JP2012197896A - Vehicle control apparatus, vehicle, and motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control apparatus that can obtain information indicative of the relationship between an instruction value of an actuator according to an operation condition of a vehicle and a torque volume of a clutch.SOLUTION: The vehicle control apparatus 10 includes: a table retaining unit 51 that retains a correction table 51b applied under a condition where an engine output torque is rising and a correction table 51b applied under a condition where an engine output torque is decreasing; a shift condition determination unit 55 that determines that shift is changed under either of the conditions; and a correction table update unit 59 that updates the correction table 51b applied under a determined condition based on information indicative of the relationship between an actual result and a target value of the torque volume generated at an inertia phase.

Description

  The present invention relates to a vehicle control device, a vehicle, and a prime mover.

  Conventionally, in a vehicle such as a motorcycle, rotation control for changing the rotation speed of an engine by adjusting the torque capacity of a clutch during a shift period may be performed.

  Patent Document 1 discloses a twin clutch type vehicle. In a twin clutch type vehicle, two paths including a clutch and a speed change mechanism are provided in parallel, and the path for transmitting torque from the engine is switched from one to the other during the speed change period. Paragraphs 0046 to 0063 and FIGS. 8 to 11 of Patent Document 1 describe changing the engine rotational speed by adjusting the torque capacity of the clutch during the shift period.

JP 2004-251456 A

  By the way, in the type of clutch in which the actuator drives the pressure plate, the relationship between the instruction value given to the actuator and the torque capacity generated in the clutch may change over time due to factors such as plate wear. Therefore, in the conventional vehicle, it is required to appropriately update information such as a table representing the relationship between the instruction value of the actuator and the torque capacity of the clutch based on the result of the rotation control.

  However, since the result of the rotation control may vary depending on the driving conditions of the vehicle, the accuracy of the updated information may not be high. For example, when the output torque of the engine is increasing and when it is decreasing, even if the same torque capacity is generated in the clutch, the change characteristic of the engine rotational speed may be different. Further, when the torque capacity of the clutch has hysteresis, the torque capacity generated in the clutch may be different even if the same instruction value is given to the actuator.

  The present invention has been made in view of the above circumstances, and is a vehicle control device and a vehicle capable of obtaining information representing a relationship between an instruction value of an actuator and a torque capacity of a clutch in accordance with a driving condition of the vehicle. The main purpose is to provide a prime mover.

  In order to solve the above-described problems, a control device according to the present invention includes a clutch whose torque capacity changes according to the operation of an actuator on a path for transmitting torque output from an engine, and a dog clutch disposed downstream of the clutch. And a transmission mechanism of the type. The control device performs a rotation control to change an engine rotation speed by giving an instruction value to the actuator so that a torque capacity of the clutch is increased or decreased with respect to an output torque of the engine during a shift period. Execute. The control device includes a holding unit, a determination unit, a determination unit, a control unit, and an update unit. The holding unit holds condition-specific information representing a relationship between the torque capacity and the indicated value of the actuator. The condition-specific information includes a plurality of operating conditions in which the torque capacity generated in the clutch is different even when the same instruction value is given to the actuator, or a change characteristic of the rotational speed of the engine even if the same torque capacity is generated in the clutch. Is applied in each of a plurality of different operating conditions. The determination unit determines which of the plurality of driving conditions is used for shifting. The determination unit determines an instruction value of the actuator corresponding to a target value of the torque capacity based on the condition-specific information applied under the determined operating condition. The controller gives the determined instruction value to the actuator to change the rotational speed of the engine. The update unit is configured to apply the determined operation condition according to the condition based on information representing a relationship between the actual value and the target value of the torque capacity generated during a period in which the rotation speed of the engine is changed. Update information.

  Moreover, the vehicle of this invention is provided with the said control apparatus.

  Moreover, the motor | power_engine of this invention is provided with the said control apparatus.

  According to the present invention, it is possible to obtain information representing the relationship between the indicated value of the actuator and the torque capacity of the clutch according to the driving conditions of the vehicle.

1 is a side view of a motorcycle including a control device according to an embodiment of the present invention. It is the schematic of the mechanism provided in the torque transmission path | route from the engine of the said motorcycle to a rear wheel. It is a block diagram which shows the structure of the said motorcycle. It is a figure for demonstrating the outline | summary of transmission control. It is a figure which shows the several control mode of transmission control. It is a time chart for demonstrating the example of a 1st control mode. It is a time chart for demonstrating the example of a 2nd control mode. It is a time chart for demonstrating the example of a 3rd control mode. It is a time chart for explaining the example of the 4th control mode. It is a flowchart showing the operation example of a 1st control mode. It is a figure which shows the example of the content of the table of inertia phase generation | occurrence | production time. It is a block diagram showing the functional structural example of a control apparatus. It is a figure which shows the example of the content of a basic table. It is a figure which shows the example of the content of a correction table. It is a flowchart showing the 1st operation example of a control apparatus. It is a flowchart showing the 2nd operation example of a control apparatus. It is a flowchart showing the 3rd operation example of a control apparatus. It is a flowchart showing a 1st modification. It is a flowchart showing the 2nd modification. It is a figure which shows the example of the content of a target value table. It is a figure which shows the example of the content of a displacement amount table. It is a figure for demonstrating the 2nd modification. It is a figure for demonstrating the 2nd modification. It is a figure for demonstrating the 2nd modification. It is a figure for demonstrating the 2nd modification. It is a flowchart in the case of performing a 2nd modification for every area | region. It is a figure for demonstrating the 2nd modification. It is a figure which shows the example of the content of the table of a table learning value.

  DESCRIPTION OF EMBODIMENTS Embodiments of a vehicle control device, a vehicle, and a prime mover of the present invention will be described with reference to the drawings.

  FIG. 1 is a side view of a motorcycle 1 including a control device 10 according to an embodiment of the present invention. FIG. 2 is a schematic view of a mechanism provided in a torque transmission path from the engine 20 to the rear wheel 3. FIG. 3 is a block diagram showing a configuration of the motorcycle 1 which is an embodiment of the vehicle of the present invention.

  As shown in FIG. 1, a motorcycle 1 includes an engine unit 11 that is an embodiment of a prime mover of the present invention. The front wheel 2 disposed in front of the engine unit 11 is supported by the lower end of the front fork 4. A steering shaft 5 that is rotatably supported at the foremost part of a vehicle body frame (not shown) is connected to the upper portion of the front fork 4. A steering 6 is provided above the steering shaft 5. The steering 6, the front fork 4 and the front wheel 2 are integrally rotatable left and right around the steering shaft 5.

  A seat 7 on which a passenger can sit across is disposed behind the steering 6. A rear wheel 3 is disposed behind the engine unit 11. Torque output from the transmission 30 (see FIG. 2) is transmitted to the rear wheel 3 via a torque transmission member (not shown) such as a chain, belt, or drive shaft.

  As shown in FIG. 2, the engine unit 11 includes an engine 20 and a transmission 30. The motorcycle 1 is a so-called twin clutch type vehicle, and a first clutch 40A and a second clutch 40B are provided in the engine unit 11. The engine 20 includes a crankshaft 21 that rotates when driven.

  The torque of the engine 20 (rotation of the crankshaft 21) is input to each of the first clutch 40A and the second clutch 40B. The first clutch 40 </ b> A and the second clutch 40 </ b> B have a drive member 41 that is interlocked with the rotation of the crankshaft 21. In the example shown in FIG. 2, the crankshaft 21 has two primary gears 21a. A primary gear 41a is provided on the drive member 41 of the first clutch 40A and the drive member 41 of the second clutch 40B. The primary gear 41a meshes with the primary gear 21a.

  The first clutch 40A and the second clutch 40B have a driven member 42 that interlocks with an input shaft 31 of transmission mechanisms 30A and 30B, which will be described later. The first clutch 40A and the second clutch 40B are, for example, single-plate or multi-plate friction clutches. When the drive member 41 and the driven member 42 are pressed against each other in the axial direction, torque is transmitted between them. The drive member 41 is, for example, a friction disk, and the driven member 42 is, for example, a clutch disk.

  The transmission 30 includes a first transmission mechanism 30A and a second transmission mechanism 30B. The first transmission mechanism 30A and the second transmission mechanism 30B are disposed downstream of the first clutch 40A and the second clutch 40B, respectively. That is, the input shaft 31 is provided in each of the first transmission mechanism 30A and the second transmission mechanism 30B. The input shaft 31 of the first transmission mechanism 30A is connected to the driven member 42 of the first clutch 40A, and torque is input to the first transmission mechanism 30A via the first clutch 40A. The input shaft 31 of the second transmission mechanism 30B is connected to the driven member 42 of the second clutch 40B, and torque is input to the second transmission mechanism 30B via the second clutch 40B. The first transmission mechanisms 30 </ b> A and 30 </ b> B have a common output shaft 32. As described above, the motorcycle 1 has two paths as torque transmission paths from the crankshaft 21 of the engine 20 to the output shaft 32 of the transmission 30. The first path is configured by the first transmission mechanism 30A and the first clutch 40A, and the second path is configured by the second transmission mechanism 30B and the second clutch 40B. The output shaft 32 of the transmission 30 is connected to the axle of the rear wheel 3 via a torque transmission member composed of a chain, a belt, a shaft and the like.

  The first transmission mechanism 30A and the second transmission mechanism 30B include a plurality of gears 1i to 6i and 1h to 6h. The gears 1 i to 6 i are provided on the input shaft 31, and the gears 1 h to 6 h are provided on the output shaft 32. The gear 1i and the gear 1h mesh with each other, and the reduction ratio thereof corresponds to the first speed. Similarly, the gears 2i to 6i mesh with the gears 2h to 6h, respectively, and their reduction ratios correspond to the 2nd to 6th speeds, respectively. In this example, the first transmission mechanism 30A is configured by gears 1i, 3i, 5i, 1h, 3h, and 5h corresponding to odd-numbered gears, and the second transmission mechanism 30B is gears 2i, 4i, and 6i corresponding to even-numbered gears. , 2h, 4h, 6h.

  The transmission mechanisms 30A and 30B are so-called selective sliding transmission mechanisms. Any one of the gear pairs (for example, the gear 1i and the gear 1h) corresponding to each gear is rotatable relative to the shaft on which the one gear is provided. On the other hand, the other gear meshes with a shaft provided with the other gear by a spline, and rotates integrally with the shaft. In this example, the gears 1h, 5i, 3h, 4h, 6i, 2h are rotatable relative to the shaft on which these gears are provided. On the other hand, the gears 1i, 5h, 3i, 4i, 6h, 2i mesh with the shafts on which they are provided, and rotate integrally with the shafts. Therefore, in the neutral state (the state where none of the gears is set), the gear pairs (5i, 5h) and (6i, 6h) are interlocked with the output shaft 32, and the gear pairs (1i, 1h), ( 3i, 3h), (4i, 4h) and (2i, 2h) are linked to the input shaft 31.

  The gears interlocking with the input shaft 31 and the gears interlocking with the output shaft 32 are arranged so as to be adjacent to each other in the axial direction, and can be relatively moved in the axial direction (movable in the approaching direction and the away direction). ing. The plurality of gears 1i to 6i and 1h to 6h include a gear in which a dog clutch is formed. The gear interlocked with the input shaft 31 and the gear interlocked with the output shaft 32 can be engaged by a dog clutch. The rotation (torque) of the input shaft 31 of the first transmission mechanism 30A or the input shaft 31 of the second transmission mechanism 30B is transmitted to the output shaft 32 by the engagement of these two gears. In the example of FIG. 2, the gears 5h, 3i, 4i, and 6h are movable in the axial direction.

  As shown in FIG. 2, the transmission 30 is provided with a shift actuator 39 for moving axially movable gears 5h, 3i, 4i, 6h (hereinafter referred to as movable gears) in the axial direction. The shift actuator 39 includes a plurality of shift forks 39a that are caught by a movable gear, a shift cam 39b that moves the shift fork 39a in the axial direction by rotating, an electric motor 39c that generates power to rotate the shift cam 39b, and the like. The shift actuator 39 moves the movable gear under the control of the control device 10 to switch the gear position.

  The clutches 40A and 40B are provided with clutch actuators 49A and 49B that move them under the control of the control device 10 (that is, bring the clutches 40A and 40B into an engaged state or a released state). The clutch actuators 49A and 49B include, for example, an electric motor. The power of the electric motor is transmitted to the pressure plate 43 via hydraulic pressure or a rod, and presses the drive member 41 and the driven member 42 in the axial direction.

  As shown in FIG. 3, the engine 20 is provided with a fuel injection device 22, a throttle actuator 23, and a spark plug 24. The fuel injection device 22 supplies the engine 20 with fuel to be burned in the combustion chamber of the engine 20. The throttle actuator 23 controls the opening of a throttle valve (not shown) that adjusts the amount of air flowing through the intake passage of the engine 20. The spark plug 24 ignites the air / fuel mixture flowing into the combustion chamber of the engine 20. The fuel injection amount of the fuel injection device 22, the ignition timing of the spark plug 24, and the opening of the throttle valve (hereinafter referred to as throttle opening) are controlled by the control device 10.

  The motorcycle 1 includes an engine rotation speed sensor 19a, a gear position sensor 19b, clutch sensors 19c and 19d, an output side rotation sensor 19e, a shift switch 19f, and an accelerator sensor 19g. These sensors are connected to the control device 10.

  The engine rotation speed sensor 19a is constituted by a rotation sensor that outputs a pulse signal having a frequency corresponding to the engine rotation speed. The control device 10 calculates the engine rotation speed (the rotation speed of the crankshaft 21) based on the output signal of the engine rotation speed sensor 19a.

  The gear position sensor 19b is configured by a potentiometer that outputs a voltage signal corresponding to the rotation angle of the shift cam 39b, for example. The control device 10 detects the position of the movable gears 5h, 3i, 4i, 6h, the current gear position, and the like based on the output signal of the gear position sensor 19b.

  The output side rotation sensor 19e is provided on the axle of the rear wheel 3 or the output shaft 32. The output side rotation sensor 19e is a rotation sensor that outputs a pulse signal having a frequency corresponding to the rotation speed of the rear wheel 3 or the rotation speed of the output shaft 32, for example. The control device 10 calculates the vehicle speed and the rotation speed of the output shaft 32 based on the output signal of the output side rotation sensor 19e.

  The shift switch 19f is a switch operated by the occupant, and inputs the occupant's shift command (a signal indicating a shift-up command for increasing the shift speed and a signal indicating a shift-down command for decreasing the shift speed) to the control device 10. To do. The shift switch 19f is provided with a shift up switch and a shift down switch.

  The accelerator sensor 19g outputs a signal corresponding to an operation amount (rotation angle) of an accelerator grip (not shown) provided on the steering 6. The accelerator sensor 19g is constituted by, for example, a potentiometer. The control device 10 detects the operation amount of the accelerator grip (accelerator operation amount) based on the output signal of the accelerator sensor 19g.

  The clutch sensor 19c is a sensor for detecting the transmission torque capacity of the first clutch 40A (the maximum torque that can be transmitted in the current state of the first clutch 40A (current degree of engagement)). The clutch sensor 19d is a sensor for detecting the transmission torque capacity of the second clutch 40B (the maximum torque that can be transmitted in the current state of the second clutch 40B (the current degree of engagement)). When the clutches 40A and 40B are in the engaged state, the transmission torque capacity is maximum, and when the clutches 40A and 40B are in the released state, the transmission torque capacity is minimum (for example, 0 Nm). The clutch sensors 19c and 19d detect the amount of displacement of the pressure plate 43, for example.

  The transmission torque capacity corresponds to the positions of the clutches 40A and 40B (clutch stroke amount). The clutch sensors 19c and 19d are, for example, potentiometers that output signals corresponding to the positions of the clutches 40A and 40B (signals corresponding to the operation amounts of the clutch actuators 49A and 49B). The control device 10 detects the transmission torque capacity from the clutch position detected based on the output signals of the clutch sensors 19c and 19d. For example, the control device 10 calculates the transmission torque capacity from the detected clutch position using a map or an arithmetic expression that associates the clutch position with the transmission torque capacity.

  In the structure in which the clutch actuators 49A and 49B move the clutches 40A and 40B by hydraulic pressure, the transmission torque capacity corresponds to the hydraulic pressure (hereinafter referred to as clutch pressure) acting on the clutches 40A and 40B. In such a structure, the clutch sensors 19c and 19d may be hydraulic pressure sensors that output a signal corresponding to the clutch pressure. In this case, the control device 10 detects the transmission torque capacity from the clutch pressure detected based on the output signals of the clutch sensors 19c and 19d. For example, the control device 10 calculates the transmission torque capacity from the detected clutch pressure using a map or an arithmetic expression that associates the clutch pressure with the transmission torque capacity.

  The transmission torque capacity corresponds to the force (pressing force acting between the drive member 41 and the driven member 42) acting on the clutches 40A and 40B from the clutch actuators 49A and 49B. Due to the force acting on the clutches 40A, 40B from the clutch actuators 49A, 49B, the portions receiving the forces (for example, the cases of the clutches 40A, 40B) are distorted. Therefore, the clutch sensors 19c and 19d may be strain sensors that output a signal corresponding to the magnitude of strain at the portion receiving the force from the clutches 40A and 40B. In that case, the control device 10 detects the transmission torque capacity from the distortion detected based on the output signals of the clutch sensors 19c and 19d. For example, the control device 10 calculates the transmission torque capacity from the detected distortion by using a map or an arithmetic expression that associates the distortion of the clutch with the transmission torque capacity.

  The control device 10 includes a CPU (Central Processing Unit) and a memory such as a ROM (Read Only Memory) and a RAM (Random Access Memory). The control device 10 executes a program stored in the memory in the CPU, and controls the engine 20, the transmission 30, and the clutches 40A and 40B.

  Specifically, the control device 10 sets a target value (hereinafter referred to as a target engine torque) for the output torque of the engine 20, and the throttle actuator 23 and the fuel injection so that the actual output torque becomes the target engine torque. The device 22 and the spark plug 24 are driven. Further, the control device 10 sets a target value (hereinafter referred to as a target torque capacity) for the transmission torque capacity of the first clutch 40A and the transmission torque capacity of the second clutch 40B, and the actual transmission torque capacity is the target torque capacity. The clutch actuators 49A and 49B are moved so that Furthermore, the control device 10 moves the shift actuator 39 so that the gear position set by the first transmission mechanism 30A and the second transmission mechanism 30B corresponds to the shift command.

  An outline of the shift control will be described. In the following description, of the first clutch 40A and the second clutch 40B, the clutch that transmits the torque of the engine 20 before shifting is referred to as the front clutch, and the other clutch (that is, the transmission of the torque of the engine 20). Is the next clutch. Similarly, of the first speed change mechanism 30A and the second speed change mechanism 30B, the speed change mechanism that transmits the torque of the engine 20 before the speed change is used as the front speed change mechanism, and the other speed change mechanism (that is, the transmission of the torque of the engine 20). Is the next speed change mechanism.

  FIG. 4 is a diagram for explaining the outline of the shift control. In this figure, the speed change mechanisms 30A and 30B and the clutches 40A and 40B shown in FIG. 2 are further simplified. In the figure, the clutch Cp is the front clutch, and the clutch Cn is the next clutch. The transmission mechanism Tp is a front transmission mechanism, and the transmission mechanism Tn is a next transmission mechanism. The gear Gp1 of the front transmission mechanism Tp indicates a movable gear (5h, 3i, 4i, or 6h) that transmits torque at the previous gear, and the gear Gp2 transmits torque at the previous gear. The fixed gear (1h, 5i, 3h, 4h, 6i, or 2h) is shown. Further, the gear Gn1 of the next transmission mechanism Tn indicates a movable gear that transmits torque at the next shift stage, and the gear Gn2 indicates a fixed gear that transmits torque at the next shift stage. In this figure, for the sake of simplicity, one movable gear Gp1, Gn1 and one fixed gear Gp2, Gn2 are shown. In this figure, the fixed gears Gp2 and Gn2 are fixed to the output shaft 32 (that is, meshed with the output shaft 32 by splines), and rotate integrally with the output shaft 32. The movable gears Gp1 and Gn1 can freely rotate relative to the output shaft 32. The movable gears Gp1 and Gn1 mesh with gears Gp3 and Gn3 fixed to the input shaft 31, respectively, and interlock with the rotation of the gears Gp3 and Gn3 and the input shaft 31.

  As shown in FIG. 4A, in normal running, the two clutches Cp and Cn are set to the engaged state (the state where the transmission torque capacity is maximum). In the front transmission mechanism Tp, the movable gear Gp1 and the fixed gear Gp2 corresponding to the previous gear stage are engaged by a dog clutch. Further, in the next transmission mechanism Tn, all the movable gears are arranged at neutral positions (positions that do not engage any fixed gear). Therefore, the torque of the engine 20 is transmitted toward the rear wheel 3 via one of the two torque transmission paths (the front clutch Cp and the front transmission mechanism Tp). In the other path, torque transmission is interrupted in the next transmission mechanism Tn.

  When a shift command is generated, the control device 10 switches the path for transmitting torque from one to the other. That is, the control device 10 engages the movable gear Gn1 and the fixed gear Gn2 of the next transmission mechanism Tn to bring the movable gear Gp1 of the front transmission mechanism Tp to the neutral position. Specifically, the transmission mechanisms Tp, Tn and the clutches Cp, Cn are moved as follows in the shift control. First, the control device 10 releases the engagement of the next clutch Cn as shown in S1 of FIG. 4B, moves the movable gear Gn1 of the next transmission mechanism Tn as shown in S2, and the adjacent fixed gear. Engage with Gn2 (so-called dog engagement phase). Thereafter, the control device 10 returns the next clutch Cn from the disengaged state to the engaged state as shown in S3 of FIG. 4C, and at the same time, disengages the previous clutch Cp (so-called torque phase). Finally, the control device 10 moves the movable gear Gp1 of the front transmission mechanism Tp to the neutral position as shown in S4 of FIG. 4D, and then engages the front clutch Cp (so-called dog release). Phase).

  When such shift control is executed, the rotational speed of the drive member 41 of the front clutch Cp or the next clutch Cn and the rotation of the driven member 42 are used to suppress increase / decrease (shift shock) of the driving force of the rear wheel 3 during the shift. Rotational control (so-called inertia phase) for matching the speed may be required before or after the torque phase (see S3 in FIG. 4C). A plurality of control modes of the shift control of the control device 10 described below are broadly divided into those in which the torque phase is performed before the inertia phase and those in which the inertia phase is performed before the torque phase.

  FIG. 5 is a diagram illustrating a plurality of control modes of the shift control of the control device 10. The control device 10 has four control modes as shift control. The first control mode is shift-up control (power-on shift-up control) with the accelerator open. The second control mode is shift-down control (power-on shift-down control) with the accelerator open. The third control mode is shift-up control (power-off shift-up control) with the accelerator closed. The fourth control mode is shift-down control (power-off shift-down control) with the accelerator closed.

  Hereinafter, each control mode will be described. 6A to 6D are time charts for explaining an example of each control mode.

[First control mode]
FIG. 6A is a time chart for explaining an example of a first control mode (power-on shift-up control) executed by the control device 10. In the figure, the alternate long and short dash line represents the engine speed Se, the solid line represents the engine torque Te, the broken line represents the transmission torque capacity Tcn of the next clutch Cn, and the two-dot chain line represents the transmission torque capacity Tcp of the previous clutch Cp. Yes. Among these, the broken line and the two-dot chain line are values obtained by dividing the transmission torque capacity by the primary reduction ratio. In the figure, each line is slightly shifted in the vertical or horizontal direction so as not to overlap each other. In the first control mode, the torque phase and the inertia phase are executed in this order.

  First, the control device 10 starts the dog engagement phase (t1). Specifically, the control device 10 changes the next clutch Cn from the engaged state to the released state. The engaged state is a state where the transmission torque capacity is maximum, and the released state is a state where the transmission torque capacity is minimum (for example, 0 Nm). Further, the control device 10 drives the shift actuator 39 to move the movable gear Gn1 of the next transmission mechanism Tn toward the fixed gear Gn2. Further, the control device 10 changes the front clutch Cp from the engaged state to the half-engaged state. Here, the transmission torque capacity Tcp of the front clutch Cp is lowered to a value corresponding to the engine torque Te.

  Next, the control device 10 starts a torque phase and switches a path for transmitting the torque of the engine 20 (t2). The control device 10 changes the front clutch Cp from the half-engaged state to the released state, and changes the next clutch Cn from the released state to the half-engaged state. Specifically, the control device 10 increases the transmission torque capacity Tcp of the next clutch Cn to a value corresponding to the engine torque Te.

  Next, the control device 10 starts an inertia phase and decreases the engine rotation speed Se (t3). Specifically, the control device 10 decreases the engine rotational speed Se by lowering the engine torque Te relative to the transmission torque capacity Tcn of the next clutch Cn. In other words, the control device 10 decreases the engine rotation speed Se by increasing the transmission torque capacity Tcn of the next clutch Cn relative to the engine torque Te.

  Next, the control device 10 starts a dog release phase (t4). Specifically, the control device 10 drives the shift actuator 39 to move the movable gear Gp1 of the front transmission mechanism Tp toward the neutral position. Thereafter, the control device 10 returns the previous clutch Cp and the next clutch Cn to the engaged state (t5). Thereby, the shift control according to the first control mode ends.

[Second control mode]
FIG. 6B is a time chart for explaining an example of the second control mode (power-on shift-down control) executed by the control device 10. Hereinafter, differences from the control mode will be mainly described. In the second control mode, the inertia phase and the torque phase are executed in this order.

  The control device 10 starts the inertia phase after the dog engagement phase, and increases the engine rotation speed Se (t2). Specifically, the control device 10 increases the engine rotational speed Se by increasing the engine torque Te relative to the transmission torque capacity Tcp of the front clutch Cp. In other words, the control device 10 increases the engine rotational speed Se by increasing the transmission torque capacity Tcp of the front clutch Cp relative to the engine torque Te. Thereafter, the control device 10 executes a torque phase and a dog release phase. Thereby, the shift control according to the second control mode ends.

[Third control mode]
FIG. 6C is a time chart for explaining an example of a third control mode (power-off shift-up control) executed by the control device 10. Hereinafter, differences from the control mode will be mainly described. In the third control mode, the inertia phase and the torque phase are executed in this order. In the third control mode, the engine torque Te is a negative value.

  The control device 10 starts the inertia phase after the dog engagement phase, and decreases the engine rotation speed Se (t2). Specifically, the control device 10 decreases the engine rotational speed Se by increasing the absolute value of the engine torque Te relative to the transmission torque capacity Tcp of the front clutch Cp (that is, by decreasing the engine torque Te). Let In other words, the control device 10 lowers the engine rotational speed Se by lowering the transmission torque capacity Tcp of the front clutch Cp relative to the absolute value of the engine torque Te. Thereafter, the control device 10 executes a torque phase and a dog release phase. Thereby, the shift control according to the third control mode is completed.

[Fourth control mode]
FIG. 6D is a time chart for explaining an example of a fourth control mode (power-off shift down control) executed by the control device 10. Hereinafter, differences from the control mode will be mainly described. In the fourth control mode, the torque phase and the inertia phase are executed in this order. In the fourth control mode, the engine torque Te is a negative value.

  Next, the control device 10 starts an inertia phase after the torque phase, and increases the engine rotation speed Se (t3). Specifically, the control device 10 increases the engine rotation speed Se by lowering the absolute value of the engine torque Te relative to the transmission torque capacity Tcn of the next clutch Cn (that is, by increasing the engine torque Te). Let In other words, the control device 10 increases the engine rotation speed Se by relatively increasing the transmission torque capacity Tcn of the next clutch Cn from the absolute value of the engine torque Te. Thereafter, the control device 10 executes a dog release phase. Thereby, the shift control according to the fourth control mode ends.

  Hereinafter, as a representative example of the first to fourth control modes (FIGS. 6A to 6D), a specific operation example of the first control mode (power-on shift-up control) will be described. FIG. 7 is a flowchart illustrating an operation example of the first control mode.

  In S201, the control device 10 determines whether or not the shift control is in the first control mode (power-on shift-up control). When it is not the first control mode (S201: NO), the control device 10 ends the process.

  In S202, the control device 10 outputs a dog engagement command and executes the dog engagement phase (t1 in FIG. 6A). The dog engagement command includes a command to change the next clutch Cn from the engaged state to the released state, and a command to move the movable gear Gn1 of the next transmission mechanism Tn toward the fixed gear Gn2. The dog engagement command includes a command to change the front clutch Cp from the engaged state to the half-engaged state. Specifically, the target torque capacity of the front clutch Cp is set so that the value obtained by dividing this by the primary reduction ratio is the same as the target engine torque.

  In S203, the control device 10 determines whether or not the dog engagement phase is completed. As a determination method, the following method can be considered. For example, when the position of the shift cam 39b is within the range corresponding to the dog engagement based on the signal from the gear position sensor 19b, the completion of the dog engagement phase is determined. When a sensor for detecting the rotational speed of the input shaft 32 is provided, the difference between the value obtained by dividing the engine rotational speed by the primary reduction ratio and the input shaft rotational speed is within a range corresponding to dog engagement. In addition, the completion of the dog engagement phase may be determined.

  In S204, the control device 10 executes a torque phase (t2 in FIG. 6A). At the start of the torque phase, the control device 10 outputs a command to change the previous clutch Cp to the released state and a command to change the next clutch Cn to the half-engaged state. Specifically, the target torque capacity of the next clutch Cn is set so that the value obtained by dividing this by the primary reduction ratio is the same as the target engine torque.

  In S205, the control device 10 determines whether or not the torque phase has been completed. Specifically, it is determined whether or not the transmission torque capacity of the clutches 40A and 40B has reached the target torque capacity based on signals from the clutch sensors 19c and 19d.

  In S206, the control device 10 calculates an inertia torque. The inertia torque is a target engine torque applied in the inertia phase (Te in FIG. 6A). The inertia torque is obtained by, for example, an equation of (current engine rotational speed−engine speed reached after shifting) / inertia phase generation time × crank inertia around the crank. For example, the inertia phase generation time is read from a table in which the inertia phase generation time is associated with the shift speed and the accelerator opening as shown in FIG. The crank rotation inertia is an inertia caused by a heavy object existing around the axis of the crankshaft 21 and can be obtained in advance at the design stage of the engine 20 or the like.

  In S207, the control device 10 executes an inertia phase to decrease the engine rotation speed Se (t3 in FIG. 6A). When the inertia phase is started, the target engine torque is set to the inertia torque calculated in S206. Further, the target transmission torque of the front clutch Cp is set to a minimum value (for example, 0 Nm). Further, the target transmission torque of the next clutch Cn is set to a value obtained by multiplying the target engine torque determined from the accelerator opening by the primary reduction ratio and further adding the offset torque. Here, the offset torque is a value for eliminating the situation where the inertia phase does not proceed because the target transmission torque of the next clutch Cn is different from the actual transmission torque capacity Tcn. For example, the time elapsed since the start of S207. The value is determined according to the time.

  In S208, the control device 10 determines whether or not the inertia phase has been completed. For example, when the following formula is established: | drive shaft rotational speed × post-gear gear ratio × primary reduction ratio−engine rotational speed | <threshold value, the completion of the inertia phase is determined. Also, for example, (drive shaft rotational speed × gear ratio before shifting × primary reduction ratio−engine rotational speed) / (drive shaft rotational speed × (gear ratio before shifting−gear ratio after shifting) × primary reduction ratio)> threshold Completion of the inertia phase may be determined when the following equation is established. Further, for example, the completion of the inertia phase may be determined when one or both of the two expressions are satisfied.

  In S209, the control device 10 returns the target engine torque to a normal value obtained from the accelerator opening.

  In S210, the control device 10 outputs a dog release command and executes the dog release phase (t4 in FIG. 6A). The dog release command includes a command to move the movable gear Gn1 of the front transmission mechanism Tp to the neutral position.

  In S211, the control device 10 determines whether or not the dog release phase is completed. As a determination method, the following method can be considered. For example, when the position of the shift cam 39b is within a range corresponding to dog release based on a signal from the gear position sensor 19b, the completion of the dog release phase is determined. When a sensor for detecting the rotational speed of the input shaft 32 is provided, the difference between the value obtained by dividing the engine rotational speed by the primary reduction ratio and the input shaft rotational speed is within a range corresponding to dog release. The completion of the dog release phase may be determined.

  In S212, the control device 10 outputs a command to change the previous clutch Cp and the next clutch Cn to the engaged state. Thus, the shift control according to the first control mode (power-on shift-up control) is completed.

  Incidentally, in the clutches 40A and 40B, the relationship between the instruction value given to the clutch actuators 49A and 49B and the transmission torque capacity generated in the first clutch 40A and the second clutch 40B changes with time due to factors such as plate wear. Sometimes. Therefore, as described below, the control device 10 determines the relationship between the instruction value given to the clutch actuators 49A and 49B and the transmission torque capacity generated in the first clutch 40A and the second clutch 40B based on the result of the inertia phase. To learn.

  FIG. 9 is a block diagram illustrating a functional configuration example of the control device 10. In the figure, of the functions realized by the control device 10, the part related to the function for determining the target actuator position and the part related to the function for learning the relationship between the target actuator position and the actually generated transmission torque capacity are mainly shown. It shows. The control device 10 includes a table holding unit 51, a target actuator position determination unit 53, a shift condition determination unit 55, an actuator control unit 57, and a correction table update unit 59. The target actuator position determination unit 53 includes a basic value calculation unit 53a and a correction value calculation unit 53b. Each unit included in the control device 10 is realized by the CPU of the control device 10 executing a program stored in the memory.

  The table holding unit 51 holds a basic table 51a and a plurality of correction tables 51b. The basic table 51a describes the transmission torque capacity (target torque capacity) generated in the clutches 40A and 40B and the basic value of the target actuator position voltage to be applied to the clutch actuators 49A and 49B. FIG. 10 is a diagram showing an example of the contents of the basic table 51a.

  On the other hand, correction values for correcting the basic values described in the basic table 51a are described in the correction table 51b. This correction value is updated by the correction table updating unit 59 based on the result of the inertia phase. A value obtained by adding the basic value described in the basic table 51a and the correction value described in the correction table 51b is set as the target actuator position voltage. Thereby, the transmission torque capacity actually generated in the clutches 40A and 40B approaches the target torque capacity. Specifically, the target torque capacity and the target actuator position voltage correction value are described in the correction table 51b. FIG. 11 is a diagram illustrating an example of the contents of the correction table 51b.

  The correction table update unit 59 holds a plurality of correction tables 51b. This is because the result of the inertia phase may differ depending on the driving conditions of the motorcycle 1, and as a result, the learning accuracy of the correction value of the target actuator position voltage may not be high.

  For example, when the engine torque is increasing and when the engine torque is decreasing, even if the transmission torque capacity generated in the clutches 40A and 40B is the same, the change characteristic of the engine rotation speed may be different. That is, since the engine torque increase is realized by throttle control, the engine speed response is relatively slow, whereas the engine torque decrease is realized by ignition retard control, so the engine speed response is compared. Fast. For this reason, the rate of change of the engine speed during the inertia phase differs between when the engine torque is increasing and when the engine torque is decreasing. As a result, the target actuator position voltage calculated based on the result of the inertia phase is different. The correction value may also be different.

  Further, when the transmission torque capacity of the clutches 40A and 40B has hysteresis, the transmission torque capacity actually generated in the clutches 40A and 40B is different even if the instruction values given to the clutch actuators 49A and 49B are the same. There is. Therefore, if the way in which the clutches 40A and 40B are moved during the shift control is different, the correction value of the target actuator position voltage calculated based on the result of the inertia phase may be different.

  Therefore, in the present embodiment, a correction table 51b corresponding to each of a plurality of operating conditions that may have different inertia phase results is prepared, and a correction table 51b that uses and updates the correction value of the target actuator position voltage is prepared. It is changed for each operating condition. Hereinafter, an operation example of the control device 10 will be described.

[First operation example]
FIG. 12 is a flowchart illustrating a first operation example of the control device 10. The process shown in the flowchart is executed every predetermined time. In this operation example, the table holding unit 51 holds a correction table 51b applied under conditions where the engine torque is increasing, and a correction table 51b applied under conditions where the engine torque is decreasing. In this operation example, the condition in which the engine torque is increasing corresponds to the first control mode, and the condition in which the engine torque is decreasing corresponds to the fourth control mode.

  In S1, the basic value calculation unit 53a of the target actuator position determination unit 53 calculates the basic value of the target actuator position voltage. Specifically, the basic value calculation unit 53 a reads the basic value of the target actuator position voltage corresponding to the target torque capacity from the basic table 51 a held in the correction table update unit 59. The target torque capacity is determined according to the control state of the control device 10. For example, since the clutches 40A and 40B are engaged when the gear shift control is not being performed, the target torque capacity is set to the maximum value. In contrast, during the shift control, the target torque capacity changes in each phase as described above.

  In S2, the target actuator position determination unit 53 determines whether or not a gear shift is being performed. When shifting is in progress (S2: YES), the target actuator position determination unit 53 holds the read basic value. On the other hand, when the speed is not being changed (S2: NO), the target actuator position determination unit 53 outputs the read basic value to the actuator control unit 57 as the target actuator position voltage. In S11, the actuator control unit 57 drives the clutch actuators 49A and 49B using the received target actuator position voltage.

  In S <b> 3, the shift condition determination unit 55 determines whether the current shift is a shift in which the engine rotation speed increases or a shift in which the engine rotation speed decreases. In this step, it is substantially determined whether the engine torque is decreasing or increasing. That is, the engine torque is decreasing in the case of a shift (shift down shift) in which the engine rotational speed is increased, and the engine torque is increased in the shift (shift up shift) in which the engine rotational speed is decreased. The determination as to whether the engine rotational speed is increasing or decreasing is determined by, for example, whether the command input from the shift switch 19f is a shift-down command or a shift-up command. The determination can also be made by an input from the gear position sensor 19b. For example, the determination can also be made based on whether the gear ratio before shifting is smaller than the gear ratio after shifting, or whether the quotient of the gear ratio before shifting and the gear ratio after shifting is 1 or less.

  If the engine speed is increasing (S3: YES), that is, if the engine torque is decreasing, S41 is executed. In S41, the correction value calculation unit 53b of the target actuator position determination unit 53 reads the correction value of the target actuator position voltage corresponding to the target torque capacity from the correction table 51b applied under the condition that the engine torque is decreasing.

  Similarly, S42 is executed when the shift is such that the engine speed decreases (S3: NO), that is, when the engine torque is increasing. In S42, the correction value calculation unit 53b of the target actuator position determination unit 53 reads the correction value of the target actuator position voltage corresponding to the target torque capacity from the correction table 51b applied under conditions where the engine torque is increasing.

  In S5, the target actuator position determination unit 53 corrects the target actuator position voltage. Specifically, the target actuator position determination unit 53 uses the value obtained by adding the basic value read in S1 and the correction value read in S41 or S42 as a target actuator position voltage as the actuator control unit 57. Output to.

  In S6, the correction table update unit 59 determines whether or not a learning execution condition is satisfied. The learning execution condition is satisfied when the inertia phase ends. That is, the learning execution condition is satisfied when the inertia phase end condition described in S208 of FIG. 7 is satisfied. In addition, conditions such as whether the clutch actuators 49A and 49B are normal and whether the clutch sensors 19c and 19d are normal may be combined. Furthermore, conditions such as whether the absolute value of the difference between the maximum value and the minimum value of the engine torque, the accelerator opening degree, the vehicle speed, or the like is equal to or less than a predetermined value or whether the back torque limiter is inactive may be combined.

  If the learning execution condition is satisfied (S6: YES), S7 is executed. On the other hand, when the learning execution condition is not satisfied (S6: NO), S11 is executed. In S <b> 11, the actuator control unit 57 drives the clutch actuators 49 </ b> A and 49 </ b> B using the target actuator position voltage received from the target actuator position determination unit 53. Thereby, in each phase of the shift control, the target actuator position voltage corrected by the correction value read in S41 or S42 is used.

  In S7, the correction table update unit 59 calculates the torque correction amount based on the result of the inertia phase. The result of the inertia phase indicates, for example, the actual value of the inertia phase occurrence time. The torque correction amount is obtained using a ratio between the actual value of the inertia phase occurrence time and the target value. This ratio represents the relationship between the transmission torque capacity actually generated in the inertia phase and the target value (target torque capacity) of the transmission torque capacity. The torque correction amount is obtained by, for example, an equation of inertia torque × (1−inertia phase occurrence time target value / inertia phase occurrence time actual value). Here, the inertia torque is a value calculated in S206 of FIG. Further, the inertia phase generation time target value is the inertia phase generation time (see FIG. 8) used for calculating the inertia torque in S206 of FIG. The actual value of the inertia phase occurrence time is the time actually required for the inertia phase. That is, this is the time required from the start of the inertia phase in S207 of FIG. 7 until the end is determined in S206.

  In S8, the correction table update unit 59 calculates the learning amount of the correction value of the target actuator position voltage in the correction table 51b based on the torque correction amount obtained in S7. The learning amount is calculated as follows, for example. First, the correction table update unit 59 reads the basic value of the target actuator position voltage corresponding to the value obtained by adding the inertia torque and the torque correction amount from the basic table 51a. Next, the correction table update unit 59 calculates the difference between this basic value and the basic value of the target actuator position voltage read from the basic table 51a in S1. Thereafter, the correction table update unit 59 multiplies this difference by a predetermined weighting coefficient, and uses the value obtained as a learning amount.

  In S9, the shift condition determination unit 55 determines whether the shift being executed is a shift in which the engine rotational speed increases or a shift in which the engine rotational speed decreases. S9 is the same as S3.

  If it is a shift that increases the engine rotation speed (S9: YES), that is, if the engine torque is decreasing, S101 is executed. In S101, the correction table update unit 59 updates the correction value in the correction table 51b applied under the condition that the engine torque is decreasing, using the learning amount calculated in S8. Specifically, the correction table updating unit 59 adds the correction value read in S41 and the learning amount calculated in S8, and the obtained addition value is read in S41 in the correction table 51b. Overwrite the location where the correction value was written. The correction table update unit 59 also replaces the correction value held by the target actuator position determination unit 53 with the added value.

  Similarly, when the engine speed is a shift that decreases (S9: NO), that is, when the engine torque is increasing, S102 is executed. In S102, the correction table updating unit 59 updates the correction value in the correction table 51b applied under the condition that the engine torque is increasing, using the learning amount calculated in S8. Specifically, the correction table update unit 59 adds the correction value read in S42 and the correction value calculated in S8, and the obtained addition value is read in S42 in the correction table 51b. Overwrite the location where the correction value was written. The correction table update unit 59 also replaces the correction value held by the target actuator position determination unit 53 with the added value.

  In S <b> 11, the actuator control unit 57 drives the clutch actuators 49 </ b> A and 49 </ b> B using the target actuator position voltage received from the target actuator position determination unit 53.

  Thus, the first operation example ends. As described above, the correction value learning accuracy can be improved by changing the correction table 51b that uses and updates the correction value of the target actuator position voltage between the condition in which the engine torque is decreasing and the condition in which the engine torque is increasing. It is.

[Second operation example]
FIG. 13 is a flowchart illustrating a second operation example of the control device 10. Hereinafter, the same steps as those in the first operation example are denoted by the same reference numerals, and detailed description thereof is omitted. In this operation example, the table holding unit 51 includes a first control mode (power-on shift-up control), a second control mode (power-on shift-down control), and a third control mode (power-off shift-up control). The four types of correction tables 51b applied in each of the fourth control modes (power-off shift down control) are held.

  Among the first to fourth control modes, the first and second control modes are executed under conditions where the engine torque is increasing, and the third and fourth control modes are performed under conditions where the engine torque is decreasing. Executed. As described above, the torque phase and the inertia phase are executed in this order in the first and fourth control modes, and the inertia phase and the torque phase are executed in this order in the second and third control modes. The movement of the clutches 40A and 40B is different.

  In S31, the shift condition determination unit 55 determines whether or not the shift being executed is in the first control mode (power-on shift-up control). When it is the first control mode (S31: YES), S43 is executed. In S43, the correction value calculation unit 53b of the target actuator position determination unit 53 reads the correction value of the target actuator position voltage corresponding to the target torque capacity from the correction table 51b applied in the first control mode.

  In S32, the shift condition determination unit 55 determines whether or not the shift being executed is in the second control mode (power-on shift-down control). When it is the second control mode (S32: YES), S44 is executed. In S44, the correction value calculation unit 53b of the target actuator position determination unit 53 reads the correction value of the target actuator position voltage corresponding to the target torque capacity from the correction table 51b applied in the second control mode.

  In S33, the shift condition determination unit 55 determines whether or not the shift being executed is in the third control mode (power-off shift up control). When it is the third control mode (S33: YES), S45 is executed. In S45, the correction value calculation unit 53b of the target actuator position determination unit 53 reads the correction value of the target actuator position voltage corresponding to the target torque capacity from the correction table 51b applied in the third control mode.

  If the shift being executed is not one of the first to third control modes (S31 to S33: NO), that is, if the shift is in the fourth control mode (power-off shift down control), S46 is executed. . In S46, the correction value calculation unit 53b of the target actuator position determination unit 53 reads the correction value of the target actuator position voltage corresponding to the target torque capacity from the correction table 51b applied in the fourth control mode.

  In S5, the target actuator position determination unit 53 uses the sum of the basic value read in S1 and the correction value read in any of S43 to S46 as a target actuator position voltage as an actuator control unit. To 57.

  In S91 to S93, the shift condition determination unit 55 determines which of the first to fourth control modes is being performed. These S91 to S93 are the same as S31 to S33. In S103 to S106, the correction table update unit 59 updates the correction value in the correction table 51b applied in each control mode using the learning amount calculated in S8.

  According to the second operation example, the correction table 51b that uses and updates the correction value of the target actuator position voltage is changed in each of the first to fourth control modes, thereby improving the learning accuracy of the correction value. Is possible.

[Third operation example]
FIG. 14 is a flowchart illustrating a third operation example of the control device 10. Hereinafter, the same steps as those in the first or second operation example are denoted by the same reference numerals, and detailed description thereof is omitted. In this operation example, the table holding unit 51 holds four types of correction tables 51b applied in each of the first to fourth control modes, as in the second operation example.

  In S34, the shift condition determination unit 55 determines whether the shift being executed is a shift with the accelerator open (power on) or a shift with the accelerator closed (power off). Next, in S35 or S36, the shift condition determination unit 55 determines whether the shift being executed is a shift in which the engine rotational speed is increased or a shift in which the engine rotational speed is decreased. By these S34 to S36, which of the first to fourth control modes is reversed. Also in S94 to S96, the shift condition determination unit 55 determines which of the first to fourth control modes is being performed, as in S34 to S36.

  According to the third operation example, similarly to the second operation example, by changing the correction table 51b that uses and updates the correction value of the target actuator position voltage in each of the first to fourth control modes, It is possible to improve the learning accuracy of the correction value.

[First Modification]
Hereinafter, a first modification of the above embodiment will be described. FIG. 15 is a flowchart showing a first modification. Hereinafter, the same steps as those in the first operation example are denoted by the same reference numerals, and detailed description thereof is omitted. In the figure, steps S6 to S9, S101, and S102 shown in the flowchart of FIG. 12 are omitted.

  In S121 to S124, the shift condition determination unit 55 determines whether any of the dog engagement phase, the torque phase, the inertia phase, or the dog release phase included in the shift control has been started. The start of the dog engagement phase is determined, for example, based on whether the shift control is started or a dog engagement command is output. The start of the dog release phase is determined by, for example, whether a dog release command is output.

  If the torque phase is started in the first control mode (power-on shift-up control) or the fourth control mode (power-off shift-down control), for example, when the engagement of the dog is detected, the front clutch Cp is This is determined when a command to change to the released state is detected. Further, in the second control mode (power-on shift-down control) or the third control mode (power-off shift-up control), for example, when the engine speed reaches a target value in the inertia phase, the front clutch Cp This is determined when a command to change the state to the released state is detected.

  The start of the inertia phase is determined, for example, based on whether inertia torque is set. Further, in the first control mode (power-on shift-up control) or the fourth control mode (power-off shift-down control), for example, the determination is made when the front clutch Cp reaches a released state. Further, in the second control mode (power-on shift-down control) or the third control mode (power-off shift-up control), for example, determination is made when dog engagement is detected.

  When the start of any of the dog engagement phase, torque phase, inertia phase, and dog release phase is determined (S121 to S124: YES), S5 is executed via S125. That is, the target actuator position determination unit 53 corrects the target actuator position voltage using the correction value read in S41 or S42.

  On the other hand, when the start of any of the dog engagement phase, torque phase, inertia phase, and dog release phase is not determined (S121 to S124: NO), S5 is executed without going through S125. That is, the target actuator position voltage is corrected using the correction value held before without using the correction value read in S41 or S42.

  According to the above processing, the basic value of the target actuator position voltage read in S1 is updated every time the target torque capacity is updated during the shift control period. On the other hand, the correction value of the target actuator position voltage read in S41 or S42 is updated at the start of each of the dog engagement phase, torque phase, inertia phase, and dog release phase. Then, while each phase is being executed, the correction value continues to be applied without being updated. As a result, even when the correction values in the correction table 51b vary, it is possible to prevent the clutch capacity generated in the clutches 40A and 40B from changing discontinuously while each phase is being executed. is there.

[Second Modification]
Hereinafter, a second modification of the embodiment will be described. FIG. 16 is a flowchart showing a second modification. The process shown in the flowchart of FIG. 12 is executed in S7 of the flowcharts of FIGS. In this example, the table holding unit 51 holds a target value table and a displacement amount table.

  The target value table represents the relationship between the transmission torque capacity (target torque capacity) generated in the clutches 40A and 40B and the target actuator position voltage applied to the clutch actuators 49A and 49B. FIG. 17A is a diagram illustrating a content example of a target value table. This target value table is the same as the basic table 51a. The displacement amount table represents the relationship between the target torque capacity and the displacement amount of the pressure plate 43 (see FIG. 2 above) included in the clutches 40A and 40B. FIG. 17B is a diagram illustrating a content example of a displacement amount table.

  In S131, the correction table update unit 59 determines whether or not an instruction for calculating a torque correction amount has been issued. This corresponds to S7 in the flowcharts of FIGS.

  In S132, the correction table updating unit 59 calculates a transmission torque capacity (hereinafter referred to as an actual clutch transmission torque) generated in the clutches 40A and 40B during the inertia phase. The actual clutch transmission torque Tc is obtained, for example, as an average value during the inertia phase period of Tc expressed by the equation Tc = Te × primary reduction ratio−J × dNe / dt. Here, Te represents inertia torque, J represents inertia of the engine 20, and Ne represents engine rotation speed. Alternatively, the actual clutch transmission torque may be obtained by, for example, a formula of target torque capacity−inert torque / inertia phase generation time target value / inertia phase generation time target value. Note that the target torque capacity and inertia torque are the values at the start of the inertia phase.

  In S133, the correction table update unit 59 reads an actuator position voltage (hereinafter referred to as a target voltage) corresponding to the target torque capacity from the target value table shown in FIG. 17A. This target voltage corresponds to Y in the graph shown in FIG. 18A. Further, the correction table updating unit 59 reads a pressure plate displacement amount (hereinafter referred to as an actual displacement) corresponding to the actual clutch transmission torque from the displacement amount table shown in FIG. 17B. This actual displacement corresponds to X in the graph shown in FIG. 18A. In FIG. 18A, x marks are points representing the actual displacement and the target voltage. Let the coordinates of this point be (x1, y1). Moreover, the broken line in FIG. 18A is a line showing the relationship between the pressure plate displacement before learning and the actuator position voltage. In this example, the actuator position voltage and the pressure plate displacement amount are treated as a linear and unique relationship.

  In S134, the correction table update unit 59 calculates the inclination of a straight line passing through the intercept (0, b + β) before learning, the target voltage, and the actual displacement point (x1, y1) as the inclination learning amount A (FIG. 18B). This straight line is represented by a one-dot chain line in FIG. 18B. The inclination learning amount A is expressed by the equation ((b + β−y1) / x1) / a. Here, a represents the design value of the slope, b represents the design value of the intercept, α represents the previous correction value of the slope, and β represents the previous correction value of the intercept.

  In S135, the correction table update unit 59 calculates the intercept of the straight line passing through the target voltage and the actual displacement point (x1, y1) with the slope α × a before learning as the intercept learning amount B (see FIG. 18C). ). This straight line is represented by a two-dot chain line in FIG. 18C.

In S136, the correction table updating unit 59 updates the inclination correction value α and the intercept correction value β. In the update, for example, the calculated inclination learning amount A and intercept learning amount B may be used as they are as the inclination correction value α and intercept correction value β, or a predetermined filter value may be used. In the method using the filter value, for example, the inclination correction value α _i is obtained by the equation A × 1 / Wa + α _i−1 × (Wa−1) / Wa, and the intercept correction value β _i is B × 1. It is calculated | required by the type | formula of / Wb + (beta) _i-1 * (Wb-1) / Wb. A straight line when the filter values Wa and Wb are used is represented by a solid line in FIG. 18D. The filter values Wa and Wb may be fixed values or may be changed according to the oil temperature.

  As described above, one point (x1, y1) representing the actual displacement and the target voltage is updated by updating the correction value α of the slope of the line representing the relationship between the amount of displacement of the pressure plate and the actuator position voltage and the correction value β of the intercept. It is possible to correct the whole based on the above.

  In this example, the relationship between the actuator position voltage and the pressure plate displacement amount is used. However, the present invention is not limited to this mode. For example, hydraulic pressure or a load that transmits power to the clutches 40A and 40B is used instead of the pressure plate displacement amount. May be. The load may be, for example, a load generated from a pull / push rod, or may be a load obtained from distortion of a clutch cover case that takes a reaction force against the pull / push rod.

  Further, the processing according to this example may be applied only in the first control mode (power-on shift-up control). In the third and fourth control modes of the power-off system, the engine torque is applied in a relatively small range. Therefore, if the entire value is corrected using a value obtained in this range, the engine torque is shifted in a relatively large range. This is because there is a possibility of occurrence. Moreover, if the whole is corrected in the second control mode that is applied less frequently, the deviation from the first control mode that is applied more frequently may increase.

  Further, the processing according to this example may be performed for each region. FIG. 19 is a flowchart illustrating an example of processing for each region. S131 to S133 are the same as the flowchart of FIG. In S138, the control device 10 calculates a table learning amount. As illustrated in FIG. 20, the table learning amount Tblbas is represented by, for example, an equation of actual displacement x1−target displacement x0. Further, the target displacement x0 is expressed by, for example, an equation (y1-b-β) / (a × α).

In S139, the control device 10 updates the correction value corresponding to the region including the target displacement x0. In the table shown in FIG. 21, a correction value is associated with each region of the pressure plate displacement amount. Controller 10 reads out the previous correction value _{Tbl i-1} corresponding to the region including the target displacement x0 from the table, the previous correction value _{Tbl i-1} are read out, based on a table learning amount Tblbas calculated in S138 Thus, the correction value Tbl _i is obtained. The correction value Tbl _i is obtained by, for example, an expression of Tbl _i = (Tblbas + Tbl _i-1 ) × 1 / Wtbl + Tbl _i−1 × (Wtbl−1) / Wtbl. Wtbl represents a filter value.

The table learning value may be updated not only in the area including the target displacement x0 but also in the vicinity of the area. The correction value Tbl _i is, for example, an expression of Tbl _i (K + n) = (Tblbas + Tbl _i−1 (K + n)) × 1 / Wtbl (n) + Tbl _i−1 (K + n) × (Wtbl (n) −1) / Wtbl Is required. K represents the index of the correction value corresponding to x0, and n is a value determined by the range to be updated.

  Further, when the table learning value is larger than the predetermined value, the correction value may be updated in all areas, and when the table learning value is smaller than the predetermined value, the correction value may be updated in some areas. Further, a difference between a value obtained by multiplying the table learning value by a coefficient and the current correction value held in the correction table 51b may be set as a new correction value.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made by those skilled in the art.

  In the above embodiment, the relationship between the target torque capacity and the target actuator position voltage is described in the basic table 51a and the correction table 51b. However, the present invention is not limited to this. For example, instead of the target torque capacity, it corresponds to the target torque capacity. Other values may be used. Other values corresponding to the target torque capacity may be, for example, a hydraulic pressure that transmits power to the clutches 40A and 40B, a load generated by a pull / push rod, a displacement amount of the pressure plate, and the like. A table describing the relationship between the slave cylinder displacement amount of the clutches 40A and 40B and the master cylinder displacement amount corresponding to the target actuator position voltage may be used.

  When the clutches 40A and 40B are wet clutches, the table holding unit 51 may hold a plurality of correction tables 51b applied according to the oil temperature. For example, a correction table 51b for low oil temperature and a correction table 51b for high oil temperature are provided. The transmission torque capacity actually generated in the clutches 40A and 40B may differ between the low oil temperature and the high oil temperature even if the instruction values given to the clutch actuators 49A and 49B are the same. Therefore, by changing the correction table 51b that uses and updates the correction value of the target actuator position voltage according to the oil temperature, it is possible to suppress the shift shock.

  Further, in the inertia phase of S207 in FIG. 7, for example, feedback control for changing the transmission torque capacity according to the difference between the target engine speed and the actual engine speed may be executed. In this case, the calculation of the torque correction amount in S7 of FIG. 12 is executed as follows. First, the control device 10 calculates the actual clutch transmission torque at the end of the inertia phase. This is the same as the calculation of the actual clutch transmission torque in S132 of FIG. Next, the control device 10 calculates the torque correction amount using the difference or ratio between the actual clutch transmission torque and the target torque capacity at the start of the inertia phase. Thereafter, the control device 10 calculates the correction amount of the correction value of the target actuator position voltage in the correction table 51b based on the obtained torque correction amount.

  1 motorcycle, 2 front wheels, 1h, 5i, 3h, 4h, 6i, 2h fixed gear, 5h, 3i, 4i, 6h movable gear, 10 control unit, 11 engine unit, 20 engine, 21 crankshaft, 30A first shift Mechanism, 30B second transmission mechanism, 31 input shaft, 32 output shaft, 39 shift actuator, 40A first clutch, 40B second clutch, 41 driving member, 42 driven member, 49A, 49B clutch actuator, 51 table holding portion, 51a Basic table, 51b correction table, 53 target actuator position determination unit, 53a basic value calculation unit, 53b correction value calculation unit, 55 shift condition determination unit, 57 actuator control unit, 59 correction table update unit, Cn next clutch, Cp previous clutch , Gn1 movable gear, G 2 stationary gear, Gp1 movable gear, Gp2 stationary gear, Tn next transmission mechanism, Tp pre-shift mechanism, Se engine rotational speed, the transmission torque capacity of the Tcn following clutch transmission torque capacity of the Tcp front clutch, Te the engine torque.

Claims (11)

Provided in a vehicle provided with a clutch whose torque capacity changes according to the operation of the actuator, and a dog clutch type transmission mechanism disposed downstream of the clutch in a path for transmitting torque output from the engine,
A control device for executing rotation control to change an engine rotation speed by giving an instruction value to the actuator so that a torque capacity of the clutch is increased or decreased with respect to an output torque of the engine during a shift period; There,
A plurality of operating conditions with different torque capacities generated in the clutch even when the same instruction value is given to the actuator, or a plurality of operating conditions with different change characteristics of the engine speed even when the same torque capacity is generated in the clutch A holding unit that holds information according to conditions representing a relationship between the torque capacity and the indicated value of the actuator,
A determination unit for determining which of the plurality of driving conditions is used to perform a shift;
A determination unit that determines an instruction value of the actuator corresponding to a target value of the torque capacity based on the condition-specific information applied under the determined operating condition;
A controller that applies the determined instruction value to the actuator to change a rotational speed of the engine;
Update to update the condition-specific information applied under the determined operating condition based on information representing the relationship between the actual value of the torque capacity and the target value generated during the period in which the rotation speed of the engine is changed And
A control device comprising: The holding unit holds condition-specific information that is applied while the output torque of the engine is increasing and condition-specific information that is applied while the output torque of the engine is decreasing.
The control device according to claim 1. Two clutches each having the torque input to a path for transmitting torque output from the engine, the torque capacity of which varies according to the operation of the actuator, and a common output shaft disposed downstream of each clutch A dog clutch type two speed change mechanism having
Switching control for switching the torque transmission path from one clutch and transmission mechanism to the other clutch and transmission mechanism during the shift period, and the torque capacity of the clutch to be larger or smaller than the output torque of the engine A control device that gives an instruction value to the actuator and performs rotation control to change a rotation speed of the engine,
Depending on whether the engine speed is a shift that increases or decreases, and whether the switching control is a shift that is performed before or after the rotation control. A holding unit that holds information classified by condition that represents a relationship between the torque capacity and the indicated value of the actuator, which is applied in each of four fixed operating conditions;
A determination unit that determines which of the four driving conditions is used to perform a shift;
A determination unit that determines an instruction value of the actuator corresponding to a target value of the torque capacity based on the condition-specific information applied under the determined operating condition;
A controller that applies the determined instruction value to the actuator to change a rotational speed of the engine;
Update to update the condition-specific information applied under the determined operating condition based on information representing the relationship between the actual value of the torque capacity and the target value generated during the period in which the rotation speed of the engine is changed And
A control device comprising: The update unit calculates a correction amount of the indicated value of the actuator corresponding to the target value of the torque capacity based on a ratio between the actual value of the length of the period in which the rotation speed of the engine is changed and the target value. To
The control device according to claim 1 or 3. The update unit calculates an actual value of the torque capacity generated during a period in which the rotation speed of the engine is changed, and based on a ratio between the actual value of the torque capacity and the target value, the target value of the torque capacity A correction amount of the indicated value of the actuator corresponding to
The control device according to claim 1 or 3. The holding part is
A basic table describing the relationship between the torque capacity and the basic value of the indicated value of the actuator;
A plurality of correction tables describing the relationship between the torque capacity and the correction value of the indicated value of the actuator, as the condition-specific information applied in each of the operating conditions;
Hold,
The control device according to claim 1 or 3. The basic value of the indicated value of the actuator corresponding to the target value of the torque capacity is updated and applied every time the target value of the torque capacity is updated during the period in which the rotation control is being performed.
The correction value of the indicated value of the actuator corresponding to the target value of the torque capacity is updated at the start of the rotation control and continues to be applied during the period in which the rotation control is being executed.
The control device according to claim 6. The holding unit holds displacement amount information representing a relationship between the torque capacity and a value representing a displacement amount of a pressure plate included in the clutch,
The update unit
Based on the condition-specific information, calculate an instruction value of the actuator corresponding to the target value of the torque capacity,
Based on the displacement amount information, a value representing the displacement amount of the pressure plate corresponding to the actual value of the torque capacity is calculated,
Based on these values, correct the function of the indicated value of the actuator and the value representing the displacement amount of the pressure plate, which is determined by the condition-specific information and the displacement amount information,
Updating the conditional information based on the corrected function;
The control device according to claim 1 or 3. Provided in a vehicle provided with a clutch whose torque capacity changes according to the operation of the actuator, and a dog clutch type transmission mechanism disposed downstream of the clutch in a path for transmitting torque output from the engine,
A control device for executing rotation control to change an engine rotation speed by giving an instruction value to the actuator so that a torque capacity of the clutch is increased or decreased with respect to an output torque of the engine during a shift period; There,
A plurality of operating conditions with different torque capacities generated in the clutch even when the same instruction value is given to the actuator, or a plurality of operating conditions with different change characteristics of the engine speed even when the same torque capacity is generated in the clutch A holding unit that holds information according to conditions representing a relationship between the torque capacity and the indicated value of the actuator,
A determination unit for determining which of the plurality of driving conditions is used to perform a shift;
A determination unit that determines an instruction value of the actuator corresponding to a target value of the torque capacity based on the condition-specific information applied under the determined operating condition;
A controller that applies the determined instruction value to the actuator to change a rotational speed of the engine;
A control device comprising:   A vehicle comprising the control device according to claim 1.   A prime mover comprising the control device according to claim 1.

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