JP4879922B2 - Clutch connection state detection device - Google Patents

Description

  The present invention relates to a clutch connection state detection device, and more particularly to a clutch connection state detection device capable of detecting the timing at which a clutch starts to be connected with a simple configuration.

  2. Description of the Related Art Conventionally, an automatic manual transmission is known in which a clutch that connects and disconnects a rotational driving force transmitted from an engine to a transmission is driven automatically or semi-automatically by an electric drive signal. In such a clutch of a transmission, if there is a difference in clutch characteristics due to variations in accuracy of parts constituting the clutch or wear of the clutch plate, the connection timing for the same drive command or the pressing force of the clutch plate may change. There was sex. The problem as described above can be solved by providing means for detecting the actual connection state of the clutch and performing feedback control of the clutch based on this connection state.

In Patent Document 1, when the oil temperature of the engine is lower than a predetermined temperature, it is predicted that a “drag phenomenon” occurs in which the driven plate of the wet clutch and the clutch disk are rotated, and the drag prevention mechanism is activated. An automatic transmission is disclosed.
JP-A-7-139620

  However, the technique of Patent Document 1 predicts that the viscosity of the engine oil increases at low temperatures and changes the clutch connection characteristics, and does not directly detect the clutch connection state. In addition, the timing at which the clutch actually starts to be connected can be detected based on the torque generated in the countershaft, but a device such as a torque detection sensor that measures torsional displacement is required, which complicates the configuration. there were.

  An object of the present invention is to solve the above-described problems of the prior art and provide a clutch engagement state detection device capable of detecting the timing at which a clutch starts to be engaged with a simple configuration.

  In order to achieve the above object, according to the present invention, there are provided a plurality of gear pairs according to a shift stage between a main shaft and a counter shaft, and a clutch for connecting and disconnecting the rotational driving force of the engine is provided on the main shaft. In the clutch connection state detecting device of the transmission, switch operating means pivotally supported along the outer periphery of the counter shaft, disposed between the switch operating means and the counter shaft, Friction generating means for imparting friction to the rotating operation of the switch operating means by contacting the counter shaft, and switch means for switching the output signal when the switch operating means rotates in a predetermined direction. There is a first feature.

  Further, the counter shaft has a portion protruding from the case of the transmission, and a drive sprocket for transmitting the rotational driving force of the engine to driving wheels is attached to the protruding portion of the counter shaft. The switch operating means has a second feature in that it is disposed closer to the case of the transmission than the drive sprocket.

  Further, the switch means is a limit switch that operates when the switch operating means reaches a predetermined rotation position, and the friction generating means is a torsion spring that generates an elastic force in a direction to sandwich the counter shaft. There is a third feature in that.

  According to the first feature, the switch operating means pivotally supported along the outer periphery of the countershaft, the switch operating means disposed between the switch operating means and the countershaft, and the switch by contacting the countershaft. Since it includes a friction generating means for imparting friction to the rotating operation of the operating means, and a switch means for switching the output signal when the switch operating means rotates in a predetermined direction, the switch operating means as the counter shaft rotates. , And the output signal of the switch means is switched. Based on this output signal, it is possible to detect the timing at which the countershaft actually starts to rotate. Thus, in a vehicle that electrically controls the clutch connection / disconnection state, it is possible to detect a difference between the drive command to the clutch and the timing at which the clutch is actually connected. Furthermore, by feeding back the detection result to the clutch control, appropriate clutch connection / disconnection control can be performed regardless of individual differences or wear of parts constituting the clutch.

  According to the second feature, the countershaft has a portion protruding from the case of the transmission, and a drive sprocket for transmitting the rotational driving force of the engine to the drive wheels is attached to the protruding portion of the countershaft. Since the switch operating means is disposed closer to the case of the transmission than the drive sprocket, the switch operating means is hidden from the outside by the drive sprocket, and the switch operating means can be protected.

  According to a third feature, the switch means is a limit switch that operates when the switch operating means reaches a predetermined rotational position, and the friction generating means is a torsion spring that generates an elastic force in a direction to sandwich the counter shaft. Therefore, the actual connection timing of the clutch can be detected by a switch having a simple configuration without using a torque detection sensor or the like.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a system configuration diagram of an automatic manual transmission (hereinafter referred to as AMT) 16 and its peripheral devices as an automatic transmission applied to a motorcycle. The AMT 16 is configured as a twin clutch transmission that connects and disconnects the rotational driving force of the engine with two clutches disposed on the main shaft. The AMT 16 connected to the engine 11 is driven and controlled by a clutch hydraulic device 17 and an AMT control unit 18 as a shift control device. The engine 11 has a throttle body 19 of a throttle-by-wire type, and the throttle body 19 is provided with a motor 20 for opening and closing the throttle.

  The AMT 16 includes a transmission gear 21 having six forward speeds, a first clutch 22, a second clutch 23, a shift drum 24, and a shift control motor 25 that rotates the shift drum 24. A large number of gears constituting the transmission gear 21 are coupled or loosely fitted to a main shaft (main shaft) 26 and a counter shaft (counter shaft) 27, respectively. The main shaft 26 includes an inner main shaft 26 a and an outer main shaft 26 b, the inner main shaft 26 a is coupled to the first clutch 22, and the outer main shaft 26 b is coupled to the second clutch 23. The main shaft 26 and the counter shaft 27 are provided with transmission gears that are displaceable in the axial direction of the main shaft 26 and the counter shaft 27, respectively, and guide grooves (not shown) formed in these transmission gears and the shift drum 24, respectively. Each end of the shift fork 29 is engaged.

  A primary drive gear 31 is coupled to the output shaft of the engine 11, that is, the crankshaft 30, and the primary drive gear 31 is meshed with a primary driven gear 32. The primary driven gear 32 is connected to the inner main shaft 26 a via the first clutch 22 and is connected to the outer main shaft 26 b via the second clutch 23. Further, the AMT 16 measures the rotational speeds of the predetermined transmission gears on the counter shaft 27, thereby detecting the rotational speeds of the inner main shaft 26a and the outer main shaft 26b, respectively, and the outer main shaft rotational speed sensor 73. It has.

  A drive sprocket 35 is coupled to the counter shaft 27, and a driving force is transmitted to a rear wheel as a drive wheel through a drive chain (not shown) wound around the drive sprocket 35. Further, in the AMT 16, an engine speed sensor 36 disposed opposite to the outer periphery of the primary driven gear 32, a gear position sensor 38 that detects the current gear position based on the rotational position of the shift drum 24, and a shift control motor A shift cam position sensor 81 for detecting 25 rotational positions is provided. The throttle body 19 is provided with a throttle opening sensor 47 that detects the throttle opening.

  The clutch hydraulic device 17 includes an oil tank 39 and a conduit 40 for feeding the oil in the oil tank 39 to the first clutch 22 and the second clutch 23. A valve 42 as a hydraulic control valve including a hydraulic pump 41 and a solenoid valve is provided on the pipeline 40, and a regulator 44 is disposed on a return pipeline 43 connected to the pipeline 40. Yes. The valve 42 has a structure capable of individually applying oil pressure to the first clutch 22 and the second clutch 23. The valve 42 is also provided with an oil return conduit 45.

  The AMT control unit 18 includes a mode switch 49 for switching between automatic shift (AT) mode and manual shift (MT) mode, and a shift select switch 50 for instructing upshift (UP) or downshift (DN). It is connected. The AMT control unit 18 includes a microcomputer (CPU), and controls the valve 42 and the shift control motor 25 in accordance with the output signals of the sensors and switches, so that the gear position of the AMT 16 can be switched automatically or semi-automatically. It is configured to be able to.

  When the AT mode is selected, the AMT control unit 18 automatically switches the transmission gear 21 in accordance with information such as the vehicle speed, the engine speed, and the throttle opening. On the other hand, when the MT mode is selected, the AMT control unit 18 In accordance with the operation, the transmission gear 21 is shifted up or down. Even when the MT mode is selected, auxiliary automatic shift control for preventing engine overspeed and stall can be set.

  In the clutch hydraulic device 17, the hydraulic pressure is applied to the valve 42 by the hydraulic pump 41, and the hydraulic pressure is controlled by the regulator 44 so as not to exceed the upper limit value. When the valve 42 is opened by an instruction from the AMT control unit 18, hydraulic pressure is applied to the first clutch 22 or the second clutch 23, and the primary driven gear 32 is connected to the inner main shaft via the first clutch 22 or the second clutch 23. 26a or the outer main shaft 26b. When the valve 42 is closed and the application of hydraulic pressure is stopped, the first clutch 22 and the second clutch 23 are connected to the inner main shaft 26a and the outer main shaft 26b by a built-in return spring (not shown). It will be urged in the direction to cut off.

  The shift control motor 25 rotates the shift drum 24 in accordance with an instruction from the AMT control unit 18. When the shift drum 24 rotates, the shift fork 29 is displaced in the axial direction of the shift drum 24 according to the shape of the guide groove formed on the outer periphery of the shift drum 24. Along with this, the meshing of the gears on the counter shaft 27 and the main shaft 26 changes, and the transmission gear 21 is switched to a state where it can be shifted up or down.

  In the AMT 16 according to the present embodiment, the inner main shaft 26a (see FIG. 1) coupled to the first clutch 22 supports odd-numbered gears (1, 3, 5th gear), and the outer main shaft coupled to the second clutch 23. 26b is configured to support even-stage gears (2, 4, 6th speed). For example, while driving with an odd-numbered gear selected, the hydraulic pressure supply to the first clutch 22 is continued and the connected state is maintained. When the shift changes are sequentially performed, the gear meshing is changed in advance by the rotation of the shift drum 24, and the shift is completed by switching the connection state of the first clutch 22 and the second clutch 23. It is configured as follows.

  The AMT 16 according to this embodiment is provided with a clutch engagement state detection device 90 on the counter shaft 27 in the vicinity of the drive sprocket 35 for detecting the timing at which the counter shaft 27 actually starts to rotate. . The operation state of the clutch connection state detection device 90 is output as an on / off signal of the limit switch 51, and this output signal is input to the AMT control unit 18.

  FIG. 2 is an enlarged top view of the clutch engagement state detection device 90. FIG. 3 is a view in the A direction of FIG. Further, FIG. 4 is a perspective view of the switch operation means 91 constituting the clutch engagement state detection device 90. FIG. As described above, the drive sprocket 35 is attached to the end of the counter shaft 27, and the clutch engagement state detection device 90 is disposed inside the transmission case that is the outer shell of the AMT 16. The clutch engagement state detecting device 90 mainly includes a switch operating means 91 rotatably supported on a counter shaft 27 via a bearing 55, and a friction for giving a friction to the rotating operation of the switch operating means 91. The torsion spring 54 as the generating means and the limit switch 51 as the switch means that is switched on and off by the switch operating means 91 are configured. The torsion spring 54 as the friction generating means according to the present embodiment generates a sliding resistance with the counter shaft 27. Note that various forms such as a needle bearing and a plain metal bearing can be used for the bearing 55.

  The switch operating means 91 is configured such that an annular main body portion is provided with an arm portion 92 for pressing the operation element 52 of the limit switch 51 and a hook 93 with which the torsion spring 54 is engaged. As described above, the switch operating means 91 is rotatably supported with respect to the counter shaft 27, but the torsion spring 54 that gives a resilient force in the direction to sandwich the counter shaft 27 is attached, Friction occurs with the torsion spring 54, and as a result, the countershaft 27 rotates in the counterclockwise direction in the drawing. The magnitude of the friction generated by the torsion spring 54 is set to such an extent that the switch operating means 91 is rotated in accordance with the rotation of the counter shaft 27 and the load due to the frictional force is not excessively increased during traveling. Can do. Further, a circumferential groove for stably engaging the torsion spring 54 may be formed on the surface of the counter shaft 27.

  The limit switch 51 is disposed on the vehicle body upper side of the counter shaft 27 and on the front side of the switch operating means 91. As indicated by a thick arrow, when the counter shaft 27 starts to rotate in the forward direction of the vehicle, When the operation element 52 of the limit switch 51 is pressed by the switch operation means 91 and the switch operation means 91 reaches a predetermined rotation position, the output signal is switched from OFF to ON. Thereby, the timing at which the counter shaft 27 actually starts to be rotated can be detected by the output signal of the limit switch 51. The limit switch 51 is in an ON state while the counter shaft 27 rotates in the forward direction. When the counter shaft 27 stops with the stop of the vehicle, the drive sprocket 35 slightly moves due to slack in the drive chain 56 or the like. It is configured to return to the off state by reverse rotation.

  The limit switch 51 may be disposed on the vehicle body rear side or vehicle body lower side of the counter shaft 27 as long as the operation shaft 52 is pressed by rotating the counter shaft 27 in the direction in which the vehicle moves forward. Good. Further, the stopper 53 provided on the rear side of the arm portion 92 restricts the rotation range of the switch operating means 91 when the counter shaft 27 is reversely rotated, but the AMT 16 has a reverse gear. In this case, a reverse rotation side switch means may be provided at the position of the stopper 53 to detect the connection state of the reverse rotation side clutch.

  According to the clutch engagement state detection device according to the present invention, it is possible to detect the timing at which the counter shaft 27 actually starts to rotate with a simple configuration. As a result, in a vehicle that electrically controls the clutch engagement / disengagement state, even when there is a difference between the drive command to the clutch and the timing at which the clutch is actually connected, this difference can be detected. In addition, by performing feedback control of the clutch based on the output signal of the limit switch 51 input to the AMT control unit 18, appropriate clutch connection / disconnection control regardless of individual differences or wear of parts constituting the clutch. Is possible.

  The form and shape of the switch operation means, the switch, the friction generation means, the attachment position of the clutch connection state detection device, etc. are not limited to the above-described embodiment, and various changes can be made. For example, a plate spring, rubber, magnet, or the like may be applied to the friction generating means. The switch may be a volume switch capable of measuring the pressing force by the switch operating means. Furthermore, the clutch connection state detection device can be disposed outside the transmission case and inside the drive sprocket. The clutch connection state detection device according to the present invention is not limited to a motorcycle, but can be applied to a three-wheeled vehicle, a four-wheeled vehicle, or the like that includes a transmission that electrically controls a clutch.

1 is a system configuration diagram of an AMT and its peripheral devices applied to a motorcycle. It is a top view of a clutch connection state detection apparatus. FIG. 3 is a view in the A direction of FIG. 2. It is a perspective view of a switch operation means.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Engine, 16 ... AMT, 22 ... 1st clutch, 23 ... 2nd clutch, 25 ... Shift control motor, 42 ... Valve, 26 ... Main shaft (main shaft), 26a ... Inner main shaft, 26b ... Outer main shaft, 27 ... Counter shaft (counter shaft), 35 ... drive sprocket, 51 ... limit switch (switch means), 52 ... operator, 53 ... stopper, 54 ... torsion spring (friction generating means), 55 ... bearing, 56 ... drive chain, 90 ... Clutch connection state detecting device, 91 ... switch operating means, 92 ... arm portion, 93 ... hook

Claims (3)

In a clutch connection state detection device for a transmission, wherein a plurality of gear pairs corresponding to a gear position are provided between a main shaft and a counter shaft, and a clutch for connecting / disconnecting the rotational driving force of the engine is provided on the main shaft. ,
Switch operating means pivotally supported along the outer periphery of the countershaft;
Friction generating means disposed between the switch operating means and the counter shaft, and applying friction to the rotation operation of the switch operating means by contacting the counter shaft;
A clutch engagement state detection device comprising: switch means for switching an output signal when the switch operation means is rotated in a predetermined direction. The counter shaft has a portion protruding from the case of the transmission, and a drive sprocket for transmitting the rotational driving force of the engine to driving wheels is attached to the protruding portion of the counter shaft,
The clutch connection state detection device according to claim 1, wherein the switch operating means is disposed closer to a case of the transmission than the drive sprocket. The switch means is a limit switch that operates when the switch operating means reaches a predetermined rotation position,
The clutch engagement state detecting device according to claim 1 or 2, wherein the friction generating means is a torsion spring that generates an elastic force in a direction to sandwich the counter shaft.

Images