 for supplying fuel into the cylinder 71. An electronically controlled throttle valve (ETV) 82 is provided in the intake pipe 79.

  During operation of the engine 107, air is drawn into the combustion chamber 73 from the intake port 74 through the intake pipe 79, and fuel is supplied into the combustion chamber 73 by the injector 108. As a result, an air-fuel mixture is generated in the combustion chamber 73, and spark ignition is performed on the air-fuel mixture by the spark plug 78. Burned gas generated by the combustion of the air-fuel mixture in the combustion chamber 73 is discharged from the exhaust port 75 through the exhaust pipe 118.

  ECU 50 is provided with detection values of clutch sensor SE0, accelerator opening sensor SE1, crank sensor SE2, throttle sensor SE3, shift cam sensor SE4, main shaft sensor SE5, drive shaft sensor SE6 and load sensor SE7.

(6) Abnormality detection In the following description, the rotation angle of the shift cam 7b in FIG. 3 is referred to as a shift angle.

  As described above, the CPU 502 of the ECU 50 (FIG. 7) performs output adjustment and rotation speed maintenance adjustment of the engine 107, which will be described later, based on the detection values of the sensors SE0 to SE7. Therefore, if an abnormality such as a failure occurs in any of the sensors SE0 to SE7, the output adjustment and the rotation speed maintenance adjustment of the engine 107 cannot be performed accurately.

  Therefore, the CPU 502 of the ECU 50 performs an abnormality detection operation in parallel with an engine output control operation described later. The abnormality detection operation is performed to detect an abnormality that occurs in any of the crank sensor SE2, the shift cam sensor SE4, the main shaft sensor SE5, and the drive shaft sensor SE6 in FIG.

  In the abnormality detection operation, the on / off state of the separation flag is also set. The separation flag is used to determine whether or not to start rotation speed maintenance adjustment of the engine 107 described later. Details will be described later.

  For the abnormality detection operation, the relationship between the gear position and the gear ratio and the relationship between the gear position and the shift angle stored in advance in the RAM 504 are used. These relationships will be described.

(6-1) Relationship Between Gear Position and Gear Ratio FIG. 8A is a diagram illustrating an example of the relationship between the gear position and the gear ratio in the transmission 5. The relationship between the gear position and the gear ratio α is determined based on the shapes and combinations of the plurality of transmission gears 5c and 5d that constitute the transmission 5 of FIG.

  In the present embodiment, the transmission 5 is provided with first to sixth gear positions and a neutral position NS, and a range of the gear ratio α corresponding to each gear position is set.

  As shown in FIG. 8A, in this example, the gear position 1st speed is associated with a range of a gear ratio α that is greater than 2.244 and less than or equal to 3.666, and the gear position 2nd speed is greater than 1.804 and greater than 2.244. The following range of the gear ratio α is associated with the third gear position, and the range of the gear ratio α that is greater than 1.542 and less than or equal to 1.804 is associated.

  Further, a gear ratio α range greater than 1.353 and less than or equal to 1.542 is associated with the fourth gear position, and a gear ratio α range greater than 1.211 and less than or equal to 1.353 is associated with the fifth gear position. The gear ratio 6 is associated with a range of the gear ratio α that is greater than 1.090 and less than or equal to 1.211.

  Further, in this example, the neutral position NS is associated with a speed ratio α range greater than 3.666 and a speed ratio α range of 1.090 or less.

(6-2) Relationship between Gear Position and Shift Angle FIG. 8B is a diagram illustrating an example of the relationship between the gear position and the shift angle in the transmission 5. The relationship between the gear position and the shift angle β is determined based on the shapes of the first to third cam grooves d1 to d3 (FIG. 3) formed in the shift cam 7b of FIG.

  In the present embodiment, the transmission 5 is provided with first to sixth gear positions, and a range of the shift angle β corresponding to each gear position is set.

  As shown in FIG. 8B, in this example, the first gear position speed is associated with a range of shift angle β that is greater than 15 ° and 45 ° or less, and the second gear position speed is greater than 65 ° and less than 105 °. The range of β is associated, and the range of the shift angle β that is greater than 125 ° and less than or equal to 165 ° is associated with the third gear position.

  Further, a range of a shift angle β greater than 185 ° and less than or equal to 225 ° is associated with the fourth gear position, and a range of shift angle β greater than 245 ° and less than or equal to 285 ° is associated with the fifth gear position. A range of a shift angle β that is greater than 305 ° and less than or equal to 345 ° is associated with the sixth gear position.

  In the present embodiment, the range of the shift angle β associated with each of the first to sixth gear positions is referred to as a gear meshing range. In the gear meshing range, the fixed gear 51 (FIG. 6) of the transmission 5 and the slide gear 53 (FIG. 6) mesh with each other, so that the gear position of the transmission 5 is set to any one of the first to sixth speeds. .

  Here, in FIG. 8B, a plurality of separation positions NS1 to NS7 are set as gear positions when the fixed gear 51 (FIG. 6) and the slide gear 53 (FIG. 6) of the transmission 5 are not engaged with each other. The plurality of separation positions NS1 to NS7 are alternately set with respect to the first to sixth gear positions. The shift positions β outside the gear meshing range are associated with the separation positions NS1 to NS7.

  A shift angle β greater than 0 ° and less than or equal to 15 ° is associated with the separation position NS1, a range of shift angle β greater than 45 ° and less than or equal to 65 ° is associated with the separation position NS2, and 105 ° is associated with the separation position NS3. The range of the shift angle β that is greater than or equal to 125 ° is associated.

  Further, a range of a shift angle β that is greater than 165 ° and less than or equal to 185 ° is associated with the separation position NS4, and a range of a shift angle β that is greater than 225 ° and less than or equal to 245 ° is associated with the separation position NS4. NS6 is associated with a range of shift angle β greater than 285 ° and less than or equal to 305 °, and separated position NS7 is associated with a range of shift angle β greater than 345 ° and less than or equal to 360 ° (0 °).

(6-3) Relationship between Gear Ratio and Shift Angle As described above, the relationship between the gear position and the gear ratio α and the relationship between the gear position and the shift angle β are set, so that the gear ratio α and the shift angle are set. A relationship with the angle β is also set. Therefore, the RAM 504 stores the relationship between the gear position and the shift angle, the relationship between the gear position and the shift angle, and the relationship between the gear ratio α and the shift angle β. The abnormality detection operation is substantially performed based on the following relationship. FIG. 8C is a diagram illustrating an example of the relationship between the transmission gear ratio α and the shift angle β in the transmission 5.

  As shown in FIG. 8C, in this example, a range of the shift angle β that is greater than 2.244 and less than or equal to 3.666 is associated with a range of shift angle β that is greater than 15 ° and less than or equal to 45 °. Is also associated with a range of the shift angle β that is greater than 65 ° and less than or equal to 105 °, and is within the range of the gear ratio α that is greater than 1.542 and less than or equal to 1.804. A range of shift angle β that is greater than ° and less than or equal to 165 ° is associated.

  Further, a range of a shift angle β that is greater than 185 ° and less than or equal to 225 ° is associated with a range of a gear ratio α that is greater than 1.353 and less than or equal to 1.542, and a shift speed β that is greater than 1.211 and less than or equal to 1.353 The range of the ratio α is associated with the range of the shift angle β that is greater than 245 ° and less than or equal to 285 °, and the range of the transmission ratio α that is greater than 1.090 and less than or equal to 1.211 is greater than 305 ° and less than 345 °. The range of the shift angle β is associated.

  Further, the range of the gear ratio α greater than 3.666 and the range of the gear ratio α of 1.090 or less, the range of the shift angle β greater than 0 ° and 15 ° or less, and greater than 45 ° and 65 ° or less. Range of shift angle β, range of shift angle β greater than 105 ° and less than or equal to 125 °, range of shift angle β greater than 165 ° and less than or equal to 185 °, range of shift angle β greater than 225 ° and less than or equal to 245 ° , And a range of shift angle β greater than 285 ° and less than or equal to 305 ° and a range of shift angle β greater than 345 ° and less than or equal to 360 ° (0 °).

(6-4) Abnormality detection operation The abnormality detection operation by the CPU 502 will be described in detail. 9 to 11 are flowcharts showing an example of an abnormality detection operation by the CPU 502 of FIG. In this abnormality detection operation, abnormality detection of a plurality of sensors SE2, SE4, SE5, and SE6 (FIG. 7) is performed, and a separation flag for determining the start timing of rotation speed maintenance adjustment of the engine 107 described later. The setting process is performed. The rotation speed maintenance adjustment is performed when the driver performs a clutchless shift, that is, when the clutch 3 is in a connected state and the gears 51 and 53 (FIG. 6) of the transmission 5 are not engaged. .

  First, the CPU 502 determines whether or not the rotation speed maintenance adjustment of the engine 107 is performed in the output control operation of the engine 107 described later (step S99).

  Here, during the rotation speed maintenance adjustment of the engine 107, the rotation speed of the engine 107 is adjusted so as to be maintained within a target range described later. In this case, the gear position of the transmission 5 estimated based on the rotational speeds of the crank 2 (or the main shaft 5a) and the drive shaft 5b is the gear position of the transmission 5 estimated based on the rotation angle of the shift cam 7b. Match or close. If this state is maintained, it may be erroneously determined that the plurality of sensors SE2, SE4, SE5, and SE6 are abnormal although they are normal in step S125 described later. In order to prevent such an erroneous determination, the abnormality determination of the sensors SE2, SE4, SE5, and SE6 is not performed when the rotation speed maintenance adjustment is performed.

  Therefore, when the rotation speed maintenance adjustment is performed in step S99 described above, the CPU 502 waits until the rotation speed maintenance adjustment is completed. On the other hand, when the rotation speed maintenance adjustment is not performed, the CPU 502 determines whether or not the clutch 3 in FIG. 3 is in the connected state based on the detection value (voltage value) of the clutch sensor SE0 (step S100).

  Specifically, the CPU 502 determines whether or not the absolute value of the detection value of the clutch sensor SE0 is equal to or greater than a predetermined threshold value. When the absolute value of the detection value of the clutch sensor SE0 is equal to or greater than the threshold value, it is determined that the clutch 3 is in a disengaged state, and when the absolute value of the detection value of the clutch sensor SE0 is smaller than the threshold value, the clutch 3 is determined to be connected.

  Here, when the clutch 3 is in the disengaged state, the primary reduction ratio varies greatly. In the present embodiment, the primary reduction ratio is the reduction ratio between the main shaft 5a (FIG. 3) and the crank 2 (FIG. 3). In this case, the gear position of the transmission 5 cannot be accurately estimated in step S102 described later. Therefore, when the clutch 3 is in the disengaged state, it may be erroneously determined that the crank sensor SE2 and the main shaft sensor SE5 are abnormal in the process of step S104 described later, although the crank sensor SE2 and the main shaft sensor SE5 are normal. In order to prevent such erroneous determination, when the clutch 3 is in the disengaged state, the abnormality determination of the sensors SE2, SE4, SE5, and SE6 is not performed.

  Therefore, when the clutch 3 is in the disengaged state, the CPU 502 returns to the process of step S99. On the other hand, when the clutch 3 is in the engaged state, the CPU 502 detects the detection value (pulse interval) of the crank sensor SE2 in FIG. 7, the detection value (pulse interval) of the main shaft sensor SE5, and the detection value (pulse interval) of the drive shaft sensor SE6. ), The rotational speed of the crank 2, the rotational speed of the main shaft 5a, and the rotational speed of the drive shaft 5b are detected (step S101).

  In the following description, the rotation speed of the crank 2 is called a crank rotation speed, the rotation speed of the main shaft 5a is called a main shaft rotation speed, and the rotation speed of the drive shaft 5b is called a drive shaft rotation speed.

  Next, the CPU 502 calculates the transmission gear ratio α of the transmission 5 as the first transmission gear ratio based on the detected crank rotation speed and drive shaft rotation speed, and the transmission 5 estimated based on the first transmission gear ratio. Is obtained as the estimated gear position A (step S102).

  Specifically, the CPU 502 calculates the first gear ratio by further dividing the result obtained by dividing the crank rotational speed by the primary reduction ratio by the drive shaft rotational speed. Further, the CPU 502 acquires the estimated gear position A based on the calculated first gear ratio and the relationship between the gear position and the gear ratio α (FIG. 8A). The acquired estimated gear position A is stored in the RAM 504, for example.

  Further, the CPU 502 calculates the transmission gear ratio α of the transmission 5 as the second transmission gear ratio based on the detected main shaft rotation speed and drive shaft rotation speed, and the transmission 5 estimated based on the second transmission gear ratio. Is obtained as the estimated gear position B (step S103).

  Specifically, the CPU 502 calculates the second gear ratio by dividing the main shaft rotational speed by the drive shaft rotational speed. Further, the CPU 502 acquires the estimated gear position B based on the calculated second gear ratio and the above-described relationship between the gear position and the gear ratio α (FIG. 8A). The acquired estimated gear position B is stored in the RAM 504, for example.

  Then, the CPU 502 determines whether or not the acquired estimated gear positions A and B match (step S104). When the crank sensor SE2, the main shaft sensor SE5, and the drive shaft sensor SE6 are normal, the estimated gear positions A and B are set regardless of whether the gears 51 and 53 (FIG. 6) of the transmission 5 are engaged. Match.

  If the estimated gear positions A and B do not match, the CPU 502 proceeds to the process of step S190 described later, and detects the occurrence of an abnormality.

  On the other hand, when the estimated gear positions A and B match, the CPU 502 detects the rotation angle (shift angle β) of the shift cam 7b in FIG. 3 based on the detection value (voltage value) of the shift cam sensor SE4 (step S105).

  Subsequently, the CPU 502 determines whether or not the detected shift angle β is within the above-described gear meshing range (step S106).

  When the shift angle β is within the gear meshing range, the CPU 502 resets the value of the timer 505 in FIG. 7 to 0 (step S107) and stops the time measuring operation. When the shift angle β is within the gear meshing range, the gears 51 and 53 of the transmission 5 are regarded as meshing regardless of whether or not the shift cam sensor SE4 is normal. Note that the timer 505 in FIG. 7 starts the time counting operation by the process of step S123 described later. Therefore, when the process of step S123 described later is not performed, the value of the timer 505 is maintained in a 0 state.

  Further, the CPU 502 sets the separation flag set in the RAM 504 (FIG. 7) to an off state (step S108). Note that the separation flag is turned on by a process in step S130 described later. Therefore, when the process of step S130 described later is not performed, the separation flag is maintained in the off state.

  Thereafter, the CPU 502 acquires the estimated gear position C based on the detected shift angle β and the above-described relationship between the gear position and the shift angle β (FIG. 8B) (step S109). The acquired estimated gear position C is stored in the RAM 504, for example.

  Next, the CPU 502 determines whether or not the estimated gear positions A and B coincide with the estimated gear position C (step S110). At this time, the estimated gear positions A and B coincide. When the shift cam sensor SE4 is normal, the estimated gear positions A and B coincide with the estimated gear position C.

  If the estimated gear positions A and B do not match the estimated gear position C, the CPU 502 proceeds to the process of step S190 described later, and detects the occurrence of an abnormality.

  On the other hand, if the estimated gear positions A, B and the estimated gear position C match, the CPU 502 returns to the process of step S99. In other words, the CPU 502 repeats the processes of steps S99 to S110 when the gears 51 and 53 (FIG. 6) of the transmission 5 are engaged and all the sensors SE2, SE4, SE5, and SE6 are normal. Do.

  In step S106 described above, when the shift angle β is outside the gear meshing range, the CPU 502 acquires a separation position corresponding to the detected shift angle β, and determines a gear position close to the acquired separation position as an estimated gear position D. (Step S120). The estimated gear position D is a gear position that is estimated as the gear position of the transmission 5 after the gears 51 and 53 of the transmission 5 are shifted from the separated state to the meshed state.

  For example, when the detected shift angle β is 0 °, the CPU 502 acquires the separation position NS1, and also acquires the first gear position close to the separation position NS1 as the estimated gear position D (see FIG. 8A). When the detected shift angle β is 50 °, the CPU 502 acquires the separation position NS2, and also acquires the first and second gear positions close to the separation position NS2 as the estimated gear position D (FIG. 8A). reference). The acquired estimated gear position D is stored in the RAM 504, for example.

  Subsequently, the CPU 502 determines whether or not the estimated gear positions A and B acquired in steps S102 and S103 are included in the estimated gear position D acquired in step S120 (step S121).

  For example, when the estimated gear position D is the first speed, the CPU 502 determines whether the estimated gear positions A and B are the first speed. When the estimated gear position D is 1st speed and 2nd speed, the CPU 502 determines whether the estimated gear positions A and B are either 1st speed or 2nd speed.

  Here, when the estimated gear positions A and B are not included in the estimated gear position D, it is estimated that the crank rotational speed and the main shaft rotational speed have largely fluctuated with respect to the drive shaft rotational speed due to the output adjustment of the engine 107. The shift cam sensor SE4 is regarded as normal.

  Therefore, if the estimated gear positions A and B are not included in the estimated gear position D in step S121, the CPU 502 sets the separation flag set in the RAM 504 to the on state (step S130), and the process of step S99. Return to. When the separation flag is turned on, rotation speed maintenance adjustment of the engine 107 is started by an output control operation of the engine 107 described later.

  Here, at the time of the process of step S121, the clutch 3 is in the engaged state by the processes of steps S100 and S106, and the shift angle β detected by the shift cam sensor SE4 is outside the gear meshing range. In addition, the crank sensor SE2, the main shaft sensor SE5, and the drive shaft sensor SE6 are determined to be normal by the process of step S104. Thereby, the rotation speed maintenance adjustment of the engine 107 is appropriately started based on the detected values of the sensors SE2, SE4, SE5, and SE6 determined to be normal.

  On the other hand, when the estimated gear positions A and B are included in the estimated gear position D in step S121, two states are estimated. One of the two estimated states is a state where an abnormality has occurred in the shift cam sensor SE4. The other of the two estimated states is a state in which the estimated gear positions A and B are accidentally included in the estimated gear position D by the accelerator operation even though the shift cam sensor SE4 is normal. Therefore, the CPU 502 determines which state is occurring in the subsequent steps S122, S123, and S125.

  Note that the state in which the shift cam sensor SE4 estimated here is abnormal means that the function is stopped in a state in which the shift cam sensor SE4 detects the shift angle β corresponding to any one of the separation positions NS1 to NS7, for example. It is in a state.

  First, the CPU 502 determines whether or not the value of the timer 505 is 0 (step S122). Then, when the timer 505 is 0, the CPU 502 starts the time counting operation of the timer 505 (step S123), and proceeds to the process of step S125. On the other hand, when the value of the timer 505 is not 0, that is, when the timer 505 is in a timing operation, the CPU 502 proceeds to the process of step S125.

  In step S125, the CPU 502 determines whether or not the value of the timer 505 has reached a predetermined time. The predetermined time is set to 10 sec, for example. When the value of the timer 505 has not reached the predetermined time, the CPU 502 returns to the process of step S99.

  Here, as described above, during the process of step S121, the shift angle β detected by the shift cam sensor SE4 is out of the gear meshing range because the clutch 3 is in the engaged state by the processes of steps S100 and S106. In addition, the crank sensor SE2, the main shaft sensor SE5, and the drive shaft sensor SE6 are determined to be normal by the process of step S104.

  Therefore, when the above-described abnormality occurs in the shift cam sensor SE4, there is a state in which the detected shift angle β is outside the gear meshing range even if the gears 51 and 53 of the transmission 5 are actually meshed. Maintained. In this case, the CPU 502 repeats the processes of steps S99 to S106 and S120 to S122 by the process of step S125.

  As a result, after the series of processes described above is repeated, the CPU 502 detects an abnormality by determining that an abnormality has occurred in the shift cam sensor SE4 when the value of the timer 505 reaches a predetermined time (step S190). . Thereafter, the CPU 502 returns to the process of step S99.

  On the other hand, if the estimated gear positions A and B are included in the estimated gear position D because the fluctuations in the crank rotational speed and the main shaft rotational speed are accidentally reduced despite the shift cam sensor SE4 being normal, the gear shift is performed. The gears 51 and 53 of the machine 5 are considered to mesh smoothly in a short time. In this case, the value of the timer 505 is reset to 0 by the process of step S107 before reaching the predetermined time (10 sec) in step S125.

  On the contrary, when the gears 51 and 53 of the transmission 5 do not mesh in a short time, it is considered that the crank rotation speed and the main shaft rotation speed fluctuate greatly with respect to the drive shaft rotation speed in a short time.

  That is, when the estimated gear positions A and B are included in the estimated gear position D because the fluctuations in the crank rotational speed and the main shaft rotational speed are accidentally reduced even though the shift cam sensor SE4 is normal, the shift is performed. The gears 51 and 53 of the machine 5 are separated. Therefore, the crank 2 and the main shaft 5a are in a state of fluctuating regardless of the drive shaft 5b. In this case, when the accelerator grip 106 is operated by the driver, the calculation results of the first and second gear ratios are likely to fluctuate greatly. For this reason, the state where the calculation results of the first and second gear ratios do not vary greatly cannot be continued for a predetermined time (10 sec).

  Therefore, when the gears 51 and 53 of the transmission 5 do not mesh in a short time, the shift cam sensor SE4 is normal by the process of step S121 before the value of the timer 505 reaches the predetermined time (10 sec) in step S125. It is considered to be. Note that the value of the timer 505 is reset to 0 by the process of step S107 when the gears 51 and 53 of the transmission 5 are engaged.

  In step S190 described above, the CPU 502 can also specify a sensor in which an abnormality has occurred. For example, if the estimated gear positions A and B do not match in step S104, the CPU 502 can determine that an abnormality has occurred in the crank sensor SE2, the main shaft sensor SE5, or the drive shaft sensor SE6. Further, when the estimated gear positions A and B and the estimated gear position C do not match in step S110, the CPU 502 can determine that an abnormality has occurred in the shift cam sensor SE4. Further, the CPU 502 can determine that an abnormality has occurred in the shift cam sensor SE4 when the value of the timer 505 reaches a predetermined time in step S125.

  In the above abnormality detection operation, it is preferable to add the following processing. As described above, the estimated gear position C is acquired based on the detected shift angle in step S109, and the estimated gear position D is acquired based on the detected shift angle in step S120.

  Theoretically, the shift angle changes stepwise during the shift operation by the driver. Accordingly, when the estimated gear position C acquired in step S109 is stored in the RAM 504, the CPU 502 determines whether or not at least one of the estimated gear positions C and D is stored in the RAM 504 in advance.

  When both the estimated gear positions C and D are not stored in the RAM 504, the CPU 502 stores the acquired estimated gear position C in the RAM 504, and proceeds to subsequent processing (step S110).

  When at least one of the estimated gear positions C and D is stored in the RAM 504, the CPU 502 compares the acquired estimated gear position C with the estimated gear position C or the estimated gear position D stored in the RAM 504 in advance. To do. If the acquired estimated gear position C matches or approaches the estimated gear position C or estimated gear position D stored in the RAM 504 in advance, the CPU 502 proceeds to subsequent processing (step S110). When the estimated gear position C does not coincide with or approaches the estimated gear position C or estimated gear position D stored in the RAM 504 in advance, the CPU 502 proceeds to the process of step S190.

  Similarly to the above, when storing the estimated gear position D acquired in step S120 in the RAM 504, the CPU 502 determines whether or not at least one of the estimated gear positions C and D is stored in the RAM 504 in advance. .

  When both the estimated gear positions C and D are not stored in the RAM 504, the CPU 502 stores the acquired estimated gear position D in the RAM 504, and proceeds to subsequent processing (step S121).

  When at least one of the estimated gear positions C and D is stored in the RAM 504, the CPU 502 compares the acquired estimated gear position D with the estimated gear position C or the estimated gear position D previously stored in the RAM 504. To do. When the acquired estimated gear position D matches or approaches the estimated gear position C or estimated gear position D stored in the RAM 504 in advance, the CPU 502 proceeds to subsequent processing (step S121). When the estimated gear position D does not coincide with or close to the estimated gear position C or the estimated gear position D stored in the RAM 504 in advance, the CPU 502 proceeds to the process of step S190.

  By adding these processes, when an abnormality occurs in the shift cam sensor SE4, when the detected value of the shift cam sensor SE4 fluctuates momentarily (for example, an angle greater than 90 °), the abnormality is reliably detected. It becomes possible to do.

  Thereby, in step S121, the CPU 502 is prevented from proceeding to step S130 in a state where an abnormality has occurred in the shift cam sensor SE4. As a result, it is possible to prevent the rotation speed maintaining adjustment of the engine 107 from being performed when an abnormality has occurred in the shift cam sensor SE4.

  According to the relationship between the gear position and the gear ratio α in FIG. 8A, the range of the gear ratio α of 1.090 or less and the range of the gear ratio α larger than 3.666 are associated with the gear position. It has not been.

(6-5) Summary of Abnormality Detection Operation The abnormality detection operation according to the above flowchart is summarized below.

(A) When the rotational speed maintenance adjustment is performed When the rotational speed maintenance adjustment of the engine 107 is performed, the subsequent processing is not performed by the processing of step S99. That is, the abnormality determination of the plurality of sensors SE2, SE4, SE5, SE6 (FIG. 7) is not performed.

(B) When rotation speed maintenance adjustment is not performed and the clutch 3 is in a disengaged state In this case, the subsequent processing is not performed by the processing of step S100. That is, the abnormality determination of the plurality of sensors SE2, SE4, SE5, SE6 (FIG. 7) is not performed.

(C) When the rotation speed maintenance adjustment is not performed and the clutch is in the engaged state In this case, in the above flowchart, first, in the process of step S104, the crank sensor SE2, the main shaft sensor SE5, and the drive shaft sensor SE6 It is determined whether or not at least one abnormality has occurred.

  Next, when the shift angle β detected by the shift cam sensor SE4 is within the gear meshing range, it is determined whether or not an abnormality has occurred in the shift cam sensor SE4 by the process of step S110.

  On the other hand, when the shift angle β detected by the shift cam sensor SE4 is out of the gear meshing range, it is determined whether or not an abnormality has occurred in the shift cam sensor SE4 by the processes of steps S121 and S125.

  If it is determined in step S121 that there is no abnormality in the shift cam sensor SE4, the separation flag for performing the rotation speed maintenance adjustment of the engine 107 is set to the on state by the process in step S130.

(7) Engine output control In the present embodiment, the CPU 502 of the ECU 50 adjusts the throttle opening of the ETV 82 based on the detected value of the accelerator opening sensor SE1 during normal operation. Thereby, the output of the engine 107 is adjusted to a value corresponding to the accelerator opening. The relationship between the accelerator opening and the throttle opening (engine output) is stored in the ROM 503 or RAM 504 in FIG.

  Further, the CPU 502 determines whether or not an abnormality has occurred in the plurality of sensors SE2, SE4, SE5, and SE6 (FIG. 7) by the abnormality detection operation, and when no abnormality is detected, the CPU 502 uses the detected value of the load sensor SE7. Based on this, the shift operation of the driver is detected. When detecting the driver's shift operation, the CPU 502 adjusts the output of the engine 107 by increasing or decreasing the output of the engine 107 by a predetermined amount with respect to the output corresponding to the accelerator opening (engine 107 output adjustment).

  Further, the CPU 502 adjusts the rotation speed of the engine 107 so that the rotation speed of the engine 107 is maintained within a target range described later when the separation flag is turned on in the above-described abnormality detection operation (engine 107). Rotation speed maintenance adjustment).

  The separation flag is set to the on state by the abnormality detection operation when the relationship (difference or ratio) between the rotational speed of the crank 2 (main shaft 5a) and the rotational speed of the drive shaft 5b greatly fluctuates during output adjustment of the engine 107, for example. Is done.

  The separation flag is used when the relationship between the rotational speed of the crank 2 (main shaft 5a) and the rotational speed of the drive shaft 5b is kept constant, and when the output of the engine 107 is adjusted, the crank 2 (main shaft 5a) rotates. When the relationship between the speed and the rotational speed of the drive shaft 5b changes within a certain range, the OFF state is set by the abnormality detection operation.

  Therefore, the rotation speed maintenance adjustment of the engine 107 is started when the relationship between the rotation speed of the crank 2 (main shaft 5a) and the rotation speed of the drive shaft 5b greatly varies during the output adjustment of the engine 107.

  For example, the CPU 502 stops spark ignition of the air-fuel mixture by the spark plug 78 (FIG. 7), retards the ignition timing, or reduces the throttle opening of the ETV 82 (FIG. 7). The output or rotation speed of the engine 107 is reduced. Further, the CPU 502 increases the output or rotational speed of the engine 107 by increasing the throttle opening of the ETV 82, for example.

  Hereinafter, output adjustment and rotation speed maintenance adjustment of the engine 107 by the CPU 502 will be described in detail.

  12 to 14 are flowcharts showing the control operation of the CPU 502 of FIG. The following control operation is repeatedly performed when the clutch 3 in FIG. 3 is in the engaged state.

  First, the CPU 502 determines whether or not an abnormality is detected by an abnormality detection operation performed in parallel with this control operation (step S200). When an abnormality is detected, the CPU 502 ends the control operation.

  When no abnormality is detected, the CPU 502 determines whether or not the traveling speed of the motorcycle 100 is equal to or higher than a predetermined value based on the detection value of the drive shaft sensor SE6 (step S201). As described above, the abnormality detection operation is repeatedly performed regardless of whether or not an abnormality is detected in the sensors SE2, SE4, SE5, and SE6. For this reason, even if an abnormality is temporarily detected due to the influence of electrical noise or the like in the process of step S190 (FIG. 9), it is determined that the sensors SE2, SE4, SE5, and SE6 are normal during the next abnormality detection operation. If it is determined, the CPU 502 proceeds to the process of step S201.

  In step S201, the predetermined value is, for example, 15 km / h. When the traveling speed of the motorcycle 100 is lower than the predetermined value, the CPU 502 ends the control operation.

  When the traveling speed of the motorcycle 100 is equal to or higher than the predetermined value, the CPU 502 determines whether or not the shift angle β is within the gear meshing range based on the detection value of the shift cam sensor SE4 (steps S202 and S203). As described above, the gear meshing range is the rotation angle (shift angle β) of the shift cam 7b when the fixed gear 51 and the slide gear 53 of the transmission 5 are meshed (that is, when the transmission 5 is meshed). Range.

  When the shift angle β is within the gear engagement range (that is, when the transmission 5 is in the engagement state), the CPU 502 performs a shift operation based on the detection value of the load sensor SE7 (FIG. 3). It is determined whether or not (step S204). In step S204, as described above, the CPU 502 determines that a shift operation has been performed by the driver when the absolute value of the detection value of the load sensor SE7 exceeds the load threshold value for a predetermined time or more. The load threshold is set in advance based on the configuration of the shift mechanism 7 of FIG. 3 and stored in the RAM 504 (FIG. 7). The time during which the absolute value of the detection value of the load sensor SE7 exceeds the load threshold is measured by the timer 505 (FIG. 7).

  When the shift operation is performed by the driver, the CPU 502 determines whether or not the shift operation is a shift-up operation (step S205). In this step S205, when the detection value of the load sensor SE7 is a positive value, the CPU 502 determines that a shift-up operation has been performed by the driver, and the detection value of the load sensor SE7 is a negative value. It is determined that a downshift operation has been performed by the driver.

  When a shift-up operation is performed by the driver, the CPU 502 decreases the output of the engine 107 (step S206). Specifically, the output of engine 107 is set lower than a value determined based on the accelerator opening (output adjustment of engine 107). When the output of the engine 107 is reduced in the process of step S206, the meshing force acting between the fixed gear 51 (FIG. 6) and the slide gear 53 (FIG. 6) is reduced. Thereby, the fixed gear 51 and the slide gear 53 can be made into the state shown in FIG.6 (c). As a result, the driver can easily release the meshing between the fixed gear 51 and the slide gear 53.

  Next, as shown in FIG. 14, the CPU 502 determines whether or not the fixed gear 51 and the slide gear 53 are completely meshed (step S207). In step S207, the CPU 502 determines the meshing between the fixed gear 51 and the slide gear 53 based on the detection value of the shift cam sensor SE4. Specifically, the CPU 502 determines that the fixed gear 51 and the slide gear 53 are completely engaged when the shift angle β detected by the shift cam sensor SE4 is within the above-described gear engagement range.

  When the fixed gear 51 and the slide gear 53 are completely meshed, the CPU 502 determines whether or not the gear shift is completed (step S208). Specifically, the CPU 502 determines whether or not the gear shift of the transmission 5 has been completed based on the detection value of the shift cam sensor SE4. When the gear shift is completed, the CPU 502 ends the control operation.

  The determination as to whether or not the gear shift of the transmission 5 has been completed is performed, for example, as follows.

  CPU 502 determines in advance the gear position of transmission 5 after the completion of the gear shift based on the determination result in step S205. Specifically, when the driver performs a shift-up operation, CPU 502 determines the gear position that is one step higher than the gear position of transmission 5 in step S205 as the gear position of transmission 5 after the completion of the gear shift. . Further, when a downshift operation is performed by the driver, the CPU 502 determines the gear position one step lower than the gear position of the transmission 5 in step S205 as the gear position of the transmission 5 after the gear shift is completed.

  Then, the CPU 502 stores the range of the shift angle β corresponding to the determined gear position in the RAM 504 (FIG. 7). Thereby, the CPU 502 determines whether or not the gear shift is completed by determining whether or not the detection value detected by the shift cam sensor SE4 in step S208 is within the range of the stored shift angle β.

  When it is determined in step S204 of FIG. 12 that the shift operation is not performed by the driver, the CPU 502 ends the control operation.

  When it is determined in step S205 of FIG. 13 that the downshift operation has been performed by the driver, the CPU 502 increases the output of the engine 107 (step S209). Specifically, the output of engine 107 is set higher than a value determined based on the accelerator opening (output adjustment of engine 107). By increasing the output of the engine 107 in the process of step S209, the meshing force acting between the fixed gear 51 (FIG. 6) and the slide gear 53 (FIG. 6) is reduced. Thereby, the fixed gear 51 and the slide gear 53 can be made into the state shown in FIG.6 (c). As a result, the driver can easily release the meshing between the fixed gear 51 and the slide gear 53.

  When it is determined in step S207 in FIG. 14 that the meshing between the fixed gear 51 and the slide gear 53 is not complete (that is, when the transmission 5 is in the separated state), the CPU 502 is set in the RAM 504 (FIG. 7). It is determined whether or not the separation flag is on (step S210).

  When the separation flag is on, the CPU 502 performs rotation speed maintenance adjustment of the engine 107 (step S211). Specifically, the CPU 502 calculates a target range by the following method, and controls the ETV 82 (FIG. 7), the injector 108 (FIG. 7), and the like so that the rotational speed of the engine 107 is maintained within the target range. . In the following description, the fact that the fixed gear 51 and the slide gear 53 do not mesh after the output adjustment of the engine 107 is performed is referred to as a shift error. The state of the motorcycle 100 when a shift error has occurred is referred to as a shift error state. The target range is a range from the target range lower limit value to the target range upper limit value.

Target range lower limit value = Upper estimated rotational speed + ((Lower estimated rotational speed) − (Upper estimated rotational speed)) × A (1a)
Target range upper limit = upper side estimated rotational speed + ((lower stage estimated rotational speed) − (upper stage estimated rotational speed)) × B (1b)
The coefficient A in the equation (1a) is a value greater than 0 and less than 1, and the coefficient B in the equation (1b) is a value greater than 0 and less than 1 and greater than or equal to A.

  The upper stage estimated rotational speed in the above formulas (1a) and (1b) is the assumption that the gear position of the transmission 5 is set to the upper stage (high speed) side from the shift miss state when the motorcycle 100 in the shift miss state is set. This is the rotational speed of the engine 107 that can maintain the speed.

  For example, if a shift error occurs when the gear position of the transmission 5 is shifted from 1st gear to 2nd gear or 2nd gear to 1st gear, the transmission 100 maintains the speed of the motorcycle 100 in the shift error state. The rotational speed of the engine 107 that can set the fifth gear position to the second speed is the upper stage estimated rotational speed.

  Similarly, the lower stage estimated rotational speed in the above formulas (1a) and (1b) means that the gear 100 of the transmission 5 is set to the lower stage (low speed) side and the motorcycle 100 in a shift miss state is assumed. This is the rotational speed of the engine 107 that can maintain the speed.

  For example, if a shift error occurs when the gear position of the transmission 5 is shifted from 1st gear to 2nd gear or 2nd gear to 1st gear, the transmission 100 maintains the speed of the motorcycle 100 in the shift error state. The rotational speed of the engine 107 that can set the fifth gear position to the first speed is the lower estimated rotational speed.

  The upper stage estimated rotational speed is calculated by the CPU 502 using the following equation (2). Further, the lower side estimated rotational speed is calculated by the CPU 502 using the following equation (3).

Upper stage estimated rotational speed = drive shaft rotational speed × upper stage speed ratio × primary reduction ratio (2)
Lower stage estimated rotational speed = Drive shaft rotational speed x Lower stage speed ratio x Primary reduction ratio (3)
The drive shaft rotational speed in the above formulas (2) and (3) is detected by the drive shaft sensor SE6 (FIG. 7). In addition, the upper gear ratio in the above formula (2) is the gear ratio α of the transmission 5 when the gear position is set to the upper gear side. For example, when a shift error occurs when the gear position of the transmission 5 is shifted from the first speed to the second speed or from the second speed to the first speed, the gear ratio α of the transmission 5 at the second speed is the upper gear ratio. It becomes.

  Similarly, the lower gear ratio in the above equation (3) is the gear ratio α of the transmission 5 when the gear position is set to the lower gear side. For example, when a shift error occurs when the gear position of the transmission 5 is shifted from the first speed to the second speed or from the second speed to the first speed, the gear ratio α of the transmission 5 at the first speed is the lower gear ratio. It becomes.

  As described above, the target range is set to a predetermined range between the upper estimated rotational speed and the lower estimated rotational speed.

  As will be described later, the target range lower limit value is obtained by adding a value of 30% or more of the difference between the lower stage estimated rotational speed and the upper stage estimated rotational speed (hereinafter simply referred to as a difference) to the upper stage estimated rotational speed. The target range upper limit value is preferably a value obtained by adding a value equal to or less than 70% of the difference to the upper estimated rotational speed.

  The target range lower limit value is more preferably a value obtained by adding a value of 40% or more of the difference to the upper estimated rotational speed, and the target range upper limit value is a value of 60% or less of the difference. More preferably, it is a value calculated by the estimated side rotation speed.

  That is, the coefficient A in the formula (1a) is preferably 0.30 or more, and the coefficient B in the formula (1b) is preferably 0.70 or less. Further, the coefficient A in the above formula (1a) is more preferably 0.40 or more, and the coefficient B in the above formula (1b) is more preferably 0.60 or less.

  For example, both coefficient A and coefficient B may be 0.5. In this case, the rotational speed of the engine 107 is maintained at an intermediate value between the lower estimated rotational speed, the upper estimated rotational speed, and the intermediate value. The rotational speed of engine 107 may be maintained at another value between the lower estimated rotational speed and the upper estimated rotational speed.

  Next, as in step S207, the CPU 502 determines whether or not the fixed gear 51 and the slide gear 53 are completely meshed (step S212). When the fixed gear 51 and the slide gear 53 are completely meshed, the CPU 502 ends the control operation.

  If the fixed gear 51 and the slide gear 53 are not completely engaged in step S212, the CPU 502 repeats the processes in steps S211 and S212 until the fixed gear 51 and the slide gear 53 are completely engaged. By providing the process of step S212, the shift change can be completed with certainty.

  In the present embodiment, as shown in the above formulas (1a) and (1b), a predetermined range between the upper stage estimated rotational speed and the lower stage estimated rotational speed is calculated as the target range. . Thereby, even if the gear position of the transmission 5 is set to either the upper stage side or the lower stage side after a shift error, it is possible to prevent the speed of the motorcycle 100 from changing greatly. As a result, the occurrence of shift shock is prevented, and the traveling feeling of the motorcycle 100 is prevented from being lowered.

  When the separation flag is in the off state in step S210 in FIG. 14, the CPU 502 returns to the process in step S207.

  When it is determined in step S208 in FIG. 14 that the gear shift is not completed, that is, when the fixed gear 51 and the slide gear 53 are completely meshed without changing the gear position of the transmission 5, the CPU 502 It is determined whether or not a predetermined time (for example, 200 msec) has elapsed since the driver's shift operation was detected in step S204 of FIG. 12 (step S213).

  If the predetermined time has elapsed, the CPU 502 ends the control operation. If the predetermined time has not elapsed in step S213, the CPU 502 returns to the process of step S205 in FIG.

  In step S203 of FIG. 12, when the shift angle β is not within the gear meshing range (that is, when the fixed gear 51 of the transmission 5 and the slide gear 53 are not meshed), the CPU 502 sets the RAM 504 (FIG. 7). It is determined whether or not the set separation flag is in an on state (step S214).

  If the separation flag is on, the CPU 502 proceeds to the process of step S211. On the other hand, when the separation flag is in the off state, the CPU 502 ends the control operation.

(8) Effects (a) In the present embodiment, an abnormality detection operation is performed to detect abnormality of the crank sensor SE2, the shift cam sensor SE4, the main shaft sensor SE5, and the drive shaft sensor SE6.

  When an abnormality is detected by the abnormality detection operation, output adjustment of the engine 107 and rotation speed maintenance adjustment by the CPU 502 are prohibited. Thereby, it is possible to prevent the output adjustment and the rotation speed maintenance adjustment of the engine 107 from being erroneously performed when the transmission 5 is not in the separated state. Accordingly, it is possible to prevent a decrease in travel feeling of the motorcycle 100.

  On the other hand, when the driver performs a shift-up operation or a shift-down operation in a state where no abnormality is detected, the output of the engine 107 is reduced or increased by the CPU 502 (output adjustment of the engine 107). As a result, the meshing force acting between the fixed gear 51 and the slide gear 53 is reduced, so that the driver can smoothly perform a clutchless shift.

  (B) When the transmission 5 is in an engaged state, the gear position estimated based on the gear ratio α and the gear position estimated based on the shift angle β are compared to determine whether or not they match. By doing so, it is considered that the abnormality of the shift cam sensor SE4 can be detected.

  However, when a shift operation is performed by the driver, the transmission 5 shifts in the order of the meshed state, the separated state, and the meshed state, and the gear position changes between the meshed states before and after the shift operation. Therefore, when the transmission 5 is in the separated state, the gear position of the transmission 5 cannot be specified based on the shift angle β. Therefore, in the above-described method, when the transmission 5 is in the separated state, it may be erroneously determined that the shift cam sensor SE4 is abnormal although it is normal.

  On the other hand, in the abnormality detection operation, when the shift angle β is out of the gear meshing range, the estimated gear position D is acquired and the estimated gear positions A and B are included in the estimated gear position D. Is continued for a predetermined time, so that an abnormality of the shift cam sensor SE4 is detected. This prevents the normal shift cam sensor SE4 from being erroneously determined to be abnormal.

  (C) When the transmission 5 is engaged, the gear position of the transmission 5 can be estimated based on the shift angle β. Thereby, in the abnormality detection operation, the estimated gear position C is acquired based on the shift angle β detected when the shift angle β is within the gear meshing range.

  Then, it is determined whether or not the estimated gear positions A and B match the estimated gear position C. Thereby, it is accurately determined whether or not shift cam sensor SE4 is abnormal.

  (D) When the clutch 3 is in a disconnected state, the rotation of the crank 2 of the transmission 5 is not transmitted to the main shaft 5a and the drive shaft 5b of the transmission 5. As a result, the crank rotational speed and the main shaft rotational speed or the drive shaft rotational speed individually change regardless of the transmission gear ratio α of the transmission 5.

  Therefore, the gear ratio α of the transmission 5 cannot be estimated. Therefore, when the clutch 3 is in the disengaged state, the process for determining whether or not an abnormality has occurred in the plurality of sensors SE2, SE4, SE5, and SE6 is not performed. Thereby, it is prevented that each sensor SE2, SE4, SE5, SE6 is normal but erroneously determined to be abnormal.

  (E) When a shift error occurs in the transmission 5, the CPU 502 performs the rotation speed maintenance adjustment of the engine 107. Specifically, the rotational speed of the engine 107 is in a shift error state so that the change in the speed of the motorcycle 100 becomes small regardless of whether the gear position of the transmission 5 is set to the upper side or the lower side after a shift error occurs. The rotational speed of the engine 107 that can maintain the speed of the motorcycle 100 is adjusted. Thereby, it is possible to prevent a shift shock from occurring in the motorcycle 100. As a result, a decrease in travel feeling of the motorcycle 100 is prevented.

  (F) Further, since the rotational speed of the engine 107 is maintained within the target range, the engine 107 can be rotated even when the driver erroneously determines that the shift change has ended and operates the accelerator greatly. It is possible to prevent the speed from increasing according to the accelerator opening. Thereby, it is possible to prevent a shift shock that is not expected by the driver from occurring in the motorcycle 100. As a result, a decrease in travel feeling of the motorcycle 100 is further prevented.

  (G) Further, when the motorcycle 100 is stopped or slowing down, the rotation speed maintenance adjustment of the engine 107 is not performed. Thereby, when the motorcycle 100 is stopped or slowing down, it is possible to prevent the engine 107 from stalling due to a significant decrease in the rotational speed of the engine 107, that is, the engine 107 from being stopped.

(9) Modification In the above embodiment, the output of the engine 107 is lowered when the driver performs an upshifting operation of the transmission 5, and the driver performs a downshifting operation of the transmission 5. The output of the engine 107 is sometimes increased, but the output adjustment method of the engine 107 is not limited to the above example.

  For example, a torque sensor may be provided in the transmission 5 or the engine 107, and the output of the engine 107 may be adjusted based on the detected value of the torque sensor. For example, when torque is transmitted from the engine 107 to the transmission 5, the output of the engine 107 is decreased, and when torque is transmitted from the transmission 5 to the engine 107, the output of the engine 107 is increased. May be.

  In the above embodiment, the target range is calculated by the CPU 502, but the target range determined based on the drive shaft rotation speed and the gear position may be stored in the RAM 504 in advance.

  Moreover, in the said embodiment, although driver | operator's shift operation is detected using load sensor SE7, it is not limited to this. For example, the driver's shift operation may be detected using a load switch, or the driver's shift operation may be detected based on a displacement amount of a predetermined member of the shift mechanism 7 of FIG.

  Furthermore, in the above-described embodiment, it is determined whether or not the fixed gear 51 and the slide gear 53 are completely meshed using the detection value of the shift cam sensor SE4, but the present invention is not limited to this. For example, a switch that is individually turned on or off according to the rotation angle of the shift cam 7b is provided for each gear stage, and whether or not the fixed gear 51 and the slide gear 53 are completely engaged based on the state of those switches is determined. It may be determined.

  In the above embodiment, the upper-stage estimated rotational speed and the lower-stage estimated rotational speed are calculated using the drive shaft rotational speed detected by the drive shaft sensor SE6. However, the present invention is not limited to this. For example, since the rotational speed of the front wheel 104 or the rear wheel 115 is substantially the same as the rotational speed of the drive shaft 5b, a wheel shaft rotational speed sensor for detecting the rotational speed of the front wheel 104 or the rear wheel 115 is provided to rotate the wheel shaft. The upper stage estimated rotational speed and the lower stage estimated rotational speed may be calculated using the detection value of the speed sensor.

  In the above embodiment, the traveling speed of the motorcycle 100 is calculated using the detection value of the drive shaft sensor SE6. However, the present invention is not limited to this. For example, a wheel shaft rotation speed sensor that detects the rotation speed of the front wheel 104 or the rear wheel 115 may be provided, and the traveling speed of the motorcycle 100 may be calculated using the detection value of the wheel shaft rotation speed sensor.

  As described above, the target range lower limit value is preferably a value obtained by adding a value of 30% or more of the difference to the upper estimated rotational speed, and a value of 40% or more of the difference as the upper estimated rotational speed. It is more preferable to use the added value. The target range upper limit value is preferably a value obtained by adding a value of 70% or less of the difference to the upper estimated rotational speed, and a value obtained by adding a value of 60% or less of the difference to the upper estimated rotational speed. It is more preferable to use The grounds are shown below.

  FIG. 15 is a diagram showing the relationship among the target rotational speed, the shift shock generated in the motorcycle 100, and the meshing state of the fixed gear 51 and the slide gear 53. FIG. 15 shows the results obtained by experiments.

  The numerical value displayed in the column of the target rotational speed in FIG. 15 indicates the ratio of the difference (difference between the lower estimated rotational speed and the upper estimated rotational speed) added to the upper estimated rotational speed.

  Further, “◯” shown in the column of the shift shock in FIG. 15 indicates that a shock of 0.1 G (gravity acceleration) or more is automatically generated when the gear position of the transmission 5 is set to the upper side or the lower side from the shift error state. This indicates that no occurrence occurred in the motorcycle 100.

  Further, “Δ” shown in the column of the shift shock in FIG. 15 indicates that a shock of 0.1 G or more and less than 0.15 G is automatically generated when the gear position of the transmission 5 is set to the upper stage side or the lower stage side from the shift miss state. It shows that the problem occurred in the motorcycle 100.

  Further, “x” shown in the shift shock column of FIG. 15 indicates that a shock of 0.15 G or more is generated in the motorcycle 100 when the gear position of the transmission 5 is set to the upper stage side or the lower stage side from a shift miss state. Indicates that

  Further, “◯” shown in the meshing state column of FIG. 15 indicates that when an experiment for setting the gear position of the transmission 5 to the upper side or the lower side from the shift error state is repeated 10,000 times for each target rotational speed, It shows that the fixed gear 51 (FIG. 4) and the slide gear 53 (FIG. 4) are completely meshed within 100 msec in all 10,000 experiments.

  Further, “Δ” shown in the engagement state column of FIG. 15 indicates that the number of times that it took 100 msec or more and less than 150 msec until the fixed gear 51 and the slide gear 53 are completely engaged in the above-described experiment is two or more times. It shows that. In the case of “Δ”, it took no more than 150 msec for the fixed gear 51 and the slide gear 53 to completely engage with each other.

  In addition, “x” shown in the engagement state column in FIG. 15 indicates that the number of times that it took 150 msec or more to complete engagement between the fixed gear 51 and the slide gear 53 in the above experiment was two or more. Indicates.

  As shown in FIG. 15, when a value obtained by adding a value of 30% to 70% of the difference to the upper estimated rotational speed is used as the target rotational speed, the shift shock generated in the motorcycle 100 is small and fixed. The meshing state of the gear 51 and the slide gear 53 was good.

  Further, when a value obtained by adding a value of 40% to 60% of the difference to the estimated upper rotational speed is used as the target rotational speed, the shift shock generated in the motorcycle 100 is further reduced and the fixed gear 51 and the slide are slid. The meshing state with the gear 53 was further improved.

  As a result, it is preferable to use a range obtained by adding a range in the range of 30% to 70% of the difference to the upper estimated rotation speed as the target range, and a range in the range of 40% to 60% of the difference. It is more preferable to use a range added to the upper side estimated rotational speed.

  The shift shock was detected by measuring a change in gravitational acceleration during a shift by attaching a three-axis acceleration sensor (AS-100TA) to the motorcycle 100.

  Further, in the above embodiment, the case where the present invention is applied to a motorcycle as an example of a saddle-ride type vehicle has been described. However, the present invention is a three-wheeled vehicle in which a user travels across a seat, a buggy type. The present invention can be similarly applied to other saddle-riding type vehicles such as the four transport vehicles.

(10) Correspondence between each constituent element of claim and each element of the embodiment Hereinafter, an example of correspondence between each constituent element of the claim and each element of the embodiment will be described. It is not limited to.

  In the above embodiment, the rear wheel 115 is an example of a drive wheel, the motorcycle 100 is an example of a saddle-ride type vehicle, the plurality of sensors SE0 to SE7 and the ECU 50 are examples of a control system, and the crank rotation speed The main shaft rotational speed is an example of the first information, and the crank sensor SE2 and the main shaft sensor SE5 are examples of the first rotational speed detector.

  The main shaft 5a is an example of an input shaft, the drive shaft 5b is an example of an output shaft, the drive shaft rotational speed is an example of second information, and the drive shaft sensor SE6 is a second rotational speed detector. The shift angle β detected by the shift cam sensor SE4 is an example of the third information, the shift cam sensor SE4 is an example of a rotational speed detector, a spark plug 78 provided in the engine 107, an injector 108, An electronically controlled throttle valve (ETV) 82 or the like and the CPU 502 of the ECU 50 are examples of the control unit.

  Further, the range of the gear ratio α (FIGS. 8A and 8C) corresponding to the first to sixth gear positions of the transmission 5 is an example of a plurality of gear ratio ranges. The range of the shift angle β corresponding to the gear position (FIGS. 8B and 8C) is an example of the plurality of first rotation angle ranges, and the range of the shift angle β corresponding to the plurality of separated positions NS1 to NS7 of the transmission 5. (FIG. 8B and FIG. 8C) is an example of the second rotation angle range.

  The estimated gear position A is an example of the first gear position, the estimated gear position B is an example of the second gear position, the estimated gear position C is an example of the third gear position, and the drive shaft sensor SE6 or the main shaft sensor SE5 is an example of the third rotational speed detector, the drive shaft rotational speed or the main shaft rotational speed is an example of the third rotational speed, and the estimated gear position B is the fourth gear position. It is an example.

  Furthermore, the crank rotation speed is an example of fourth information, and the main shaft rotation speed is an example of fifth information.

  As each constituent element in the claims, various other elements having configurations or functions described in the claims can be used.

  The present invention can be effectively used as a control system for various vehicles.

2 Crank 5 Transmission 5a Main shaft 5b Drive shaft 7b Shift cam 100 Motorcycle 107 Engine 115 Rear wheel A, B, C, D Estimated gear position SE0 Clutch sensor SE1 Accelerator opening sensor SE2 Crank sensor SE3 Throttle sensor SE4 Shift cam sensor SE5 Main Axis sensor SE6 Drive axis sensor SE7 Load sensor

Claims (14)

A control system capable of adjusting an engine output for adjusting an output of an engine of a saddle-ride type vehicle including a transmission having a shift cam to an output different from an output corresponding to an accelerator opening,
A first rotational speed detector for detecting information on the rotational speed of the input shaft of the transmission as first information;
A second rotation speed detector for detecting information on the rotation speed of the output shaft of the transmission as second information;
A rotation angle detector for detecting information on the rotation angle of the shift cam as third information;
A controller for adjusting the engine output,
The transmission can be switched between a plurality of meshing states in which the rotation of the input shaft is transmitted to the output shaft at different speed ratios and a separated state in which the transmission does not transmit the rotation of the input shaft to the output shaft. And having a plurality of gear ratio ranges respectively corresponding to the plurality of meshing states,
The shift cam includes a plurality of first rotation angle ranges corresponding to the plurality of meshing states of the transmission and the plurality of gear ratio ranges, respectively, and a second rotation angle range corresponding to the separation state of the transmission. Alternately
The control unit calculates a rotation angle of the shift cam acquired based on the third information, based on the first information and the second information, and being within the second rotation angle range. A control system that does not adjust the engine output when a gear ratio of the transmission is within the plurality of gear ratio ranges. The control unit calculates a rotation angle of the shift cam acquired based on the third information, based on the first information and the second information, and being within the second rotation angle range. 2. The control system according to claim 1, wherein the engine output adjustment is not performed when a state in which the transmission ratio of the transmission is within the plurality of transmission ratio ranges continues for a predetermined time. The control unit has a rotation angle of the shift cam acquired based on the third information within the plurality of first rotation angle ranges, and is based on the first information and the second information. The engine output adjustment is performed when the calculated gear ratio of the transmission is not within a gear ratio range corresponding to a first rotation angle range including a rotation angle of the shift cam acquired based on the third information. The control system according to claim 1 or 2, wherein there is no control system. The first rotational speed detector includes a crankshaft rotational speed detector that detects the rotational speed of the crankshaft of the engine as fourth information, and an input shaft that detects the rotational speed of the input shaft as fifth information. A rotational speed detector,
The controller is configured to calculate the transmission ratio calculated based on the fourth information and the second information, based on the transmission ratio of the transmission, the fifth information, and the second information. The control system according to any one of claims 1 to 3, wherein the engine output adjustment is not performed when the gear ratio is within a different gear ratio range. The control unit calculates a rotation angle of the shift cam acquired based on the third information, based on the first information and the second information, and being within the second rotation angle range. The rotation speed of the engine is adjusted so that the rotation speed of the engine is maintained within a target range when a gear ratio of the transmission is not within the plurality of gear ratio ranges. A control system according to the above. The control unit calculates a rotation angle of the shift cam acquired based on the third information, based on the first information and the second information, and being within the second rotation angle range. When the gear ratio of the transmission is not within the plurality of gear ratio ranges, the engine until the rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges. The control system according to claim 1, wherein the rotation speed of the engine is adjusted so that the rotation speed of the engine is maintained within a target range. The transmission has a plurality of gear positions respectively corresponding to the plurality of meshing states and the plurality of gear ratio ranges,
The control unit estimates a gear position of the transmission as a first gear position based on a transmission gear ratio calculated based on the first information and the second information, and When the rotation angle of the shift cam acquired based on the information of 3 is within the second rotation angle range, based on the rotation angle of the shift cam acquired based on the third information, from the separated state One or two gear positions of the transmission after transition to one of the plurality of meshing states are estimated as a second gear position, and the first gear position is included in the second gear position. The control system according to claim 1, wherein the engine output adjustment is not performed. The control unit is in a state in which the rotation angle of the shift cam acquired based on the third information is within the second rotation angle range, and the first gear position is included in the second gear position. The control system according to claim 7, wherein the engine output adjustment is not performed when a predetermined period of time continues. When the rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges, the control unit rotates the shift cam acquired based on the third information. The gear position of the transmission is estimated as a third gear position based on an angle, and the engine output adjustment is not performed when the first gear position does not coincide with the third gear position. Or the control system of 8. The first rotational speed detector includes a crankshaft rotational speed detector that detects the rotational speed of the crankshaft of the engine as fourth information, and an input shaft that detects the rotational speed of the input shaft as fifth information. A rotational speed detector,
The control unit estimates a gear position of the transmission as a fourth gear position based on the fourth information and the second information, and based on the fifth information and the second information. The gear position of the transmission is estimated as a fifth gear position, and the engine output adjustment is not performed when the fourth gear position and the fifth gear position do not match. The control system according to any one of the above. The control unit has a rotation angle of the shift cam acquired based on the third information within the second rotation angle range, and the first gear position is not included in the second gear position. The control system according to any one of claims 7 to 10, wherein the rotation speed of the engine is adjusted so that the rotation speed of the engine is maintained within a target range. The control unit has a rotation angle of the shift cam acquired based on the third information within the second rotation angle range, and the first gear position is not included in the second gear position. The rotation speed of the engine is maintained within a target range until a rotation angle of the shift cam acquired based on the third information is within the plurality of first rotation angle ranges. The control system according to claim 7, wherein the rotation speed is adjusted. The said control part sets the said target range based on the rotation angle of the said shift cam acquired based on the said 2nd information and the said 3rd information, In any one of Claim 5, 6, 11, and 12 The described control system. Driving wheels,
An engine with a crankshaft;
A transmission having a shift cam that rotates in response to a driver's shift operation, and transmitting the rotation of the crankshaft of the engine to the drive wheels;
A saddle-ride type vehicle comprising the control system according to claim 1.

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