JP2018173149A - Power transmission system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission system for vehicle that suitably complies with a diversity and a skill difference that a driver who desires to enjoy manual gear shifting has.SOLUTION: A power transmission system 300 for vehicle which comprises a control part 120 automatically controlling connection and disconnection of a clutch comprises a clutch lever L for manually connecting and disconnecting the clutch. The power transmission system 300 has an automatic mode in which the clutch is connected and disconnected without driver's connecting/disconnecting action under the control of the control part 120, as a driver selects, and a manual mode in which the clutch is connected and disconnected through driver's connecting/disconnecting action. In the manual mode, it is possible to further select a plurality of control modes in which the automatic control intervenes differently.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a power transmission device for a vehicle, and relates to a power transmission device for a vehicle that automatically connects and disconnects power using a clutch-by-wire or the like.

  In recent years, automatic transmission technology for straddle-type vehicles has been spreading. On the other hand, straddle-type vehicles have a preference to enjoy driving. Patent Document 1 discloses an automatic transmission device for a motorcycle, in particular, a clutch that is automatically operated by automatic shift control so that it can be manually operated by a driver's selection.

JP 2009-79607 A

  However, until now, when switching the clutch operation by automatic control to manual clutch operation, there is only one manual clutch operation mode, and the driver has no choice.

  On the other hand, with the diversification of motorcycle enthusiasts, those who want to enjoy manual clutch operation comfortably on suburban roads, and those who want to master precise clutch operation like circuit driving, or beginner drivers and skilled driving A manual clutch operation mode that can be appropriately selected is expected depending on a variety of tastes and differences in driving skills.

  The present invention has been made in consideration of such problems, and provides a power transmission device for a vehicle that can appropriately cope with a variety of drivers who want to enjoy manual clutch operation and skill differences. Objective.

  The present invention has the following features.

  1st characteristic; It is the power transmission device 300 of the vehicle (10) provided with the control part (120) which controls the connection / disconnection of a clutch automatically, Comprising: The clutch connection / disconnection operator (L) which connects / disconnects a clutch manually is provided. The automatic mode for connecting / disconnecting the clutch regardless of the connection / disconnection operation of the driver by the control of the control unit (120) by the selection of the driver, and the clutch by the connection / disconnection operation of the driver In the power transmission device 300 of the vehicle (10) having the manual mode for connecting and disconnecting, a plurality of control modes with different automatic control interventions can be selected in the manual mode.

  Second feature: The plurality of control modes different in the intervention of the automatic control include at least a mode having driving assist control for reducing a shock at the time of engagement of the clutch and a mode allowing a shock at the time of connection.

  Third feature: In a mode in which a shock at the time of connection is allowed, a control for avoiding a specific limit event in the engine state of the vehicle (10) is activated.

  4th characteristic; The said limit event is continuing a half clutch more than predetermined time.

  Fifth feature: the limit event is that the engine speed becomes a predetermined value or less.

  According to the first feature, an appropriate clutch manual on / off gear shift control mode is selected from a plurality of applications according to a plurality of uses such as a person who wants to enjoy a shift by manual clutch operation or a person who wants to practice. be able to.

  According to the second feature, a skill level, a mode in which the clutch can be comfortably operated even in various situations, and a mode in which a precise clutch connecting / disconnecting operation is required in circuit driving, etc. It can be selected according to various situations.

  According to the third feature, even in a mode that requires precise clutch engagement / disengagement operation, the driver can be assisted or the vehicle can be automatically protected in a predetermined limit event.

  According to the fourth feature, the clutch device can be appropriately protected even in a mode in which a precise clutch connecting / disconnecting operation is required.

  According to the fifth feature, engine stop (so-called engine stall) can be appropriately avoided even in a mode that requires precise clutch engagement / disengagement operation.

1 is a left side view of a saddle-ride type vehicle (hereinafter referred to as a vehicle) equipped with a power transmission device according to the present embodiment. It is a right view of the engine as a motive power source of a vehicle. 1 is a system configuration diagram of an automatic / manual transmission of a power transmission device and peripheral devices thereof according to the present embodiment. It is an expanded sectional view of the power transmission device automatic / manual transmission according to the present embodiment. It is an expanded sectional view of a speed change mechanism. It is an expanded view which shows the shape of the guide groove of a shift drum. It is a list of shift positions defined by the shift drum. It is a graph which shows the relationship between the operation amount of a clutch lever, and the output signal of a clutch operation amount sensor. It is a block diagram which shows the structure of an AMT control unit. FIG. 10A is a graph showing an example of clutch hydraulic pressure control in the comfort mode, and FIG. 10B is a graph showing an example of clutch hydraulic pressure control in the direct mode. It is a block diagram which shows the structure of a driving skill determination apparatus. 12A is an explanatory diagram illustrating a display example of the rank “Guru”, FIG. 12B is an explanatory diagram illustrating a display example of the rank “3”, and FIG. 12C is an explanatory diagram illustrating a display example of the icon “!”. . It is explanatory drawing which shows the example which displayed the determination result on the display of a portable information terminal. It is a time chart which shows an example of the operation timing of the clutch lever used as the reference | standard at the time of downshifting from 2nd speed to 1st speed. It is a time chart which shows an example of the operation timing of the clutch lever in the comfort mode. It is a time chart which shows the case where the clutch lever is returned in a state where the engine speed is not sufficiently increased. It is a time chart which shows the case where the throttle opening at the time of the blipping by the driver is too open and the release of the clutch lever is slower than the reference. It is a time chart which shows the case where release of a clutch is very slow and a half clutch continues. It is a flowchart which shows an example of a comfort mode process. It is a flowchart which shows a processing operation when driving skill determination is performed in direct mode. It is a flowchart which shows the display process of the determination result by driving skill determination.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a vehicle power transmission device according to the present invention will be described below with reference to FIGS.

  FIG. 1 is a left side view of a saddle-ride type vehicle (hereinafter simply referred to as a vehicle 10) equipped with a power transmission device according to the present embodiment. FIG. 2 is a right side view of the engine 100 as a power source of the vehicle 10. The vehicle body frame 14 of the vehicle 10 has a pair of left and right main pipes 36, and a head pipe 15 is provided on the vehicle body front side of the main pipe 36. A pair of left and right front forks 17 that rotatably support the front wheel WF and support the steering handle 18 are rotatably supported with respect to the head pipe 15.

  The engine 100 suspended below the main pipe 36 is a V-type four-cylinder type in which front and rear cylinders are arranged at a predetermined sandwich angle. The piston 41 and the valve mechanism that slide in the cylinder block 40 have the same configuration in the four cylinders. In the crankcase 46, a crankshaft 105 that rotatably supports a connecting rod 41a (see FIG. 2) that supports the piston 41, and a main shaft (main shaft) 13 to which a plurality of gear pairs constituting a transmission are attached (see FIG. 2) and a counter shaft (counter shaft) 9 are accommodated.

  Between the front and rear cylinder blocks, an air funnel 42 that introduces fresh air that has passed through an air cleaner box disposed below the fuel tank 19 into the intake port of each cylinder is disposed. Each air funnel 42 is provided with a fuel injection valve. Below the seat 53, a muffler 54 for discharging the combustion gas guided to the rear of the vehicle body by the exhaust pipe 59 is disposed.

  A swing arm 38 that is suspended by a shock unit 37 and rotatably supports the rear wheel WR is pivotally supported at the lower rear portion of the main pipe 36. Inside the swing arm 38, a drive shaft 58 for transmitting the rotational driving force of the engine 100 output from the counter shaft 9 to the rear wheels WR is disposed. A vehicle speed sensor SEV that detects the rotational speed of the rear wheel WR is provided in the vicinity of the axle of the rear wheel WR.

  On the left side in the vehicle width direction of the steering handle 18, a clutch lever L is attached as a clutch manual operation means for connecting and disconnecting the driving force between the engine 100 and the rear wheel WR. A shift pedal P as a shift manual means for performing a shift change of the transmission TM is attached in the vicinity of the footrest step.

  As shown in FIG. 2, the front bank BF and the rear bank BR constituting the engine 100 are attached to the upper side of the cylinder block 40 and cover the upper end of the cylinder head 44, which houses the valve mechanism. And a head cover 45. The piston 41 slides on the inner periphery of the cylinder 43 formed in the cylinder block 40. The crankcase 46 is composed of an upper case half 46a formed integrally with the cylinder block 40 and a lower case half 46b to which an oil pan 47 is attached.

  A water pump 49 for pumping the cooling water is rotationally driven by an endless chain 48 wound around a sprocket 13 a formed on the main shaft 13. A clutch cover 50 is attached to the right side surface of the crankcase 46 in the vehicle width direction.

  The power transmission device 300 (see FIG. 3) of the engine 100 according to the present embodiment is a twin clutch type comprising a first clutch and a second clutch as a hydraulic clutch for connecting / disconnecting a rotational driving force to / from a transmission. Has been applied. The hydraulic pressure supplied to the twin clutch TCL can be controlled by an actuator, and a first valve 107 a and a second valve 107 b as actuators for controlling both clutches are attached to the right side of the engine 100. The twin clutch TCL is connected / disconnected by a combination of automatic control according to the engine speed Ne, vehicle speed, and the like, and a driver's drive command by operating the clutch lever L.

  A power transmission device 300 shown in FIG. 3 is a system configuration diagram of an automatic / manual transmission (hereinafter referred to as AMT) 1 as an automatic transmission and its peripheral devices. The AMT 1 is a twin clutch automatic transmission control device that connects and disconnects the rotational driving force of the engine 100 by two clutches disposed on a main shaft (main shaft). The drive of the AMT 1 housed in the crankcase 46 is controlled by the clutch hydraulic device 110 and the AMT control unit 120. The AMT control unit 120 includes clutch control means for drivingly controlling the valve 107 as a clutch actuator including the first valve 107a and the second valve 107b. The engine 100 has a throttle body 102 of a throttle-by-wire type provided with a throttle valve motor 104 that opens and closes a throttle valve.

  The AMT 1 includes a six-speed transmission TM, a twin clutch TCL including a first clutch CL 1 and a second clutch CL 2, a shift drum 30, and a shift motor (shift actuator) 21 that rotates the shift drum 30. The shift motor 21 is rotationally driven by a combination of automatic control according to the engine speed Ne, vehicle speed, and the like, and an occupant's drive command by operating the shift pedal P.

  A number of gears constituting the transmission TM are coupled or loosely fitted to the main shaft 13 and the counter shaft 9, respectively. The main shaft 13 includes an inner main shaft 7 and an outer main shaft 6. The inner main shaft 7 is coupled to the first clutch CL1, and the outer main shaft 6 is coupled to the second clutch CL2. The main shaft 13 and the counter shaft 9 are provided with transmission gears that are displaceable in the axial direction of the main shaft 13 and the counter shaft 9, respectively. A plurality of guide grooves formed in the transmission gear and the shift drum 30 are respectively shifted. The ends of the forks 71, 72, 81, 82 (see FIG. 5) are engaged.

  A primary drive gear 106 is coupled to the crankshaft 105 of the engine 100, and the primary drive gear 106 is meshed with the primary driven gear 3. The primary driven gear 3 is connected to the inner main shaft 7 via the first clutch CL1, and is connected to the outer main shaft 6 via the second clutch CL2. Further, the AMT 1 measures the rotational speed of a predetermined transmission gear on the counter shaft 9 to detect the rotational speeds of the inner main shaft 7 and the outer main shaft 6 respectively, and the inner main shaft rotational speed (rotational speed) sensor 131 and the outer main shaft. A rotation speed (rotation speed) sensor 132 is provided.

  The inner main shaft rotational speed sensor 131 is engaged with a transmission gear that is non-rotatably attached to the inner main shaft 7 and is rotatable with respect to the counter shaft 9 and is non-slidable. Detects the rotation speed. The outer main shaft rotational speed sensor 132 is meshed with a transmission gear that is non-rotatably attached to the outer main shaft 6, and can be rotated with respect to the counter shaft 9 and is non-slidable. The rotational speed of the gear C4 is detected.

  A bevel gear 56 is coupled to the end of the counter shaft 9, and the bevel gear 56 meshes with a bevel gear 57 coupled to a drive shaft 58, so that the rotational driving force of the counter shaft 9 is rear wheel. Is transmitted to the WR. Further, in the AMT 1, an engine speed sensor 130 disposed opposite to the outer periphery of the primary driven gear 3, a gear position sensor 134 that detects the gear stage of the transmission TM based on the rotational position of the shift drum 30, A shifter sensor 27 for detecting the rotational position of the shifter 25 driven by the shift motor 21 and a neutral switch 133 for detecting that the shift drum 30 is in the neutral position are provided. The throttle body 102 is provided with a throttle opening sensor 103 that detects the throttle opening.

  The clutch hydraulic device 110 has a configuration in which both the lubricating oil of the engine 100 and the hydraulic oil that drives the twin clutch TCL are used. The clutch hydraulic device 110 includes an oil tank 114 and a conduit 108 for feeding oil (operating oil) in the oil tank 114 to the first clutch CL1 and the second clutch CL2. A hydraulic pump 109 serving as a hydraulic supply source and a valve (electromagnetic control valve) 107 serving as a clutch actuator are provided on the pipe 108, and a valve 107 is provided on the return pipe 112 connected to the pipe 108. A regulator 111 is provided for keeping the hydraulic pressure supplied to a constant value. The valve 107 includes a first valve 107a and a second valve 107b that can individually apply hydraulic pressure to the first clutch CL1 and the second clutch CL2, and an oil return pipe 113 is provided for each.

  A pipe connecting the first valve 107a and the first clutch CL1 is provided with a first hydraulic sensor 63 that measures the hydraulic pressure generated in the pipe, that is, the hydraulic pressure generated in the first clutch CL1. Similarly, a second hydraulic pressure sensor 64 for measuring the hydraulic pressure generated in the second clutch CL2 is provided in a pipe line connecting the second valve 107b and the second clutch CL2. Further, a pipe 108 connecting the hydraulic pump 109 and the valve 107 is provided with a main oil pressure sensor 65 and an oil temperature sensor as oil temperature detecting means.

  The AMT control unit 120 includes an automatic transmission mode processing unit AT for processing the transmission TM in the automatic transmission mode, a manual transmission mode processing unit MT for processing the transmission TM in the manual transmission mode, an automatic transmission mode and a manual operation. A shift mode switch 116 for switching to a shift mode, a shift switch 115 as a shift manual means for giving a shift up (UP) or shift down (DN) shift instruction, a neutral (N) and a drive (D) Are connected to a neutral select switch 117 that switches the clutch control mode, and a clutch control mode switch 118 that switches the control mode of the clutch operation. In the manual transmission mode, a manual clutch operation mode in which the driver can operate the clutch lever L to connect / disconnect power, and a shift pedal SEP or a shift switch 115 described later is used to perform a shift operation without operating the clutch lever L. When it is performed manually (including foot operation), it has an automatic clutch control mode in which the clutch is automatically connected and disconnected. The clutch control mode changeover switch 118 is a push-type switch that is turned off to on only while it is being pressed. The clutch control mode changeover switch 118 automatically performs the clutch control under a predetermined condition according to the operation of the clutch lever L. Switching to the manual clutch operation mode for driving the clutch can be arbitrarily performed. The clutch control mode switch 118 has a direct switch button 119. The direct switching button 119 will be described later. Each switch and the direct switching button 119 are provided on the handle switch of the steering handle 18.

  The shift pedal P is not mechanically connected to the shift drum 30 and is electrically connected to the AMT control unit 120 via the shift pedal operation amount sensor SEP. That is, the shift pedal P functions as a switch that transmits a shift request signal to the AMT control unit 120, as with the shift switch 115. The clutch lever L is not mechanically connected to the twin clutch TCL and is electrically connected to the AMT control unit 120 via the clutch lever operation amount sensor SEL. That is, the clutch lever L functions as a switch for transmitting a clutch actuation request signal, and a signal corresponding to the operation amount of the clutch lever L is input to the AMT control unit 120.

  The AMT control unit 120 includes a central processing unit (CPU), controls the valve (clutch actuator) 107 and the shift motor (shift actuator) 21 in accordance with the output signals of the above-described sensors and switches, and controls the shift position of the AMT1. Is switched automatically or semi-automatically. When the AT mode is selected, the gear position is automatically switched according to information such as the vehicle speed, the engine speed Ne, and the throttle opening. On the other hand, when the MT mode is selected, the shift switch 115 or the shift pedal P is operated. The transmission TM is shifted up or down. Even when the MT mode is selected, auxiliary automatic shift control for preventing over-rotation, stall, and the like of engine 100 can be executed.

  In the clutch hydraulic device 110, hydraulic pressure is applied to the valve 107 by the hydraulic pump 109, and the hydraulic pressure is controlled by the regulator 111 so that the hydraulic pressure does not exceed the upper limit value. When the valve 107 is opened in response to an instruction from the AMT control unit 120, hydraulic pressure is applied to the first clutch CL1 or the second clutch CL2, and the primary driven gear 3 is moved through the first clutch CL1 or the second clutch CL2. It is connected to the main shaft 7 or the outer main shaft 6. That is, both the first clutch CL1 and the second clutch CL2 are normally open hydraulic clutches, and when the valve 107 is closed and the application of hydraulic pressure is stopped, a built-in return spring (not shown). Therefore, the connection with the inner main shaft 7 and the outer main shaft 6 is biased in the direction of breaking the connection.

  The valve 107 drives both clutches by opening and closing a pipeline connecting the pipeline 108 and both clutches. The valve 107 is configured such that the time from the fully closed state of the pipe line to the fully open state can be arbitrarily changed by the AMT control unit 120 adjusting the drive signal.

  The shift motor 21 rotates the shift drum 30 in accordance with an instruction from the AMT control unit 120. When the shift drum 30 rotates, the shift forks 71, 72, 81, 82 are displaced in the axial direction of the shift drum 30 according to the shape of the guide groove formed on the outer periphery of the shift drum 30. With this displacement, the meshing of the gears on the counter shaft 9 and the main shaft 13 changes.

  In the AMT 1 according to the present embodiment, the inner main shaft 7 coupled to the first clutch CL1 supports the odd-numbered gears (1, 3, 5th gear), and the outer main shaft 6 coupled to the second clutch CL2 is the even-numbered gear. It is configured to support gears (2, 4, 6th speed). Therefore, for example, while traveling with an odd gear, the hydraulic pressure supply to the first clutch CL1 is continued and the connected state is maintained. Then, at the time of the shift change, the shift gear that transmits the driving force is switched by performing a clutch holding operation with the transmission gears before and after the shift change engaged.

  FIG. 4 is an enlarged cross-sectional view of the transmission TM. The same reference numerals as above denote the same or equivalent parts. The rotational driving force of the crankshaft 105 of the engine 100 is transmitted to the primary driven gear 3 via the primary driving gear 106. The primary driven gear 3 has an impact absorbing mechanism 5. The rotational driving force is transmitted from the twin clutch TCL to the main shaft 13 (the outer main shaft 6 and the inner main shaft 7). The inner main shaft 7 is rotatably supported on the outer main shaft 6. The rotational driving force is output to the counter shaft 9 via six pairs of gears provided between the main shaft 13 and the counter shaft 9. A bevel gear 56 is attached to the counter shaft 9. The rotational driving force transmitted to the bevel gear 56 is meshed with the bevel gear 57 so that the rotational direction is bent toward the rear side of the vehicle body and transmitted to the drive shaft 58.

  The transmission TM has six transmission gear pairs between the main shaft 13 and the counter shaft 9. Through the combination of the position of the slidable gear slidably mounted in the axial direction of each axis and the connection / disengagement state of the first clutch CL1 and the second clutch CL2, the transmission TM is connected via any gear pair. It is possible to select whether to output the rotational driving force. The twin clutch TCL is disposed inside a clutch case 4 that rotates integrally with the primary driven gear 3. The first clutch CL1 is attached to the inner main shaft 7 so as not to rotate. The second clutch CL2 is attached to the outer main shaft 6 so as not to rotate. Between the clutch case 4 and both clutches, a clutch plate comprising four drive friction plates supported non-rotatably by the clutch case 4 and four driven friction plates non-rotatably supported by both clutches. 12 is disposed.

  The first clutch CL1 and the second clutch CL2 are configured to be switched to a connected state by generating a frictional force on the clutch plate 12 when the hydraulic pressure from the hydraulic pump 109 (see FIG. 3) is supplied. A distributor 8 is formed on the wall surface of the clutch cover 50 attached to the crankcase 46 so as to form two double tubular hydraulic paths inside the inner main shaft 7. Then, hydraulic pressure is supplied to the distributor 8 by the first valve 107a, and hydraulic pressure is supplied to the oil passage A1 formed in the inner main shaft 7. Accordingly, the piston B1 slides to the left in the figure against the elastic force of the elastic member 11 such as a spring, and the first clutch CL1 is switched to the connected state. On the other hand, when the oil pressure is supplied to the oil passage A2, the piston B2 slides to the left in the figure, and the second clutch CL2 is switched to the connected state. The pistons B1 and B2 of both the clutches CL1 and CL2 are configured to return to the initial positions by the elastic force of the elastic member 11 when the hydraulic pressure is no longer applied.

  With the configuration as described above, the rotational driving force of the primary driven gear 3 only rotates the clutch case 4 unless hydraulic pressure is supplied to the first clutch CL1 or the second clutch CL2. However, when the hydraulic pressure is supplied, the outer main shaft 6 or the inner main shaft 7 is rotationally driven integrally with the clutch case 4. In this case, an arbitrary half-clutch state can be obtained by adjusting the magnitude of the supply hydraulic pressure.

  The inner main shaft 7 connected to the first clutch CL1 supports drive gears M1, M3, and M5 of odd-numbered speed stages (1, 3, and 5 speeds). The first speed drive gear M <b> 1 is formed integrally with the inner main shaft 7. The third speed drive gear M3 is attached so as to be slidable in the axial direction by spline engagement and not rotatable in the circumferential direction. The fifth speed drive gear M5 is attached so as not to slide in the axial direction and to rotate in the circumferential direction.

  On the other hand, the outer main shaft 6 connected to the second clutch CL2 supports drive gears M2, M4, M6 of even-numbered gear stages (2, 4, 6th speed). The second speed drive gear M <b> 2 is formed integrally with the outer main shaft 6. The fourth speed drive gear M4 is attached so as to be slidable in the axial direction and non-rotatable in the circumferential direction by spline engagement. The sixth speed drive gear M6 is attached so as not to slide in the axial direction and to rotate in the circumferential direction.

  The counter shaft 9 supports driven gears C1 to C6 that mesh with the drive gears M1 to M6. The first to fourth driven gears C1 to C4 are attached so as not to slide in the axial direction and to rotate in the circumferential direction. The fifth and sixth driven gears C5 and C6 are attached so as to be slidable in the axial direction and non-rotatable in the circumferential direction.

  Of the gear train described above, the driving gears M3 and M4 and the driven gears C5 and C6, that is, the “slidable gears” that can slide in the axial direction are slid along with the operation of the shift fork described later. It is configured. Each slidable gear is formed with engagement grooves 51, 52, 61, 62 for engaging the claw portions of the shift fork. As described above, the inner spindle rotational speed sensor 131 (see FIG. 3) detects the rotational speed of the third speed driven gear C3. The inner spindle speed sensor 131 detects the rotational speed of the fourth speed driven gear C4.

  Further, the transmission gears (drive gears M1, M2, M5, M6 and driven gears C1 to C4) other than the above-described slidable gears are “non-slidable gears” that cannot slide in the axial direction. These non-slidable gears are configured to connect and disconnect the rotational driving force between adjacent slidable gears. With the above-described configuration, the twin clutch transmission 1 can arbitrarily select one gear pair that transmits the rotational driving force depending on the combination of the position of the slidable gear and the connection / disconnection state of both clutches CL1 and CL2. it can.

  In the present embodiment, the dog clutch mechanism is applied to the transmission of the rotational driving force between the slidable gear and the non-slidable gear. The dog clutch mechanism enables transmission of rotational driving force with little loss by engaging the concave and convex shape formed by the dog teeth 55 and the dog holes 35. In the present embodiment, for example, the four dog teeth 55 formed on the sixth speed driven gear C6 are configured to mesh with the four dog holes 35 formed on the second speed driven gear C2.

  FIG. 5 is an enlarged cross-sectional view of the speed change mechanism 20. FIG. 6 is a development view showing the shape of the guide groove of the shift drum 30. The transmission mechanism 20 includes four shift forks 71, 72, 81, and 82 that are slidably attached to the two guide shafts 31 and 32 in order to drive the above-described four slidable gears. The four shift forks include guide claws (71a, 72a, 81a, 82a) that engage with slidable gears, and cylindrical protrusions (71b, 72b, 81b) that engage with guide grooves formed in the shift drum 30. , 82b).

  A shift fork 71 that engages with the third speed drive gear M3 and a shift fork 72 that engages with the fourth speed drive gear M4 are attached to the guide shaft 31. A shift fork 81 that engages with the fifth speed driven gear C5 and a shift fork 82 that engages with the sixth speed driven gear C6 are attached to the other guide shaft 32.

  Guide grooves SM1 and SM2 and guide grooves SC1 and SC2 are formed on the surface of the shift drum 30 disposed in parallel with the guide shafts 31 and 32. The guide grooves SM1 and SM2 engage with shift forks 71 and 72 on the main shaft side. The guide grooves SC1, SC2 are engaged with shift forks 81, 82 on the counter shaft side. Accordingly, the slidable gears M3, M4, C5, and C6 are driven along the shape of the four guide grooves as the shift drum 30 rotates.

  The shift drum 30 is rotationally driven to a predetermined position by the shift motor 21. The rotational driving force of the shift motor 21 is a shift drum shaft that supports a hollow cylindrical shift drum 30 via a first gear 23 fixed to the rotation shaft 22 and a second gear 24 meshing with the first gear 23. 29. The shift drum shaft 29 is connected to the shift drum 30 via the lost motion mechanism 101.

  The lost motion mechanism 101 is a mechanism that prevents an excessive load from being generated in the shift motor 21 by connecting the shift drum shaft 29 and the shift drum 30 via the torsion coil spring 5. For example, even when the shift drum 30 cannot rotate as planned because the dog clutch is not engaged, the torsion coil spring 5 temporarily absorbs the movement of the shift motor 21.

  The lost motion mechanism 101 includes a drive rotor 7 attached to the end of the shift drum shaft 29, a driven rotor 6 attached to the end of the shift drum 30, and a torsion coil that connects the drive rotor 7 and the driven rotor 6. And a spring 5. As a result, when the shift drum 30 becomes rotatable with the movement of the shift motor 21 being temporarily absorbed, the shift drum 30 is rotated to a predetermined position by the elastic force of the torsion coil spring 5.

  The gear position sensor 134 (see FIG. 3) is arranged to detect the rotation angle of the shift drum 30 or the driven rotor 6 in order to detect the actual rotation angle of the shift drum 30. The shifter sensor 27 can detect whether or not the shift motor 21 is at a predetermined position based on the position of the cam 28 rotated by the pin 26 embedded in the shifter 25 fixed to the shift drum shaft 29. .

  The positional relationship between the rotation position of the shift drum 30 and the four shift forks will be described with reference to the development view of FIG.

  The guide shafts 31 and 32 are disposed at positions separated by about 90 ° in the circumferential direction with respect to the rotation axis of the shift drum 30. For example, when the rotation position of the shift drum 30 is in the neutral (N), the shift forks 81 and 82 are in the position of “CN” on the left side of the figure. The shift forks 71 and 72 are at the position of the display “M N-N” on the right side of the figure.

  In this figure, the positions of the cylindrical convex portions (71b, 72b, 81b, 82b) of the respective shift forks at the neutral time are indicated by broken line circles. Further, a predetermined rotation position that follows from the left display “C N-N” and a predetermined rotation position that continues from the right display “M N-N” to the following are provided at intervals of 30 degrees. ing. In this figure, among the predetermined rotation angles, a “neutral waiting (N waiting)” position, which will be described later, is surrounded by a square.

  The sliding position of the shift fork determined by each guide groove is the two positions of the “left position” or “right position” of the guide grooves SM1 and SM2 on the main shaft side. In the guide grooves SC1 and SC2 on the counter shaft side, there are three positions of “left position”, “middle position”, and “right position”.

  Each shift fork when the shift drum 30 is in the neutral position is in the shift fork 81: middle position, the shift fork 82: middle position, the shift fork 71: right position, and the shift fork 72: left position, respectively. This is a state where the four slidable gears driven by each shift fork are not meshed with the adjacent non-slidable gears. Therefore, even if the first clutch CL1 or the second clutch CL2 is connected, the rotational driving force of the primary driven gear 3 is not transmitted to the counter shaft 9.

  Next, when the shift drum 30 is rotated from the neutral position to the position corresponding to the first gear ("C 1-N" and "M 1-N"), the shift fork 81 is moved from the middle position to the left position. By switching to, the fifth speed driven gear C5 is switched from the middle position to the left position. As a result, the fifth speed driven gear C5 is engaged with the first speed driven gear C1 by the dog clutch so that the rotational driving force can be transmitted. In this state, when the first clutch CL1 is switched to the connected state, the rotational driving force is changed in the order of the inner main shaft 7 → the first speed drive gear M1 → the first speed driven gear C1 → the fifth speed driven gear C5 → the counter shaft 9. Will be transmitted.

  When a shift command to the second speed is input after the shift to the first gear is completed, the shift drum 30 is automatically rotated in the upshift direction by 30 degrees. This turning operation is referred to as “up-side preliminary shift” for completing the shift only by switching the connected state of the twin clutch TCL when a shift command to the second speed is issued. By this up-side preliminary shift, the two guide shafts move to the positions of the left and right displays “C 1-2” and “M 1-2” in the figure.

  The change in the guide groove accompanying the up-side preliminary shift is only that the guide groove SC2 is switched from the middle position to the right position. Thereby, the shift fork 82 moves to the right position, and the sixth speed driven gear C6 meshes with the second speed driven gear C2 by the dog clutch. At the time when the up-side preliminary shift is completed, the second clutch CL2 is in the disconnected state, so that the outer main shaft 6 is driven to rotate by the viscosity of the lubricating oil filled with the inner main shaft 7. Become.

  With the up-side preliminary shift described above, preparations for transmitting the rotational driving force via the second gear are completed. When a shift command to the second speed is issued in this state, the first clutch CL1 is disconnected and the second clutch CL2 is switched to the connected state. With this clutch change-over operation, the shifting operation to the second gear is immediately completed without interrupting the rotational driving force.

  Subsequently, after the shift operation from the first speed to the second speed is completed, when a shift command to the third speed is input, the up side preliminary shift for completing the shift operation from the second speed to the third speed only by changing the clutch. Is executed. In the up side preliminary shift from the 2nd speed to the 3rd speed, the guide shaft on the counter shaft side moves from the display “C 1-2” on the left side of the figure to the position of “C 3-2” and the guide on the main shaft side. The axis moves from the display “M 1-2” on the right side of the drawing to the position of “M 3-2”. The change in the guide groove accompanying this only changes the guide groove SC1 from the left position to the right position. As a result, the shift fork 81 moves from the left position to the right position, and the fifth speed driven gear C5 and the third speed driven gear C3 are engaged by the dog clutch.

  When the up-side preliminary shift from the second speed to the third speed is completed, an operation of switching the connected state of the twin clutch TCL from the second clutch CL1 to the first clutch CL2 is performed. That is, the shift operation from the second speed to the third speed is completed only by performing the clutch holding operation. The up-side preliminary shift is subsequently executed in the same manner until the fifth gear is selected.

  At the time of the up-side preliminary shift from the second speed to the third speed described above, the guide groove SC1 passes through the middle position in the display “CN-2” on the left side of the figure, that is, the position where the engagement by the dog clutch is not performed. The shift position of the shift drum 30 is detected by the gear position sensor 134, and the rotation speed can be finely adjusted by the shift motor 21. Thereby, for example, the rotation speed from the display “C 1-2” to “C N-2” on the left side of the drawing is different from the rotation speed from “C N-2” to “C 3-2”. be able to. In addition, it is possible to perform “neutral waiting” that stops for a predetermined time at the position of “CN-2”. Note that the rotation speed from the display “C 1-2” to “CN-2” described above is a speed when the dog clutch is disengaged between the driven gears C1 and C5. The rotational speed from “CN-2” to “C3-2” is the speed at which the dog clutch is engaged between the driven gears C5 and C3. According to the configuration of the AMT 1 as described above, for example, during traveling in the second gear, the rotation position of the shift drum 30 is set between “1-2”, “N-2”, and “3-2”. It can be changed arbitrarily.

  When neutral waiting control for temporarily stopping at the “neutral waiting” position is executed at a predetermined timing, it is possible to reduce a shift shock that is likely to occur when the dog clutch is engaged or disengaged. Note that the drive timing and drive speed of the shift drum 30 can be adjusted as appropriate depending on the number of shift stages and the engine speed at the time of shifting.

  When the shift drum 30 is in the “neutral waiting” position, one transmission gear pair on the odd-numbered stage side or the even-numbered stage side is in the neutral state. For example, at the position of “CN-2”, the dog clutch between the driven gears C2 and C6 is engaged, while the driven gear C5 is in a neutral state where it is not engaged with any of the driven gears C1 and C3. Therefore, even if the first clutch CL1 is switched to the connected state, only the inner main shaft 7 is rotated, and transmission of the rotational driving force to the counter shaft 9 is not affected.

  FIG. 7 is a list of shift positions defined by the shift drum 30. The shift drum 30 changes step by step from NN to 1-N, for example, in one shift feed operation. Both the odd-numbered stage side and the even-numbered stage side have a neutral waiting position indicated by “N” between the respective gear stages. For example, in “1-N”, the odd-numbered stage side gear is in a state where the first gear can be connected, whereas the even-numbered stage side gear is in a neutral state where the driving force is not transmitted even when the clutch is connected. On the other hand, in a position where there is no neutral waiting such as “1-2”, one of the first clutch CL1 and the second clutch CL2 is connected to transmit the driving force.

  FIG. 8 is a graph showing the relationship between the operation amount of the clutch lever L and the output signal of the clutch operation amount sensor SEL. The clutch lever L (see FIG. 1) drives the clutch to the disengagement side according to the amount operated by the occupant from the clutch connected state where the clutch lever L is opened. The clutch lever L returns to the initial position when the passenger releases the hand. Examples of the operation of the clutch lever L include gripping the clutch lever.

  The clutch lever operation amount sensor SEL is set so that the state in which the clutch lever L is completely gripped is zero, and the output voltage (vctlvin) increases as the clutch lever L is released. Release of the clutch lever L refers to an operation of gradually releasing the clutch lever L. In the present embodiment, from this output voltage, the amount of lever play that exists at the beginning of gripping and the amount of allowance that takes into account that the gripped lever comes into contact with the handle grip formed of rubber or the like are excluded. The range is set to the effective voltage range.

  More specifically, the lower limit value E1 to the upper limit value ES2 of the effective voltage ranges from the operation amount S1 released from the clutch lever L until the butt margin is completed to the operation amount S2 at which the lever play starts. This range is set so as to correspond to the range, and the range of the lower limit value E1 to the upper limit value E2 is made to correspond proportionally to the range of the minimum value (zero) to the maximum value (MAX) of the manually operated clutch capacity calculation value (tqcltmt). ing. As a result, the influence of mechanical backlash, sensor detection variation, and the like can be reduced, and the reliability of the clutch drive amount required by manual operation can be increased.

  FIG. 9 is a block diagram showing the configuration of the AMT control unit 120. The same reference numerals as those described above denote the same or equivalent parts. The shift control unit 180 of the AMT control unit 120 includes an automatic shift mode processing unit AT, a manual shift mode processing unit MT, a shift map M, a target gear position determination unit 181, a clutch-off / start request determination unit 182 at the time of stopping, a manual operation A clutch determination unit 183, an automatic shift connection side clutch determination unit 184, a manual operation clutch capacity calculation unit 185, a clutch control mode determination unit 186, a shift motor drive output calculation unit 187, and a clutch capacity output value calculation unit 188 are included.

  Further, the shift control unit 180 includes a clutch lever operation amount sensor SEL that detects an operation amount of the clutch lever L, a gear position sensor 134, an engine speed sensor 130, a throttle opening sensor 103, a vehicle speed sensor SEV, and a shift mode switching SW. (Switch) 116, clutch control mode switching SW (switch) 118, shift pedal operation amount sensor SEP for detecting the operation amount of shift pedal P, shift SW (switch) 115, main hydraulic sensor 65, first hydraulic sensor 63, first The output signals from the second hydraulic pressure sensor 64 and the third hydraulic pressure sensor 66 are input.

  When both the clutch control mode and the shift mode are automatically controlled, the shift control unit 180 is mainly based on output signals of the engine speed sensor 130, the throttle opening sensor 103, the gear position sensor 134, and the vehicle speed sensor SEV. Drive signals are transmitted to the shift actuator control unit 190 and the clutch actuator control unit 191 in accordance with the shift map M including a dimension map.

  On the other hand, the AMT control unit 120 according to the present embodiment manually operates to drive the twin clutch TCL and the shift drum 30 in accordance with the operation of the clutch lever L as the manual operation means and the operation of the shift switch 115 or the shift pedal P. Is configured to run. In this manual operation, when the manual mode is selected by the shift mode change switch 116 and the clutch control mode change switch 118, and when the manual operation means is operated during the automatic control, the operation of the manual operation means is given priority. It is also possible to make it. The AMT control unit 120 also controls the throttle valve motor 104 and the fuel injection device. For example, the AMT control unit 120 also executes automatic blipping (blank) control for adjusting the engine speed Ne at the time of downshifting. .

  In the manual clutch operation mode of the AMT control unit 120 according to the present embodiment, the comfort mode and the direct mode can be selected. Switching to the direct mode is performed by operating a direct switching button 119 shown in FIG. In addition, by depressing the direct switching button 119 for a long time, driving skill determination described later is started. By starting the driving skill determination, the display on the display 218 (see FIG. 11 and the like) changes.

  In the comfort mode, auxiliary automatic control such as shift shock reduction is performed among the controls performed in the automatic clutch control mode in the manual shift mode. That is, as shown in FIG. 10A, in the comfort mode, even if the release of the clutch lever L is early as shown by the one-dot chain line La in the manual clutch operation, as shown by the solid line Lb, As the number Ne rises, the hydraulic pressure is gradually increased to engage the clutch and assist the clutch operation so that the vehicle 10 starts smoothly.

  On the other hand, in the direct mode, the driver's operation of the clutch lever L is prioritized and execution of auxiliary automatic control is suppressed so as to allow a certain degree of shift shock. For example, as shown by a solid line Lc in FIG. 10B, the hydraulic pressure is increased according to the operation of the clutch lever L, and the clutch is engaged. For example, if the clutch is engaged too early at the start, the engine 100 stops or the start does not go smoothly, but this is allowed.

  A dent D on the right side of the hydraulic diagram of FIGS. 10A and 10B occurs when the driver grasps the clutch lever L a little without changing the shift in steady running. In this case, in the comfort mode, the clutch hydraulic pressure is not reduced (see FIG. 10A), but in the direct mode, the clutch hydraulic pressure is changed according to the driver's operation (see FIG. 10B). Further, the automatic blipping control at the time of downshifting executed in the comfort mode is not executed in the direct mode.

  Even in the direct mode, when the engine is likely to stall, the clutch is disengaged immediately before the engine 100 is rotated to restore the rotation of the engine 100 and a warning is displayed. It is good. As an event to enter the safety mode, there is a case where the half clutch is continued for a long time in addition to the engine stall.

  In the direct mode, the driver's skill can be determined based on the clutch lever operation and the throttle operation using the driving skill determination device 200 (see FIG. 11) by further selection of the driver. The driving skill determination device 200 is incorporated in the AMT control unit 120, for example, although not shown.

  Next, the driving skill determination device 200 will be described with reference to FIGS. In FIG. 11, the AMT control unit 120 shows only main functional units.

  As shown in FIG. 11, the driving skill determination device 200 includes an ON / OFF switch 202 for starting / stopping the driving skill determination device 200, a downshift determination unit 204, an engine speed determination unit 206, and the clutch described above. Lever operation amount sensor SEL and throttle opening sensor 103 (see FIG. 9), engine speed sensor 130 (see FIG. 9), throttle operation determination unit 207, clutch connection / disconnection determination unit 208, and comfort mode command unit 210 A direct mode processing unit 212, a memory 214, a driving skill determination unit 216, and a display 218.

  The downshift determination unit 204 determines the downshift based on the target gear position from the target gear position determination unit 181 (see FIG. 9) or the output of the shift pedal operation amount sensor SEP. The engine speed determination unit 206 determines an increase in the engine speed based on the engine speed from the engine speed sensor 130 (see FIG. 9). The clutch connection / disconnection determination unit 208 determines a clutch connection / disconnection time point based on an output signal from the clutch lever operation amount sensor SEL (see FIG. 9). The throttle operation determination unit 207 determines a throttle operation such as a blipping operation based on the output of the throttle opening sensor 103.

  The comfort mode command unit 210 outputs a command signal for performing comfort mode processing to the manual shift mode processing unit MT and the manual operation clutch capacity calculation unit 185 (see FIG. 9). The manual transmission mode processing unit MT performs the comfort mode processing based on the input of the command signal from the comfort mode command unit 210. That is, based on the increase in the engine speed Ne, a preset capacity value data string for the comfort mode is read out in time series from the shift map M (see FIG. 9) and based on the operation amount of the clutch lever L. Then, the manually operated clutch capacity calculation unit 185 calculates the target capacity by the calculation process in the comfort mode, and outputs it to the clutch actuator control unit 191 (see FIG. 9).

  The direct mode processing unit 212 includes a clutch connection state determination unit 220, a connection timing recording unit 222, a capacity value recording unit 224, and an engine speed recording unit 226.

  The clutch engagement state determination unit 220 is based on the output from the clutch lever operation amount sensor SEL (see FIG. 9), the capacity value from the manual operation clutch capacity calculation unit 185 (see FIG. 9), or the first hydraulic pressure. Based on the output signals from the sensor 63 and the second hydraulic pressure sensor 64, the clutch connection completion such as the completion of clutch engagement or the clutch engagement state such as a half clutch is determined.

  The connection timing recording unit 222 records the clutch connection start time (capacity value increase start time) and clutch connection completion time (capacity value maximum value arrival time) with reference to the time when the engine speed Ne increases. .

  The capacity value recording unit 224 records changes in the capacity value from the clutch connection start time to the clutch connection completion time in the memory 214 in time series.

  The engine speed recording unit 226 records changes in the engine speed Ne from the clutch connection start time to the clutch connection completion time in the memory 214 in time series.

  The driving skill determination unit 216 includes a capacitance value variation verification unit 230 and a determination result display processing unit 232.

  The capacity value fluctuation collating unit 230 includes time series data of capacity values corresponding to the comfort mode recorded in the shift map M (see FIG. 9) and time series data of capacity values recorded in the memory 214 (manual operation of the driver). The matching rate is output by comparing with the time-series data of the capacity value by the operation).

  The determination result display processing unit 232 displays at least a fixed data drawing process, a capacitance value fluctuation drawing process, a rotation speed fluctuation drawing process, a rank drawing process, and an image drawn in the image memory 234 on the display 218. I do.

  For example, as shown in FIGS. 12A to 12C, the fixed data drawing processing shows fixed data (FIG. 240 showing the clutch lever, FIG. 242 showing the rotation of the engine 100, and fluctuation of the ideal capacity value before and after the clutch is disengaged. A diagram 244, a diagram 246 showing a change in the ideal engine speed Ne before and after the clutch is disengaged, a rank display frame 248, etc.) are drawn in the image memory 234.

  In the capacitance value variation rendering process, the time series data of the capacitance value recorded in the memory 214 is rendered in the image memory 234 as a diagram 250.

  In the rotational speed fluctuation rendering process, the time series data of the engine rotational speed Ne recorded in the memory 214 is rendered in the image memory 234 as a diagram 252.

  In the rank drawing process, characters, icons, or numbers 254 corresponding to the rank recorded in the memory 214 are drawn in the image memory 234.

  Then, the determination result display processing unit 232 displays a diagram, characters, and the like drawn in the image memory 234 on the display 218. At the time of this display, an animation may be displayed so that the diagram showing the capacity value and the engine speed Ne flows from the left to the right leaving a locus. Of course, the diagrams showing the capacity value and the engine speed Ne may be displayed in different colors. In this case, the ideal line of the capacitance value variation may be displayed in a color different from the color of the diagram showing the variation of the other capacitance value.

  In this case, the rank determination result is shown in a hierarchy of, for example, five levels. In the case of “5” of the highest rank, as shown in FIG. 12A, for example, a letter “Guru” may be displayed instead of a number indicating the rank in a sense of respect for the driver. In this case, the entire display may be illuminated with a blue color. When the rank is “1” to “4”, as shown in FIG. 12B, a number indicating the rank may be displayed under the characters “rank”. When displaying an error message for a driver, a message for coaching, or the like, as shown in FIG. 12C, for example, the icon “!” Including a meaning of alerting the driver is displayed in a red color or the like. It may be blinked.

  Alternatively, the image data drawn in the image memory 234 may be transferred to the driver's portable information terminal 260 and displayed on the display 262 of the portable information terminal 260 as shown in FIG.

  Next, the processing operation of the driving skill determination device 200 will be described with reference to the time charts of FIGS.

  As an example, it is assumed that the vehicle is downshifted from the second speed to the first speed while traveling in the manual mode.

  The time chart of FIG. 14 shows the operation timing of the clutch lever L as a reference when shifting down from the second speed to the first speed.

  This operation timing shows an example in which the clutch lever L is returned after shifting from the first gear to the second gear at the time t2 when the predetermined time Ta has elapsed from the time t1 when the rotation speed Ne of the engine 100 starts to increase. . The transition of the timing becomes a reference for skill determination when in the direct mode, and a driver who operates the clutch lever L close to this is determined as a driver with high skill.

  The time chart of FIG. 15 shows the operation timing of the clutch lever L in the comfort mode. In the comfort mode, after waiting for the engine speed Ne to rise, the clutch is engaged while using the half-clutch efficiently.

  The operation timing shown in FIG. 15 is an example in which the clutch lever L is returned in a state in which the increase (blipping) of the engine speed Ne before the clutch connection is not sufficient at the time of shift down.

  In the comfort mode, even when the clutch lever L is returned at a time point t3 when the predetermined time Ta does not elapse from the time point t1 when the engine speed Ne starts to increase, similarly to the reference in FIG. At time t2, the clutch lever L is returned after shifting from the second speed to the first speed.

  16 to 18 show the operation timing of the clutch lever L in the direct mode.

  FIG. 16 shows a case where the clutch lever L is returned in a state where the engine speed Ne is not sufficiently increased, that is, at a timing earlier than the reference time t2 (time t3). In the direct mode, unlike the comfort mode, the operation of the clutch lever L by the driver is reflected as it is. Therefore, the clutch is connected even when the engine speed Ne is not sufficiently increased. In this case, since the clutch is engaged in a state where the engine speed increase (blipping) due to the opening of the throttle is not sufficient, the engine is rotated from the rear wheel WR, the engine speed Ne increases rapidly, and the engine brake is applied. . That is, the vehicle speed V decreases for a moment, and the movement of the vehicle body is not smooth. The driver knows from the behavior of the car body that the clutch was not best engaged.

  FIG. 17 shows a case where the throttle opening at the time of the blipping by the driver is too wide and the release (connection) of the clutch lever L is slower than the reference. In the direct mode, as described above, the operation of the clutch lever L by the driver is reflected as it is. Therefore, the engine speed Ne increases, but the clutch slips and the vehicle speed V does not increase. That is, the vehicle speed V does not increase with an increase in the engine speed Ne, and the driver feels a so-called upward feeling of the engine 100, a sound and vibration due to a half-clutch.

  FIG. 18 shows a case where the release of the clutch is much slower than the example of FIG. 17 described above and the half-clutch continues. In this case, it is determined that the clutch is protected, and control for protecting the clutch is performed. That is, when the half-clutch state exceeds the predetermined time Tb, the clutch is engaged at an appropriate engine speed Ne by, for example, TBW (throttle-by-wire). In this case, the driver is notified of the warning on the display 218 or the like.

  Next, the comfort mode that can be selected in the manual clutch operation mode, the direct mode, and the processing operation of the driving skill determination device 200 will be described with reference to the flowcharts of FIGS. When the manual clutch operation mode is selected, pressing the direct switching button 119 (see FIG. 3) switches from the comfort mode to the direct mode. In addition, by pressing and holding the direct switching button 119, the driving skill determination is executed in the direct mode.

  First, comfort mode processing performed by the manual transmission mode processing unit MT will be described with reference to FIG.

  The processing flow in FIG. 19 is started when the clutch disconnection determination unit 220 determines that the driver has manually disconnected the clutch with the clutch lever L or the like. In step S1, the downshift determination unit 204 determines whether there is a shift request for downshifting. This determination is made based on whether the target gear position has been switched from "2" to "1", for example, as shown in FIG.

  If there is a shift down shift request, the process proceeds to the next step S2, and the engine speed determination unit 206 determines whether or not the engine speed Ne has started to increase with the increase in the throttle opening by the driver. Determine. When the engine speed Ne does not start increasing, the process proceeds to step S3, and it is determined whether or not the operation of connecting the clutch lever L by the driver is started. When the connection operation is started, the process proceeds to step S4, and a guidance (message) indicating that the throttle is automatically operated using the TBW with the clutch lever L disconnected is displayed on the display 218. Then, it returns to step S2 and repeats the process after step S2.

  If it is determined in step S2 that the engine speed Ne has started to increase (step S2: YES), the process proceeds to the next step S5, where the comfort mode command unit 210 receives the manual transmission mode processing unit MT (FIG. 9). Command signal for performing comfort mode processing is output.

  In step S <b> 6, the manual shift mode processing unit MT and the manual operation clutch capacity calculation unit 185 perform the comfort mode processing based on the input of the command signal from the comfort mode command unit 210. That is, based on the increase in the engine speed Ne, a preset capacity value data string for the comfort mode is read out in time series from the shift map M (see FIG. 9) and based on the operation amount of the clutch lever L. Then, the manual operation clutch capacity calculation unit 185 calculates the target capacity and outputs it to the clutch actuator control unit 191 (see FIG. 9). Then, when the clutch is completely connected, the comfort mode process ends.

  Next, the direct mode executed by the manual shift mode processing unit MT and the driving skill determination process will be described with reference to FIGS. 20 and 21. FIG.

  The processing flow in FIG. 20 is started when the clutch disconnection determination unit 220 determines that the driver has disconnected the clutch, as in FIG. In step S101, the downshift determination unit 204 determines whether there is a shift request for downshifting. This determination is made based on whether the target gear position has been switched from "2" to "1", for example, as shown in FIG.

  If there is a shift down shift request (step S101: YES), the process proceeds to the next step S102, and the engine speed determination unit 206 increases the engine speed Ne as the driver increases the throttle opening. Determine if it has started. When the engine speed Ne starts to increase (step S102: YES), the process proceeds to step S103, and the clutch connection start determination unit 208 waits for the release (connection) of the clutch lever L to start. When the release of the clutch lever L is started (step S103: YES), the process proceeds to the next step S104, and the connection timing recording unit 222 records the release start time of the clutch lever L in the memory 214.

  Thereafter, in step S105, the clutch connection completion determination unit 220 determines whether or not the clutch lever L is within a predetermined time Tb (>> Ta) from the release start time of the clutch lever L. If it is within the predetermined time Tb (step S105: YES), the process proceeds to step S106, and the capacity value recording unit 224 and the engine speed recording unit 226 store the current capacity value and the engine speed Ne in the memory 214 in time series. Record.

  Next, in step S107, the clutch connection completion determination unit 220 determines whether or not the clutch connection by the operation of the clutch lever L is completed. This determination is made, for example, based on whether the capacity value has reached an upper limit value. If the clutch connection is not completed (step S107: NO), the process proceeds to step S105, and the processes after step S105 are repeated.

  Then, when the clutch connection by the operation of the clutch lever L is completed (step S107: YES), the process proceeds to the next step S108, and the connection timing recording unit 222 records the clutch connection completion time in the memory 214.

  Thereafter, in step S109 of FIG. 21, the capacity value fluctuation collating unit 230 records the capacity value fluctuation time-series data recorded in the memory 214, the reference registered in the shift map M, and the manual operation clutch in the comfort mode. It collates with the time-series data of the capacitance value fluctuation derived by the capacitance calculation unit 185.

  As a result of the collation, if the match rate is 90% or more, for example, the process proceeds to step S110, and the determination result display processing unit 232 displays fixed data on the display 218 and displays “Guru” as a character corresponding to the rank, for example. Further, the capacity value fluctuation and the engine speed fluctuation recorded in time series in the memory 214 are displayed.

  Similarly, if the match rate is, for example, 80% or more and less than 90%, the process proceeds to step S111, and the determination result display processing unit 232 displays fixed data on the display 218 and, for example, “4” as a character corresponding to the rank. Further, the capacity value fluctuation and the engine speed fluctuation recorded in time series in the memory 214 are displayed.

  Similarly, when the match rate is, for example, 70% or more and less than 80%, the process proceeds to step S112, and the determination result display processing unit 232 displays fixed data on the display 218 and, for example, “3” as a character corresponding to the rank. Further, the capacity value variation and the engine speed Ne recorded in time series in the memory 214 are displayed.

  Similarly, if the match rate is, for example, 60% or more and less than 70%, the process proceeds to step S113, and the determination result display processing unit 232 displays fixed data on the display 218 and, for example, “2” as a character or the like corresponding to the rank. Further, the capacity value fluctuation and the engine speed recorded in time series in the memory 214 are displayed.

  Similarly, if the match rate is less than 60%, for example, the process proceeds to step S114, and the determination result display processing unit 232 displays fixed data on the display 218 and displays “1” as a character corresponding to the rank, for example. In addition, the capacity value variation and the engine speed Ne recorded in time series in the memory 214 are displayed.

  On the other hand, if it is determined in step S102 of FIG. 20 that the engine speed Ne has not started increasing, the process proceeds to step S114, where it is determined whether or not the capacity value has increased. If the capacity value has increased, the process proceeds to step S115 where fixed data is displayed on the display 218, an icon “!” Is displayed, and a message for coaching a blipping operation is displayed.

  On the other hand, if it is determined in step S105 in FIG. 20 that the predetermined time has elapsed, the process proceeds to step S116, and the engine speed Ne is automatically adjusted by TBW (throttle-by-wire), and then step S117. In, the clutch is forcibly connected.

  Further, in step S118, the fixed data is displayed on the display 218 and the icon “!” Is displayed, for example, a message indicating that the connection is forcibly established. In this case, a message for coaching the release timing of the clutch lever L may be displayed. At this time, the capacity value variation and the engine speed Ne recorded in time series in the memory 214 may be displayed.

  In the above-described example, the evaluation is performed on five levels, but the evaluation may be performed on more stages. In this case, the evaluation stage may be increased by comparing the clutch connection start time and clutch connection completion time recorded in the memory 214 with the respective criteria.

  As described above, the present embodiment is a power transmission device 300 for a vehicle 10 that includes a control unit 120 that automatically controls connection / disconnection of the clutch, and is a clutch connection / disconnection operator (clutch lever L) that manually connects / disconnects the clutch. ). In addition, the power transmission device 300 is controlled by the control unit 120 according to the driver's selection, regardless of the connection / disconnection operation of the driver, the automatic mode for connecting / disconnecting the clutch, and the connection / disconnection operation of the driver. A manual mode for connecting and disconnecting. In the manual mode, a plurality of control modes with different automatic control interventions can be selected. Accordingly, an appropriate clutch manual connection / disconnection control mode can be selected from a plurality of applications according to a plurality of uses such as a person who wants to enjoy shifting by manual clutch operation and a person who wants to practice.

  In the present embodiment, a plurality of control modes with different automatic control interventions include a mode having driving assist control for reducing shock at the time of clutch engagement (comfort mode) and a mode for allowing shock at the time of connection (direct mode). ) At least. As a result, a mode that allows comfortable clutch operation and a mode that requires precise clutch connection / disconnection operation such as circuit driving in various situations such as skill level and driving path, etc. Can be selected accordingly.

  In the present embodiment, the mode for allowing a shock at the time of connection activates a control for avoiding a specific limit event in the state of the engine of the vehicle 10. As a result, even in a mode in which a precise clutch connection / disconnection operation is required, it is possible to assist the driver's driving or to automatically protect the vehicle in a predetermined limit event.

  In the present embodiment, one of the limit events is to continue the half clutch for a predetermined time or more. Thereby, even in a mode in which a precise clutch connecting / disconnecting operation is required, it is possible to appropriately protect the clutch.

  In the present embodiment, the limit event is that the engine speed becomes a predetermined value or less. Thereby, even in a mode in which a precise clutch connecting / disconnecting operation is required, engine stop (so-called engine stall) can be appropriately avoided.

  The avoidance of the limit event as described above may not be performed. For example, by allowing the engine stall, the driver may experience and learn.

  Furthermore, the present embodiment is a driving skill determination device 200 that determines the driving skill of the driver of the vehicle 10, and is a clutch operation state detection device that detects the clutch operation state of the driver (clutch lever L, clutch lever operation). A volume sensor SEL, a capacity value recording unit 224), and a throttle operation state detection device (throttle opening sensor 103, engine speed sensor 130, engine speed recording unit 226) for detecting the throttle operation state of the driver.

  Accordingly, the driver's driving skill, for example, a driving skill such as a blipping operation can be easily determined by a direct operation of the driver.

  In the present embodiment, the driving skill of the driver is determined based on at least the state of change in the engine speed of the vehicle 10 and the timing of the clutch operation by the driver. Thereby, the driving skill can be determined directly from the timing of the clutch operation with respect to the change in the engine speed, which is likely to make a difference in the driving skill of the driver.

  In the present embodiment, the driving skill of the driver is determined from at least the driver's clutch operation and throttle operation during the shift-down operation of the transmission 1 by the driver. As a result, the driving skill can be determined directly from the clutch operation and the throttle operation during the downshift operation, which are likely to have a difference in the driving skill of the driver.

  In the present embodiment, the driving skill of the driver is determined from at least the increase in engine speed due to the blipping operation during the downshift operation and the clutch connection / disconnection timing due to the clutch operation. Accordingly, the driving skill of the driver can be directly determined from the blipping operation and the downshift operation during the downshift operation.

  In the present embodiment, the driving skill determination device 200 is incorporated in an automatic transmission control device 120 installed in the vehicle 10 and operates according to a driver's selection instruction. Thus, the driving skill of the driver can be determined by effectively using a sensor or the like used in the automatic transmission control device 120.

  In the present embodiment, the automatic transmission control device 120 can select the automatic transmission mode and the manual transmission mode by the driver. Furthermore, in the manual transmission mode, the manual transmission operation mode can be selected. The determination device 200 operates according to a driver's selection instruction when the manual clutch operation mode is selected. Accordingly, the driving skill of the driver can be determined in the manual clutch operation mode by effectively using a sensor or the like used in the automatic transmission control device capable of selecting the manual clutch operation mode.

  In this embodiment, the shift control performed at the time of skill determination is a part of the automatic shift control by the automatic shift control device 120 (for example, correction of clutch connection timing, automatic blipping control, etc. executed in the comfort mode). The driving skill determination device 200 performs a control (for example, the direct mode) that is not performed, and the driving skill determination device 200 includes a command derived by a control (for example, the comfort mode) in which the above-described partial control is performed under a predetermined condition, The driving skill of the driver is determined by comparing with a command that is not performed and is issued by a control based on the driving operation of the driver (the direct mode). Thus, the driving skill of the driver can be determined by effectively using a shift control program, a sensor, or the like used in the automatic transmission 1.

  In this Embodiment, it has a means (determination result display process part 232) which notifies a determination result of a driver | operator's driving skill to a driver | operator. Thereby, the determination result of the driving skill can be appropriately notified to the driver.

  In the present embodiment, the determination result is notified to the driver by the behavior of the vehicle body at the time of shifting by the driver. As a result, it is possible to inform the driver of the determination result of the driving skill using the behavior of the vehicle body.

  In addition, the driving skill determination method according to the present embodiment includes a step of detecting the clutch operation state of the driver and a step of detecting the throttle operation state of the driver. Thereby, a driver | operator's driving skill can be judged by a driver | operator's direct operation.

  The present invention is not limited to the above-described embodiment, and it is naturally possible to adopt various configurations without departing from the gist of the present invention.

  That is, the selection mode by the manual clutch operation mode is not limited to two, and may have two or more modes step by step according to the driver assistance ratio.

  The limit event is not limited to a long half-clutch state or an engine stall, but may be any event that relates to driver assistance and vehicle parts protection. For example, an unnecessary clutch disengagement operation may be avoided according to road surface conditions such as a frozen road surface and cornering.

  The skill determination may be other than during downshifting. For example, the driver's skill determination may be performed at the time of starting or at the time of shifting up.

  In the above-described example, an example in which the present invention is applied to the vehicle 10 having the automatic transmission control device 1 has been described. However, the automatic transmission control device 1 is installed because it has a clutch-by-wire device and includes various sensors and arithmetic devices. It may be applied to vehicles that do not.

  The behavior when the timing of the shift of the driver is shifted may be controlled so as to further expand the behavior.

  The skill determination may be performed in the comfort mode. In this case, although the driver cannot feel it physically, the driver can know the timing of the clutch lever operation on the display.

  In addition, the haptic device may be used for the sensation of the vehicle body behavior, such as causing the driver to experience a slight vehicle body behavior by controlling the clutch hydraulic pressure.

  When displaying a message or rank for coaching to the driver, voice output may be accompanied.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 103 ... Throttle opening sensor 120 ... AMT control unit 130 ... Engine speed sensor 180 ... Shift control part 181 ... Target gear position judgment part 183 ... Manual operation clutch judgment part 185 ... Manual operation clutch capacity calculation part 188 ... Clutch Capacity output value calculation unit AT ... Automatic transmission processing unit D ... Depression L ... Clutch lever M ... Transmission map MT ... Manual transmission processing unit SEL ... Clutch lever operation amount sensor SEV ... Vehicle speed sensor TCL ... Twin clutch TM ... Transmission

Claims (5)

A power transmission device (300) for a vehicle (10) including a control unit (120) for automatically controlling connection / disconnection of a clutch,
A clutch connecting / disconnecting operator (L) for manually connecting / disconnecting the clutch is provided, and the connection / disconnection of the clutch is controlled by the control of the control unit (120) regardless of the connecting / disconnecting operation of the driver. In the power transmission device (300) of the vehicle (10) having an automatic mode for performing and a manual mode for performing the connection / disconnection of the clutch by the connection / disconnection operation of the driver,
In the manual mode, a plurality of control modes with different automatic control interventions can be selected. The power transmission device for a vehicle according to claim 1,
The plurality of control modes different in the intervention of the automatic control include at least a mode having driving assist control for reducing shock at the time of engagement of the clutch, and a mode for allowing shock at the time of connection. Transmission device. The power transmission device for a vehicle according to claim 2,
In a mode in which a shock at the time of connection is allowed, a control for avoiding a specific limit event in the engine state of the vehicle (10) is activated. The vehicle power transmission device according to claim 3,
The power transmission device for a vehicle, wherein the limit event is that the half clutch is continued for a predetermined time or more. The vehicle power transmission device according to claim 3,
The power transmission device for a vehicle according to claim 1, wherein the limit event is an engine speed equal to or lower than a predetermined value.

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