JP5914100B2 - Shift control device for twin clutch type automatic transmission for motorcycle - Google Patents

Description

  The present invention relates to a shift control device for a twin-clutch automatic transmission for a motorcycle, and more particularly to a shift control device for a twin-clutch automatic transmission for a motorcycle that can perform a shift operation according to the operation of a shift switch.

  Conventionally, there is a twin clutch type that has a clutch on one side corresponding to an odd-numbered shift stage and a clutch on the other side corresponding to an even-numbered shift stage, and performs a shift operation by alternately changing the clutch connection state. 2. Description of the Related Art An automatic transmission is known that has a manual shift mode in which a shift operation is performed in response to a shift request based on a driver's shift switch operation signal.

  In Patent Document 1, in a shift control device for a single clutch automatic transmission, a shift prohibition period is defined as a period until a shift operation based on the previous shift request is completed, and a second shift request is issued during the shift prohibition period. When it is input, the second shift request is temporarily held, and after waiting for the shift prohibition period to elapse, the shift operation based on the held second shift request is executed. The configuration is disclosed.

JP 2001-336627 A

  However, in the technique described in Patent Document 1, it is considered that a time lag occurs between the time when the second speed change request is input and the time when the speed change operation is actually performed, thereby giving the driver a sense of incongruity. . This time lag is preferably reduced as much as possible in a motorcycle or the like in which a change in driving force due to a shift operation tends to affect the vehicle body posture.

  An object of the present invention is to solve the above-described problems of the prior art and to perform a shift control of a twin-clutch automatic transmission for a motorcycle that enables a shift operation in accordance with the occupant's will even when a shift request is continuously input. To provide an apparatus.

  To achieve the above object, the present invention provides a twin clutch (TCL) comprising a first clutch (CL1) and a second clutch (CL2) disposed on a main shaft (6, 7) of a transmission (TM). The automatic transmission mode (AT) or the shift switch operation signal of the driver, which enables the shift operation to the adjacent gears by alternately switching the connection state of both clutches and automatically shifts according to the running state of the vehicle The automatic transmission includes a shift control unit (180) that drives the twin clutch (TCL) and the shift drum (30) by applying any one of the manual shift mode (MT) that performs a shift operation in response to a shift request based on In the shift control device (120) of the twin clutch type automatic transmission for a motorcycle, the manual shift mode (MT) is applied to the shift control unit (180). And the first downshift request (D1) is made with the clutch (CL1) on one side of the first clutch (CL1) or the second clutch (CL2) being connected, and the first If there is a second downshift request following the first downshift request (D1), the connection operation of the clutch (CL2) on the other side based on the first downshift request (D1) When it is determined that the request is completed before the predetermined time (T1) has elapsed from the request (D2), the connection of the one-side clutch (CL1) is started in response to the second shift-down request (D2). Has the first feature.

  Further, the connection operation of the clutch (CL2) on the other side based on the first downshift request (D1) must be completed before a predetermined time (T1) has elapsed from the first downshift request (D1). If it is determined, the second feature is that the second downshift request (D2) is canceled.

  The one side clutch (CL1) and the other side clutch (CL2) are normally open hydraulic clutches that drive in the connecting direction by supplying hydraulic pressure, respectively, The clutch (CL1, CL2) connecting operation of the present invention has a third feature in that it is started by starting the hydraulic pressure supply to the one side or the other side clutch (CL1, CL2).

  The shift control unit (180) sets the other clutch (CL2) in a standby state when the shift operation is not being performed and the one clutch (CL1) is connected, and the standby state is The fourth feature is that a slight preload is applied to the connection side.

  The predetermined time (T1) is set to 300 to 500 msec, which is shorter than the time from the start of hydraulic pressure supply to the one side or the other side clutch (CL1, CL2) to the change from the disconnected state to the fully connected state. There is a fifth feature.

  Further, whether or not the connection operation of the clutch (CL2) on the other side is completed within the predetermined time (T1) depends on the elapsed time (T2) from the time when the first downshift request (D1) is made. There is a sixth feature in that it is determined based on this.

  Further, whether or not the connection operation of the clutch (CL2) on the other side is completed within the predetermined time (T1) is determined by the clutch hydraulic pressure (P) measured at the time when the second downshift request (D2) is made. ) Based on the seventh characteristic.

  According to the first feature, the shift control unit requests the first downshift in a state where the manual shift mode is applied and one of the first clutch and the second clutch is connected. And when there is a second downshift request following the first downshift request, the connection operation of the clutch on the other side based on the first downshift request is performed for a predetermined time from the second downshift request. If it is determined that the shift is completed before the elapse of time, the one-side clutch connection is started in response to the second shift-down request. The speed change operation can be completed in a short time by improving the delay with respect to the speed change request. As a result, the shift operation is not executed at a timing not intended by the driver, the possibility of giving the driver a sense of incongruity is reduced, and a direct feeling of the shift operation can be ensured.

  According to the second feature, when it is determined that the engagement operation of the clutch on the other side based on the first downshift request is not completed before a predetermined time has elapsed from the first downshift request, the second time Since the downshift request is canceled, if the interval between the first downshift request and the second downshift request is too narrow, the second downshift request can be canceled against the driver's intention. It is possible to prevent the occurrence of a large engine brake and perform a smooth speed change operation.

  According to the third feature, each of the clutch on one side and the clutch on the other side is a normally open hydraulic clutch that is driven in the connecting direction by supplying hydraulic pressure. Since the connection operation is started by starting the supply of hydraulic pressure to the clutch on one side or the other side, the time from the start of clutch connection to the complete connection state can be converted into data beforehand through experiments or the like. It becomes easy. Further, even when the clutch plate wears or changes over time, it is easy to correct the predetermined time.

  According to the fourth feature, the shift control unit sets the other side clutch in the standby state when the shift operation is not being performed and the one side clutch is connected, and in the standby state, a slight preload is applied to the connection side. Since it is in the applied state, it is possible to suppress as much as possible the impact sound when the dowels are loosely packed or fitted by the minute hydraulic pressure. In addition, by applying preload to reduce the invalid stroke, the stroke amount necessary for the connection operation can be reduced and quick clutch connection can be achieved.

  According to the fifth feature, the predetermined time is set to 300 to 500 msec, which is shorter than the time from the start of supplying hydraulic pressure to the clutch on one side or the other side to switching from the disconnected state to the fully connected state. A time that does not give the rider a sense of incongruity by prohibiting continuous downshifting when the down operation interval is too short, and executing continuous downshifting when the occupant desires downshifting. Settings can be made.

  According to the sixth feature, whether or not the engagement operation of the clutch on the other side is completed within a predetermined time is determined based on the elapsed time from the time when the first downshift request is made. Based on the operation mode of the clutch obtained by experiments or the like, it is possible to perform accurate determination by timer measurement.

  According to the seventh feature, whether or not the engagement operation of the clutch on the other side is completed within a predetermined time is determined based on the clutch hydraulic pressure measured at the time when the second downshift request is made. The time until clutch engagement is completed can be estimated based on the operation mode of the clutch verified in advance through experiments or the like, and determination can be performed without using a timer.

1 is a side view of a motorcycle to which a shift control device for a twin clutch type automatic transmission according to an embodiment of the present invention is applied. FIG. Fig. 2 is a left side view of an engine as a power source of the motorcycle. It is a system configuration | structure figure of AMT and its peripheral device. It is an expanded sectional view of a transmission. 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 block diagram which shows the structure of an AMT control unit. It is a time chart which shows the flow of continuous downshift control. It is a time chart which shows a flow when the 2nd downshift request is canceled. It is a flowchart which shows the procedure of continuous downshift control.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a side view of a motorcycle 10 to which a shift control device for a twin clutch type automatic transmission according to an embodiment of the present invention is applied. FIG. 2 is a right side view of engine 100 as a power source of motorcycle 10. The body frame 14 of the motorcycle 10 has a pair of left and right main pipes 36, and a head pipe 15 is provided on the front side of the main pipe 36 in the body. 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 by the head pipe 15.

  Engine 100 suspended below 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. The crankcase 46 includes a crankshaft 105 that rotatably supports a connecting rod 41a (see FIG. 2) that supports the piston 41, a main shaft (main shaft) 13 to which a plurality of gear pairs constituting a transmission are attached, and a counter. A shaft (counter shaft) 9 is accommodated.

  Between the front and rear cylinder blocks, an air funnel 42 that introduces fresh air that has passed through an air cleaner box 16 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, there is provided a muffler 54 for discharging the combustion gas guided to the rear of the vehicle body by an exhaust pipe 59 connected to the exhaust port of the cylinder block 40.

  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. Inside the swing arm 38 is disposed a drive shaft 58 that transmits the rotational driving force of the engine output from the counter shaft 9 to the rear wheel WR as a driving wheel.

  Referring to FIG. 2, front bank BF and rear bank BR constituting engine 100 cover cylinder head 44 that is attached to the upper side of cylinder block 40 and houses a valve mechanism, and covers the upper end of cylinder head 44. 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. The water pump 49 for pumping the cooling water of the engine 100 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.

  In the engine 100 according to the present embodiment, the hydraulic clutch that connects and disconnects the rotational driving force between the engine 100 and the transmission is a twin clutch type that includes a first clutch and a second clutch. The hydraulic pressure to be supplied is controlled by an actuator. 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 configuration of the transmission to which the twin clutch is applied will be described later.

  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 configured as a twin clutch type automatic transmission that connects and disconnects the rotational driving force of the engine 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 driving and controlling the valve 107. The engine 100 also 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 104a.

  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 control motor 21 that rotates the shift drum 30. 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 are engaged.

  A primary drive gear 106 is coupled to the output shaft of the engine 100, that is, the crankshaft 105, 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. In addition, 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 rotation 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 rotated by a driven side transmission gear C3 that is rotatably and non-slidably attached to the counter shaft 9. Detect speed. The outer main shaft rotational speed sensor 132 is engaged with a transmission gear that is non-rotatably attached to the outer main shaft 6 and is driven and non-slidably attached to the counter shaft 9. It is comprised so that the rotational speed of may be detected. Details of the gear train disposed on each shaft will be described later.

  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 that detects the rotational position of the shifter driven by the shift control motor 21 and a neutral switch 133 that detects 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 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 an actuator are provided on the pipeline 108. A valve 107 is provided on a return pipeline 112 connected to the pipeline 108. A regulator 111 for keeping the supplied hydraulic pressure at a constant value is arranged. The valve 107 includes a first valve 107a and a second valve 107b capable of individually applying hydraulic pressure to the first clutch CL1 and the second clutch CL2, and an oil return conduit 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 main oil pressure sensor 65 and an oil temperature sensor 66 as oil temperature detecting means are provided in a pipe line 108 connecting the hydraulic pump 109 and the valve 107.

  The AMT control unit 120 includes a mode switch 116 that switches between an automatic shift (AT) mode and a manual shift (MT) mode, and a shift select switch 115 that gives a shift up (UP) or shift down (DN) shift instruction. And a neutral select switch 117 for switching between neutral (N) and drive (D). The AMT control unit 120 includes a central processing unit (CPU), and controls the valve 107 and the shift control motor 21 in accordance with the output signals of the above-described sensors and switches to automatically or semi-automatically change the gear position of the AMT1. Switch.

  When the AT mode is selected, the AMT control unit 120 automatically switches the gear position according to 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 120 operates the shift select switch 115. Along with this, the transmission TM is shifted up or down. Even when the MT mode is selected, it is possible to execute auxiliary automatic shift control for preventing engine overspeed and stall.

  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 accordance with 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. When the valve 107 is closed and the application of hydraulic pressure is stopped, the first clutch CL1 and the second clutch CL2 are By a built-in return spring (not shown), 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 that drives both clutches by opening and closing the pipes that connect the pipes 108 and both clutches is changed from a fully closed state to a fully open state by the AMT control unit 120 adjusting the drive signal. It is configured to be able to arbitrarily change the time until.

  The shift control 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. Along with this, 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 odd-numbered gears (1, 3, and 5 speeds), and the outer main shaft 6 coupled to the second clutch CL2 is disposed to the even-numbered gear. It is configured to support (2, 4th, 6th speed). Therefore, for example, while traveling with an odd-numbered gear, the hydraulic pressure supply to the first clutch CL1 is continued and the connected state is maintained. When the shift change is performed, the gear meshing is changed in advance by the rotation of the shift drum 30, so that the speed change operation can be completed only by switching the connection state of both clutches. .

  FIG. 4 is an enlarged cross-sectional view of the transmission TM. The same reference numerals as those described above denote the same or equivalent parts. The rotational driving force transmitted from the crankshaft 105 of the engine 100 to the primary driven gear 3 having the shock absorbing mechanism 5 through the primary drive gear 106 rotates from the twin clutch TCL to the outer main shaft 6 and the outer main shaft 6. A counter to which a bevel gear 56 is attached via an inner main shaft 7 that is freely supported and six pairs of gears provided between the main shaft (outer main shaft 6 and inner main shaft 7) 13 and the counter shaft 9. It is output to the shaft 9. The rotational driving force transmitted to the bevel gear 56 is engaged 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 pairs of transmission gears between the main shaft and the counter shaft, the position of the slidable gears slidably attached in the axial direction of each shaft, the first clutch CL1, and Which gear pair is used to output the rotational driving force can be selected depending on the combination with the connection / disconnection state of the second clutch CL2. 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 non-rotatably attached to the inner main shaft 7, while the second clutch CL2 is non-rotatably attached to the outer main shaft 6. A clutch case is provided between the clutch case 4 and both clutches. 4, a clutch plate 12 comprising four drive friction plates supported non-rotatably and four driven friction plates supported non-rotatably by both clutches is provided.

  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 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. When the hydraulic pressure is supplied to the distributor 8 by the first valve 107a and the hydraulic pressure is supplied to the oil passage A1 formed in the inner main shaft 7, the piston is resisted by the elastic force of the elastic member 11 such as a spring. B1 slides to the left in the figure, and the first clutch CL1 switches 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 as long as the hydraulic pressure is not supplied to the first clutch CL1 or the second clutch CL2. The outer main shaft 6 or the inner main shaft 7 is rotationally driven integrally with the clutch case 4. At this time, a 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 and non-rotatable in the circumferential direction by spline engagement, and the fifth speed drive gear M5 is non-slidable in the axial direction and rotatable in the circumferential direction. It is attached.

  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, and the sixth speed drive gear M6 is non-slidable in the axial direction and rotatable in the circumferential direction. It is attached.

  The counter shaft 9 supports driven gears C1 to C6 that mesh with the drive gears M1 to M6. The 1st to 4th driven gears C1 to C4 are attached so as not to slide in the axial direction and rotatable in the circumferential direction, and the 5th and 6th driven gears C5 and C6 are slidable in the axial direction. And it is attached so that it cannot rotate in the circumferential direction.

  Among the gear trains described above, the drive 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. Each of the slidable gears is formed with engaging grooves 51, 52, 61, 62 for engaging the claw portions of the shift fork. As described above, the inner spindle speed sensor 131 (see FIG. 3) detects the rotational speed of the third speed driven gear C3, and the inner main spindle speed sensor 132 detects the rotational speed of the fourth speed driven gear C4. To do.

  Further, speed change gears (drive gears M1, M2, M5, and M6 and driven gears C1 to C4) other than the above-described slidable gears, that is, “non-slidable gears” that are not slidable in the axial direction, The rotary drive force is connected to and disconnected from the movable gear. With the above-described configuration, the twin clutch transmission 1 according to the present embodiment arbitrarily selects 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 the clutches CL1 and CL2. It is possible to select.

  In this 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 is capable of transmitting a rotational driving force with little loss by engaging the concavo-convex shape of the dog teeth and the dog holes. 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 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 with which the main shaft side shift forks 71 and 72 are engaged, and counter shaft side shift forks 81 and 82 are engaged with the surface of the shift drum 30 disposed in parallel with the guide shafts 31 and 32. Matching guide grooves SC1 and SC2 are formed. 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 control motor 21. The rotational driving force of the shift control motor 21 is a shift drum that supports a hollow cylindrical shift drum 30 via a first gear 23 fixed to the rotary shaft 22 and a second gear 24 that meshes with the first gear 23. It is transmitted to the shaft 29. The shift drum shaft 29 is connected to the shift drum 30 via the lost motion mechanism 4.

  The lost motion mechanism 4 connects the shift drum shaft 29 and the shift drum 30 via the torsion coil spring 5 so that, for example, even when the shift drum 30 cannot be rotated as planned without meshing the dog clutch, shift control is performed. This is a mechanism that temporarily absorbs the movement of the motor 21 by the torsion coil spring 5 so that an excessive load is not generated in the shift control motor 21. The lost motion mechanism 4 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 while the movement of the shift control motor 21 is temporarily absorbed, the shift drum 30 is rotated to a predetermined position by the elastic force of the torsion coil spring 5. It becomes.

  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 control 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. it can.

  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 rotational position of the shift drum 30 is in the neutral (N), the shift forks 81 and 82 are at the position of “CN” on the left side of the figure, whereas the shift forks 71 and 72 are shown in the figure. It is in the position of the display “M N-N” on the right. 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. In addition, a predetermined rotation position that follows from the left display “C N-N” and a predetermined rotation position that follows from the right display “M N-N” 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 such that the guide grooves SM1 and SM2 on the main shaft side are two positions of “left position” or “right position”, whereas the guide groove SC1 on the counter shaft side. , SC2 is configured to have three positions of “left position”, “middle position”, and “right position”.

  When the shift drum 30 is in the neutral position, the shift forks are 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 the shift to the first gear is completed, the shift drum 30 is automatically rotated in the upshift direction by 30 degrees. This rotation operation is called “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. Due to the up-side preliminary shift, the two guide shafts move to the positions of “C 1-2” and “M 1-2” on the left and right sides in the figure.

  The change in the guide groove associated with the up-side preliminary shift is only that the guide groove SC2 is switched from the middle position to the right position. As a result, the shift fork 82 moves to the right position, and the sixth speed driven gear C6 moves to the first position. The second speed driven gear C2 meshes with 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, when the shift operation from the first speed to the second speed is completed, an up-side preliminary shift is executed to complete the shift operation from the second speed to the third speed only by changing the clutch. 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”. As a result, the guide groove SC1 is only switched from the left position to the right position. As a result, the shift fork 81 is moved from the left position to the right position, and the fifth speed driven gear C5 and the third position are changed. The fast driven gear C3 meshes with the dog clutch.

  When the up-side preliminary shift from the second speed to the third speed is completed, the connected state of the twin clutch TCL is switched from the second clutch CL1 to the first clutch CL2. In other words, the second clutch is changed from the second speed to the third speed only by changing the clutch. The speed change operation to the speed is completed. 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 of the shift drum 30 can be finely adjusted by the shift control motor 21. Thereby, for example, the rotation speed from the display “C 1-2” to “CN-2” on the left side of the figure, that is, the speed when releasing the meshing state of the dog clutch between the driven gears C1 and C5, and “ The rotational speed from “C N-2” to “C 3-2”, that is, the speed at which the dog clutch is meshed between the driven gears C5 and C3, or the position of “C N-2” It is possible to perform “neutral waiting” which stops for a predetermined time. 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 “CN-2” described above, 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 at this time, only the inner main shaft 7 is rotated, and the transmission of the rotational driving force to the counter shaft 9 is not affected.

  FIG. 7 is a block diagram showing a configuration of the AMT control unit 120. The shift control unit 180 of the AMT control unit 120 includes an automatic shift mode AT, a manual shift mode MT, a shift map 181 and a timer 182. The shift control unit 180 performs shift control according to a shift map 181 including a three-dimensional map or the like based on output signals and vehicle speed information of the engine speed sensor 130, the throttle opening sensor 103, and the gear position sensor 134 during normal traveling of the vehicle. The motor 21 and the valve 107 are driven. The vehicle speed information can be calculated based on the gear position by the gear position sensor 134 and the output signals of the inner main spindle speed sensor 131 and the outer main spindle speed sensor 132. The shift control unit 180 also receives the output signal from the main hydraulic sensor 65, the first hydraulic sensor 63, the second hydraulic sensor 64, the oil temperature sensor 66, and the ignition switch 70 that connects and disconnects the main power supply of the motorcycle 1. .

  Further, a fuel injection device 185 that drives an injector 186 is connected to the AMT control unit 120. For example, the fuel injection amount at the time of blipping control for matching the engine speed at the time of downshifting It is also possible to adjust.

  FIG. 8 is a time chart showing the flow of continuous downshift control according to an embodiment of the present invention. As described above, the twin clutch automatic transmission 1 according to the present embodiment is accompanied by the automatic transmission mode AT for automatically changing the transmission gear based on information such as the throttle opening and the engine speed, and the operation of the transmission switch. A manual transmission mode MT for switching the transmission gear according to the transmission request can be selected. When there is a shift down request accompanying the operation of the shift down switch (switch DN of the shift select switch 115) while driving with the manual shift mode MT selected, a preliminary shift to the downshift side (down down) The shift-down operation is completed when the clutch change-over operation is executed after the side preliminary shift) is executed, and the clutch on one side or the other side is completely connected by this change-over operation.

  However, during actual travel, after the first downshift request, a so-called continuous downshift request is made in which a second downshift request is made before the downshift operation associated with this request is completed. is there. At this time, in the conventional control method, the second downshift operation is started after the completion of the downshift operation accompanying the first downshift request.

  On the other hand, in the shift control device for the twin clutch automatic transmission according to the present embodiment, for example, if there is a continuous downshift request during traveling at the fifth speed where the first clutch CL1 is in the connected state, the first shift is performed. When it is determined that the connection operation of the second clutch CL2 accompanying the down request D1 is completed before the predetermined time T1 has elapsed from the second downshift request D2, the first operation is performed in response to the second downshift request D2. It is characterized in that it is configured to start connection of the clutch CL1.

  Referring to the time chart, if there is a first downshift request D1 at time t1 while traveling in the fifth gear, the shift feed system operation is started at time t2 and the second clutch CL2 is waiting for neutral (N (Waiting) The hydraulic pressure is released and the state becomes FREE. Next, at time t3, the shift drum 30 is switched from the “5-N” position to the “5-4” position. The N waiting hydraulic pressure supplied during the standby of the shift feed system operation applies a slight preload to the clutch connection side to suppress rattling of the dog clutch dowels and the hitting sound during fitting as much as possible. In addition, by applying preload to reduce the invalid stroke, the stroke amount necessary for the connecting operation is reduced and quick clutch connection is enabled.

  Subsequently, at time t4, the supply hydraulic pressure to the first clutch CL1 is cut off, and the invalid clutch filling (invalid stroke filling) slightly higher than the N waiting hydraulic pressure is supplied to the second clutch CL2. Further, blipping control for reducing shift shock is started between time t3 and time t4. Then, the change hydraulic pressure control for clutch change control is started in the second clutch CL2 from time t5, and the hydraulic pressure increase toward complete connection is started from time t6.

  At this time, if there is sufficient time after the first downshift request D1, at the time (time t10) when the hydraulic pressure of the second clutch CL2 continues to increase from time t6 and reaches the fully connected hydraulic pressure (Lock hydraulic pressure). When the downshift operation to the fourth speed is completed, in the example of this time chart, the second downshift request D2 is input at time t7 when the hydraulic pressure is increasing, that is, accompanying the first downshift request D1. Before the downshift operation is completed, the second downshift request D2 is input.

  The following is the flow of continuous downshift control according to the present invention. When there is a second downshift request D2 at time t7, the shift control unit 180 determines whether or not the second clutch CL2 is in a fully connected state before a predetermined time T1 elapses from this time t7. judge. If it is determined that the fully connected state is reached before the predetermined time T1 elapses, continuous downshift control is started. Note that whether or not each clutch is in a fully connected state is determined by whether or not the output value of the first hydraulic sensor 63 or the second hydraulic sensor 64 has reached a predetermined value.

  The predetermined time T1 is set to an optimum value derived from design items such as a clutch and a hydraulic pump and experimental data of the clutch connection operation. The predetermined time T1 is set to, for example, 300 to 500 msec, which is shorter than the time from the start of hydraulic pressure supply to the disconnected clutch until the clutch is switched to the fully connected state.

  In this time chart, the point at which the predetermined time T1 elapses from time t7 is expected to be time t11, and the fully connected state of the second clutch CL2 is expected to be time t10 before time t11. For this reason, the shift control unit 180 determines that the second clutch CL2 reaches the fully connected state by the time when a predetermined time T1 determined in advance from time t7, and starts the continuous downshift control. On the other hand, when it is determined that the second clutch CL does not reach the fully connected state until the predetermined time T1 elapses from time t7, the shift control unit 180 cancels the second downshift request D2.

  The shift control unit 180 switches the shift drum 30 from the “5-4” position to the “N-4” position and starts supplying the hydraulic pressure to the second clutch CL2 as the continuous downshift control is started at time t7. Reduce to continuous shift oil pressure. This continuous shift oil pressure is set to a value higher than the invalid filling oil pressure. Next, at time t8, the shift drum 30 is switched from the “N-4” position to the “3-4” position.

  Subsequently, at time t9, the second clutch CL2 is set to the FREE hydraulic pressure, and the blipping control of the engine 100 is performed using the first clutch CL1 as the invalid hydraulic pressure. Then, at time t10, the replacement hydraulic pressure control is started, and when the increased hydraulic pressure reaches the Lock hydraulic pressure, the shift drum 30 is switched from the “3-4” position to the “3N” position at time t12.

  Finally, when the supply of the N waiting hydraulic pressure to the second clutch CL2 is started at time t13, the shift down to the third speed is completed and the shift feed system operation is also on standby, and a series of control is finished. As described above, in the continuous downshift control according to this embodiment, the downshift to the fifth gear and the third gear is performed by skipping the fourth gear without connecting the driving force with the fourth gear. It is possible to shorten the shift time when there is a downshift request.

  More specifically, it is possible to improve the probability of receiving a shift when a downshift request is issued continuously, and to reduce the delay with respect to the downshift request and complete the shift operation in a short time. As a result, the shift operation is not executed at a timing not intended by the driver, the possibility of giving the driver a sense of incongruity is reduced, and a direct feeling of the shift operation can be ensured. It should be noted that the continuous downshift control according to the present invention can be applied during traveling at the sixth, fifth, fourth and third speeds.

  In the above description, whether or not the shift to the third gear is immediately started when the second downshift request D2 is received is determined within a predetermined time T2 from the time when the first downshift request D1 is received. The second clutch CL2 can also be executed depending on whether or not it is in a completely connected state.

  Further, in place of the comparison with the predetermined time T1, the relationship between the time required from the start of clutch engagement to the fully connected state and the clutch hydraulic pressure is converted into data, and the second clutch measured at time t7. It is also possible to determine whether or not to start the continuous downshift control based on the clutch oil pressure P of CL2. The clutch oil pressure P can be detected by the second oil pressure sensor 64. Further, the first hydraulic pressure sensor 63 can detect the clutch hydraulic pressure P of the first clutch CL1 that is required when there is a continuous downshift request during traveling with an even gear. In this case, it is possible to determine whether or not to start the continuous downshift control without measuring the time by the timer 182.

  FIG. 9 is a time chart showing a flow when the second downshift request is canceled. Also in this time chart, the flow until the second downshift request D2 is input at time t25 is the same as in FIG.

  Specifically, if there is a first downshift request D1 at time t20 while traveling in the fifth gear, a shift feed system operation is started at time t21 and the neutral waiting (N waiting) hydraulic pressure of the second clutch CL2 is set. It is released and enters the FREE state. Next, at time t22, the shift drum 30 is switched from the “5-N” position to the “5-4” position. Subsequently, at time t23, the supply hydraulic pressure to the first clutch CL1 is cut off, and the invalid clutch filling (invalid stroke filling) slightly higher than the N waiting hydraulic pressure is supplied to the second clutch CL2. From time t24, in the second clutch CL2, the change hydraulic pressure control for clutch change control is started, and from time t25, the hydraulic pressure rise toward complete connection is started.

  In this time chart, the second downshift request is input at time t25 when the hydraulic pressure increase of the second clutch CL2 is started. At this time, the point at which the predetermined time T1 elapses from time t25 is expected to be time t26, and the second clutch CL2 is expected to reach the fully connected state at time t27 after time t26. For this reason, the shift control unit 180 determines that the second clutch CL2 is not in the fully connected state until the predetermined time T1 elapses from time t25, and cancels the second downshift request D2. As a result, when the second clutch CL2 is completely connected at the time t27, the shift drum 30 is switched from the “5-4” position to the “N-4” position at the subsequent time t28, and is switched to the first clutch CL1 at the time t29. The supply of N waiting hydraulic pressure is started, and the downshift operation from the fifth speed to the fourth speed accompanying the first downshift request D1 is completed. According to the above-described control, when the interval between the first downshift request and the second downshift request is too narrow, canceling the shift request causes a large engine brake against the driver's intention. Can be prevented and a smooth shifting operation can be performed.

  FIG. 10 is a flowchart showing a procedure of continuous downshift control. During the fifth speed traveling in step S1, the first clutch CL1 is in the connected state and the second clutch CL2 is in the disconnected state. In subsequent step S2, it is determined whether or not there is a first downshift request. If an affirmative determination is made, the process proceeds to step S3. In step S3, it is determined whether or not there is a second downshift request. If an affirmative determination is made, the process proceeds to step S4. If a negative determination is made in steps S2 and S3, the control is terminated as it is because continuous downshift control is unnecessary.

  In step S4, it is determined whether or not the connection operation of the second clutch accompanying the first downshift request D1 is completed before the predetermined time T1 has elapsed from the second downshift request D2. Then, the process proceeds to step S5. In step S5, the connection control of the first clutch CL1 is started in response to the second downshift request D2, and the series of controls is ended. On the other hand, when a negative determination is made in step S4, that is, when it is determined that the connection operation of the second clutch CL2 is not completed before the predetermined time T1 has elapsed, the process proceeds to step S6 and a second downshift request D2 is issued. Cancel and end the series of controls.

  Note that the structure of the twin clutch type automatic transmission, the structure and type of the engine, the rotation timing of the shift drum in the shift system feed operation, the hydraulic pressure supplied to the twin clutch, the timing of the engine blipping control and the throttle opening, continuous The predetermined time, clutch hydraulic pressure, and the like used for determining whether to start downshifting are not limited to the above-described embodiment, and various changes can be made. The continuous downshift control according to the present invention is not limited to a motorcycle, and can be applied to various vehicles such as a straddle-type three / four-wheeled vehicle.

  DESCRIPTION OF SYMBOLS 10 ... Motorcycle, 21 ... Shift control motor, 30 ... Shift drum, 100 ... Engine, 104 ... Throttle valve motor, 104a ... Throttle valve, 107a ... First valve, 107b ... Second valve, 120 ... AMT control unit, 180 ... shift control section, CL1 ... first clutch (one side clutch), CL2 ... second clutch (other side clutch), TCL ... twin clutch, TM ... transmission, D1 ... first downshift request, D2 ... Second downshift request, T1 ... predetermined time

Claims (7)

A twin clutch (TCL) comprising a first clutch (CL1) and a second clutch (CL2) disposed on the main shaft (6, 7) of the transmission (TM) is provided, and the connection state of both clutches is switched alternately. Thus, it is possible to perform a shift operation to adjacent shift stages, and to perform a shift operation in response to a shift request based on an automatic shift mode (AT) in which automatic shift is performed according to the traveling state of the vehicle or a driver's shift switch operation signal. A shift control device for a twin-clutch automatic transmission for a motorcycle, including a shift control unit (180) for driving any of the shift modes (MT) and driving the twin clutch (TCL) and the shift drum (30). (120)
The shift control unit (180)
The first downshift with the manual transmission mode (MT) applied and with the clutch (CL1) on one side of the first clutch (CL1) or the second clutch (CL2) connected. When there is a request (D1) and there is a second downshift request following the first downshift request (D1),
It is determined that the connection operation of the clutch (CL2) on the other side based on the first downshift request (D1) is completed before a predetermined time (T1) has elapsed from the second downshift request (D2). In the case, in response to the second shift down request (D2), the connection of the one side clutch (CL1) is started ,
The shift control unit (180) receives a next shift instruction in a state where the transmission (TM) is preliminarily shifted to the shift-up side with priority to shift-up,
In response to the first downshift request (D1), a preliminary shift to the downshift side is executed,
Simultaneously with the second downshift request (D2), a preliminary downshift on the downshift side to cope with a lower gear stage is executed,
A continuous shift oil pressure higher than the invalid filling oil pressure for closing the invalid stroke of the clutch is given to the other clutch (CL1, CL2) that is disconnected in response to the second downshift request (D2). A shift control device for a twin-clutch automatic transmission for a motorcycle. Determining a connection operation of the first shift-down request the other side of the clutch based on the (D1) (CL2) is not completed until the second shift-down request (D 2) from the predetermined time (T1) has elapsed 2. The shift control device for a twin clutch automatic transmission for a motorcycle according to claim 1, wherein, if it is, the second downshift request (D2) is canceled. The one side clutch (CL1) and the other side clutch (CL2) are normally open hydraulic clutches that are driven in the connecting direction by supplying hydraulic pressure,
The connection operation of the one side or the other side clutch (CL1, CL2) is started by starting supply of hydraulic pressure to the one side or the other side clutch (CL1, CL2). A shift control device for a twin clutch automatic transmission for a motorcycle according to 1 or 2. The shift control unit (180) is not in a shifting operation and the clutch (CL2) on the other side is in a standby state in a state where the clutch (CL1) on the one side is connected,
The shift control device for a twin clutch type automatic transmission for a motorcycle according to any one of claims 1 to 3, wherein the standby state is a state in which a slight preload is applied to the connection side.   The predetermined time (T1) is set to 300 to 500 msec, which is shorter than the time from the start of the hydraulic pressure supply to the one or other side clutch (CL1, CL2) until the switching from the disconnected state to the fully connected state. A shift control apparatus for a twin-clutch automatic transmission for a motorcycle according to any one of claims 1 to 4.   Whether or not the connection operation of the clutch (CL2) on the other side is completed within the predetermined time (T1) is based on the elapsed time (T2) from the time when the first downshift request (D1) is made. 6. The shift control device for a twin-clutch automatic transmission for a motorcycle according to claim 1, wherein the shift control device is determined.   Whether or not the connection operation of the clutch (CL2) on the other side is completed within the predetermined time (T1) depends on the clutch hydraulic pressure (P) measured at the time when the second downshift request (D2) is made. 6. The shift control device for a twin-clutch automatic transmission for a motorcycle according to claim 1, wherein the shift control device is determined based on the determination.