JP2011169394A - Shift control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift control device, capable of changing the speed from shift start to shift end according to the operation speed of a shift switch. <P>SOLUTION: In a twin clutch transmission configured so that shift operation can be completed only by switching connecting states of first and second clutches CL1, CL2 by supporting odd-numbered shift gears by the first clutch CL1, supporting even-numbered shift gears by the second clutch CL2, and executing a preliminary shift for preliminarily changing meshing of gears by rotation of a shift drum 11, the switching speed of both the clutches CL1, CL2 is changed according to the operation speed of the shift switch (upshift switch 32 or downshift switch 33). The operation speed of a first valve 18a and a second valve 18b as an actuator is increased as the operation speed of the shift switches 32, 33 is higher, whereby the switching speed of the clutches is increased. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a speed change control device, and more particularly, to a speed change control device capable of changing a gear position of an automatic transmission by a manually operated shift switch.

  2. Description of the Related Art Conventionally, there has been known an automatic transmission in which an occupant can manually change a shift stage of an automatic transmission by operating an actuator by manually operating a shift switch.

  Japanese Patent Application Laid-Open No. 2004-228561 discloses a shift control device that can continuously shift up or down without pressing the shift switch a plurality of times by long-pressing the shift switch (shift up switch or shift down switch). Is disclosed.

JP 2001-355719 A

  However, in the technique described in Patent Document 1, although it is possible to shorten the time required to switch to a desired shift stage that is a plurality of stages away from the current shift stage by long-pressing the shift switch, When shifting from a shift stage to an adjacent shift stage (for example, shifting up from 2nd to 3rd), the shift speed from the start of the shift to the end of the shift is changed according to the operation of the shift switch. It was not considered to do.

  An object of the present invention is to solve the above-described problems of the prior art and to provide a shift control device that can change the speed from the start of shifting to the end of shifting according to the operating speed of the shift switch.

  In order to achieve the above object, according to the present invention, the control unit (30) operates the actuators (18a, 18b) in response to a shift command output from the shift switch (32, 33) to transmit the transmission (3). In the shift control apparatus configured to switch the shift speed of the shift gear (3), the control unit (30) shifts the shift speed of the transmission (3) according to the operation speed of the shift switch (32, 33). The first feature is that the speed is changed.

  The control unit (30) is configured to control the shift actuator (16) that switches the gear position of the transmission (3) and the clutch actuators (18a, 18b) that connect and disconnect the rotational power of the engine. There are features.

  The control unit (30) detects an operation amount of the shift switch (32, 33), sets a plurality of shift determination areas according to the operation amount, and the shift determination area is a first operation. In the first shift determination area that is equal to or smaller than the amount (V1), it is determined that the shift is not performed, and in the second shift determination area that is larger than the first operation amount (V1), the shift actuator is controlled. To control the gear stage of the transmission (3), and in the third shift determination area larger than the second shift determination area, the clutch actuators (18a, 18b) are controlled and the clutches (CL1, CL2) are controlled. There is a third feature in that connection / disconnection control is performed.

  When the control unit (30) determines that the operation amount of the shift switch (32, 33) has reached the operation amount (V2) that enters the third shift determination area (S6), the operation unit (30). A fourth feature is that the operation speed of the shift switch (32, 33) immediately before the amount (V2) is calculated (S7), and the clutch actuator (18a, 18b) is controlled according to the operation speed. .

  Further, the operation speed of the shift switch is different from the value (ΔV1, ΔV2) of the operation amount before a predetermined time (T2) when the operation amount enters the third shift determination area (V2). ) Has the fifth feature.

  Further, the transmission (3) supports the odd-numbered gear with the one-side clutch (CL1) and supports the even-numbered gear with the other-side clutch (CL2), and rotates the shift drum (11). A twin-clutch transmission capable of completing a speed change operation only by changing the connected state of both clutches (CL1, CL2) by executing a preliminary speed change to change the meshing of gears in advance. (30) is configured to change the shift speed by changing the changeover speed of the clutches (CL1, CL2) according to the operation speed of the shift switch (32, 33). There is a sixth feature.

  A seventh point is that the controller (30) executes the preliminary shift after a predetermined determination time (T1) has elapsed when it is detected that the operation amount has entered the second shift determination area. There are features.

  Further, when it is determined that the operation amount has become equal to or less than the first operation amount (V1) after the operation amount has entered the second shift determination area, the control unit (30). An eighth feature is that control for returning the shift control from the preliminary shift state to the state before the shift is performed.

  A ninth feature is that the operation speed of the shift switch (32, 33) is calculated using the operation amount of the shift switch detected by the potentiometer (83, 88).

  The potentiometer is a rotary potentiometer (83, 88) provided inside a handle switch case (80, 81). The rotary potentiometer (83, 88) is the shift switch (32, 33). There is a tenth feature in that it is configured to detect the swing angle.

  The potentiometer has an eleventh feature in that the potentiometer is a linear potentiometer (95, 99) disposed inside the handle switch case (80, 81).

  The control unit (30) has a twelfth feature in that the shift speed is increased as the operation speed of the shift switch (32, 33) is increased.

  The control unit (30) selects one of a plurality of predetermined clutch changeover control modes according to the operation speed of the shift switch (32, 33), and the selected clutch changeover control mode. There is a thirteenth feature in that the clutch actuators (18a, 18b) are driven so that the clutch changeover speed defined in (1) is executed.

  Furthermore, in accordance with a shift command output from the shift switch (32, 33), the control unit (30) operates the actuator (18a, 18b) to switch the shift stage of the transmission (3). In the device, the control unit (30) determines a speed at which to change the gear position of the transmission (3) according to the operation stroke (Vp1, Vp2) or the operation pressure of the shift switch (32, 33). There is a fourteenth feature in that it is configured to change.

  According to the first feature, the control unit is configured to change the shift speed when switching the shift stage of the transmission according to the operation speed of the shift switch, so the shift intention of the driver is shifted. The driver's intention to shift can be reflected in actual shift control as represented by the operation speed of the switch. As a result, it is possible to obtain a shift control device that is easier for the user to use and has a higher commercial value.

  According to the second feature, since the control unit controls the shift actuator that switches the shift stage of the transmission and the clutch actuator that connects and disconnects the rotational power of the engine, the automatic manual transmission is performed according to the operation speed of the shift switch. The shift speed of (AMT) can be changed.

  According to the third feature, the control unit detects an operation amount of the shift switch, sets a plurality of shift determination areas according to the operation amount, and the shift determination area has a first operation amount equal to or less than the first operation amount. In the first shift determination area, it is determined that the shift is not performed. In the second shift determination area that is larger than the first operation amount, the shift actuator is controlled to control the shift stage of the transmission. In the third shift determination area that is larger than the shift determination area, the clutch actuator is controlled and the clutch is connected / disconnected, so that a series of shift control can be executed continuously and smoothly.

  According to the fourth feature, when the control unit determines that the operation amount of the shift switch is an operation amount that enters the third shift determination area, the control unit calculates the operation speed of the shift switch immediately before the operation amount. Since the clutch actuator is controlled according to the operation speed, the clutch control can be executed according to the latest shift switch operation speed.

  According to the fifth feature, since the operation speed of the shift switch is calculated based on a difference from the value of the operation amount before the predetermined time when the operation amount enters the third shift determination area. The operation speed can be easily calculated.

  According to the sixth feature, the transmission supports the odd-numbered gear with the clutch on one side and the even-numbered gear with the clutch on the other side, and the gear meshing is changed in advance by the rotation of the shift drum. This is a twin-clutch type transmission that can complete the speed change operation only by changing the connection state of both clutches by executing the preliminary speed change. Since it is configured to change the shifting speed by changing the holding speed, in the clutch twin clutch type transmission in which the shifting is performed by switching the connection state of the two clutches, the operation speed of the shift switch is increased. Accordingly, it is possible to change the shift speed.

  According to the seventh feature, when the control unit detects that the operation amount has entered the second shift determination area, the control unit executes the preliminary shift after a predetermined determination time has elapsed, so the occupant's intention to shift is confirmed. In addition, the preliminary shift can be executed. For example, it is possible to prevent the preliminary shift from being performed simply by touching the shift switch.

  According to the eighth feature, after the operation amount has entered the second shift determination area, the control unit performs the preliminary shift control when it is determined that the operation amount is equal to or less than the first operation amount. Since control is performed to return from the state to the state before the shift, preparation for the next shift operation can be quickly prepared.

  According to the ninth feature, since the operation speed of the shift switch is calculated using the operation amount of the shift switch detected by the potentiometer, the operation speed of the shift switch can be calculated with a simple structure.

  According to the tenth feature, the potentiometer is a rotary potentiometer provided inside the handle switch case, and the rotary potentiometer is configured to detect the swing angle of the shift switch. The operation amount of the shift switch having a structure that swings around the swing shaft can be easily detected. Further, by connecting the rotary shaft of the rotary potentiometer and the swinging shaft of the shift switch with a gear or by directly connecting both, the operation amount of the shift switch can be detected without changing the rotational direction of each other.

  According to the eleventh feature, since the potentiometer is a linear potentiometer disposed inside the handle switch case, in addition to the shift switch that swings around the swing shaft, the potentiometer has a structure that reciprocates linearly. The operation amount of the shift switch can also be easily detected.

  According to the twelfth feature, the control unit increases the shift speed as the operation speed of the shift switch increases. Therefore, if the shift switch is operated quickly, the shift speed increases and shift control according to the occupant's intention is possible. Become.

  According to the thirteenth feature, the control unit selects one of a plurality of predetermined clutch changeover control modes in accordance with the operation speed of the shift switch, and is defined in the selected clutch changeover control mode. Since the clutch actuator is driven so that the clutch change speed is executed, for example, the shift switch has a proportional relationship between the operation speed of the shift switch and the clutch change speed. It becomes possible to arbitrarily set the relationship between the operation speed and the clutch switching speed.

  According to the fourteenth feature, the control unit is configured to change the shift speed when switching the shift stage of the transmission according to the operation stroke or the operation pressure of the shift switch. The intention can be represented by the operation stroke of the shift switch, and the driver's intention to shift can be reflected in the actual shift control.

1 is a system configuration diagram of an AMT and its peripheral devices according to an embodiment of the present invention. It is an arrangement | positioning relationship figure which shows the meshing relationship of a transmission gear. 1 is a partially enlarged view of a motorcycle. It is a front view of a handle switch. It is a top view of a handle switch. It is an upper surface perspective view of a handle switch. It is the side view of the handle switch seen from the vehicle width direction inner side in the axial direction of a handlebar. It is a see-through top view of a handle switch concerning a 2nd embodiment of the present invention. It is a block diagram which shows the structure of an AMT control unit and its peripheral device. It is the graph which showed the change of the shift switch voltage at the time of shift switch operation when the operation speed of a shift switch is high. It is the graph which showed the change of the shift switch voltage at the time of shift switch operation in case the operation speed of a shift switch is slow. It is the graph which showed the change of the shift switch voltage at the time of interrupting operation of a shift switch on the way, and the time of shift switch operation of another Example. It is a table | surface which shows the relationship between the measured value of shift switch voltage variation | change_quantity (DELTA) V, and a clutch change-over control mode. It is a flowchart which shows the procedure of a clutch change control mode determination process. It is a graph which shows the relationship between a clutch change-over control mode and the engine speed change at the time of gear shifting.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a system configuration diagram of an automatic manual transmission (hereinafter referred to as AMT) 36 as an automatic transmission applied to a motorcycle and its peripheral devices. FIG. 2 is an arrangement relationship diagram showing the meshing relationship between the shafts and the transmission gears in the AMT 36. The AMT 36 is a twin clutch transmission that connects and disconnects the rotational power of the engine 1 with two clutches disposed on a main shaft (main shaft). The AMT 36 connected to the engine 1 is driven and controlled by a clutch hydraulic device 26 and an AMT control unit 30 as a shift control device. The engine 1 has a throttle body 17 of a throttle-by-wire type, and the throttle body 17 is provided with a motor 37 for opening and closing the throttle valve. In the vicinity of the throttle body 17, an injector 38 of a fuel injection device is provided for each cylinder.

  The AMT 36 includes a six-speed transmission 3, a first clutch CL1, a second clutch CL2, a shift drum 11, and a shift control motor 16 that rotates the shift drum 11. A large number of gears constituting the transmission 3 are respectively coupled or loosely fitted to the main shaft 4 and the counter shaft (counter shaft) 5. The main shaft 4 includes an inner main shaft 4a and an outer main shaft 4b. The inner main shaft 4a is coupled to the first clutch CL1, and the outer main shaft 4b is coupled to the second clutch CL2. The main shaft 4 and the counter shaft 5 are provided with transmission gears that are displaceable in the axial direction of the main shaft 4 and the counter shaft 5, respectively, and guide grooves (not shown) formed in these transmission gears and the shift drum 11 are provided. Each end of the shift fork 12 is engaged.

  A primary drive gear 31 is coupled to the output shaft of the engine 1, that is, the crankshaft 2, and the primary drive gear 31 is meshed with the primary driven gear 7. The primary driven gear 7 is connected to the inner main shaft 4a via the first clutch CL1, and is connected to the outer main shaft 4b via the second clutch CL2. The AMT 36 measures the rotational speeds of the predetermined transmission gears on the counter shaft 5, thereby detecting the rotational speeds of the inner main shaft 4a and the outer main shaft 4b, respectively, and the outer main shaft rotational speed sensor SE4. It has.

  A ring gear 8 is coupled to the end of the counter shaft 5, and a pinion gear 9 fixed to the end of the drive shaft 10 is engaged with the ring gear 8. The drive shaft 10 transmits rotational power to a rear wheel (not shown) as a drive wheel.

  The AMT 36 includes an engine rotation speed sensor SE1 that is disposed opposite to the outer periphery of the primary driven gear 7, a gear position sensor SE7 that detects the current gear position based on the rotation position of the shift drum 11, and the rotation of the shift control motor 16. In order to detect the amount of movement, a spindle sensor SE5 that detects the rotational position of the spindle 15 of the reduction gear and a neutral switch SE6 that detects that the shift drum 11 is in the neutral position are provided. The rotational power of the shift control motor 16 is transmitted via the spindle 15 to the speed change rod 14 that rotates the shift drum gear 13.

  The throttle body 17 is provided with a throttle opening sensor SE2 that detects the opening of the throttle valve. The AMT control unit 30 also receives information from a throttle grip opening sensor SE11 that detects the amount of operation of the throttle mechanism 27 disposed on the steering handle and the like, and a side stand switch SE12 that detects the retracted state of the side stand 28. Is done. The AMT control unit 30 can display vehicle information based on various sensor information on the meter device 29 in addition to the engine speed and the vehicle speed. The meter device 29 also receives information from a parking brake switch SE15 that detects the operating state of a parking brake used during parking.

  The clutch hydraulic device 26 is configured to use both the lubricating oil of the engine 1 and the hydraulic oil that drives the clutch CL. The clutch hydraulic device 26 includes an oil tank 25 and a pipe line 19 for feeding oil (operating oil) in the oil tank 25 to the first clutch CL1 and the second clutch CL2. An oil temperature sensor SE13 is provided in the oil tank 25. On the pipeline 19, a line hydraulic pressure sensor SE 14, an oil filter 20, a hydraulic pump 21 as a hydraulic pressure supply source, and a valve (electronic control valve) 18 as an electric actuator are provided, and a return connected to the pipeline 19. A regulator 22 for keeping the hydraulic pressure supplied to the valve 18 at a constant value is disposed on the pipe line 23. The valve 18 is configured to be able to individually supply hydraulic pressure to the first clutch CL1 and the second clutch CL2. The valves 18a and 18b are also provided with oil return conduits 24, respectively.

  A pipe connecting the first valve 18a and the first clutch CL1 is provided with a first clutch oil pressure sensor SE8 that measures the oil pressure generated in the first clutch CL1. Similarly, a second clutch hydraulic pressure sensor SE9 for measuring the hydraulic pressure generated in the second clutch CL2 is provided in a pipe line connecting the second valve 18b and the second clutch CL2.

  The AMT control unit 30 includes a mode switch 34 for switching between automatic shift (AT) mode and manual shift (MT) mode, a shift up switch 32 for instructing upshift (UP) or downshift (DN), and a shift. A shift switch 31 composed of a down switch 33 and a neutral / drive changeover switch 35 for switching between neutral (N) and drive (D) are connected. The AMT control unit 30 includes a central processing unit (CPU), controls the valve 18 and the shift control motor 16 in accordance with the output signals of the sensors and switches described above, and automatically or semi-automatically changes the gear position of the AMT 36. Can be switched.

  When the AT mode is selected, the AMT control unit 30 automatically switches the gear position according to information such as the vehicle speed, the engine speed, and the throttle opening. On the other hand, when the MT mode is selected, the AMT control unit 30 accompanies the operation of the shift switch 31. Thus, the transmission 3 is shifted up or down. Even when the MT mode is selected, it is possible to execute auxiliary automatic shift control for preventing engine overspeed and stall.

  In the clutch hydraulic device 26, the hydraulic pressure is applied to the valve 18 by the hydraulic pump 21, and the hydraulic pressure is controlled by the regulator 22 so that the hydraulic pressure does not exceed the upper limit value. When the valve 18a or 42b is opened in response to an instruction from the AMT control unit 30, the hydraulic pressure is applied to the first clutch CL1 or the second clutch CL2, and the primary driven gear 7 passes through the first clutch CL1 or the second clutch CL2. It is connected to the inner main shaft 4a or the outer main shaft 4b. On the other hand, when the valve is closed and the application of hydraulic pressure is stopped, the first clutch CL1 and the second clutch CL2 disconnect the connection between the inner main shaft 4a and the outer main shaft 4b by the urging force of a return spring (not shown). Driven in the direction.

  The valve 18 that drives the clutch by opening and closing the pipeline connecting the pipeline 19 and both the clutches CL1 and CL2 is changed from the fully closed state to the fully opened state by the AMT control unit 30 based on the drive signal. The time until the time can be arbitrarily changed.

  The shift control motor 16 rotates the shift drum 11 according to an instruction from the AMT control unit 30. When the shift drum 11 rotates, the shift fork 12 is displaced in the axial direction of the shift drum 11 according to the shape of the guide groove formed on the outer periphery of the shift drum 11. Along with this, the meshing of the gears on the counter shaft 5 and the main shaft 4 changes, and the transmission 3 is shifted up or down.

  In the AMT 36 according to the present embodiment, the inner main shaft 4a coupled to the first clutch CL1 supports odd-numbered gears (1, 3, 5th gear), and the outer main shaft 4b coupled to the second clutch CL2 is disposed to the even-numbered gear. It is configured to support (2, 4th, 6th speed). Therefore, for example, while traveling with an odd-numbered gear, the hydraulic pressure supply to the first clutch CL1 is continued and the connected state is maintained. When the shift change is performed, the gear meshing is changed in advance by the rotation of the shift drum 11, that is, by performing “preliminary shift”, the shift operation is performed only by switching the connection state of both clutches. Can be completed.

  FIG. 2 is an arrangement relationship diagram showing the meshing relationship of the transmission gears. The inner main shaft 4a connected to the first clutch CL1 supports drive gears M1, M3, and M5 of odd speed stages. The first speed drive gear M1 is formed integrally with the inner main shaft 4a. The third speed drive gear M3 is attached so as to be slidable in the axial direction and non-rotatable in the circumferential direction, and the fifth speed drive gear M5 is attached so as not to be slidable in the axial direction and rotatable in the circumferential direction. It has been.

  The outer main shaft 4b connected to the second clutch CL2 supports the drive gears M2, M4, M6 of even speed stages. The second speed drive gear M2 is formed integrally with the outer main shaft 4b. The fourth speed drive gear M4 is attached so as to be slidable in the axial direction and non-rotatable in the circumferential direction, and the sixth speed drive gear M6 is attached so as not to be slidable in the axial direction and rotatable in the circumferential direction. It has been.

  On the other hand, the counter shaft 5 supports driven gears C1 to C6 that mesh with the drive gears M1 to M6. The 1st to 4th driven gears C1 to C4 are mounted so as not to be slidable in the axial direction and rotatable in the circumferential direction, and the 5th and 6th driven gears C5 and C6 are slidable in the axial direction. It is mounted in a circumferential direction so that it cannot rotate. The shift fork 12 is formed in each gear by sliding the drive gears M3 and M4 and the driven gears C5 and C6, that is, the gears slidable in the axial direction, with the shift fork 12 in the gear train. Connect and disconnect the dog clutch.

  For example, when the first speed gear is selected, the AMT 36 transmits the rotational power of the engine transmitted from the crankshaft 2 to the primary driven gear 7 to the inner main shaft 4a when the first clutch CL1 is connected. Transmission is performed from the speed drive gear M1 to the counter shaft 5 via the first speed driven side C1. At this time, the dog clutch for the first speed is in a state of being engaged between the first speed driven gear C1 and the fifth speed driven gear C5.

  The AMT 36 meshes the second speed dog clutch, that is, the dog clutch between the sixth speed driven gear C6 and the second speed driven gear C2 when the rotational power is transmitted by the first speed gear. Thus, a “preliminary shift” is prepared in preparation for the shift to the second speed. At this time, since the second clutch CL2 is disengaged, even if the second-speed dog clutch is engaged during traveling in the first-speed gear, the rotational power of the engine is transmitted via the second-speed drive gear M2. The outer main shaft 4b is merely idled. Then, after the preliminary shift is completed, if the connection side clutch is changed from the first clutch CL1 to the second clutch CL2, the rotational power is instantaneously output via the second gear without interrupting the rotational power. Become.

  It should be noted that the shift drum 11 has a group of even-numbered gear groups or an odd-numbered gear group on the side that does not transmit rotational power between predetermined rotation positions for selecting each gear position. The position of “waiting for neutral” is set so that is in the neutral state. For this reason, the odd-numbered gear can be set to the neutral state while traveling with the even-numbered gear, and the even-numbered gear can be set to the neutral state while traveling with the odd-numbered gear.

  FIG. 3 is a partially enlarged view of the motorcycle 40. This figure is a bird's-eye view of the steering wheel from behind and above the vehicle body, and shows a state substantially the same as that seen by the driver seated on the seat. The front side of the vehicle body of the steering handle 50 that steers front wheels (not shown) is covered with a cowling 45 as an exterior part. A windproof screen 41 is attached to an upper end portion of the cowling 45, and a meter device 29 having a tachometer 42, a left liquid crystal panel 43 that displays a vehicle speed, and a right liquid crystal panel 44 that includes a distance meter and the like are disposed below the windproof screen 41. It is arranged.

  The front wheels of the motorcycle 40 are pivotally supported at the lower ends of a pair of left and right front forks 47, and the upper portions of the front forks 47 are connected and fixed by a top bridge 48 to which a main switch 49 is attached. The top bridge 48 is rotatably attached to the body frame of the motorcycle 40 via a steering stem (not shown), and the steering handle 50 is fixed to the upper end portion of the front fork 47. A fuel tank 46 is disposed between the top bridge 48 and a seat (not shown).

  A handle grip 51 formed of a cylindrical rubber or the like and held by the occupant is attached to each bar portion of the left and right steering handles 50. A front wheel brake lever 52 is disposed on the front side of the vehicle body of the right handle grip 51, and a reserve tank 53 for storing hydraulic oil for the hydraulic brake system is attached to the base of the front wheel brake lever 52. . Further, the right handle grip 51 is rotatably supported with respect to the handle bar, and is configured to operate the throttle mechanism by this turning operation.

  A handle switch 60 including operation switches for various electrical components is attached to the right steering handle 50 adjacent to the center of the vehicle body of the handle grip 51. The handle switch 60 is provided with an engine stop switch 61, a neutral / drive changeover switch 63, a starter switch 64, and a travel mode changeover switch 62.

  The swing mode switching switch 62 (returned to the initial position when the pressing force is released) attached to the front side of the vehicle body is operated by pulling it forward (occupant side) with the right index finger. Each time the operation is performed, switching between the automatic travel mode and the semi-automatic travel mode is performed. Further, the engine stop switch 31 is a seesaw switching type that maintains the position of one side or the other side unless an operating force is applied, and the engine stop switch 31 is operated off to stop the driving of the ignition device during engine operation. Is an emergency stop.

  When the motorcycle 40 is stopped, the neutral / drive changeover switch 33 of the seesaw pressing type (returning to the neutral position when the pressing force is released) pushes the left D side or the right N side to thereby automatically change the transmission. Switching operation between the neutral (N) and the first speed (D). In the present embodiment, when the automatic driving mode is selected, pressing the D side further switches the sports driving mode (S mode) with more emphasis on driving force than the normal automatic driving mode (D mode). Has been.

  A push-type starter switch 64 disposed at the lowest position of the handle switch 60 operates the engine to start the engine when the ignition switch is in an on state and the transmission is in a neutral state.

  On the other hand, a handle switch 70 having operation switches for various electrical components is attached to the left steering handle 50 adjacent to the center of the vehicle body of the handle grip 51. The left handle switch 70 includes a headlight optical axis changeover switch 71, a horn switch 73, a blinker switch 74, a hazard lamp switch 72, a shift up switch 32 for shifting the automatic transmission, and a shift down. A switch 33 is provided. The details of the left handle switch 70 will be described below with reference to FIGS.

  FIG. 4 is a front view of the left handle switch 70. FIG. 5 is a top view of the handle switch 70. The handle switch 70 has a configuration in which a plurality of switches for operating various electrical components, a shift-up switch 32, and a shift-down switch 33 are attached to a box-shaped switch case formed of resin or the like.

  A swing-press type horn switch 73 is disposed at substantially the same height in the vertical direction of the vehicle body with respect to the axis C of the handle bar 54, and a seesaw switching type optical axis switching switch 71 is disposed above the swinging type horn switch 73. It is arranged. A hazard lamp switch 72 is provided on the front side of the optical axis changeover switch 71 to switch the on / off state by projecting and retracting the operation element. Further, below the horn switch 73, a turn signal switch 74 for operating the direction indicator by tilting left and right is disposed.

  The switch case is composed of a rear case half 80 located on the passenger side and a front case half 81 located on the front side of the vehicle body, and by inserting the handle bar 54 and fastening both case halves, It is configured to be fixed at a predetermined position with respect to the handle bar 54. The right handle switch 60 has the same structure.

  A swing type shift up switch 32 is disposed on the vehicle body front side of the switch case, and a shift down switch 33 that swings about a swing shaft 33a is disposed below the turn signal switch 74. ing. The shift-up switch 32 and the shift-down switch 33 pivotally support one side of the operating element on a swing shaft directed in the height direction of the switch case, and the other side, that is, the pressing operation part side faces the outside in the vehicle width direction. It is configured to extend.

  The swing shaft 33a of the downshift switch 33 is tilted so that the outer side in the vehicle width direction of the operation element approaches the axis C of the handlebar 54. Specifically, the center line 76 of the swing shaft 33a is tilted clockwise by a predetermined angle θ2 with respect to the virtual line P1 perpendicular to the virtual line C1 parallel to the axis C in the front view of the switch case 70. ing.

  The operation element of the downshift switch 33 has a shape in which the vertical width of the operation surface increases toward the inner side of the vehicle body, and the end portion on the inner side of the vehicle body extends beyond the swing shaft 33a and the horn switch 73. It extends to almost the same position as the end of the car body inward. Thereby, the area of the operation surface of the shift down switch 33 becomes larger than the area of the operation surface of the horn switch 73, and the operability is further improved.

  The optical axis changeover switch 71, the horn switch 73, the winker switch 74, and the downshift switch 33 are arranged side by side in the vertical direction of the switch case so as not to overlap in the direction of the axis C of the handle bar 54, and the thumb swing center Is arranged so as to overlap with the arc A centered at. Furthermore, in this embodiment, the swing direction of the winker switch 74 is tilted in the same manner as the tilt of the swing shaft 33a of the shift-down switch 33, thereby further improving the operability of the winker switch 74.

  The operator of the hazard lamp switch 72 has a triangular prism shape in accordance with a triangle mark indicating its function so that the driver can easily recognize it. The optical axis changeover switch 71 is a seesaw type that swings around a swinging shaft 71a. When the headlight is swung to the front side of the vehicle body, the headlamp is directed upward (high beam), and is swung to the rear side of the vehicle body. The headlight switches downward (low beam). And it is comprised so that the passing operation of a headlamp is possible by pressing on the passenger | crew side further from the rocking | swiveling position of the low beam side.

  The horn switch 73 swings around a swing shaft 73a provided at an end near the vehicle width direction outer side. A center line 75 of the swing shaft 73a is arranged in a direction substantially perpendicular to the axis C, and the horn switch 73 is configured to swing by pushing an operation surface inward of the vehicle body forward. ing. Further, the horn switch 73 is shaped so that its longitudinal direction is directed in the direction of the axis C, and the amount of protrusion from the surface of the rear case half 80 increases as it goes inward in the vehicle width direction. It is configured. Note that three drain holes 78 are provided on the lower surface of the switch case for discharging moisture that has entered the switch case toward the rear side of the vehicle body.

  FIG. 6 is a top perspective view of the handle switch 70. FIG. 7 is a side view of the handle switch 70 as viewed from the inside in the vehicle width direction in the axial direction of the handle bar 54. The shift-up switch 32 and the shift-down switch 33 according to the present embodiment are applied with a potentiometer that can detect the magnitude of the operation amount instead of an on / off switch.

  A gear 86 is formed at one end of the shift-up switch 32 that swings around the swing shaft 32a. The gear 86 is connected to a pinion gear 85 fixed to the input shaft 84 of the rotary first potentiometer 83. Meshed. On the other hand, a gear 91 is formed at the end of the shift-down switch 33 that swings about the swing shaft 33a. The gear 91 is a pinion gear fixed to the input shaft 89 of the rotary second potentiometer 88. 90 meshes. According to this configuration, the operation amounts of the upshift switch 32 and the downshift switch 33 can be detected based on the sensor outputs of the first potentiometer 83 and the second potentiometer 88, respectively. The first potentiometer 83 and the second potentiometer 88 are each fixed to the front case half 81 with a mounting screw 87.

  Although the rotary potentiometer is applied in the above embodiment, the sensor for detecting the operation amount of the shift switch can be variously modified. FIG. 8 is a transparent top view of the handle switch 92 according to the second embodiment of the present invention. In this embodiment, a stroke sensor that is a linear potentiometer is applied.

  The shift-up switch 93 that swings about the swing shaft 93a is formed with a protrusion 94 directed toward the rear side of the vehicle body. When the shift-up switch 93 is operated to swing, the protrusion 94 is moved to the first stroke. The sensor rod 96 of the sensor 95 is configured to be pressed. On the other hand, a shift-down switch 97 that swings about the swing shaft 97a is formed with a protruding portion 98 that is directed toward the front of the vehicle body. The sensor rod 100 of the two-stroke sensor 99 is configured to be pressed. Accordingly, it is possible to detect the operation amounts of the upshift switch 93 and the downshift switch 97 based on the sensor outputs of the first stroke sensor 95 and the second stroke sensor 99, respectively.

  The shift control device according to the present invention calculates the operation speed of the shift switch based on the operation amount of the shift switch detected by the potentiometer as described above, and changes the shift speed of the automatic transmission according to the operation speed. There is a feature in the point. Specifically, the speed of the clutch switching operation when shifting from the current shift speed to the adjacent shift speed is changed according to the operation speed of the shift switch.

  FIG. 9 is a block diagram showing the configuration of the AMT control unit 30 and its peripheral devices according to an embodiment of the present invention. The same reference numerals as those described above denote the same or equivalent parts. The AMT control unit 30 includes a switch voltage detection unit 110, a clutch changeover control mode setting unit 120, and a shift control unit 130. The shift control unit 130 includes a shift map 131 and a timer 132 that measures various times.

  The shift switch voltage detection unit 110 detects the sensor output of the shift up switch 32 and the shift down switch 33, that is, the shift switch voltage that increases in proportion to the operation amount, and is measured by the shift switch voltage and the timer 132. The operation speed of both switches is calculated based on the time measurement value. In addition, the clutch changeover control mode setting unit 120 changes the clutch changeover speed when shifting from the current shift stage to the adjacent shift stage by switching the clutch changeover control mode based on the calculated operation speed of the shift switch. Is configured to do. In the present embodiment, the clutch change speed is changed by changing the drive speeds of the first valve 18a and the second valve 18b. However, a method for changing the clutch change speed is, for example, for gear speed adjustment. Various modifications such as providing a separate valve are possible.

  When the automatic travel mode is selected, the shift control unit 130 performs shift control according to the shift map 101 including a three-dimensional map based on output information from the engine speed sensor SE1, the throttle opening sensor SE2, the gear position sensor SE7, and the like. The gear 16 is automatically executed by driving the motor 16 and the valve 18 (the first valve 18a and the second valve 18b). In the automatic travel mode, the clutch change speed when shifting from the current shift speed to the adjacent shift speed is defined by the shift map 101 or the like.

  On the other hand, when selecting the semi-automatic travel mode that accepts a shift operation by the upshift switch 32 and the downshift switch 33, the clutch changeover control mode is switched according to the operation speed of both switches, so that the speed in accordance with the intention of the occupant The shift operation is executed at. Specifically, if the shift switch is operated quickly, the clutch change-over operation is performed quickly, while if the shift switch is operated slowly, the clutch change-over operation is performed slowly.

  If the clutch change operation is performed quickly, a direct shift feeling can be obtained even if there is a slight shift shock. On the other hand, if the clutch change operation is performed quickly, a gentle shift feeling with less shift shock is obtained. Will be obtained. Hereinafter, the relationship between the operation state of the shift switch and the clutch changeover control mode will be described with reference to FIGS.

  10 to 12 are graphs showing changes in the shift switch voltage when the shift switch is operated. 10 shows a case where the operation speed of the shift switch is high, FIG. 11 shows a case where the operation speed of the shift switch is slow, FIG. 12 shows a case where the operation of the shift switch is interrupted, and another embodiment. . The time axes of the graphs shown in FIGS. 10 to 12 are the same.

  In this graph, depending on the magnitude of the shift switch voltage V output from the potentiometer, “no determination area” of 0 <V ≦ V1, “preliminary shift determination area” of V1 <V ≦ V2, and V2 <V ≦ V3 Three areas consisting of “actual shift determination areas” are defined. The shift switch may be either a shift up switch or a shift down switch, and the number of gears before and after the shift is arbitrary. Here, the shift up switch 32 is operated to shift up from the second speed to the third speed. The case where it does is explained.

  First, referring to FIG. 10, at time t = 0, the pressing operation of the shift-up switch 32 is started, and the shift switch voltage V starts to increase accordingly. Changes in the shift switch voltage V over time are sequentially stored in the memory. Next, at time t10, as the shift switch voltage V exceeds V1 that defines the lower limit of the preliminary shift determination area, measurement of the preliminary shift determination time T1, which is a preset fixed value, is started. At time t11, the preliminary shift from the second speed to the third speed is executed as the preliminary shift determination time T1 elapses.

  Next, at time t12, the actual shift is started when the shift switch voltage V exceeds V2 that defines the lower limit of the actual shift determination area, that is, the clutch changeover operation is started. At the same time, the shift switch voltage Va measured before the voltage change amount detection time T2 from the time t12 is read from the memory. This voltage change amount detection time T2 is a fixed value set in advance. Then, the shift switch voltage change amount (hereinafter simply referred to as voltage change) is calculated from the value of the shift switch voltage Va read from the memory and the predetermined value of the shift switch voltage V2 by the calculation formula of ΔV1 = V2−Va. ΔV1 is calculated (sometimes referred to as a quantity).

  On the other hand, in the example shown in FIG. 11, after the operation of the shift switch is started at time t = 0, the vehicle enters the preliminary shift determination area at time t20 and measurement of the preliminary shift determination time T1 is started. Next, at time t21, the preliminary shift from the second speed to the third speed is executed with the passage of the preliminary shift determination time T1.

  At time t22, when the shift switch voltage V exceeds the voltage V2 that defines the lower limit of the actual shift determination area, the clutch change-over operation is started. At the same time, the shift switch voltage Vb measured before the voltage change amount detection time T2 from the time t22 is read from the memory. Then, from the value of the shift switch voltage Vb read from the memory and a predetermined value of the shift switch voltage V2, the value of the voltage change amount ΔV2 is calculated by a calculation formula of ΔV2 = V2−Vb.

  Here, comparing the example shown in FIG. 10 with the example shown in FIG. 11, the voltage change amount ΔV1 when the shift-up switch 32 is operated earlier is equal to the voltage change amount ΔV2 when the shift switch is operated later. It will be larger than the value of.

  On the other hand, in the example of the solid line in FIG. 12, after the operation of the shift switch is started at time t = 0, it enters the preliminary shift determination area at time t30, and measurement of the preliminary shift determination time T1 is started. Next, at time t31, the preliminary shift from the second speed to the third speed is executed with the passage of the preliminary shift determination time T1. However, after execution of the preliminary shift, the shift switch voltage V does not exceed the voltage V2 that defines the lower limit of the actual shift determination area, and falls below the voltage V1 at time t32. This corresponds to the case where the pressing operation of the upshift switch 32 is interrupted without entering the actual shift determination area while entering the preliminary shift determination area. In this case, the clutch changeover operation is performed. This is not performed, and the state before shifting is restored.

  The one-dot and two-dot chain lines indicate that the clutch change-over control is performed with the operation stroke of the shift switch, and the clutch change-over is performed slowly or quickly at the peak value Vp1 · 2 of both chain lines. It is another Example which performs connection control. Such a magnitude of the operation stroke may be replaced with one that detects the operation pressure of the switch with a pressure sensor or the like.

  FIG. 13 is a table showing the relationship between the measured value of the shift switch voltage change amount ΔV and the clutch changeover control mode. In the present embodiment, one of the four clutch changeover control modes is selected in accordance with the magnitude of the calculated voltage change amount ΔV. When the voltage change amount ΔV is smaller than the predetermined value K1, the “soft mode” with a slow shift speed is selected. Thereafter, as the voltage change amount ΔV increases, the “mild mode” or the normal “normal” “Mode” and faster “direct mode” are appropriately selected. In this table, the relationship of K1 <K2 <K3 <K4 is established.

  FIG. 14 is a flowchart illustrating a procedure of clutch changeover control mode determination processing. In step S1, the shift switch voltage is read and stored in the memory. In step S2, it is determined whether or not the shift switch voltage has entered the preliminary shift determination area. If an affirmative determination is made, the process proceeds to step S3, and the scheduled shift determination area counter is started. The preliminary determination area counter can be composed of a timer 132.

  In the subsequent step S4, it is determined whether or not the preliminary shift determination area counter has reached the preliminary shift determination time T1, and if an affirmative determination is made, the process proceeds to step S5. In step S5, the preliminary shift start instruction flag is changed from 0 to 1, and the preliminary shift is started. Next, in step S6, it is determined whether or not the shift switch voltage has entered the actual shift determination area. If an affirmative determination is made, the process proceeds to step S7.

  In step S7, using a calculation formula of ΔV = (shift switch voltage at the time of actual shift area entry−shift switch voltage stored before time T2 (voltage change amount detection time) from the time of actual shift area entry), A shift switch voltage change amount ΔV is calculated. In the subsequent step S8, the clutch changeover control mode is determined by comparing the value of the shift switch voltage change amount ΔV with the table of FIG. In step S9, the clutch change instruction flag is changed from 0 to 1, and the clutch change control is executed by applying the clutch change control mode determined in step S8, and the series of control is finished.

  If a negative determination is made in step S2, the process proceeds to step S10 to set the preliminary shift start instruction flag = 0, and the process proceeds to step S11 without performing the preliminary shift. In step S11, the clutch change instruction flag is set to 0, and the series of control is terminated without performing clutch change control. As a result, if a negative determination is made in steps S4 and S6, the process proceeds to step S11, and a series of control is terminated without performing clutch changeover control.

  FIG. 15 is a graph showing the relationship between the clutch changeover control mode and the engine speed change at the time of shifting. The graphs (a) and (b) correspond to the state where the engine speed decreases from Ne1 to Ne2 while the vehicle speed remains constant at the time of upshifting from the second speed to the third speed.

  In (a) when the direct mode is selected, the shift is completed at time t2 when the shift time Td elapses after the clutch changeover control is started at time t1. On the other hand, at (b) when the soft mode is selected, after the clutch change control is started at time t1, the clutch change control is performed over a shift time Ts that is about three times the shift time Td in the direct mode. Execute. According to such a setting, a shift feeling with a direct feeling can be obtained in the direct mode even with a slight shift shock, and in the soft mode, the rotational fluctuation until the shift is completed at time t3 becomes gentle, A soft shifting feeling can be obtained.

  As described above, according to the shift control device according to the present invention, the speed from the start of the shift to the end of the shift is changed according to the operation speed of the shift switch. As a representative example, the driver's intention to shift can be reflected in the actual shift control.

  Configuration of shift control device, structure of twin clutch type transmission, shape and structure of shift up switch and shift down switch, structure of sensor for detecting change amount of shift switch, detection method of voltage change amount, preliminary shift determination time, The setting of the voltage change amount detection time, the setting method of the clutch changeover control mode, the form of various sensors, and the like are not limited to the above embodiment, and various changes can be made. For example, as a sensor for detecting the operation amount of the shift switch, a rotary encoder or a non-contact distance sensor may be applied in addition to various potentiometers.

  Further, the change according to the voltage change amount of the shift switch is not limited to the clutch change speed, and for example, the control speed and drive timing of the shift control motor may be changed. In the above description, only the time of upshifting has been described. However, it is possible to set the clutch changeover control mode corresponding to the voltage change amount to be different between upshifting and downshifting. Further, the single clutch transmission may be configured such that the shift speed is changed by changing the clutch connecting / disconnecting speed and the shift drum rotating speed in accordance with the operation speed of the shift switch. The shift control device according to the present invention can be applied to various vehicles such as a three-wheeled vehicle and a four-wheeled vehicle in addition to a motorcycle.

  DESCRIPTION OF SYMBOLS 1 ... Engine (power source), 4 ... Main shaft, 4a ... Inner main shaft, 4b ... Outer main shaft, 5 ... Counter shaft, 11 ... Shift drum, 16 ... Shift control motor, 18 ... Valve, 18a ... First valve, 18b ... 2nd valve, 29 ... Meter device, 30 ... AMT control unit (control part), 32 ... Shift up switch (shift switch), 33 ... Shift down switch (shift switch), 36 ... AMT (automatic manual transmission), 70 DESCRIPTION OF SYMBOLS ... Handle switch, 83 ... 1st potentiometer, 88 ... 2nd potentiometer, 110 ... Shift switch voltage detection part, 120 ... Clutch change control mode setting part, 130 ... Shift control part, 131 ... Shift map, 132 ... Timer, M1- M6 ... 1st-6th drive gear, C1-C6 ... 1st-6th driven gear, CL1 ... 1st clutch, CL2 ... 2 clutch, SE1 ... engine speed sensor, SE2 ... throttle opening degree sensor, SE7 ... gear position sensor

Claims (14)

Shift control in which the control unit (30) operates the actuators (16, 18a, 18b) to switch the shift stage of the transmission (3) according to the shift command output from the shift switch (32, 33). In the device
The control unit (30) is configured to change a shift speed when switching a shift stage of the transmission (3) according to an operation speed of the shift switch (32, 33). A shift control device.   The said control part (30) controls the shift actuator (16) which switches the gear stage of the said transmission (3), and the clutch actuator (18a, 18b) which connects / disconnects the rotational power of an engine, It is characterized by the above-mentioned. Item 4. The gear change control device according to Item 1.   The control unit (30) detects an operation amount of the shift switch (32, 33), sets a plurality of shift determination areas according to the operation amount, and the shift determination area includes a first operation amount ( V1) In the following first shift determination area, it is determined that the shift is not performed, and in the second shift determination area larger than the first operation amount (V1), the shift actuator is controlled to change the speed. The gear position of the machine (3) is controlled, and in the third shift determination area larger than the second shift determination area, the clutch actuators (18a, 18b) are controlled and the clutches (CL1, CL2) are disconnected. 3. The shift control apparatus according to claim 2, wherein contact control is performed.   When the control unit (30) determines that the operation amount of the shift switch (32, 33) has reached the operation amount (V2) entering the third shift determination area (S6), the operation amount ( V2) The operation speed of the shift switch (32, 33) immediately before is calculated (S7), and the clutch actuator (18a, 18b) is controlled according to the operation speed. Shift control device.   The operation speed of the shift switch is a difference (ΔV1, ΔV2) from the value of the operation amount before a predetermined time (T2) when the operation amount enters the third shift determination area (V2). The shift control apparatus according to claim 4, wherein the shift control apparatus is calculated as follows. The transmission (3) supports the odd-numbered gear with the clutch (CL1) on one side and the even-numbered gear with the clutch (CL2) on the other side, and rotates the shift drum (11). It is a twin clutch type transmission that can complete a speed change operation only by changing the connection state of both clutches (CL1, CL2) by executing a preliminary speed change to change the meshing in advance.
The control unit (30) is configured to change the shift speed by changing the switching speed of the clutches (CL1, CL2) according to the operation speed of the shift switch (32, 33). The shift control apparatus according to claim 3, wherein   The control unit (30), when detecting that the operation amount has entered the second shift determination area, executes the preliminary shift after a predetermined determination time (T1) elapses. Item 6. The shift control device according to Item 5.   The control unit (30) performs shift control when it is determined that the operation amount is equal to or less than the first operation amount (V1) after the operation amount enters the second shift determination area. The shift control apparatus according to claim 6, wherein control is performed to return the gear from the preliminary shift state to the state before the shift.   The speed change control device according to claim 1, wherein the operation speed of the shift switch (32, 33) is calculated by using an operation amount of the shift switch detected by a potentiometer (83, 88). The potentiometer is a rotary potentiometer (83, 88) provided inside a handle switch case (80, 81).
The shift control device according to claim 9, wherein the rotary potentiometer (83, 88) is configured to detect a swing angle of the shift switch (32, 33).   The speed change control device according to claim 9, wherein the potentiometer is a linear potentiometer (95, 99) disposed in a handle switch case (80, 81).   The shift control device according to claim 1, wherein the control unit (30) increases the shift speed as the operation speed of the shift switch (32, 33) increases.   The control unit (30) selects one of a plurality of predetermined clutch changeover control modes according to the operation speed of the shift switch (32, 33), and defines the selected clutch changeover control mode. The shift control apparatus according to claim 2, wherein the clutch actuator (18a, 18b) is driven so that the clutch changeover speed is executed. In the shift control device in which the control unit (30) operates the actuators (18a, 18b) in accordance with a shift command output from the shift switch (32, 33) to switch the shift stage of the transmission (3). ,
The control unit (30) changes a shift speed when switching the shift stage of the transmission (3) according to an operation stroke (Vp1, Vp2) or an operation pressure of the shift switch (32, 33). A speed change control device characterized by being configured as described above.

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