JP2013057404A - Transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission device for automatic clutch control using AT, AMT or DCT system, configured to allow a driver to adjust drive power by manually operating a clutch, thereby improving drivability.SOLUTION: The DCT transmission device 160 having a first clutch 74 and a second clutch 75 decides an operation command value for adjusting clutch torque capacity of the clutches 74, 75 on the basis of an operation amount of a clutch lever 200, and outputs it to clutch actuators 77, 78 to operate the clutch torque capacity. In the clutch lever 200, the ratio of increase in operation reaction force with respect to the operation amount of the clutch lever 200 changes in at least two stages.

Description

  The present invention relates to a transmission mounted on a vehicle.

  Conventionally, various transmission systems have been employed in vehicle drive systems, one of which is manual transmission (hereinafter referred to as manual transmission) in which the driver switches the transmission gear using a clutch lever and a change pedal (shift pedal). , “MT”).

  In some cases, an automatic transmission (“AT”) system is used in which a shift actuator is automatically driven and a transmission gear is switched in accordance with the speed of an automobile, the number of revolutions of an engine, and the like.

  In this AT system, a torque converter type AT that combines a torque converter and a planetary gear (planetary gear) and automatically shifts by hydraulic control is mounted on most vehicles. In the torque converter AT, shift timing is set in detail based on various factors such as accelerator depression and vehicle speed by computer control.

  In the AT system, only the operation of the clutch is automated, and the clutch and the gear box itself are combined with a manually selected multi-stage transmission having the same structure as the MT system (Automated Manual Transmission: hereinafter referred to as “AMT”). There is a method.

  The AMT system is also called a semi-automatic transmission system, and the driver selects the throttle and the transmission gear by the operation of the MT system as it is automatically only in the clutch operation. That is, the shift actuator is driven by the driver's instruction to switch the transmission gear.

  Currently, AMTs mounted on passenger cars automatically select gears by controlling the throttle opening and the actuators of the clutch and gearbox by by-wire (electronic control). Furthermore, a dual clutch transmission (DCT), which is an automatic transmission having a clutch having two power transmission paths, is known as a transmission device mounted on an automobile.

  Further, for example, there is a vehicle type that can select a speed change method of a different method as in Patent Document 1. In Patent Document 1, a speed change method can be selected from a semi-automatic transmission method and a full automatic transmission method.

Japanese Patent No. 4150481

  In the AT method, the AMT method, or the DCT method, compared with the MT method, in general, the clutch operation is automatically performed and the driver's clutch operation is abolished, thereby simplifying the driving operation.

  In recent years, at the time of shifting with an AT or AMT transmission, 1) the driving force can be restored by softly engaging the clutch, 2) the driving force can be adjusted without switching the gear in a traffic jam, etc. 3) suddenly There is a desire to start.

  That is, in order to perform 1) adjustment of the degree of return of the driving force at the time of shifting, 2) adjustment of the driving force without switching the gear stage, and 3) adjustment of the driving force at the time of starting, etc. Alternatively, there is a demand for adjusting the half clutch.

  In particular, in a motorcycle, it is necessary to adjust the driving force output via the transmission when turning. Specifically, when making a small turn, the vehicle can be laid down by disengaging the clutch, and there is a desire to perform a suitable turn using this operation. In addition, there is a demand to operate the clutch in order to lower the front wheels by adjusting the driving force when wheeling at the start.

  The present invention has been made in view of such a point, and in a transmission device in which the operation of the clutch is automatically controlled, such as the AT method, the AMT method, or the DCT method, the driver can adjust the driving force by manually operating the clutch. An object of the present invention is to provide a transmission that can improve drivability.

  A transmission device according to the present invention includes a clutch actuator that engages and disengages a clutch of a multi-stage transmission, a shift actuator that switches a shift stage of the multi-stage transmission, a control unit that controls the clutch actuator and the shift actuator, and a clutch lever And lever operation amount detection means for converting the operation amount of the clutch lever into an electrical signal and outputting the electric signal to the control means, wherein the control means is configured to control the clutch torque of the clutch based on the operation amount of the clutch lever. It is possible to operate the clutch torque capacity by determining an operation command value for adjusting the capacity and outputting it to the clutch actuator, and in the clutch lever, an increase in the reaction force against the operation amount of the clutch lever. The ratio is configured to change in at least two stages.

  According to the present invention, in a transmission apparatus in which clutch operation is automatically controlled, such as the AT system or the AMT system, the driver can manually operate the clutch to adjust the driving force, thereby improving drivability.

1 is a side view of a motorcycle including a transmission according to an embodiment of the present invention. The schematic diagram which shows the principal part structure of the transmission which concerns on one embodiment of this invention. A perspective view of the left handle bar in the handle for explaining the clutch lever Diagram showing the structure of the lever cylinder Diagram showing the relationship between clutch lever response and grip amount The block diagram for demonstrating the control part of the transmission which concerns on one embodiment of this invention. Gain map showing clutch lever grip angle and corrected lever grip angle The figure which shows the release force of the clutch controlled using the corrected grip angle in the clutch lever Schematic diagram for explaining the processing in the clutch lever operation reflecting unit The figure for demonstrating operation of the total of the torque capacity in a 1st clutch and a 2nd clutch after converting a gear ratio. Diagram for explaining mode transition processing in control unit The figure which shows each operation mode of the transmission which concerns on this Embodiment. The figure for explaining learning of the operation range of the clutch lever Flowchart for explaining learning of clutch lever operation range

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  The vehicle on which the transmission of the present embodiment is mounted may be any vehicle such as an automobile or a saddle-ride type vehicle, but here will be described as a motorcycle. In the present embodiment, front, rear, left, and right mean front, rear, left, and right when viewed in the state of being seated on the seat of the motorcycle.

  The transmission according to the present embodiment includes a plurality of friction transmission clutches that realizes a seamless transmission by alternately transmitting power to odd-numbered gears and even-numbered gears, together with one engine. It is mounted on a motorcycle as a drive unit. First, an outline of a motorcycle equipped with a drive unit having a transmission will be described.

  FIG. 1 is a side view of a motorcycle including a transmission according to an embodiment of the present invention. In the motorcycle shown in FIG. 1, the clutch cover that covers the clutch of the transmission is removed, and the second clutch 75 of the transmission mechanism 70 (see FIG. 2) is exposed by removing the clutch cover.

  A motorcycle 10 shown in FIG. 1 is provided with a head pipe 12 on the front end side, and is inclined downward while extending backward, and a drive unit including an engine 20, a transmission mechanism 70, a motor and the like is disposed inside. 14. The head pipe 12 is rotatably provided with a front fork 16 having a handle 15 attached to the top thereof, and supports a front wheel 17 that is rotatably attached to the lower end of the front fork 16.

  The handle 15 is attached with a by-wire type clutch lever 200 that controls the clutch by converting the operation amount into an electric signal and outputting it to the control unit.

  The engine 20 arranged in the main frame 14 shown in FIG. 1 has a crankshaft 60 (see FIG. 2) extending substantially horizontally in a direction (left-right direction) perpendicular to the vehicle front-rear direction below the cylinder head. It is provided at a substantially central portion of the vehicle. A transmission 160 that is connected to a crankshaft 60 (see FIG. 2) and that receives power through the crankshaft 60 is provided on the rear side of the engine 20.

  Further, a rear arm 18 extends rearward from a rear end side portion inclined downward in the main frame 14 and is joined thereto. The rear arm 18 rotatably holds a rear wheel 19 and a driven sprocket (not shown). Power is transmitted from the driven sprocket to the rear wheel 19 via the drive chain 13 wound between the drive sprocket 76 (see FIG. 2). In the motorcycle 10, a seat 11 and a fuel tank 11a are arranged above the drive unit, and a control unit 300 that controls the operation of each part of the motorcycle 10 between the seat 11 and the fuel tank 11a and the drive unit. Is arranged. In the twin-clutch transmission 100 via the control unit 300, the operation of transmitting power to odd-numbered and even-numbered transmission gear stages (transmission gear mechanisms) is controlled for one engine.

  FIG. 2 is a schematic diagram showing a main configuration of the transmission according to one embodiment of the present invention. In FIG. 2, the engine body is not shown.

  The transmission of the present embodiment is a transmission 160 of a DCT (Dual Clutch Automated Manual Transmission), and switches a plurality of clutches (first clutch 74 and second clutch 75) alternately. Thus, the driving force can be transmitted to the odd-numbered or even-numbered transmission gears. The transmission according to the present embodiment enables a driver to operate a clutch using a clutch lever in DCT. The transmission has one of the AMT type and DCT type transmissions, and the clutch of the transmission 160 (the clutch capacity of the first clutch 74 and the second clutch 75 can be adjusted by the by-wire type clutch lever 200. It may be a thing.

  First, a transmission 160 as a DCT including clutches 74 and 75 whose capacity is adjusted by the clutch lever 200 will be described.

  As shown in FIG. 2, the transmission 160 includes a transmission mechanism 70 and a shift mechanism 140.

  The speed change mechanism 70 is connected to the crankshaft 60 of the engine, changes the torque transmitted from the crankshaft 60, and transmits the torque to the rear wheel 19 (see FIG. 1) side. The shift mechanism 140 performs a variable operation in the transmission 160. In the motorcycle, the crankshaft 60 is arranged in a direction orthogonal to the front-rear direction of the vehicle and substantially horizontal (lateral direction).

  The crankshaft 60 has a plurality of crank webs 61. Among the plurality of crank webs 61, the crank webs 61a and 61b arranged at one end and the other end of the crankshaft 60 have gears on their outer circumferences. This is an external gear having grooves.

  The crank web 61 a meshes with a first primary driven gear (also referred to as “first input gear”) 40 in the first clutch 74. Due to this meshing, the power transmitted from the crank web 61a at one end of the crankshaft 60 to the first input gear 40 is transmitted from the one end of the crankshaft 60 via the first clutch 74 to the first of the transmission 160. It is transmitted to the main shaft 71.

  Further, the crank web 61 b meshes with a second primary driven gear (also referred to as “second input gear”) 50 in the second clutch 75. Due to this meshing, the power transmitted from the crank web 61b at the other end of the crankshaft 60 to the second input gear 50 is transmitted from the other end of the crankshaft 60 to the second main shaft 72.

  The first main shaft (first main shaft portion) 71, the second main shaft (second main shaft portion) 72, and the drive shaft (output shaft) 73 are arranged in parallel with the crankshaft 60.

  The first main shaft 71 and the second main shaft 72 are arranged side by side on the same axis. The first main shaft 71 is connected to the first clutch 74, and the second main shaft 72 is connected to the second clutch 75.

  The first clutch 74 and the second clutch 75 sandwich the first main shaft 71 and the second main shaft 72 from both sides of the vehicle and in a direction orthogonal to the vehicle front-rear direction (here, the left-right direction). They are spaced apart.

  The first clutch 74 is a multi-plate friction clutch, and transmits the rotational power from the engine via the crankshaft 60 to the first main shaft 71 in the engaged state, and from the engine to the first main shaft in the released state. The rotational power to the shaft 71 is shut off.

  The first clutch 74 operates between the engaged state and the released state by driving the first clutch actuator 77. In other words, the transmission torque capacity (hereinafter referred to as “torque capacity”) of the first clutch 74 changes as the first clutch actuator 77 is driven.

  Here, the 1st clutch 74 is connected with the 1st pull rod 77a of the 1st clutch actuator 77, and will be in a fastening state and a releasing state by this advancing / retreating of this 1st pull rod 77a. In the first clutch 74, when the first pull rod 77a is pulled away from the first clutch 74, a plurality of clutch plates and a plurality of friction plates (not shown) are separated from each other. As a result, the first clutch 74 is released, and the transmission of torque from the first input gear 40 to the first main shaft 71 is cut off, that is, the transmission of power to the first main shaft 71 is interrupted. Become. On the other hand, when the first pull rod 77a moves toward the first clutch 74, the plurality of clutch plates and the plurality of friction plates are brought into close contact with each other. As a result, the first clutch 74 is engaged and torque is transmitted to the first main shaft 71, that is, an odd-numbered gear (first speed gear 81, third speed gear 83, and fifth speed gear 85) group. Gear stage power is transmitted. As described above, in the first clutch 74, the torque capacity changes according to the pulling degree of the first pull rod 77a, and the transmission torque to the first main shaft 71 is adjusted.

  As described above, the first clutch actuator 77 is based on the control command from the control unit 300, and the engagement force acting on the first main shaft 71 in the first clutch 74, that is, the first clutch 74 to the first main shaft 71. Adjust the transmission torque to. As a result, power is transmitted or cut off from the engine to the first main shaft 71, and the vehicle starts or stops.

  Here, the first clutch actuator 77 adjusts the transmission torque of the first clutch 74 by hydraulic pressure.

  The torque transmitted to the first main shaft 71 is a desired gear pair (gears 711, 85, 712 on the first main shaft 71) in odd-numbered gears (the gears 81, 83, 85, 711, 712, 731). And a pair of gears 81, 731 and 83 on the drive shaft 73 corresponding to these gears).

  The second clutch 75 is a multi-plate friction clutch configured similarly to the first clutch 74. The second clutch 75 transmits the rotational power from the engine via the crankshaft 60 to the second main shaft 72 in the engaged state, and blocks the rotational power from the engine to the second main shaft 72 in the released state. .

  The second clutch 75 operates in an engaged state and a released state by driving the second clutch actuator 78. That is, when the second clutch actuator 78 is driven, the torque capacity of the second clutch 75 changes.

  Here, the 2nd clutch 75 is connected with the 2nd pull rod 78a of the 2nd clutch actuator 78, and will be in a fastening state and an open state by this advancing / retreating of the 2nd pull rod 78a. In the second clutch 75, when the second pull rod 78a is pulled away from the second clutch 75, a plurality of clutch plates (not shown) and a plurality of friction plates are separated from each other. As a result, the second clutch 75 is released, and the transmission of torque from the second input gear 50 to the second main shaft 72 is cut off, that is, the transmission of power to the second main shaft 72 is cut off. Become. On the other hand, when the second pull rod 78a moves to the second clutch 75 side, the plurality of clutch plates and the plurality of friction plates are brought into close contact with each other. As a result, the second clutch 75 is engaged and torque is transmitted to the second main shaft 72, that is, an even gear having a group of even gears (second gear 82, fourth gear 84, and sixth gear 86). Stage power transmission takes place. As described above, in the second clutch 75, the torque capacity changes according to the pulling degree of the second pull rod 78a, and the transmission torque to the second main shaft 72 is adjusted.

  Based on a control command from the control unit 300, the second clutch actuator 78 is an engagement force acting on the second main shaft 72 in the second clutch 75, that is, a transmission torque from the second clutch 75 to the second main shaft 72. Adjust. As a result, power is transmitted or cut off from the engine to the second main shaft 72, and the vehicle starts or stops.

  The second clutch actuator 78 is configured in the same manner as the first clutch actuator 77, and drives the second clutch 75 in the same operation as the operation in which the first clutch actuator 77 drives the first clutch 74.

  Further, the first clutch actuator 77 and the second clutch actuator 78 operate the first clutch 74 and the second clutch 75 during traveling to switch the torque transmission path inside the transmission and perform a shift operation.

  The first clutch actuator 77 and the second clutch actuator 78 are hydraulic in this example. However, the first clutch actuator 77 and the second clutch actuator 78 may be configured to be electric or the like as long as the engagement force acting on the clutch is adjusted. It's okay.

  The torque transmitted to the second main shaft 72 is the desired gear pair (the gears 721, 86, 722 on the second main shaft 72) in the even-numbered gears (the gears 82, 84, 86, 721, 722, 732). And output from the drive shaft 73 via a pair of gears 82, 732, and 84 on the drive shaft 73 corresponding to these gears.

  In this way, the power transmitted to the first main shaft 71 and the second main shaft 72 is transmitted through the gears 81 to 86, 711, 712, 721, 722, 731 and 732 constituting the appropriately selected gear stage. Then, it is transmitted to a drive shaft 73 disposed at the rear of the vehicle.

  A sprocket 76 is fixed to one end portion (left end portion) of the drive shaft 73. The drive chain 13 (see FIG. 1) wound around the sprocket 76 is wound around the sprocket 76 provided on the rotation shaft of the rear wheel 19, and the sprocket 76 rotates as the drive shaft 73 rotates. By doing so, the driving force from the transmission 160 is transmitted to the rear wheel 19 which is a driving wheel via the drive chain 13 (see FIG. 1). In other words, the torque generated in the engine is output from the drive shaft 73 via the first clutch 74 or the second clutch 75 and a predetermined gear train corresponding to each shift speed, and rotates the rear wheels (drive wheels). Let

  In the first main shaft 71, the transmission part of the driving force that is output to the drive shaft 73 via the odd-numbered gears (the gears 81, 83, 85, 711, 712, 731) and the even number in the second main shaft 72 The transmission part of the driving force output to the drive shaft 73 via the stepped gears (respective gears 82, 84, 86, 721, 722, 732) has an outer diameter of substantially the same diameter. In addition, the driving force transmission portion of the first main shaft 71 and the driving force transmission portion of the second main shaft 72 are arranged so as not to overlap on a concentric circle. In this speed change mechanism 70, a first main shaft 71 and a second main shaft 72 having the same outer diameter are arranged side by side on the same axis and rotate independently of each other.

  On the first main shaft 71, transmission gears 711, 85, and 712 that constitute odd-numbered stages are arranged. Specifically, on the first main shaft 71, in order from the base end side to which the first clutch 74 is connected, a fixed gear (first-speed gear) 711, a fifth-speed gear 85, and a spline gear (third-speed gear). 712 is disposed.

  The fixed gear 711 is formed integrally with the first main shaft 71 and rotates together with the first main shaft 71. The fixed gear 711 meshes with the first speed gear (driven gear) 81 of the drive shaft 73 and is also referred to as a first speed gear here.

  The fifth speed gear 85 is restricted from moving in the axial direction on the first main shaft 71 at a position separated from the fixed gear 711 for the first speed and the spline gear 712 for the third speed. Thus, the first main shaft 71 is rotatably attached around the axis.

  The 5-speed gear 85 meshes with a spline gear (5-speed gear as a driven side gear) 731 of the drive shaft 73.

  The spline gear 712 rotates on the first main shaft 71 on the distal end side of the first main shaft 71, that is, on the end portion side away from the first clutch 74, as the first main shaft 71 rotates. At the same time, it is mounted so as to be movable in the axial direction.

  Specifically, the spline gear 712 is controlled in the axial direction while being restricted from rotating with respect to the first main shaft 71 by a spline formed along the axial direction on the outer periphery of the front end portion of the first main shaft 71. Is slidably mounted, and meshes with a third speed gear (driven gear) 83 of the drive shaft 73. The spline gear 712 is connected to the shift fork 142, and moves on the first main shaft 71 in the axial direction by the movement of the shift fork 142. Note that the spline gear 712 is also referred to as a third-speed gear here.

  The spline gear 712 moves on the first main shaft 71 toward the fifth speed gear 85 and engages with the fifth speed gear 85, and rotates around the axis of the fifth speed gear 85 on the first main shaft 71 (idling). To regulate. When the spline gear 712 engages with the fifth speed gear 85, the fifth speed gear 85 is fixed to the first main shaft 71 and can be rotated integrally with the rotation of the first main shaft 71.

  On the other hand, on the second main shaft 72, transmission gears 721, 86, and 722 constituting even stages are arranged. Specifically, a fixed gear (second speed gear) 721, a sixth speed gear 86, and a spline gear (fourth speed gear) are sequentially arranged on the second main shaft 72 from the base end side to which the second clutch 75 is connected. ) 722 is disposed.

  The fixed gear 721 is integrally formed with the second main shaft 72 and rotates together with the second main shaft 72. The fixed gear 721 meshes with the second speed gear (driven gear) 82 of the drive shaft 73, and is also referred to as a second speed gear here.

  The sixth speed gear 86 is restricted from moving in the axial direction on the second main shaft 72 at a position spaced apart from the fixed gear 721 corresponding to the second speed and the spline gear 722 that is the fourth speed compatible gear. In this state, the second main shaft 72 is rotatably attached around the axis. The sixth speed gear 86 meshes with a spline gear 732 (sixth speed gear as a driven gear) of the drive shaft 73.

  A spline gear (also referred to as “four-speed gear”) 722 is provided on the second main shaft 72 on the tip side of the second main shaft 72, that is, on the end side on the side away from the second clutch 75. 2 Along with the rotation of the main shaft 72, it is attached so as to be movable in the axial direction.

  Specifically, the spline gear 722 is slid in the axial direction while its rotation with respect to the second main shaft 72 is restricted by a spline formed along the axial direction on the outer periphery of the tip portion of the second main shaft 72. It is movably attached and meshes with a fourth speed gear (driven gear) 84 of the drive shaft 73. The spline gear 722 is connected to the shift fork 143 and moves on the second main shaft 72 in the axial direction as the shift fork 143 moves.

  The spline gear 722 moves on the second main shaft 72 to the sixth speed gear 86 side and engages with the sixth speed gear 86, and rotates around the axis of the sixth speed gear 86 on the second main shaft 72 (idling). To regulate. When the spline gear 722 is engaged with the sixth speed gear 86, the sixth speed gear 86 is fixed to the second main shaft 72 and can be rotated integrally with the rotation of the second main shaft 72.

  On the other hand, the drive shaft 73 has a first gear 81, a spline gear (fifth gear) 731, a third gear 83, a fourth gear 84, a spline gear (six gear) 732, in order from the first clutch 74 side. A second gear 82 and a sprocket 76 are arranged.

  In the drive shaft 73, the first speed gear 81, the third speed gear 83, the fourth speed gear 84, and the second speed gear 82 are rotatably provided around the drive shaft 73 in a state in which the movement of the drive shaft 73 in the axial direction is prohibited. It has been.

  The spline gear (also referred to as “5-speed gear”) 731 is attached to the drive shaft 73 so as to be slidable in the axial direction while being restricted from rotating by spline engagement. That is, the spline gear 731 is attached so as to be movable in the thrust direction with respect to the drive shaft 73 and to rotate together with the drive shaft 73. The spline gear 731 is connected to the shift fork 141 of the shift mechanism 140 and moves on the drive shaft 73 in the axial direction by the movement of the shift fork 141.

  The spline gear (also referred to as “6-speed gear”) 732 is attached to the drive shaft 73 so as to be slidable in the axial direction while being restricted from rotating by spline engagement. That is, the spline gear (6-speed gear) 732 is attached so as to be movable in the thrust direction with respect to the drive shaft 73 and to rotate together with the drive shaft 73. The spline gear 732 is connected to the shift fork 144 of the shift mechanism 140 and moves on the drive shaft 73 in the axial direction by the movement of the shift fork 144.

  The sprocket 76 is fixed to an end portion of the drive shaft 73 that is located on the second clutch 75 side.

  These spline gears 712, 722, 731 and 732 each function as a transmission gear and function as a dog selector. Specifically, the concavity and convexity portions that fit each other are formed on the opposing surfaces of the spline gears 712, 722, 731, and 732 and the transmission gears that are adjacent in the axial direction, and the concavity and convexity portions are fitted. As a result, both gears rotate together.

  As described above, the spline gears 712, 722, 731 and 732 are moved in the axial direction by driving the connected shift forks 141 to 144, whereby each of the transmission gears adjacent to each other in the axial direction (first speed gears 81 to 6). Each of the speed gears 86) is connected by a dog mechanism.

  The gear shift performed on the gears 81 to 86, 711, 712, 721, 722, 731, and 732 in the transmission mechanism 70 is performed by shift forks 141 to 144 that are movable by the rotation of the shift cam 14 in the shift mechanism 140. .

  The shift mechanism 140 connects the shift forks 141 to 144, the shift cam 14, the shift cam drive device 146 that rotationally drives the shift cam 14, the motor 145, the motor 145, and the cam drive device 146 to connect the drive force of the motor 145. Is transmitted to the shift cam driving device 146.

  The shift forks 141 to 144 are installed between the spline gears 731, 712, 722, and 732 and the shift cam 14, and the first and second main shafts 71 and 72, the drive shaft 73, and the shift cam 14 are connected to each other. They are spaced apart in the axial direction. These shift forks 141 to 144 are arranged in parallel to each other, and are arranged so as to be movable in the axial direction of the rotation shaft of the shift cam 14.

  In the shift forks 141 to 144, the pin portion on the base end side is movably disposed in each of the four cam grooves 14 a to 14 d formed on the outer periphery of the shift cam 14. That is, the shift forks 141 to 144 are followers with the shift cam 14 as an original node, and the first and second main shafts 71 and 72 and the drive shaft 73 are formed according to the shape of the cam grooves 14 a to 14 d of the shift cam 14. Slide in the axial direction. By this sliding movement, the spline gears 731, 712, 722, and 732 connected to the tip part move in the axial direction on the respective shafts inserted through the respective inner diameters.

  The shift cam 14 has a cylindrical shape and is arranged so that the rotation axis thereof is parallel to the first main shaft 71, the second main shaft 72, and the drive shaft 73.

  The shift cam 14 is rotationally driven by the driving force of the motor 145 transmitted to the shift cam driving device 146 via the transmission mechanism 41. The shift cam 14 moves at least one of the shift forks 141 to 144 in the axial direction of the rotation axis of the shift cam 14 according to the shape of the cam grooves 14 a to 14 d by rotation.

  The spline gear connected to the shifted shift fork is moved by the shift forks 141 to 144 that move following the rotation of the shift cam 14 having the cam grooves 14a to 14d, and the transmission 160 (the transmission mechanism 70). ) Gear shift is performed. In other words, the motor 145 performs a gear shift by rotating the shift cam 14 of the shift mechanism 140.

  In the transmission 160, the driving force of the engine is controlled independently by the first and second main shafts 71 and 72 by the operation of the first and second clutches 74 and 75 and the operation of the shift mechanism 140 corresponding thereto. It is transmitted to the drive shaft 73 via one of the two systems. Along with the rotation of the drive shaft 73, the driven sprocket 76 rotates to rotate the rear wheel through the chain.

  The first clutch 74, the second clutch 75, and the shift mechanism 140 in the transmission 160 are controlled by the control unit 300 via the first clutch actuator 77, the second clutch actuator 78, and the motor 145. The controller 300 controls the operations of the first clutch actuator 77, the second clutch actuator 78, and the motor 145 at a predetermined timing based on the input signal. By the operations of the first clutch actuator 77, the second clutch actuator 78, and the motor 145, the first clutch 74, the second clutch 75, and the respective shift gear stages are operated, and the shift stage switching operation is performed.

  Based on signals input from the mode switching switch 110, the shift switch 120, the lever operation amount detection unit 130 that detects the lever operation amount of the clutch lever 200, and the sensor group 150, the control unit 300 transmits the transmission 160, the engine 20 ( Control each part of the vehicle such as FIG.

  In particular, control unit 300 controls transmission 160 according to a mode selected by operating mode switching switch 110. Control unit 300 controls a shift operation in transmission 160 by operating shift switch 120.

  The control unit 300 controls the transmission torque (the torque capacity of the clutch) in the clutch (here, the first clutch 74 and the second clutch 75) according to the operation of the clutch lever 200. Details of the control of the transmission 160 of the control unit 300 will be described later.

  In addition, the controller 300 receives a throttle opening signal from a throttle input potentiometer in the sensor group 150. Thus, the control unit 300 controls the throttle valve of the engine 20 (see FIG. 1) to control the supply of the air-fuel mixture into the engine cylinder.

  The mode switching switch 110 is a switch for selecting an operation mode in the transmission. Here, the mode switching switch 110 selects by switching between “3-pedal mode” and “2-pedal mode”, and outputs the selected mode signal to the control unit 300.

  The “3-pedal mode” is a mode in which the transmission is operated by three pedals: an accelerator pedal (accelerator grip), a brake pedal, and a clutch pedal (clutch lever). The “2-pedal mode” is a mode in which there is no clutch pedal (clutch lever) in the “3-pedal mode” and the transmission is operated by an accelerator pedal (accelerator grip) and a brake pedal. In the transmission of the present embodiment, shift control is performed in the image of an AMT mode in which the driver can perform a shift operation in the “two pedal mode” and an AT mode in which the driver can perform a shift operation from N to 1st gear. be able to. Further, in the present embodiment, in the “3-pedal mode”, it is possible to perform shift control in the image of the MT mode and the semi-MT mode in which only the clutch operation at the time of shifting is performed automatically (see FIG. 11).

  Here, the shift switch 120 is provided on the left handlebar of the handle 15. The shift switch 120 has a shift up button and a shift down button. When the shift up button is pressed by the driver, the transmission 160 performs a shift up operation via the control unit 300, and when the shift down button is pressed by the driver, the shift is performed via the control unit 300. The machine 160 performs a downshift operation.

  Further, the shift switch 120 is a function to switch the shift control to the AMT mode in which a shift operation (switching of the shift stage) can be performed at the time of shifting by pressing the switch during the “two pedal mode”, and to the AT mode if not pressed. Have

  As shown in FIG. 1, the clutch lever 200 is disposed on the left handlebar of the handle 15 so that the driver can hold it together with the grip for the left hand.

  The clutch lever 200 is a by-wire type clutch lever 200. In the clutch lever 200, the lever operation amount detection unit 130 detects the operation amount of the lever held by the driver (the angle θ between the normal state and the operation state of the lever main body 220 shown in FIG. 3). The lever operation amount detection unit 130 converts the detected lever operation amount into an electric signal and outputs it to the control unit 300.

  FIG. 3 is a perspective view of the left handle bar in the handle for explaining the clutch lever 200.

  As shown in FIG. 3, the clutch lever 200 has a lever body 220 that is disposed opposite to the grip 15 b on the left handlebar 15 a of the handle 15 and is gripped by the driver. The base end portion 221 of the lever main body 220 is rotatably attached to the base portion of the left handlebar 15a via a shaft portion 223.

  The lever main body 220 rotates, that is, the tip end of the lever main body 220 moves so as to approach the grip 15b side, whereby the other end 232b of the wire 232 inserted into the lever cylinder 230 (see FIG. 4). Tow.

  4A and 4B are diagrams showing the configuration of the lever cylinder, FIG. 4A is a right end view of the lever cylinder, and FIG. 4B is a cross-sectional view of the lever cylinder.

  As shown in FIG. 4, the wire 232 is inserted into a covered cylindrical lever cylinder 230 whose one end is closed, and is fixed to a first retainer 233 disposed on the bottom side of the lever cylinder 230 at one end 232a. The other end 232b is fixed to the lever body 220.

  The first retainer 233 is inserted into the second retainer 234 via the first coil spring 235, and is movable against the biasing force of the first coil spring 235 in the insertion direction. The movement of the first retainer 233 in the insertion direction is restricted by the flange portion 233a.

  The second retainer 234 is inserted into the second coil spring 236, and is latched on one end side of the second coil spring 236 by the flange portion 234a. The second coil spring 236 is longer than the length for extrapolating the second retainer 234, and the other end abuts against a free piston 237 that is disposed in the lever cylinder 230 so as to be movable in the axial direction.

  The free piston 237 is disposed in the lever cylinder 230 in a state of being biased toward the opening direction of the lever cylinder 230 by the third coil spring (compression coil spring) 238, that is, toward the second coil spring 236. The third coil spring 238 is disposed in the lever cylinder 230 in a preloaded state so as to contract when the second coil spring 236 contracts to obtain an urging force equal to or greater than a predetermined urging force. The free piston 237 is regulated by the circlip 239 so as not to jump out by the urging force of the third coil spring 238 preloaded from the lever cylinder 230.

  In the clutch lever 200 configured as described above, the other end portion 232b derived from the axial center of the bottom surface of the lever cylinder 230 is engaged with the base end portion of the lever main body 220.

  When the lever body 220 is gripped by the driver and pivoted about the base end side by being gripped by the grip 15b side, the other end 232b at the position B which is normal is pulled in the A direction. It is done.

  Thereby, the one end 232a pulls the first retainer 233 in the A direction, and moves the first retainer 233 in the A direction against the urging force of the first coil spring 235.

  In the first retainer 233 that moves in the A direction, that is, in the insertion direction to the second retainer 234, the flange portion 233 a presses the flange portion 234 a of the second retainer 234, and the second retainer 234 itself is attached to the second coil spring 236. Move in the A direction against the force.

  Although the free piston 237 is also loaded in the A direction by the movement of the second retainer 234 in the A direction, the free piston 237 is biased in the direction opposite to the A direction by the preloaded third coil spring 238. For this reason, the third coil spring 238 antagonizes with the second coil spring 236 until the second coil spring 236 compressed by the movement of the second retainer 234 obtains a predetermined urging force. Accordingly, the free piston 237 itself does not move in the A direction until the urging force in the A direction by the second coil spring 236 becomes larger than the urging force in the direction opposite to the A direction of the third coil spring 238.

  When the urging force in the A direction by the second coil spring 236 becomes larger than the urging force in the direction opposite to the A direction of the third coil spring 238, the free piston 237 moves in the A direction.

  FIG. 5 is a diagram showing the relationship between the response of the clutch lever and the grip amount.

  As shown in FIG. 5, the portion E where the second coil spring 236 contracts is larger in inclination than the portion D where the first retainer 233 contracts the first coil spring 234 after starting to grip. That is, the urging force of the second coil spring 236 is set larger than the urging force of the first coil spring 234, and the portion that contracts the second coil spring 236 is set as a portion that changes the capacity of the clutch.

  As described above, the clutch lever 200 is configured such that the increase rate of the operation reaction force (response) with respect to the operation amount of the lever main body 220 changes in at least two stages. As a result, it is possible to present a force sense similar to the operation of the so-called mechanical clutch lever, which produces the same response as the operation of the mechanical clutch lever.

  For example, the lever operation amount detection unit 130 detects the opening when the lever main body 220 is operated from the normal state and outputs the detected opening to the control unit 300. In particular, the control unit 300 controls the opening degree of the lever body 220 when the second coil spring 236 is contracted so as to correspond to the torque capacity of the clutch.

  Thereby, like the clutch lever used in MT, the driver can be given a feeling as a play portion from the portion where the first coil spring 234 contracts, that is, from the start of gripping to a predetermined position. Therefore, the driver can recognize the position where the load suddenly starts when the lever body 220 is gripped after grasping lightly, so that the range where the load is suddenly applied is the range for adjusting the torque capacity of the clutch. Can be recognized.

  FIG. 6 is a block diagram for illustrating a control unit of the transmission according to the embodiment of the present invention.

  In transmission 100 shown in FIG. 6, control unit 300 has a function of TCU (Transmission Control Unit, also referred to as “shift control unit”) and an ECU (Engine Control Unit, also referred to as “engine control unit”). .

  The control unit 300 uses the information input from the mode switching switch 110, the lever operation amount detection unit 130, the sensor group 150 (151 to 155, etc.) and the shift switch 120 to monitor the operation state of the vehicle and the operation state. To control.

  Control unit 300 generates and outputs a clutch torque capacity command value and a gear position command value in a mode selected by mode switching switch 110, and controls transmission 160.

  The control unit 300 operates the shift switch 120 in cooperation with the first and second clutch actuators 77 and 78 that adjust the torque capacity of the clutch and the shift mechanism 140 that switches the shift (gear stage). A series of shift speed switching operations are automatically performed. The so-called AMT has a function of controlling the transmission 160.

  In addition, when the driver does not always instruct the shift switch 120 to switch the shift stage, the control unit 300 automatically selects all the shift stages and a series of operations (clutch operations) for switching the selected shift stages. Do. A so-called AT has a function of controlling the transmission 160.

  Specifically, the control unit 300 outputs a final operation command value to the transmission 160 and a transmission command value generation unit 320 that generates an operation command value for controlling the transmission 160 based on the input information. And an operation command unit 330.

  The shift command value generation unit 320 includes a clutch torque capacity command value generation unit 322 that generates a clutch torque capacity command value related to automatic shift, and a gear stage command unit 324 that instructs a shift gear stage.

  When performing an automatic shift, the shift command value generation unit 320 uses the clutch torque capacity command value and the gear position command value as a result of a series of operations including information input from the sensor group 150, clutch disconnection, shift gear switching, and clutch connection. It is generated using predetermined programs and map information stored inside.

  In addition, when the shift switch 120 is operated, the shift command value generation unit 320 receives the instruction information of the shift gear stage to be shifted from the shift switch 120, and gives priority to the input gear stage instruction. In addition, the clutch torque capacity command value and the gear stage are obtained by using information input from the sensor group 150 and information of a predetermined program and map in which a series of operations of clutch disengagement, transmission gear switching and clutch connection are stored. Generate a command value.

  Further, the shift command value generation unit 320 is input with a shift operation mode switched by the mode switching switch 110. The shift command value generation unit 320 includes a predetermined program that stores therein information input from the sensor group 150 and a series of operations of clutch disengagement, shift gear switching, and clutch connection in accordance with the input mode. Using the map information, a clutch torque capacity command value and a gear position command value at the time of shifting and at the time of starting and stopping are generated.

  In other words, the shift command value generation unit 320 generates the gear position command value based on the operation of the shift switch 120 by the driver or the shift command value generation unit 320 according to the mode of the shift operation switched by the mode switching switch 110. Is switched using a predetermined program or map information stored therein, and is output from the gear position command unit 324 to the operation command unit 330.

  Further, the shift command value generation unit 320 sets the clutch torque capacity command value for clutch operation at the time of shifting and at the time of starting and stopping according to the mode of the shifting operation switched by the mode switching switch 110. The command value generation unit 322 outputs to the operation command unit 330.

  Control unit 300 (shift command value generation unit 320 and operation command unit 330) detects the driving state of the vehicle based on information input from sensor group 150. Information input from the sensor group 150 includes engine speed, first main shaft speed, second main shaft speed, drive shaft speed, shift cam phase, first clutch position, second clutch position, and accelerator opening. Etc.

  The shift command value generation unit 320 uses the torque of the first main shaft 71, the torque of the second main shaft 72, the torque of the drive shaft 73, and the engine speed corresponding to a preset gear ratio for each shift speed. Outputs the clutch torque capacity command value and gear stage. The shift command value generator 320 differentiates the torques of the first main shaft 71, the second main shaft 72, and the drive shaft 73 by differentiating the first main shaft rotation speed, the second main shaft rotation speed, and the drive shaft rotation speed, respectively. calculate. The drive shaft rotation speed corresponds to the vehicle speed. The shift cam phase indicates the rotation angle of the shift cam 14 that is rotated by the operation of the motor 145 of the shift mechanism 140. Depending on the rotation angle of the shift cam 14, the shift command value generation unit 320 can acquire a predetermined shift speed (1st to 6th speed, N) set by the rotation of the shift cam 14.

  The first clutch position and the second clutch position indicate the engagement state of the first clutch 74 by the first clutch actuator 77 and the engagement state of the second clutch 75 by the second clutch actuator 78. The first clutch position and the second clutch position are detected by a clutch position sensor in the sensor group 150. Specifically, the first clutch position is the distance between the plurality of clutch plates and the plurality of friction plates in the first clutch 74 adjusted by the first pull rod 77a (see FIG. 2), that is, the first clutch 74. The engagement state is shown. The second clutch position indicates the amount of separation between the plurality of clutch plates and the plurality of friction plates in the second clutch 75 adjusted by the second pull rod 78a (see FIG. 2), that is, the engagement state of the second clutch 75. . The amount of torque output via the clutch changes due to the change in the clutch position.

  The generated clutch torque capacity command value and gear position command value are output to the operation command unit 330. If the generated clutch torque capacity command value and the gear position command value are output as the final operation values as they are, the clutch operation and the shift operation are performed via the first clutch actuator 77, the second clutch actuator 78, and the shift mechanism 140. Is done automatically.

  The operation command unit 330 outputs the clutch torque capacity command value and the gear position command value to the first clutch actuator 77, the second clutch actuator 78, and the motor 145 based on the input information to output the first clutch 74 and the second clutch. 75 and the drive of the shift mechanism 140 are controlled.

  When the clutch lever 200 is operated, the lever operation amount of the clutch lever 200 is input to the operation command unit 330.

  If there is no input from the clutch lever 200, the operation command unit 330 uses the clutch torque capacity command value and gear stage generated by the shift command value generation unit 320 as the final command value, and the clutch operation command unit 334, the shift operation command unit. 336 to output. When at least one of the output clutch torque capacity command value and the gear position command value is generated by the shift command value generation unit 320, a series of operations of clutch disconnection, shift gear switching, and clutch connection are performed in cooperation with the other. The value to be performed.

  In the operation command unit 330, the clutch lever operation reflecting unit 332 actually drives the first clutch actuator 77 and the second clutch actuator 78 with the lever operation amount when the lever operation amount of the clutch lever 200 is input. It is reflected in the clutch torque capacity value.

  Here, the clutch lever operation reflecting unit 332 cuts off the clutch torque capacity command value input from the clutch torque capacity command value generating unit 322 to the clutch operation command unit 334. That is, in place of the clutch torque capacity command value generated by the clutch torque capacity command value generation unit 322, a clutch torque capacity command value cut off reflecting the lever operation amount is input to the clutch operation command unit 334. Then, the clutch torque capacity command value reflecting the lever operation amount, that is, the clutch torque capacity command value corresponding to the operation amount of the clutch lever 200 is sent via the clutch operation command unit 334 to the first clutch actuator 77 and the second clutch actuator. 78 is output.

  The clutch torque capacity command value (operation command value) corresponding to the operation amount of the clutch lever 200 is converted using the gain map shown in FIG. 7 and determined as a value satisfying the relationship shown in FIG. FIG. 7 is a gain map showing the grip angle of the clutch lever 200 and the corrected lever grip angle. FIG. 8 shows the release force (engaged state) of the clutch controlled using the corrected grip angle (operation amount) in the clutch lever 200. In FIG. 8, the relationship G2 between the corrected grip angle of the clutch lever 200 and the release force of the clutch lever is approximated to be a non-linear relationship G1 between the grip angle of the mechanical clutch lever and the clutch release force. . In FIG. 8, the clutch release force is set so that the clutch is engaged within a range of 60 to 80%.

  FIG. 9 is a schematic diagram for explaining the processing in the clutch lever operation reflecting unit 332. The operation amount of the clutch lever 200 and the clutch torque capacity command value automatically generated by the clutch torque capacity command value generating unit 322 (FIG. 9 is a diagram showing a relationship with “automatic generation command value”. In FIG. 9, for convenience, the final clutch torque is applied to one of the first and second clutch actuators 77 and 78 (also simply referred to as “clutch actuator”) in order to drive one of the first clutch 74 and the second clutch 75. The case where a capacity command value (final operation command value) is output is shown. Further, the relationship between the lever operation amount and the automatically generated command value here is shown as a linear relationship as an example. Further, the clutch lever operation amount in FIG. 9 is defined as an opening degree of 100% when the lever body 220 is completely released and released, and an opening degree of 0% when the lever body is completely gripped.

  As shown in FIG. 9, the clutch torque capacity command value (automatically generated command value) generated by the clutch torque capacity command value generation unit 322 is always input to the clutch lever operation reflection unit 332 of the operation command unit 330. Has been. When the clutch lever 200 is not operated, the automatically generated command value is output to the clutch actuator as the final operation command value. When the clutch lever 200 is operated, the operation amount of the clutch lever 200 is input from the lever operation amount detection unit 130. The command value limit line (a line indicating the maximum value of the clutch capacity command value that can be changed according to the lever operation amount) is moved up and down on the Y axis depending on the degree of operation amount information (grip degree) of the clutch lever 200 that is input. To do. When the command value limit line is lower than the automatically generated command value, the command value limit value becomes the maximum value of the automatically generated command value and is output as the final clutch operation command value (final operation command value). That is, the maximum value of the automatically generated command value that is the maximum value of the clutch torque capacity command value for adjusting the clutch torque capacity by the lever operation amount is limited. Here, the clutch torque operation command unit 334 outputs the clutch torque capacity command value whose maximum value is limited to the clutch actuator as a final operation command value. Note that a clutch torque capacity command value that intersects with the command value limit line, that is, a clutch torque capacity command value calculated based on a lever operation amount may be output as a final operation command value.

  In this way, the process of outputting the final operation command value is performed for both the first clutch actuator 77 and the second clutch actuator 78 in the clutch lever operation reflection unit 332.

  The clutch lever operation reflecting unit 332 determines, based on the operation of the clutch lever 200, the total or substantially total torque capacity after converting the gear ratio in the first clutch 74 and the second clutch 75 as the final operation command value. And output.

  Further, the clutch lever operation reflecting unit 332 uses, as the final operation command value, the maximum total torque capacity after the gear ratio is converted in the first clutch 74 and the second clutch 75 based on the operation of the clutch lever 200. It may be determined and output.

  FIG. 10 is a diagram for explaining the total operation of the torque capacities of the first clutch 74 and the second clutch 75 after the gear ratio is converted. FIG. 10 shows the lever operation amount of the clutch lever, the clutch torque capacity command value automatically generated by the clutch torque capacity command value generation unit 322 (indicated by “automatic generation command value” in FIG. 10), and the clutch torque capacity It is a figure which shows the relationship with a total value. The relationship between the lever operation amount and the automatically generated command value is shown as a linear relationship as an example. Further, the clutch lever operation amount in FIG. 10 is defined as an opening degree of 100% when the lever main body 220 is completely released and released and an opening degree of 0% when the lever body is completely gripped.

  The automatic generation command value shown in FIG. 10 corresponds to the total value of the clutch capacity of the first clutch 74 and the clutch capacity of the second clutch 75 shown in the region partitioned by the inclination a that changes according to the ratio of the gear ratio.

  As shown in FIG. 10, the clutch lever operation reflection unit 332 of the operation command unit 330 has an automatic generation that is the total torque capacity of the first clutch 74 and the second clutch 75 generated by the clutch torque capacity command value generation unit 322. (Command value) is always input. The automatic generation command value is the total torque capacity of the first clutch 74 and the second clutch 75 when the gear ratio is converted, that is, when converted to the crankshaft 60 or the drive shaft 73.

  These are calculated based on information input from the sensor group 150. In the clutch lever operation reflecting unit 332, when the clutch lever 200 is not operated, the automatic generation command value is output to the clutch actuator as the final operation command value.

  When the clutch lever 200 is operated, the operation amount of the clutch lever 200 is input from the lever operation amount detection unit 130. The command value limit line (a line indicating the maximum value of the clutch capacity command value that can be changed according to the lever operation amount) is moved up and down on the Y axis depending on the degree of operation amount information (grip degree) of the clutch lever 200 that is input. To do. If this command value limit line is lower than the automatically generated command value, the maximum value of the automatically generated command value is output as the final operation command value. That is, the maximum value of the automatically generated command value indicating the maximum value of the clutch torque capacity command value for adjusting the clutch torque capacity by the lever operation amount is limited. Here, the clutch torque operation command unit 334 outputs an automatically generated command value with a maximum value (maximum value of the total torque capacity) as a final operation command value to the clutch actuator. As a result, the maximum value of the total torque capacity of the first clutch 74 and the second clutch 75 is limited, and the first clutch 74 and the second clutch 75 are controlled. This allows the driver to perform a manual operation, that is, an operation performed by MT.

  From the above, for example, when “two-pedal mode” is input from the mode switching switch 110 to the shift command value generation unit 320, the clutch torque capacity command value used for clutch operation at start and stop is changed to the shift command value generation. It is generated by the clutch torque capacity command value generation unit 322 of the unit 320 and output to the operation command unit 330.

  Further, when “three-pedal mode” is input from the mode switching switch 110 to the shift command value generation unit 320, the command value generated in the clutch torque capacity command value generation unit 322 is a command value that “connects to the maximum”. The operation command unit 330 is output as it is, and the clutch lever operation reflecting unit 332 is cut off by the operation of the clutch lever 200. A command value corresponding to the amount of lever operation is input to the clutch operation command unit 334 as the command value after cutoff. The clutch operation command unit 334 outputs a command value corresponding to the input lever operation amount as a final operation command value of a clutch torque capacity command value used for clutch operation at start and stop.

  Note that a signal input from the shift switch 120 is executed by an interruption process in the shift command value generation unit 320. For this reason, at any time and any timing in the “2 pedal mode” and “3 pedal mode” modes, the operation command unit 330 changes the gear stage by the shift switch 120 by operating the shift switch 120. A shift operation can be performed via the shift mechanism 140 in response to the instruction. Note that the shift command value generation unit 320 does not accept the interrupt process of the shift switch 120 during a series of shift operations performed in the order of clutch disengagement, gear change, and clutch engagement.

  As described above, when the driver presses the shift-up button or the shift-down button of the shift switch 120, a signal indicating this (hereinafter referred to as a shift signal) is output from the shift switch 120 to the control unit 300. The controller 300 controls the first and second clutch actuators 77 and 78 and the motor 145 based on the input shift signal. By this control, one of the first and second clutches 74 and 75, or both of the clutches 74 and 75 are appropriately disconnected and the shift cam 14 is rotated, so that the transmission 160 (specifically, the transmission mechanism 70) is Perform a gear shift.

  In the present embodiment, a shift-up operation is performed in transmission 160 when the up-shift button is pressed by the driver, and a down-shift operation is performed in transmission 160 by the driver pressing the down-shift button. Is executed.

  FIG. 11 is a diagram for explaining mode transition processing in the control unit. In FIG. 11, processes that are the main parts are described with step numbers, and step numbers for other processes are omitted. The control unit 300 repeats the processing in FIG. 11 until the power is turned off.

  In step S <b> 1, the shift command value generation unit 320 determines whether the mode selected by the mode switching switch 110 is “2 pedal mode” or “3 pedal mode”. If it is “2 pedal mode”, the process proceeds to step S2.

  In step S2, the shift command value generation unit 320 determines whether the driving state is a start or stop scene or a shift scene. If the determination is a start or stop scene, the process proceeds to step S4 for generating a command value for automatic start or stop, and if it is not a start or stop scene, it is determined whether or not a shift signal is input from the shift switch 120. The process proceeds to step S3.

  In step S4, the shift command value generating unit 320 uses the clutch torque capacity command value generating unit 322 as a clutch torque capacity command value to be output to the first clutch actuator 77 and the second clutch actuator 78 when starting and stopping. Outputs torque capacity command value. That is, if there is no operation of the clutch lever 200, the operation command unit 330 sends the clutch torque capacity command value from the clutch torque capacity command value generation unit 322 to the first clutch actuator 77 and the second clutch actuator 78 without cutting off. Control is performed according to the output mode (“AT mode”).

  In step S3, it is determined whether or not the shift switch 120 is operated in the two-pedal mode, that is, whether or not a shift signal is input from the shift switch 120. In step S3, if there is no shift signal input, the process proceeds to step S5 to continue the shift control in the AT mode. If there is a shift signal input, the process proceeds to step S8 and the shift control is performed in the AMT mode.

  In step S5, the shift command value generating unit 320 uses the clutch torque capacity command from the clutch torque capacity command value generating unit 322 as the clutch torque capacity command value to be output to the first clutch actuator 77 and the second clutch actuator 78 at the time of shifting. Output the value. That is, if there is no operation of the clutch lever 200, the operation command unit 330 sends the clutch torque capacity command value from the clutch torque capacity command value generation unit 322 to the first clutch actuator 77 and the second clutch actuator 78 without cutting off. Control is performed according to the output mode (“AT mode”). At this time, the gear stage command value output from the gear stage command unit 324 is generated inside the gear shift command value generation unit 320 and output from the gear stage command unit 324 unless there is an interruption from the shift switch 120. This is a gear shift to a stage, and cooperates with the clutch torque capacity command value output from the clutch torque capacity command unit 322.

  In step S8, the control unit 300 performs a shift in a so-called AMT mode in which the gear stage is switched to the gear stage instructed by the shift signal of the shift switch 120. That is, in step S8, the gear stage command unit 326 of the shift command value generation unit 320 replaces the gear stage generated inside the shift command value generation unit 320 with the gear stage input from the shift switch 120 as the gear stage. The output is output as a command value, and is output to the motor 145 via the shift operation command unit 336 to drive the shift mechanism 140.

  On the other hand, when the shift command value generation unit 320 determines in step S1 that the mode selected by the mode switching switch 110 is the “3-pedal mode”, the process proceeds to step S6.

  In step S6, the shift command value generation unit 320 determines whether the driving state is a start or stop scene or a shift scene. If the determination is a start or stop scene, the process proceeds to step S7 for generating a manual start or manual stop command value. If the determination is not a start or stop scene, a shift command value based on the input of a shift signal from the shift switch 120 is entered. It moves to step S8 which produces | generates.

  In step S7, in the AT mode, in the AT mode, the control unit 300 replaces the clutch torque capacity command value generated to automatically perform the clutch operation at the start and stop, and performs according to the information from the clutch lever 200. A clutch torque capacity command value is generated.

  That is, in step S7, the control unit 300 performs control in a mode in which the driver operates the clutch lever 200 to adjust the torque capacity of the clutch when starting and stopping in the MT mode and the semi-MT mode.

  Further, in step S10, the control unit 300 determines whether or not the clutch lever 200 is used. If the clutch lever 200 is not used, the control unit 300 controls the transmission 160 in the “semi-MT mode”. As a mode, the transmission 160 is controlled.

  Specifically, in step S <b> 10, the operation command unit 330 of the control unit 300 uses the clutch torque capacity command value output from the clutch torque capacity command value generation unit 322 according to the running state as the lever operation amount of the clutch lever 200. The clutch lever operation reflecting unit 332 performs restriction (cut-off) according to the lever operation amount input from the detecting unit 130. The limited (cut-off) clutch torque capacity command value (clutch torque capacity command value reflecting the operation of the clutch lever 200) is output to the clutch operation command unit 334. The clutch operation command unit 334 outputs the clutch torque capacity command value reflecting the operation of the clutch lever 200 input from the lever operation reflecting unit 332 to the first clutch actuator 77 and the second clutch actuator 78 as the final clutch torque capacity command value. To do. Thereby, the clutch torque capacity of the first clutch 74 and the second clutch 75 is adjusted by the operation of the clutch lever 200 by the driver. Therefore, the clutch operation command unit 334 can adjust the driving force output from the drive shaft 73.

  In the “MT mode”, “semi-MT mode”, and “AMT mode”, in order to prevent the driver from shifting to a specific gear stage when the driver accidentally operates the shift switch, The condition can be that the clutch lever is operated above a threshold value.

  Specifically, in step S9, it is determined whether the operation amount of the clutch lever exceeds a threshold value. If so, the shift change to a specific gear stage is not interlocked (prohibited) and must be exceeded. For example, the shift change to a specific gear is interlocked (prohibited).

  In the shift command value generation unit 320, the gear stage command unit 324 gives priority to the shift signal input by the shift switch 120 over the shift stage command generated internally, so that the gear stage command is sent to the shift operation command unit 336. It is output as a value. For this reason, except for a shift change to a specific gear stage on condition that the operation amount of the clutch lever exceeds a threshold value, “2 pedal mode” and “3 pedal mode”, AT mode, AMT mode, The shift operation by the shift switch 120 is possible in both the semi-MT mode and the MT mode.

  Further, the control unit 300 determines whether the mode selected by the mode switching switch 110 in step S1 is the “2-pedal mode” or the “3-pedal mode”, and the shift in step S3. According to the determination result of whether there is a shift signal input from the switch 120 and the determination result of step S12 that determines whether or not the clutch lever 200 is operated downstream of step S10 and corresponds to step S11, Transition of each mode of “MT mode”, “semi-MT mode”, “AMT mode”, and “AT mode” is determined, and the driver is notified of the current driving state by displaying the mode on the instrument panel.

  FIG. 12 is a diagram illustrating each operation mode of the transmission according to the present embodiment. In FIG. 12, “●” means “driver's operation”, and “● / time” means that the driver can operate within a predetermined time. In addition, “「 ”,“ ◯ ”, and“ Δ ”mean the degree of correspondence of each item.

  As shown in FIG. 12, the transition is as follows in the “2-pedal mode” (AT mode, AMT mode) and the “3-pedal mode” (semi-MT mode, MT mode).

"2 pedal mode"
<Basic state>
-As for start-up, when the driver presses the shift button of the shift switch 120 during the "2-pedal mode" to instruct "N → 1st speed (shown as" N → 1 "in the figure)", the transmission Disconnects the clutch and switches the gear stage from N to 1st gear and waits. When the accelerator is opened, that is, based on the accelerator opening detected by the controller 300, the transmission starts by performing an operation of engaging the clutch.

  As for shifting, it is not necessary for the driver to operate the clutch lever 200 and the shift button, and the control unit 300 automatically selects the shift stage and shifts.

  -For stopping, the transmission automatically shifts down when the vehicle speed decreases, and completes shifting to the first gear before stopping. When the vehicle speed decreases, the transmission is automatically operated to stop the clutch. The gear stage maintains the first speed state. In this state, when “1 → N” is instructed by the shift button by the driver's operation, the transmission switches the gear to “1 → N” and then engages the clutch.

<Interrupt operation to basic state>
In the 2-pedal mode (so-called AT mode) state, when the shift button is pressed (AMT mode) and a certain condition is satisfied, the operation returns to the 2-pedal.

  -In the 2-pedal mode, when the driver holds the clutch lever, the clutch is disengaged without changing the shift stage, and when the clutch lever is returned, the clutch is engaged without changing the shift stage. As a result, the original two-pedal mode (AT mode) is restored.

  -When the driver holds the clutch lever 200 in the two-pedal mode (AT mode), the shift stage does not change and the clutch is disengaged. Next, when the shift button is pressed by the driver, the shift stage changes with the clutch disengaged. Thereafter, when the driver returns the clutch lever 200, the clutch is connected to the shift stage after the change. In this state, when a certain condition is satisfied, the operation returns to the two pedals.

"3 pedal mode"
<Basic state>
-Regarding the start, the driver operates the N → first speed with the clutch lever 200 and the shift button from the state of N (neutral) and returns the clutch lever 200 to start with the clutch connected.

  -Regarding shifting, when the driver presses the UP or Down of the shift button to instruct the shift destination shift stage, the transmission automatically processes clutch operation and shift stage switching.

  -Regarding the stop, when the driver holds the clutch lever 200, the clutch is disconnected and the vehicle stops.

<Interrupt operation to basic state>
In the 3-pedal mode (mode in which clutch operation during shifting is automatically processed: semi-MT mode), when the driver holds the clutch lever 200, the shift stage does not change and the clutch is disengaged. Thereafter, by returning the clutch lever, the clutch is engaged without changing the shift stage, and the original 3-pedal mode is restored.

  In the 3-pedal mode, when the driver holds the clutch lever 200, the clutch is disengaged without changing the shift stage. Thereafter, by pressing the shift button, the shift stage changes with the clutch disengaged. Next, when the clutch lever 200 is returned, the clutch is connected to the shift stage after the change, and the original 3-pedal mode is restored.

  As shown in FIG. 12, in the “3-pedal mode” (MT mode, semi-MT mode), a clutch operation is added in addition to a shift operation and an accelerator operation as a condition for starting. Therefore, in the “3-pedal mode”, the driver needs to perform three operations: a shift button operation, an accelerator operation, and a clutch lever 200 operation when starting. Thereby, compared with the AMT mode, the AT mode, and the CVT mode, it is possible to improve the erroneous start elimination.

  In addition, since the engaged state (clutch torque capacity) of the first clutch 74 and the second clutch 75 can be operated by the by-wire type clutch lever 200, the degree of freedom when accelerating at the time of starting can be improved.

  In transmission apparatus 100, control unit 300 sets a threshold value for the amount of operation of clutch lever 200, and shift switching is performed during “three-pedal mode” so that shifting cannot be performed without gripping clutch lever 200 depending on the gear position. Interlock behavior.

  Here, in the “3-pedal mode”, when the gear stage is increased from N to 1st speed, when the gear stage is decreased from 1st speed to N, and when the gear stage is decreased from 2nd speed to 1st speed, the clutch lever 200 is predetermined. Need a handful of. The predetermined grip is determined when the clutch torque capacity command value corresponding to the lever opening, which is the lever operation amount, is equal to or greater than a specified value.

  As a result, in the “3-pedal mode”, the control unit 300 prevents the gear from entering from N to the first speed while forgetting to hold the clutch when starting.

  Further, it is possible to prevent the first speed from being changed to N without being conscious during traveling, and further to prevent the second speed from being shifted unconsciously to the first speed where the gear ratio is separated from the second speed during traveling.

  The control unit 300 (specifically, the clutch lever operation reflecting unit 332) is input from the lever operation amount detection unit 130 in order to make the output amount of the clutch torque capacity correspond to the operation amount of the clutch lever 200 after the power is turned on. Learn the signal range.

  That is, the clutch lever operation reflection unit 332 learns the operation range of the clutch lever 200 using the signal range output as the lever operation amount from the lever operation amount detection unit 130 in accordance with the opening / closing operation of the lever, that is, the lever Is learned and reflected in the final clutch torque capacity command value.

  In the “3-pedal mode”, the control unit 300 receives no signal from the lever operation amount detection unit 130, and the control unit 300 detects that the lever operation amount detection unit 130 has failed through the clutch lever operation reflection unit 332. If it is determined, the process shifts to “2-pedal mode”. Thereby, it is possible to continue traveling without deteriorating the function at the time of lever failure. Note that the failure of the lever operation amount detection unit 130 in the control unit 300 is determined from the electrical connection state with the lever operation amount detection unit (so-called potentiometer) 130.

  FIG. 13 is a diagram for explaining learning of the operation range of the clutch lever by the control unit.

  In FIG. 13, the horizontal axis indicates the final clutch torque capacity command value 0 V to 5 V corresponding to the open / close range of the clutch lever 200.

  The learning start position is the center position (learning start point) of the learning lever operating range, and an upper limit step and a lower limit step are set in advance with this position in between. The clutch lever operation reflecting unit 332 starts learning from the center position, starts learning from a point that exceeds a preset upper limit step in the learning upper limit operation range when the clutch lever 200 is gripped, and the lever is in the actual lever operating range. When the upper limit is reached, learning ends. By releasing the gripped lever, the lower limit can be learned in the same way. Thus, since the lever operating range is learned in specific step units, the complete grip position can be learned by one grip of the clutch lever 200. Note that the learning upper limit margin and the learning lower limit margin region shown in FIG. 13 prevent an opening that does not return to 0% or an opening that does not reach 100% depending on the progress of learning.

  In a vehicle equipped with a transmission, when starting to run, in order to increase from N to the first speed, the clutch lever 200 is securely held once. The operation range can be learned by one grip of the clutch lever 200, and the clutch actuator can be operated at a suitable position when the driver performs clutch operation using the clutch lever 200 next time.

  FIG. 14 is a flowchart for explaining learning of the clutch lever operation range. When learning the operating range of the clutch lever 200, + is the lower limit learning side and-is the upper limit learning side from the current lever position.

  As shown in FIG. 14, first, when the power is turned on, the control unit 300 (clutch lever operation reflecting unit 332) sets an upper limit step and a lower limit step, and satisfies the following condition to set the learning value to the step. Go ahead. That is, the position of the clutch lever 200 is within the learning upper and lower limits (step S31), the previous ratio of the lever position of the clutch lever 200 is within the specified value (step S32), the learning margin lever position (current lever position ± learning) The margin is advanced by a step value or more than the current learning value (step S33). If the conditions of these (step S31 to step S33) have continued for the specified time (step S35), the learning value is advanced by step. .

  In the present embodiment, even in the case of DCT, by operating the clutch lever 200, it is possible to adjust how the driving force is restored at the time of shifting. For example, when a child or an elderly person is on board, when the clutch is re-engaged at the time of shifting, the torque capacity can be slowly increased to gradually increase the output driving force. Thereby, a comfortable ride feeling can be given to the passenger. Further, the driving force can be adjusted without switching the gear stage. For example, when a vehicle equipped with a transmission is traveling in a traffic jam or with a pedestrian, the vehicle can travel in a half-clutch state without switching gear positions.

  Furthermore, the driving force at the start can be adjusted. For example, it is possible to start abruptly by engaging the clutch after increasing the engine speed first by stepping on the accelerator.

  In addition, the driver can quickly disengage the clutch when the wheelie is engaged, thereby preventing the wheelie from continuing.

  In the present embodiment, the gear stage switching by the driver's operation is performed by the shift switch 120. However, the shift pedal is not limited to this as long as the driver can perform the gear stage switching operation. Alternatively, it may be performed by a shift lever, a shift paddle, or the like. Similarly, the mode selector switch 110 may be configured in any manner as long as the driver can perform the mode switching operation. The mode switching lever, the mode switching pedal, the mode switching paddle, the mode switching It may be a button.

  In the present embodiment, the transmission 100 is configured to operate a plurality of clutches by the by-wire clutch lever 200, but is not limited to this, and may be a single clutch.

  The present invention can be variously modified without departing from the spirit of the present invention, and the present invention naturally extends to the modified ones.

  The transmission according to the present invention is a transmission in which clutch operation is automatically controlled, such as the AT system or the AMT system, and the driver can manually operate the clutch to adjust the driving force, thereby improving drivability. This is effective and is useful as a transmission in which clutch operation is automatically controlled.

DESCRIPTION OF SYMBOLS 10 Motorcycle 70 Transmission mechanism 74 1st clutch 75 2nd clutch 77 1st clutch actuator 78 2nd clutch actuator 100 Transmission apparatus 110 Mode switch 120 Shift switch 130 Lever operation amount detection part 140 Shift mechanism 150 Sensor group 160 Transmission 200 clutch lever 235 first coil spring 236 second coil spring 238 third coil spring 300 control unit 320 shift command value generation unit 322 clutch torque capacity command value generation unit 324 gear stage command unit 332 clutch lever operation reflection unit 334 clutch operation command unit 336 shift Operation command section

Claims (6)

A clutch actuator for connecting and disconnecting the clutch of the multi-stage transmission;
A shift actuator for switching the shift stage of the multi-stage transmission;
Control means for controlling the clutch actuator and the shift actuator;
A clutch lever;
Lever operation amount detection means for converting an operation amount of the clutch lever into an electric signal and outputting the electric signal to the control means;
With
The control means can operate the clutch torque capacity by determining an operation command value for adjusting the clutch torque capacity of the clutch based on an operation amount of the clutch lever and outputting the operation command value to the clutch actuator. Yes,
In the clutch lever, the increase rate of the operation reaction force with respect to the operation amount of the clutch lever changes in at least two stages.
Transmission device. When the clutch lever is operated, the operation reaction force to the predetermined position of the clutch lever is set so that the rate of increase with respect to the operation amount of the clutch lever is smaller than the operation reaction force after the predetermined position is exceeded. ,
The transmission according to claim 1. The control means outputs an operation command to the clutch actuator in a range where the operation amount of the clutch lever exceeds the predetermined position.
The transmission according to claim 2. The operation reaction force is generated when the urging forces of a plurality of coil springs having different urging forces act.
The transmission according to claim 3. The control means always enables the operation of the clutch torque capacity based on the operation amount of the clutch lever;
The transmission according to claim 3. The control means learns a signal range indicating the operation range of the clutch lever, which is detected by the lever operation amount detection means;
The transmission according to claim 3.

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