JP4535922B2 - Vehicle shift control device - Google Patents

Description

  The present invention relates to a shift control device for a small vehicle having a built-in mechanism that automatically engages / disengages a clutch in conjunction with an operation of switching a shift stage of a transmission.

  As an example of a shift control device for a small vehicle, there has been proposed a transmission that automatically engages / disengages a clutch in conjunction with an operation of switching a shift stage of the transmission. (For example, refer to Patent Document 1).

Japanese Patent Laid-Open No. 10-159973

  By the way, in Patent Document 1 described above, if the return operation of the change pedal is slow during the speed change operation, the internal combustion engine may idle during the speed change process, so that there is a risk of wasting fuel.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a transmission control device for a small vehicle that can prevent the internal combustion engine from blowing up and save energy without wasting fuel. That is.

In order to achieve the above object, a first aspect of the present invention is a vehicle shift control device having a mechanism for automatically connecting and disconnecting a clutch in conjunction with an operation of switching a transmission gear. a sensor fixed to the crankcase in order to detect the disconnection state, when the sensor detects the disconnected state of the clutch, and a control means for controlling the ignition timing reduces the output of the internal combustion engine, of the transmission A change spindle that rotates when the gear position is changed, a clutch lifter lever that is coupled to the change spindle, and a clutch lifter cam plate that is assembled to the clutch. Rotating and shifting operation of the transmission gear The interlocked clutch is automatically engaged, and the sensor is a contact sensor that detects a contact state and a non-contact state between its contact terminal and a contact provided on the outer surface of the clutch lifter lever. Thus, when the clutch lifter lever rotates during shifting up and down and the clutch is in a neutral state, the contact terminal and the contact are in a non-contact state to detect the disengaged state of the clutch. characterized in that it.

  According to the shift control device for a small vehicle according to the first aspect, since the output of the internal combustion engine is reduced by detecting that the clutch is in the disengaged state by the sensor, the internal combustion engine performs a shift operation without causing a blow-up. This can be done without consuming wasteful fuel.

In addition to idle control, when the sensor detects that the clutch is disengaged, control is performed to delay the ignition timing, so the output of the internal combustion engine can be reduced, so that the engine speed increases during shifting. Can be prevented.

Also, when the clutch is in the neutral state by turning the clutch lifter lever during shifting up and down, the contact and the contact terminal are in a non-contact state to detect the clutch disengagement state. The clutch disengagement state can be reliably detected with a simple configuration.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.
1 to 15 show an embodiment of the present invention. FIG. 1 is a side view of a vehicle equipped with a shift control device for a small vehicle according to the present invention, and FIG. 2 is a plan view of the vehicle shown in FIG. FIG. 3 is a cross-sectional view taken along a line connecting the centers of a cylinder head, a cylinder block, a crankshaft, a main shaft, a counter shaft, an intermediate shaft, and a differential of a power unit for explaining a shift control device for a small vehicle according to the present invention. 4 is a cross-sectional view of the power unit shown in FIG. 3 cut along a plane passing through the fork shaft, main shaft, reverse shaft, counter shaft, and fork shaft, and FIG. 5 is a left crankcase of the power unit shown in FIG. 6 is a partially cutaway side view of the power unit shown in FIG. 3, FIG. 6 is a partially cutaway side view of the left crankcase of the power unit shown in FIG. 3, and FIG. 7 is a right crankcase of the power unit shown in FIG. 8 is a partially cutaway side view of the right crankcase for explaining the gear change mechanism of the power unit shown in FIG. 3, and FIG. FIG. 9B is a cross-sectional view taken along the line AA of FIG. 9A, and FIG. 9C is a cross-sectional view taken along the line BB of FIG. 9A. 10 (a) is a side view of the sub-plate of the gear change mechanism shown in FIG. 8, FIG. 10 (b) is a sectional view taken along the line CC of FIG. 10 (a), and FIG. 11 (a) is FIG. 11B is a side view of the star cam plate of the gear change mechanism shown, FIG. 11B is a sectional view taken along the line DD of FIG. 11A, and FIG. 12 illustrates a shift start state of the gear change mechanism shown in FIG. FIG. 13 is a side view for explaining the clutch disengaged state of the gear change mechanism shown in FIG. 4 is a side view for explaining a shift state midway of the gear change mechanism shown in FIG. 8, FIG. 15 is a side view for explaining a shift completion state of the gear change mechanism illustrated in FIG. In FIG. 1 and FIG. 2, “front”, “rear”, “left”, and “right” follow the direction seen from the driver, Fr as the front, Rr as the rear, L as the left, and R as the right Show.

  As shown in FIGS. 1 and 2, the vehicle 10 includes a vehicle body (body frame) 11 having two left and right front wheels 12 and 12 and two right and left rear wheels 13 and 13, and a bar handle 15 type at the front of the vehicle body 11. The steering mechanism 14 is provided. A front seat 16 and a rear seat 17 are provided at the center of the vehicle body 11, and a power unit (transmission control device, internal combustion engine) 1 is provided at the rear lower portion of the vehicle body 11. Further, a front cover 18 that covers the periphery of the front portion of the vehicle body 11, a wind screen 19 that is attached to the upper portion of the front cover 18, extends continuously from the upper end of the wind screen 19 to the rear, and above the front and rear seats 16, 17. This is a small four-wheeled vehicle equipped with a covering roof 20 and a rear cover 21 covering the rear part of the vehicle body 11.

  The support structure of the roof 20 supports the roof 20 with the left and right roof side pillars 22 and 22. The left and right roof side pillars 22 and 22 are pipe-shaped roof pillars that are curved in an arch shape from the front part of the vehicle body to the rear part of the vehicle body, and are a combination structure of front pillars 23 and 23 at the front and rear pillars 24 and 24 at the rear. It is.

  The left and right front pillars 23, 23 are members that extend rearward and upward from the upper end of the front cover 18 at the front of the vehicle body, and span the front cross member 25 between the upper ends of the front pillars 23, 23. A wind screen 19 is provided between them.

  The left and right rear pillars 24, 24 extend upward from the upper ends of the left and right support members 26, 26 provided at the rear of the vehicle body, extend further forward from the upper ends, and have their front ends bolted to the rear ends of the front pillars 23, 23. A rear cross member 27 is stretched between the rear upper ends of the rear pillars 24, 24. The left and right support members 26 and 26 support the left and right rear pillars 24 and 24 at their upper ends in a detachable manner with bolts.

  And by attaching the substantially flat plate-like roof 20 to the frame composed of the left and right front pillars 23, 23, the left and right rear pillars 24, 24 and the front / rear cross members 25, 27, the roof 20 is detachably attached. Can support.

  The rear end of the roof 20 is behind the rear seat 17. The width of the roof 20 is approximately the same as or slightly smaller than the vehicle width. The side of the vehicle 10 is released, and the driver and the rear passenger can get on and off the vehicle.

  In this manner, the front of the front seat 16 can be covered with the wind screen 19, and the front seat 16 and the rear seat 17 can be covered with the roof 20. Not only the driver but also the rear passengers can be protected from rain. In addition, it is advantageous for rain and the like when placing luggage on the rear seat 17. Furthermore, since it is only the roof 20 and the side portions are open, it is easy to get on and off despite the presence of the roof 20.

  Further, the vehicle 10 includes a shift lever 28, a parking lever 29, a headlamp 30, a blinker 31, a side mirror 32, front fenders 33 and 33, rear fenders 34 and 34, an accelerator pedal (not shown), and a brake pedal (not shown). Prepare.

  As shown in FIG. 3, the power unit 1 is a water-cooled four-stroke cycle single-cylinder internal combustion engine. As shown in FIG. 1, the axis of the crankshaft is orthogonal to the traveling direction of the vehicle, and the cylinder head is positioned forward. The cylinder shaft is mounted on the vehicle 10 so as to face substantially horizontally along the traveling direction.

  As shown in FIG. 3, the power unit 1 includes a left crankcase 2, a right crankcase 3, a cylinder block 40, a cylinder head 50, a left crankcase cover 60, a right crankcase cover 61, and an intermediate gear housing. The chamber cover 62 is connected to form an outer shell. A crankshaft 100, a transmission 200, and a differential 300 are disposed in a crank chamber 4 formed by joining the left crankcase 2 and the right crankcase 3 together. The left crankcase cover 60 is bolted to the left side surface of the left crankcase 2, and the right crankcase cover 61 is bolted to the right side surface of the right crankcase 3.

  The left crankcase 2 is for arranging a first intermediate gear 202a fixed to the counter shaft 202 of the built-in transmission 200 and a second intermediate gear 203a fixed to the intermediate shaft 203 in a separate chamber from the crank chamber 4. An intermediate gear housing chamber 5 is formed. The intermediate gear storage chamber 5 is formed by projecting a peripheral wall 2c surrounding the intermediate gears 202a and 203a to the outside of the left crankcase 2, and the intermediate gear storage chamber cover 62 is bolted to the left crankcase 2. By stopping, the opening is closed.

  The cylinder head 50 is fastened together by a stud bolt 45 together with the cylinder block 40 inserted into the upper openings of the combined left and right crankcases 2 and 3, and a combustion chamber 51 is formed on the lower surface thereof. A spark plug 52 is attached so as to face.

  Further, a cam shaft 53 of a valve mechanism is rotatably supported in the cylinder head 50, and a cam sprocket 54 is fixed to the end thereof. The cam sprocket 54 spans a cam chain 94 that spans a drive sprocket 102 that is fixed to the crankshaft 100. As a result, the rotational driving force of the crankshaft 100 is transmitted to the camshaft 53 to drive the rocker arm 55 disposed in the cylinder head 50, and the intake valve 56 (see FIG. 5), exhaust valve in the combustion chamber 51. 57 (see FIG. 5) is opened and closed at a predetermined timing.

  A water pump 95 is provided on the left side of the cylinder head 50, and the right end portion of the pump shaft 96 of the water pump 95 is connected to the left end portion of the cam shaft 53 of the valve operating mechanism. As a result, the pump shaft 96 rotates together with the cam shaft 53 to operate the water pump 95.

  Further, a water jacket 58 is formed adjacent to and above the combustion chamber 51 of the cylinder head 50. Further, a water jacket 44 is formed around a portion of the cylinder block 40 close to the combustion chamber 51. By connecting the cylinder head 50 and the cylinder block 40, the water jackets 44 and 58 are communicated with each other.

  The crankshaft 100 is composed of left and right parts, and is integrated by a crankpin 101. The crankshaft 100 is rotatably supported via rolling bearings 70 and 71 disposed in the left crankcase 2 and the right crankcase 3, respectively. The AC generator 90 is assembled on the left side in the axial direction, and the torque converter 91 is assembled on the right side in the axial direction. Further, a piston 42 is connected to the crankpin 101 via a connecting rod 41, and this piston 42 reciprocates in the cylinder axis direction in a cylinder liner 43 integrally formed in the cylinder block 40.

  The AC generator 90 generates a high voltage to be applied to the spark plug 52 through an ignition coil (not shown) and generates a charging current for a battery (not shown).

  The torque converter 91 includes a pump impeller 91a that is splined to the crankshaft 100, a turbine runner 91b that is disposed opposite to the pump impeller 91a, and a stator 91d that is coupled to the crankshaft 100 via a one-way clutch 91c. And a stator fixing plate 91e that receives a reaction force applied to the stator 91d.

  The torque converter 91 is filled with a torque converter oil for lubricating the crank chamber 4 and when the pump impeller 91a rotates together with the crankshaft 100, the rotation direction of the pump impeller 91a is determined when the turbine runner 91b does not follow the pump impeller 91a. The stator 91d receives a reaction force in the opposite direction, and the stator fixing plate 91e receives the reaction force. Then, the rotational power of the turbine runner 91b is transmitted to the primary driven gear 93 of the multi-plate clutch 92 provided on the right side of the main shaft 201 via the primary drive gear 103 mounted on the crankshaft 100.

  The multi-plate clutch 92 is a wet-type shift change clutch and is assembled to the right side of the main shaft 201. The multi-plate clutch 92 is alternately arranged on the plurality of clutch plates 92b and the clutch plates 92b in the outer case 92a. A plurality of clutch disks 92c, each having a damper spring, a drive plate, a stop ring, a clutch spring, a clutch weight, an outer drive gear, a center clutch, a free spring, and a set (not shown) And a ring. In the multi-plate clutch 92, the clutch lifter lever 402 coupled to the change spindle 401 supported by the left and right crankcases 2 and 3 rotates the clutch lifter cam plate 92d attached to the multi-plate clutch 92. (See FIG. 7). Thus, during the gear change of the transmission 200, the rotational power of the crankshaft 100 is set to the neutral state without being transmitted to the transmission 200, and at the same time as the gear change of the transmission 200 is completed, the rotational power of the crankshaft 100 is transmitted to the transmission 200. .

  As shown in FIGS. 3 to 5, the transmission 200 includes a main shaft 201, a counter shaft 202, an intermediate shaft 203, a reverse shaft 204, a fork shaft 205, and a shift drum 206. Arranged parallel to the crankshaft 100. 4 is a cross-sectional view taken along a line connecting the fork shaft 205, the main shaft 201, the reverse shaft 204, the counter shaft 202, and the fork shaft 205, the two fork shafts 205 are shown. Actually, it is one.

  The main shaft 201 is rotatably supported via rolling bearings 72 and 73 disposed in the left and right crankcases 2 and 3, respectively, and gears 201a and 201b that are inserted in a relatively rotatable manner. A gear 201c that is slidably movable in the axial direction of the main shaft 201 between 201b and locked in the rotational direction and can be engaged with the gear 201a or the gear 201b by the movement of the first shift fork 207, and the main shaft 201 A integrally formed gear 201d.

  The counter shaft 202 is rotatably supported via rolling bearings 74 and 75 disposed in the left and right crankcases 2 and 3, respectively, and a fixed gear 202b, and a gear 202c that is inserted so as to be relatively rotatable. 202d and the gears 202c and 202d are slidably movable in the axial direction of the counter shaft 202 and locked in the rotational direction, and can be engaged with the gear 202c or the gear 202d by the movement of the second shift fork 208. 202e. A first intermediate gear 202 a (see FIG. 3) is fixed to the left end portion of the counter shaft 202, and the first intermediate gear 202 a is disposed in the intermediate gear housing chamber 5.

  The intermediate shaft 203 is rotatably supported via rolling bearings 76 and 77 disposed in the left and right crankcases 2 and 3, respectively, and a second intermediate gear 203a fixed to the left end portion and a spring A gear 203b that is urged to the left by the mechanism 209 and locked in the rotational direction. The second intermediate gear 203 a is disposed in the intermediate gear housing chamber 5, and the gear 203 b is disposed in the differential chamber 301. Here, the differential chamber 301 is independent of the crank chamber 4 and the intermediate gear storage chamber 5 by the partition walls 6 and 7 formed in the left and right crankcases 2 and 3 in the crank chamber 4 behind the transmission 200, respectively. Is formed. The first intermediate gear 202a and the second intermediate gear 203a are always meshed.

  The reverse shaft 204 is supported by a fitting portion formed in each of the left and right crankcases 2 and 3, and rotatably supports integrally formed gears 204a and 204b.

  The fork shaft 205 is supported by a fitting portion formed on each of the left and right crankcases 2 and 3, and supports the first shift fork 207 and the second shift fork 208 so as to be slidable in the axial direction. To do.

  The shift drum 206 is formed with helical cam grooves 206a and 206b on the outer periphery, and the first and second shift forks 207 and 208 inserted into the cam grooves 206a and 206b, respectively, by rotating. Slide it in the direction. Further, the shift drum 206 is coaxially coupled with the star cam plate 406 constituting a part of the gear change mechanism 400, and the star cam plate 406 rotates stepwise so that the first and second shifts are performed. Shifting operation is performed by moving the forks 207 and 208.

  The differential 300 is disposed in the differential chamber 301. Since the ring gear 302 is engaged with the gear 203b of the intermediate shaft 203, the rotational power of the intermediate shaft 203 is transmitted to the ring gear 302 via the gear 203b. Thus, the left and right drive shafts 304 and 305 are rotated by the differential gear mechanism 303.

  As shown in FIG. 5, the cylinder head 50 is formed with an intake port 50a in which an intake valve 56 is disposed, and an exhaust port 50b in which an exhaust valve 57 is disposed, and an injector (fuel injection device) is formed in the intake port 50a. 59) is assembled. The injector 59 is electrically connected to an engine control unit (not shown), and injects high fuel pressure fuel into the intake port 50a according to the rotational speed by the current supplied from the engine control unit.

  Lubricating oil feed passages 2a are formed on the left and right crankcases 2 and 3 symmetrically in the left and right sides, respectively. The oil feed passage 2a is sealed by connecting both the crankcases 2 and 3, and the front end portion is connected to the discharge port of the oil pump 80 (see FIG. 7) and the oil feed passage 3a (see FIG. 7) and the distribution port 3b. (Refer to FIG. 7). The rear end is connected to an oil feed passage (see FIG. 6) 5a in the intermediate gear storage chamber 5. Further, the oil pump 80 operates in accordance with the rotation of the crankshaft 100 through the gear 104 and the pump gear 81 that are key-coupled to the crankshaft 100, and discharges lubricating oil to the distribution port 3b.

  As shown in FIG. 6, the intermediate gear storage chamber 5 is formed by projecting the peripheral wall 2c surrounding the intermediate gears 202a and 203a to the outside of the left crankcase 2 as described above. An oil feeding passage 5a having a substantially inverted L shape in a side view is formed on the end surface of this. The oil feeding passage 5a includes a central hole 5b communicating with the oil feeding passages 2a and 3a, a main shaft hole 5c provided on the lower side of the central hole 5b, and a reverse shaft hole 5d provided on the rear side of the central hole 5b. The end face of the peripheral plate 2c is composed of connection grooves 5e and 5e that connect the holes 5c, 5b, and 5d. The main shaft hole 5c and the reverse shaft hole 5d penetrate into the crank chamber 4 from the end face of the peripheral plate 2c.

  The intermediate gear storage chamber 5 has an orifice hole 2d formed through the left crankcase 2 at a position adjacent to the main shaft hole 5c. As shown in FIG. 3, the orifice hole 2d communicates with the oil feed passage 5a via the main shaft hole 5c and also in a lubricating oil passage 201e (see FIG. 3) formed in the main shaft 201. Communicated. Further, the intermediate gear housing chamber 5 is provided with a lubricating oil return hole 2e formed through the crank chamber 4 at a position on the back surface side of the first intermediate gear 202a.

  Then, the intermediate gear storage chamber 5 is assembled in a bathtub system by lubricating the oil discharged from the orifice hole 2d while the opening is closed by the assembly of the intermediate gear storage chamber cover 62 and the oil feed passage 5a is sealed. The lubricating oil collected at the bottom of the peripheral plate 2c while lubricating the first and second intermediate gears 202a and 203a, and then the lubricating oil collected at the bottom of the peripheral plate 2c is fed into the crank chamber 4 from the lubricating oil return hole 2e. Returned.

  Accordingly, the lubricating oil discharged from the oil pump 80 is fed to the distribution port 3b (see FIG. 7), and one side lubricates the crankshaft 100 through an oil feeding passage (not shown) formed in the crankcase cover 61. The other is fed into the oil feed passage 3 a formed in the right crankcase 3. The lubricating oil fed to the lubricating hole 105 passes through the torque converter 91 and is fed into the crankpin 101.

  Lubricating oil fed to the oil feed passage 3a of the right crankcase 3 is transferred from the front end portion to the rear end portion of the oil feed passage 2a formed in the left and right crankcases 2 and 3 that are connected to the oil feed passage 3a. In the oil feed passage 5 a of the intermediate gear housing chamber 5, it is branched from the central hole 5 b to the main shaft hole 5 c and the reverse shaft hole 5 d. The lubricating oil fed to the main shaft hole 5c is sent from the main shaft hole 5c to the left bearing 72 portion of the main shaft 201, and is formed in the main shaft 201 (see FIG. 3). Once taken in, it is sent to the orifice hole 2d and discharged from the orifice hole 2d into the intermediate gear housing chamber 5.

  On the other hand, the lubricating oil fed from the central hole 5b to the reverse shaft hole 5d is fed from the reverse shaft hole 5d to the left side portion of the reverse shaft 204 and is formed in the reverse shaft 204 (see FIG. 4). ). Here, the lubricating oil collected in the oil pocket 3c formed in the right crankcase 3 is supplied to the lubricating hole 202f (see FIG. 4) formed in the counter shaft 202.

  Next, the gear change mechanism 400 will be described in detail with reference to FIGS. 3 and 4 and FIGS.

  As shown in FIGS. 7 and 8, the gear change mechanism 400 includes a clutch lifter lever 402, a change arm 403 equipped with a shift plate 404, a sub arm 405, a star cam plate 406, a change arm return spring 407, The stopper roller 408 and a sensor 409 (see FIG. 3) for sensing the movement of the clutch lifter lever 402 are configured.

  The clutch lifter lever 402 is welded to a change spindle 401 that is rotatably supported by the left and right crankcases 2 and 3, and is attached to the outer surface of the clutch lifter lever 402 as shown in FIGS. The holder 402a is fitted at a position corresponding to the contact terminal 409a of the sensor 409, and the contact 402b is fitted into the holder 402a. The clutch lifter lever 402 is engaged with a clutch lifter cam plate 92d of the multi-plate clutch 92 at an engagement protrusion 402c provided at the upper end.

  The change spindle 401 has a left end protruding from the side surface of the left crankcase 2, and a shift lever 8 (see FIG. 6) is attached to the protruding left end. The shift lever 8 is connected to the speed change lever 28 (see FIG. 1) via, for example, a wire or a link mechanism, and swings back and forth by the operation of the speed change lever 28.

  As shown in FIGS. 9A, 9B, and 9C, the change arm 403 has a first arm portion having an included angle of about 60 degrees from the center of the cylindrical support portion 410 that is pivotally supported by the change spindle 401. 411 and the second arm portion 412 extend in two directions. A pair of guide pins 413 and 414 are fixed to the first arm portion 411 on the center line, and a shift plate 404 is disposed on the right crankcase 3 side.

  The shift plate 404 has a head portion that is substantially umbrella-shaped, and is held by the change arm 403 by guide pins 413 and 414 with its center line superimposed on the center line of the first arm portion 411. The shift plate 404 has feed projections 415 and 416 at both ends, and long holes 417 and 418 are externally inserted into the guide pins 413 and 414, and both of the shift plate biasing springs 419 assembled to the guide pins 413 are provided. Since the tip portion is locked to the feed protrusions 415 and 416, the first arm portion 411 is supported so as to advance and retreat according to the length of the long holes 417 and 418. It is energized to overlap.

  The second arm portion 412 has an opening 420 at the center, and a projection 421 that engages with the change arm return spring 407 on the cylindrical support portion 410 side of the opening 420.

  As shown in FIGS. 10A and 10B, the sub arm 405 is disposed on the center line of the second arm portion 412 in the change arm 403 and is inserted into the cylindrical support portion 410 of the change arm 403. The change spindle 401 is welded. The sub arm 405 is formed with a protrusion 422 that is inserted into the opening 420 of the change arm 403 and engages with the change arm return spring 407. The sub arm 405 rotates together with the change spindle 401 together with the clutch lifter lever 402.

  Further, the change arm 403 and the sub arm 405 include two tip portions 427 and 428 of a change arm return spring 407 assembled to the outer periphery of the cylindrical support portion 410 of the change arm 403 and a restriction shaft member protruding from the right crankcase 3. 429 is biased toward the center of the regulating shaft member 429. Therefore, no matter which direction the change arm 403 and the sub arm 405 rotate, if the turning force is lost, the projection 422 of the sub arm 405, the regulating shaft member 429, and the projection 421 of the second arm portion 412 The urging force works to line up on the coaxial line.

  As shown in FIGS. 11A and 11B, the star-shaped cam plate 406 is a substantially six-point star-shaped plate member, and is fixed to the right end portion of the shift drum 206 by a bolt 423 (see FIG. 4). The Six crests 424 and troughs 425 are continuously formed on the outer periphery of the star cam plate 406. Further, six feed pins 426a, 426b, 426c, 426d, 426e, and 426f are press-fitted into the star-shaped cam plate 406 at equal intervals along the circumferential direction corresponding to the center positions of the six peak portions 424. It is fixed.

  As shown in FIG. 12, the stopper roller 408 is bolted to the outer surface of the right crankcase 3 so as to be pivotable, and a pressing roller 430 is pivotally supported at the tip, and a return spring. The pressing roller 430 is urged by 431 so as to always press the pressing roller 430 toward the star cam plate 406 side.

  As shown in FIG. 3, the sensor 409 is bolted to a right crankcase cover 61 fixed to the right crankcase 3, and is electrically connected to an engine control unit (not shown). The sensor 409 is a contact sensor that is turned off when the contact 402b of the clutch lifter lever 402 and the contact terminal 409a are in a non-contact state, and is turned on when the contact 402b and the contact terminal 409a are in contact. is there.

  The sensor 409 is connected to the contact 402b of the clutch lifter lever 402 when the multi-plate clutch 92 is in a neutral state by rotating the clutch lifter lever 402 during the shift up and down shift by the gear change mechanism 400. The contact terminal 409a of the sensor 409 is brought into a non-contact state, and the disconnected state of the multi-plate clutch 92 is detected. Then, the off signal detected by the sensor 409 is transmitted to the engine control unit, and the engine control unit executes control for delaying the ignition timing of the spark plug 52. Thereby, when the multi-plate clutch 92 is in the neutral state, the fuel in the combustion chamber 51 is not combusted, so that the output of the power unit 1 can be reduced, and the racing at the time of shifting can be prevented.

  The control of the power unit 1 by the engine control unit can also be performed by the engine control unit reducing the fuel injection amount of the injector 59 when the engine control unit receives the off signal detected by the sensor 409. In this case, when the multi-plate clutch 92 is in the neutral state, the inside of the combustion chamber 51 is in a lean fuel state, so that the rotational speed of the power unit 1 can be forcibly reduced and the output of the power unit 1 can be reduced. .

  12 to 15 are simplified views of the gear change mechanism 400 and a series of operations when the gear change mechanism 400 is shifted down.

  First, in the shift start state, as shown in FIG. 12, the sub arm 405 is in the return position E1, the first arm portion 411 of the change arm 403 is in the return position F1, and the shift plate 404 is in relation to the first arm portion 411. In the retracted position G1. The stopper roller 408 presses the valley portion 425 of the star cam plate 406 to hold the star cam plate 406 at the position J1. At this time, the stopper roller 408 is at the position H1.

  As shown in FIG. 13, when the shift lever 28 (see FIG. 1) is downshifted, the change spindle 401 starts rotating. When the change spindle 401 is rotated, the sub-arm 405 together with the clutch lifter lever 402 is rotated clockwise from the return position E1 to the position E2 against the change arm return spring 407. At this time, the change arm 403 does not rotate, and the feed protrusion 415 of the shift plate 404 is not in contact with the feed pin 426a of the star cam plate 406.

  Next, as shown in FIG. 14, when the change spindle 401 is further rotated, the sub arm 405 is rotated from the position E2 to the position E3 in the clockwise direction against the change arm return spring 407. As a result, the protrusion 422 of the sub arm 405 is inscribed in the end wall of the opening 420 of the change arm 403, and the change arm 403 is rotated clockwise from the return position F1 to the position F2. Since the shift plate 404 is rotated in accordance with the rotation of the change arm 403, the feed protrusion 415 of the shift plate 404 contacts the feed pin 426a of the star cam plate 406, and the feed pin 426a is rotated in the clockwise direction. The star-shaped cam plate 406 is rotated from the position J1 to the position J2 by pressing and moving. At the same time, the pressing roller 430 of the stopper roller 408 passes over the peak portion 424 of the star-shaped cam plate 406, and the pressing roller 430 presses the valley portion 425 from the peak portion 424 of the star-shaped cam plate 406. The plate 406 is rotated from the position J2 to the position J3 (see FIG. 15), and the shift change in the transmission 200 is completed.

  Next, since the rotational force from the speed change lever 28 is lost, the sub arm 405 is rotated counterclockwise from the position E3 to the position E4 by the elastic restoring force of the change arm return spring 407, as shown in FIG. At the same time, the change arm 403 is also rotated counterclockwise from the position F2 to the position F3. At this time, the outer edge portion of the feed protrusion 415 of the shift plate 404 contacts the feed pin 426b of the star cam plate 406, so that the shift plate shift 404 resists the plate biasing spring 419 from the retracted position G1 to the advanced position G2. After the feed protrusions 415 and 416 avoid the feed pins 426b and 426a, they slide from the advance position G2 to the reverse position G1.

  Next, as shown in FIG. 12, the sub arm 405 rotates to the return position E1, the change arm 403 rotates counterclockwise to the return position F1, the shift plate 404 returns to the retracted position G1, and the star cam plate 406 The stopper roller 408 pressing the valley portion 425 of the star cam plate 406 is held at the position J3, and a series of shift change operations is completed.

  Since the clutch lifter lever 402 is welded to the change spindle 401, the clutch lifter lever 402 is rotated in the order of positions E1, E2, E3, and E4 similarly to the sub arm 405, and the clutch lifter lever 402 is rotated to the position E2. At that time, the engagement protrusion 402c provided at the upper end portion rotates the clutch lifter cam plate 92d of the multi-plate clutch 92 to bring the multi-plate clutch 92 into a neutral state. As a result, the contact 402b provided on the clutch lifter lever 402 and the contact terminal 409a of the sensor 409 are brought into a non-contact state, and the disconnected state of the multi-plate clutch 92 is detected.

  In the shift control device 1 for a small vehicle described above, the output of the internal combustion engine is reduced by detecting that the multi-plate clutch 92 is in the disengaged state by the sensor 409. Can be done and does not consume wasteful fuel.

  Further, in the above-described transmission control device 1 for a small vehicle, in addition to the idle control, when the sensor 409 detects that the multi-plate clutch 92 is in a disconnected state, the control is performed so as to delay the ignition timing. Since the output can be reduced, it is possible to prevent the racing from occurring at the time of shifting.

In addition to the idle control, the above-described shift control device 1 for a small vehicle controls the fuel injection amount of the injector 59 to be reduced when the sensor 409 detects that the multi-plate clutch 92 is in a disconnected state. The inside of the combustion chamber 51 can be made into a lean fuel state. As a result, the output of the internal combustion engine can be reduced, so that it is possible to prevent racing during gear shifting. Further, in the above-described transmission control device 1 for a small vehicle, the transmission control device 1 causes the clutch lifter lever 402 coupled to the change spindle 401 to rotate the clutch lifter cam plate 92d assembled to the multi-plate clutch 92. The multi-plate clutch 92 is automatically engaged / disengaged in conjunction with the operation of switching the transmission speed of the transmission 200, and the sensor 409 is fixed to the right crankcase 3, and the outer surface of the clutch lifter lever 402 is Is a contact sensor that detects a contact state and a non-contact state between the contact 402b provided on the contact 409 and the contact terminal 409a of the sensor 409, and the clutch lifter lever 402 is rotated during shifting up and down. As a result, the multi-plate clutch 92 is in the neutral state. When made, since the contact terminals 409a and contact 402b detects the disconnection state of the multiple disc clutch 92 in a non-contact state, with a simple configuration, the cut state of the multi-plate clutch 92 can be reliably detected.

In addition, this invention is not limited to the said embodiment, In the range which does not deviate from the summary of this invention, it can change suitably.
For example, although the case where a contact type sensor is used as a sensor for detecting the clutch disengagement state is shown in the above embodiment, the same effect can be obtained when a non-contact type sensor is used.

1 is a side view of a vehicle equipped with a shift control device for a small vehicle according to the present invention. It is a top view of the vehicle shown in FIG. It is sectional drawing cut | disconnected by the line | wire which connected the center of the cylinder head of a power unit, a cylinder block, a crankshaft, a main axis | shaft, a countershaft, an intermediate shaft, and a differential of the power unit explaining the transmission control apparatus of the small vehicle which concerns on this invention. FIG. 4 is a cross-sectional view of the power unit shown in FIG. 3 cut along a plane that passes through the axes of the fork shaft, the main shaft, the reverse shaft, the counter shaft, and the fork shaft. FIG. 4 is a partially cutaway side view of the left crankcase of the power unit shown in FIG. 3 as viewed from the inside. FIG. 4 is a partially cutaway side view of the left crankcase of the power unit shown in FIG. 3 as viewed from the outside. FIG. 4 is a partially cutaway side view of a right crankcase of the power unit shown in FIG. 3 as viewed from the outside. It is the partially cutaway side view which looked at the right crankcase from the outer side explaining the gear change mechanism of the power unit shown in FIG. (A) is a side view of the change arm of the gear change mechanism shown in FIG. 8, (b) is a cross-sectional view taken along line AA in FIG. 9 (a), and (c) is a line BB in FIG. 9 (a). It is sectional drawing. (A) is a side view of the sub-plate of the gear change mechanism shown in FIG. 8, and (b) is a sectional view taken along the line CC of FIG. 10 (a). (A) is a side view of the star-shaped cam plate of the gear change mechanism shown in FIG. 8, (b) is a sectional view taken along the line DD of FIG. 11 (a). It is a side view for demonstrating the shift start state of the gear change mechanism shown in FIG. It is a side view for demonstrating the clutch disengagement state of the gear change mechanism shown in FIG. It is a side view for demonstrating the state in the middle of the shift of the gear change mechanism shown in FIG. It is a side view for demonstrating the shift completion state of the gear change mechanism shown in FIG.

Explanation of symbols

1 Power unit (transmission control device, internal combustion engine)
2 Left crankcase 3 Right crankcase 4 Crank chamber 5 Intermediate gear housing chamber 10 Vehicle 59 Injector (fuel injection device)
92 Multi-plate clutch (clutch)
200 Transmission (transmission)
300 Differential 400 Gear change mechanism 401 Change spindle 402 Clutch lifter lever 403 Change arm 404 Shift plate 405 Sub arm 406 Star cam plate 407 Change arm return spring 408 Stopper roller 409 Sensor

Claims (1)

A vehicle shift control device having a mechanism for automatically engaging and disengaging a clutch in conjunction with an operation of switching a transmission gear.
A sensor fixed to the crankcase for detecting the disengagement state of the clutch;
When said sensor detects the disconnected state of the clutch, and a control means for reducing the output of the internal combustion engine by controlling the ignition timing,
A change spindle that rotates when the transmission gear is switched;
A clutch lifter lever coupled to the change spindle;
A clutch lifter cam plate assembled to the clutch,
The clutch lifter lever pivots the clutch lifter cam plate, and the clutch is automatically engaged / disengaged in conjunction with the gear shift operation of the transmission,
The sensor is a contact sensor that detects a contact state and a non-contact state between its own contact terminal and a contact provided on an outer surface of the clutch lifter lever,
When the clutch lifter lever is rotated during shifting up and down and the clutch is in a neutral state, the contact terminal and the contact are in a non-contact state to detect the disengagement state of the clutch. A shift control apparatus for a vehicle characterized by the above.

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