JP3300958B2 - Transmission control device for motorcycle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a motorcycle for controlling an engine so that a shift can be performed without using a main clutch.

[0002]

2. Description of the Related Art A conventional shift control device of this type includes:
For example, as disclosed in Japanese Utility Model Laid-Open No. 3-11447, there is a structure in which an operation of a shift pedal is detected by a sensor and the output of an engine is temporarily reduced at the time of upshifting.

[0003] In the shift control device disclosed in this publication, a compression / tension type pressure sensor is used as a sensor, and the sensor is interposed in the middle of a link connecting a shift pedal to a shift shaft of the transmission. It had been. That is, when the shift pedal is operated, a compressive force or a tensile force is applied to the link, so that a sensor interposed in the link detects the force.

[0004]

However, the speed change control device configured as described above has a problem that it is likely to malfunction due to vibration. This is because the pressure sensor is interposed in the operation force transmission path of the shift pedal, and the vehicle body vibration is directly transmitted to the pressure sensor via the shift pedal and the link.

Further, since the pressure sensor has a structure for detecting both a compressive force and a tensile force, a shift operation is detected even during downshifting. For this reason, a circuit for interrupting the detection signal output from the pressure sensor at the time of downshifting is required.

Further, since the sensor is disposed near the shift pedal and is exposed, a shock is easily applied to the sensor from the outside, and there is a problem that the durability of the sensor is lowered.

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems, and provides a shift control device having high durability and capable of detecting only a shift-up operation while preventing malfunction due to vibration. The purpose is to:

[0008]

According to a first aspect of the present invention, there is provided a shift control device for a motorcycle, wherein a detector for detecting that a shift pedal is operated is constituted by a cam and a switch whose contacts are opened and closed by the cam. An end of the shift shaft of the transmission connected to the shift pedal opposite to the shift pedal extends toward the vehicle body side from the transmission case and faces a switch box provided outside the transmission case. The switch is disposed in the switch box by fixing the cam to the extension end of the shaft, and the switch box has a cover that closes the opening in a box body that opens toward the side of the vehicle body. It has a detachably mounted structure, and has an adjustment mechanism for adjusting the position at which the contact of the switch is closed.

[0009]

[0010]

The contact of the switch is opened and closed only by turning the shift shaft of the detector, so that the contact of the switch does not close even if the vehicle body vibrates. Further, since the rotation direction of the cam when the contact of the switch is closed is one direction, the contact can be closed only at the time of shifting up. Further, by attaching the cover to the box body of the switch box, the detector is surrounded by the switch box and is not exposed to the outside. By removing the cover, the detector is exposed together with the adjustment mechanism.

[0011]

BRIEF DESCRIPTION OF THE DRAWINGS FIG.
The inventor first solved FIGS.
A shift control device as shown in FIG. 3 was manufactured. However,
The device had low durability due to the structure in which the detector was exposed. Therefore, the device is improved and the first device shown in FIG.
Thus, the shift control device according to the invention is obtained. Here, the shift control device shown in FIGS. 1 to 3 will be described first.

FIG. 1 is a side view of a speed change control device produced in creating a speed change control device for a motorcycle according to the present invention, FIG. 2 is a cross-sectional view taken along the line II-II of a detector supporting portion in FIG. 1, and FIG. It is a circuit diagram of a shift control device. In these figures, 1 is a rear arm bracket of a motorcycle frame, and 2 is a transmission case of an engine.

The rear arm bracket 1 has a conventionally well-known structure that supports a rear arm (not shown) via a pivot shaft 3 so as to be swingable. A footrest 5 is attached to a rear portion of the rear arm bracket 1 via a V-shaped bracket 4 in a lateral direction. A plurality of footrest mounting holes 4a are formed in the footrest mounting portion of the bracket 4 so that the position of the footrest 5 can be changed according to the physique of the occupant.

Reference numeral 6 denotes a shift shaft of a transmission (not shown). The shift shaft 6 is connected to a shift pedal 9 via an arm 7 and a link 8. The shift pedal 9 is pivotally supported by a mounting portion of the footrest 5 so as to be swingable, and includes an operation projection 9a. The shift pedal 9 and the swinging end of the arm 7 are provided with a swinging amount of the shift pedal 9 at the time of shifting so that the swinging amount of the shift pedal 9 can be changed.
A plurality of link mounting holes 9b and 7a are formed. The transmission used in this embodiment has a structure that shifts up when the shift pedal 9 is pressed down as shown by the arrow in FIG.

Reference numeral 10 denotes a switch for detecting that the shift pedal 9 has been operated. As shown in FIG. 2, the switch 10 has a fixed contact 11 fixed to the switch main body 10a and a swinging motion of the switch main body 10a. A movable contact 12 which is movably provided and comes into contact with and separates from the fixed contact 11, and is supported by the rear arm bracket 1 via a holder 13.

The holder 13 includes a lower holder 14 screwed to the rear arm bracket 1 and an upper holder 15 screwed to the lower holder 14. The switch 10 is fixed to the upper holder 15. Note that the lower holder 14 has an upper holder 15
A plurality of upper holder mounting holes 14a are formed so that the mounting position of the upper holder can be shifted back and forth.

The upper holder 15 is formed with a slit 15a opening in the vehicle width direction and a slit 15b opening in the vehicle longitudinal direction.
The switch 10 is fitted and fixed in 5a. The direction of the switch 10 is set such that the swinging end of the movable contact 12 projects into the slit 15b.
The arm 7 is inserted through the slit 15b of the upper holder 15, and is in contact with the movable contact 12 of the switch 10 from above.

That is, when the shift pedal 9 is depressed at the time of upshifting, the arm 7 swings downward as shown by a two-dot chain line in FIG.
The zero movable contact 12 is pushed by the arm 7 and comes into contact with the fixed contact 11. At the time of downshift, the movable contact 12 does not come into contact with the fixed contact 11 because the arm 7 swings upward.

The switch 10 is connected to a controller 16 as shown in FIG. Controller 1
Reference numeral 6 denotes a configuration in which the ignition unit 17 of the engine is stopped when the contact of the switch 10 is closed.
When the ignition unit 17 stops, combustion does not occur in the engine, and the output decreases. That is, the time when the switch 10 functions as a trigger and the ignition is stopped is mechanically determined by the switch 10.
Further, the ignition unit 17 is continuously stopped while the switch 10 is in the ON state.

In FIG. 3, reference numeral 18 denotes a battery, and reference numerals 19 and 20 denote an emergency switch and a kill switch provided on a handle (not shown). The emergency switch 19 includes, for example, a slide-type ON / OFF switch, and is connected in series to a circuit that connects the ignition unit 17 and the controller 16. The kill switch 20 is a spring return type switch and is connected in parallel to the circuit. Note that the emergency switch 19 is always on and the kill switch 20 is always on.
It is in the FF state. That is, when the emergency switch 19 is turned off, the ignition unit 17 and the controller 16 are electrically disconnected, and the controller 1 is turned off.
6, the ignition unit 17 is not stopped, and the ignition is always performed. Further, when the kill switch 20 is turned on, the circuit connecting the controller 16 and the ignition unit 17 is short-circuited, so that ignition is not performed only during the operation. Therefore, if the kill switch 20 is used, the ignition can be interrupted at a timing desired by the occupant without operating the shift pedal 9.

In the shift control device configured as described above,
When the shift pedal 9 is operated to the upshift side during traveling, the movable contact 12 of the switch 10 is brought into contact with the fixed contact 11 by the arm 7, the ignition unit 17 is stopped, and combustion does not occur and the engine output is reduced. A shift will be performed. For this reason, upshifting can be performed without using a main clutch (not shown).

In the transmission control apparatus shown in FIGS. 1 to 3, the switch 10 is mounted in the upper holder 15 to protect it from external force. However, since the switch 10 is exposed, dust, rainwater, etc. , Resulting in a problem that its durability is lowered. The inventor improved the above-described apparatus to solve such a problem, and adopted the configuration shown in FIGS.

FIG. 4 is a side view of a transmission case provided with a transmission control device for a motorcycle according to the present invention, FIG. 5 is a cross-sectional view taken along line VV in FIG. 4, and FIG. The figure shows a state where the switch box cover is removed. In these drawings, the same or equivalent members as those described in FIGS. 1 to 3 are denoted by the same reference numerals, and detailed description is omitted.

In these figures, reference numeral 21 denotes a cover member for supporting a right side of a vehicle body of a transmission (not shown). The cover member 21 is supported and fixed to the transmission case 2 inside. The right end of the shift shaft 6 is also supported through the cover member 21, and the switch 10 is mounted near the shift shaft penetration portion of the cover member 21. As the transmission, a conventionally known cassette type transmission which is attached to and detached from the transmission case 2 together with the lid member 21 is used. Reference numeral 22 in FIG. 5 denotes a shift lever for transmitting the rotation of the shift shaft 6 to the transmission and shifting the transmission. The shift lever 22 is a shaft end of the shift shaft 6 on the right side of the vehicle body as described later. Are formed integrally with the camshaft 35 connected to the camshaft 35.

Reference numeral 23 denotes a transmission case cover for closing an opening of the transmission case 2 opened to the right of the vehicle body. When attaching or detaching the transmission, the transmission case cover 23 is removed and the transmission case 2 is opened.

Reference numeral 24 denotes a cam for swinging the movable contact 12 of the switch 10 to contact the fixed contact 11. The cam 24 and the switch 10 constitute a detector 25 according to the present invention.

[0027]

[0028]

[0029]

[0030]

[0031]

[0032]

The transmission control apparatus for a motorcycle according to the present invention has a switch box provided outside the transmission case 2 and a switch disposed in the switch box. Hereinafter, the detailed configuration will be described.

In FIGS. 4 to 6, reference numeral 31 denotes a switch box. The switch box 31 includes a box-shaped box body 32 that opens to the right side of the vehicle body as shown in FIG.
A switch box cover 33 for closing the opening of the box body 32 is fixed to the transmission case cover 23 on the right side of the vehicle body with a mounting screw 34. Further, a detector 25 including the switch 10 and the cam 24 is arranged in the switch box 31.

An attachment screw 34 for attaching the switch box 31 to the transmission case cover 23 is threaded to the transmission case 2 through the box body 32 and the transmission case cover 23 as shown in FIG. The hatched portion in FIG. 6 is the mating surface of the box body 32 with the switch box cover 33.

The box body 32 has a notch 32 in which a connecting plate of the switch 10 described later faces the front wall and the rear wall.
a is formed, and a cutout 32b for passing the connection cord of the switch 10 is formed in the lower wall.

As shown in FIG. 5 and FIG. 6, the switch 10 has a connecting plate 36 formed in a substantially arc shape fixed to one side, and the connecting plate 36 is attached to the inner bottom of the box body 32 by mounting screws 37. It is fixed to the switch box 31 by screwing. The connecting plate 36 is
A member constituting an adjusting mechanism according to the present invention, which has a structure in which both sides are screwed to the box body 32, and a hole 38 through which the mounting screw 37 is inserted is horizontally long so that the position of the switch 10 can be adjusted. Is formed. The switch 10 is arranged so that the swing axis of the movable contact 12 is directed in the vehicle width direction.
Are positioned and fixed so as to engage with each other.

The switch 10 used in this embodiment is also connected to a controller (indicated by reference numeral 16 in FIG. 3), similarly to the shift control device shown in FIGS.

The cam 24 is fixedly fitted to a cam shaft 35 extending through the bottom of the box body 32 and extending into the switch box 31. A cam contacting the movable contact 12 is provided on the outer periphery of the cam 24. The surface 24a is formed. The cam surface 24a is formed such that the protrusion dimension gradually increases as the cam 24 rotates counterclockwise in FIG. That is, when the cam 24 rotates counterclockwise, the movable contact 12 is pushed by the cam surface 24a and swings toward the fixed contact 11, and when the cam 24 rotates a predetermined angle or more, the movable contact 12 comes into contact with the fixed contact 11. 5 and 6 show a state where the movable contact 12 is electrically connected to the fixed contact 11.

A cam shaft 35 supporting the cam 24 is spline-coupled to an end of the shift shaft 6 on the right side of the vehicle body as shown in FIG. 5, and is rotatably supported by the transmission case cover 23 via a bearing 39. I have. In this embodiment, the shift lever 22 is formed integrally with the camshaft 35. The connection structure between the cam 24 and the camshaft 35 is a camshaft 35
Is formed with a flat surface 35a at the shaft end thereof, and the cam 24 is fitted to the shaft end. That is, the shift shaft 6
Is extended to the right side of the vehicle body from the transmission case 2 by the camshaft 35, and the detector 25 is attached to the extended end.

The shift shaft 6 has a left end portion 6a on the vehicle body.
The shift mechanism interposed between the shift shaft and the shift pedal operates when the shift pedal is operated to the upshift side.
Is configured to rotate counterclockwise in FIGS. 4 and 6. That is, the structure is such that the switch portion is omitted from the shift mechanism shown in FIG.

In the shift control device configured as described above,
When the shift pedal is operated to the upshift side, the shift shaft 6
4 and 6, the movable contact 12 comes into contact with the fixed contact 11 before the transmission shifts, and the switch 10 is turned on. Then, the shift is performed in a state where the engine output is reduced by continuously rotating the shift shaft 6.

Therefore, when the switch box cover 33 is attached to the box body 32 of the switch box 31, the detector 25 including the switch 10 and the cam 24 is not exposed to the outside surrounded by the switch box 31. The switch box cover 3
By removing 3, the detector 25 is exposed to the outside together with the adjustment mechanism, and maintenance and timing adjustment of the switch 10 and the cam 24 in the switch box 31 can be performed. In particular, in performing this operation, the mission and the shift pedal 9 can be maintained in the same state as during normal traveling, so that not only is the operation simple, but also when the switch 10 is opened and closed (operation of the shift pedal 9). Angle) can be adjusted according to the occupant's preference while the occupant actually performs the shifting operation.

Further, since the movable contact 12 of the switch 10 is electrically connected to the fixed contact 11 by the rotation of the shift shaft 6, the detector 25 is connected to the switch 1 even if the vehicle body vibrates.
0 is not turned on or off. Furthermore, since the cam 24 rotates in one direction when the movable contact 12 of the switch 10 is connected to the fixed contact 11, the contact can be closed only at the time of upshift.

In each of the above embodiments, the switch 10
Although the ignition is not performed when is turned on, the ignition can be interrupted for a predetermined time from when the switch 10 is turned on. In this case, the controller 16 controls the timing at which the ignition unit 17 is operated again to start the ignition, in other words, the time when the ignition is interrupted, in accordance with the number of gears.
That is, the ignition suspension time is set to be longest when shifting up from the first speed to the second speed, and to be gradually shortened as the number of stages increases. The number of gear stages is detected by a shift sensor (not shown) provided in the transmission.

[0046]

As described above, in the motorcycle shift control device according to the present invention, the detector for detecting that the shift pedal is operated is constituted by the cam and the switch whose contact is opened and closed by the cam. An end of the shift shaft of the transmission connected to the shift pedal opposite to the shift pedal extends toward the vehicle body side from the transmission case, and faces a switch box provided outside the transmission case. The switch is disposed in the switch box by fixing the cam to the extension side end of the switch box. The switch box has a box body that opens toward the side of the vehicle body, and a cover that closes the opening is attached and detached. It has a freely mounted structure and an adjustment mechanism that adjusts the position at which the contacts of the switch are closed. Since the contact of the switch only by axial turns is opened and closed, no such contact of the switch from being closed even if the vehicle body vibrates.

For this reason, it is possible to reliably prevent malfunction due to vibration of the vehicle body, and it is possible to enhance reliability.

Further, since the cam rotates in one direction when the contact of the switch is closed, the contact can be closed only at the time of shifting up. Therefore, as compared with the case where a pressure sensor is used, a circuit for interrupting the detection signal at the time of downshifting becomes unnecessary, and the electric system can be simplified.

Further, since the detector is surrounded by the switch box and is not exposed to the outside when the cover is attached to the box body of the switch box, the detector is not exposed to dust and rainwater, and furthermore, the external force is reduced. Nothing is added. For this reason, the durability of the detector increases. Also, by removing the cover from the box body, the switches and cams in the switch box are exposed together with the adjustment mechanism, so that maintenance and timing adjustment of these can be performed in a vehicle.

[Brief description of the drawings]

FIG. 1 is a side view of a speed change control device manufactured when creating a speed change control device for a motorcycle according to the present invention.

FIG. 2 is a sectional view taken along line II-II of a detector supporting portion in FIG.

FIG. 3 is a circuit diagram of a shift control device.

FIG. 4 is a side view of a transmission case provided with a shift control device for a motorcycle according to the present invention.

FIG. 5 is a sectional view taken along line VV in FIG.

FIG. 6 is an enlarged side view showing a main part, with the switch box cover removed.

[Explanation of symbols]

2 Mission case, 9 Shift pedal, 6 Shift axis, 10 Switch, 11 Fixed contact, 12 Movable contact, 23 Mission case cover, 24 Cam, 25
Detector, 31 Switch box, 35 Camshaft.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-62-221925 (JP, A) JP-A-3-67315 (JP, A) JP-A-4-90979 (JP, A) 184161 (JP, U) JP-A 62-140250 (JP, U) JP-A 3-114547 (JP, U) JP-A 4-58500 (JP, U) (58) Fields surveyed (Int. Cl. ⁷ , DB name) F16H 61/02 F02D 29/00 B62M 11/04 B60K 20/02

Claims (1)

(57) [Claims] 1. A shift control device for a motorcycle for temporarily lowering the output of an engine when a shift pedal is operated detects that the shift pedal is operated.
Detector with a cam and this cam opens and closes contacts
And a switch connected to the shift pedal.
Opposite to the shift pedal at the shift axis of the connected transmission
When extending the side end from the transmission case to the side of the vehicle body
Both are switch boxes provided outside the transmission case
And fix the cam to the extended end of the shift shaft.
Wear and place the switch in the switch box
This switch box opens to the side of the vehicle body
Attaching and removing the cover that closes the opening to the box body
Adopts a freely mounted structure, the contacts of the switch are closed
A shift control device for a motorcycle, comprising an adjustment mechanism for adjusting a position to be shifted .