JP5981870B2 - Vehicle shift control device - Google Patents

Description

  The present invention relates to a transmission control device for a vehicle.

The present invention relates to a transmission control device for an automatic transmission vehicle (AT vehicle). In an AT vehicle, shifting is performed automatically, so that it becomes a problem to reduce the shock at the time of shifting as much as possible. The shift shock can be understood as “amplitude of acceleration felt by the driver”. The driver's sensory acceleration amplitude is the change in counter shaft torque during shifting (the driving force of the rear wheel, which is the driving wheel, also has a one-to-one relationship with the counter shaft torque. Can be considered the same).
The principle of shift shock generation will be described below.
A situation is assumed in which a conventional motorcycle as shown in Patent Document 1 is shifted up from the first speed to the second speed. An example of the ratio of the drive system parts is shown in FIG. The initial value of the rotation number of the clutch outer is set to 1500 rpm. Note that the initial values of the ratio and the outer rotational speed of the clutch outer are convenient. In particular, the rotation speed initial value can take various values depending on how the driver operates.
FIG. 13 shows the transition of the countershaft torque during the upshifting, and FIG. 14 shows the transition of the rotational speed of the drive system components during the shifting up. The rotational speed difference between the clutch outer and the clutch center is defined as “clutch rotational speed difference”.
First, pay attention to the counter shaft torque and the rotational speed transition of FIG.
(1) Before the shift-up operation, the clutch outer rotational speed is 1500 rpm according to Ne-Th (engine rotational speed-throttle opening) at that time, and a constant countershaft torque is generated. Assuming that there is no slip because the clutch is in the engaged state, the rotational speed of the clutch system is also 1500 rpm. The clutch center rotates integrally with the main shaft. The counter shaft is driven by the main shaft, and its rotation speed is 500 rpm in accordance with the gear ratio 3 of the first speed. The rear wheels are driven by the countershaft, and the number of revolutions is 200 rpm in accordance with the final reduction ratio of 2.5.
(2) When shifting is started and the clutch is disengaged, the driving force from the engine to the counter shaft is not applied, and the counter shaft torque once becomes zero. Assuming that Ne remains constant simply because the embodiment is a mechanical throttle, the clutch outer is maintained at 1500 rpm. However, in the state (2), since the clutch is disengaged, the main shaft, the counter shaft, and the rear wheels are not driven by the engine (rotation of the clutch outer). In the clutch-off state, the rear wheel side looks like driving the transmission side. Here, assuming that the vehicle speed remains constant and the rear wheel rotational speed is constant at 200 rpm, the rotational speed of the countershaft is 500 rpm according to the final reduction ratio of 2.5, and the rotational speed of the main shaft (clutch center) is It becomes 1500 rpm according to the reduction ratio 3 of the first speed. As a result, even when the clutch is off, the clutch rotational speed difference is zero when the gear position is at the first speed.
(3) Next, the gear position moves to the second speed with the clutch disengaged. Since the clutch is disengaged, the countershaft torque remains zero. The rotational speed of the drive system parts is maintained at 1500 rpm for the clutch outer. Even in the state of (3), since the rear wheel side is suitable for driving the transmission side, when the rear wheel rotation speed is 200 rpm, the counter shaft rotation speed is 500 rpm according to the final reduction ratio of 2.5. Here, when the gear position moves to the second speed, the rotation speed of the main shaft (clutch center) becomes 750 rpm in accordance with the reduction ratio 1.5 of the second speed. That is, the rotational speed of the clutch center is lower than that in the state (2), which is the first speed. As a result, when the gear position becomes the second speed in the clutch-off state, a clutch rotational speed difference of (clutch outer 1500 rpm) − (clutch center 750 rpm) = (clutch rotational speed difference 750 rpm) occurs.
(4) When the clutch is connected, the clutch rotational speed difference is absorbed by the clutch. A multi-plate clutch connects two rotating bodies with different rotational speeds according to their capacity, and connects them to the same rotational speed. If the clutch capacity is large, the clutch rotational speed per unit time The difference can be greatly reduced. At this time, the shaft on the side where the rotational speed is increased as the clutch is connected is instantaneously accelerated. Therefore, the torque of the shaft rises greatly while the clutch rotational speed difference is absorbed. On the other hand, when the clutch capacity is small, the clutch is slippery, so that the decrease in the clutch rotational speed difference per unit time is small. At this time, the shaft on the side where the rotational speed is increased as the clutch is connected is gradually accelerated, so that the torque rise of the shaft becomes lower. The time for absorbing the rotational speed difference becomes longer.
That is, the countershaft torque during absorption of the rotational speed is determined by the clutch capacity. When the clutch capacity is large, the countershaft torque increases. When the clutch capacity is small, the countershaft torque decreases.
If the clutch center is maintained at 1500 rpm, the rotational speeds of the drive system parts are switched so that the rotational speeds of the main shaft, counter shaft, and rear wheel are also driven by the engine side (clutch center). As a result, the clutch center which was 750 rpm at the time of (3) is accelerated to 1500 rpm in a time corresponding to the clutch capacity.
(5) When the shift is completed after absorbing the clutch rotational speed difference, the gear becomes one step higher than before the shift. Therefore, the counter shaft torque becomes lower than the time point (1). Assuming that the rotation speed of the drive system component is maintained at 1500 rpm, the clutch center rotation speed is also 1500 rpm because the clutch rotation speed difference is absorbed. Since the clutch center rotates integrally with the main shaft, the rotation speed of the counter shaft is 1000 rpm according to the gear ratio 1.5 of the second gear, and the rotation speed of the rear wheel is 400 rpm according to the final reduction ratio 2.5. .
Here, paying attention to the rotation speed of the rear wheel between (3) and (5), the rotation speed of the rear wheel is increased from 200 rpm to 400 rpm in the process of (4). That is, acceleration occurs. If this acceleration is rapid, the countershaft torque suddenly increases, resulting in a shift shock.
Next, paying attention to the acceleration amplitude in FIG. (1) There is no acceleration amplitude because the countershaft torque is constant before the upshift. (2), (3) When the shift is started and the clutch is disengaged, the countershaft torque becomes zero, so that the sensory acceleration swings downward. (4) The sensory acceleration during absorption of the rotational speed swings so as to follow a value corresponding to the counter shaft torque corresponding to the clutch capacity. (5) Thereafter, the sensory acceleration swings so as to follow a value corresponding to the counter shaft torque after the completion of the shift up.
From the viewpoint of suppressing the shift shock, it is important that the clutch capacity during absorption of the clutch rotational speed difference is variable. The reason for this is that the countershaft torque before and after the shift is high or low depending on the driving state, but the countershaft torque is determined according to the clutch capacity during absorption of the clutch rotational speed difference. This is because the acceleration amplitude becomes large depending on the driving state when 4) the rotational speed difference is being absorbed and (5) when the clutch engagement is completed.
When the clutch capacity is variable, in order to suppress a shift shock, it is preferable that the clutch capacity during absorption of the rotational speed difference be between the counter shaft torques before and after the shift. By doing in this way, the countershaft torque during absorption of the rotational speed difference can be adapted to the countershaft torque before and after the shift, and the acceleration amplitude can be suppressed as much as possible. On the contrary, as the clutch capacity moves away from the counter shaft torque band before and after the shift, the acceleration amplitude increases and it becomes easier to feel a shift shock.

  In the conventional shift control device disclosed in Patent Document 1, a clutch spring that biases the pressure plate in the clutch engagement direction, and the pressure plate in the clutch disengagement direction according to the lift amount of the lifter plate that can be relatively displaced from the pressure plate. A mechanism is disclosed that includes a release spring that urges the clutch and that reduces the clutch capacity in accordance with the lift amount of the lifter plate. According to the configuration of Patent Document 1, the clutch capacity can be adjusted by appropriately controlling the lift amount of the lifter plate when absorbing the rotational difference between the counter shaft and the engine side at the start of clutch engagement at the time of shifting. And the shift shock can be reduced.

Japanese Patent Laying-Open No. 2005-249083

However, since the conventional speed change control device is a type that adjusts the clutch capacity steplessly, when trying to match the target clutch capacity, the control system parts and control methods must be highly accurate, There is a problem that the structure becomes complicated.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to realize a vehicle shift control device capable of reducing a shift shock by changing a clutch capacity with a simple structure.

In order to solve the above-described problems, the present invention clutches a plurality of clutch plates (94) by the actuator (70) that drives the shift spindle (71) of the transmission (T) and the pressing force of the main spring (95). A pressure plate (93) for urging in the connecting direction, a lifter plate (96) for lifting the pressure plate (93) in the clutch disengagement direction, and a release spring for urging the lifter plate (96) in the clutch disengagement direction ( 97) and a lifter cam (84) for lifting the lifter plate (96) as the shift spindle (71) is rotated. ), And a control unit (17) for giving a rotation command to the actuator (70); The lift cam (84) has a profile in which the lift amount is constant between the clutch disengagement position (113) and the clutch engagement position (110) with respect to the rotation of the lift cam (84). It has flat portions (111, 112), and the control portion (17) has a spindle angle control portion (127) for controlling the lifter cam (84) to be positioned on the flat portions (111, 112). Features.
According to the present invention, by controlling the lifter cam so as to be positioned at the flat portion, the clutch capacity can be easily set to a predetermined intermediate capacity between the clutch disengagement position and the clutch engagement position. In the flat portion, the lift amount is constant with respect to the rotation of the lifter cam, and the flat portion is provided with a certain range. Therefore, it is relatively easy to control the spindle angle corresponding to the flat portion. Therefore, even if the system components and control are relatively simple, the clutch capacity can be easily adjusted to the set value, and a shift control device that can reduce shift shock can be obtained.

In the present invention, a plurality of the flat portions (111, 112) of the lifter cam (84) are provided, and further includes an engine torque estimating portion (121) for estimating an engine torque, and the spindle angle control portion (127). Is characterized in that the lifter cam (84) is controlled to be positioned in one of the plurality of flat portions (111, 112) according to the estimated engine torque (X1, X2).
According to the present invention, the spindle angle control unit controls the lifter cam so as to be positioned in one of the plurality of flat portions according to the estimated engine torque, so that the clutch capacity can be selected based on the engine torque, Shift shock can be reduced.

In the present invention, the plurality of flat portions (111, 112) of the lifter cam (84) include a first flat portion (111) having a small lift amount and a second flat portion (112) having a large lift amount. When the estimated engine torque (X1, X2) is estimated to be larger than a predetermined engine torque (Tq), the spindle angle control unit (127) is configured such that the lifter cam (84) is the first It controls so that it may be located in the flat part (111) of this.
According to the present invention, when it is estimated that the estimated engine torque is larger than the predetermined engine torque, the spindle angle control unit controls the lifter cam to be positioned at the first flat portion, so that the engine torque is large. Can obtain a relatively large clutch capacity corresponding to the first flat portion having a small lift amount. As a result, a clutch capacity suitable for a large engine torque before and after shifting can be achieved, and shift shock can be reduced.

Further, when it is estimated that the estimated engine torque (X1, X2) is smaller than the predetermined engine torque (Tq), the spindle angle control unit (127) is configured such that the lifter cam (84) is the second flat portion. Control is performed so as to be positioned at (112).
According to the present invention, when the estimated engine torque is estimated to be smaller than the predetermined engine torque, the spindle angle control unit performs control so that the lifter cam is positioned at the second flat portion. Can obtain a relatively small clutch capacity corresponding to the second flat portion having a large lift amount. As a result, a clutch capacity suitable for a small engine torque before and after the shift can be achieved, and a shift shock can be reduced.

The vehicle shift control device according to the present invention is a shift control device that can easily adjust the clutch capacity to the set value and reduce the shift shock even if the system parts and control are relatively simple. be able to.
Further, the clutch capacity can be selected based on the engine torque, and the shift shock can be reduced.
Further, since a relatively large clutch capacity corresponding to the first flat portion having a small lift amount can be obtained, a clutch capacity suitable for a large engine torque before and after the shift can be obtained, and a shift shock can be reduced.
Further, since a relatively small clutch capacity corresponding to the second flat portion having a large lift amount can be obtained, a clutch capacity suitable for a small engine torque before and after the shift can be obtained, and a shift shock can be reduced.

1 is a left side view of a motorcycle including a speed change control device according to an embodiment of the present invention. It is a cross-sectional top view of a power unit. It is sectional drawing which shows a shifter, an actuator part, a clutch mechanism, and a clutch lifter. It is sectional drawing of a clutch mechanism. It is a figure which shows the relationship between the lift amount of a lifter plate, and the clutch capacity | capacitance of a clutch mechanism. It is a top view of a lifter cam. It is VII-VII sectional drawing of FIG. It is a figure which shows the relationship between the rotation angle of a shift spindle, and the lift amount of a lifter plate. It is a block diagram which shows the structure of an automatic transmission. It is a block diagram which shows the functional structure of a control unit. It is a figure which shows the countershaft torque at the time of clutch connection by "large capacity" at the time of shift-up. It is a figure which shows the countershaft torque at the time of clutch connection by "small capacity" at the time of shift-up. It is a figure explaining background art. It is a figure explaining background art. It is a figure explaining background art.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a left side view of a motorcycle 10 provided with a speed change control device according to an embodiment of the present invention.
The motorcycle 10 includes a handle 11 that is pivotally supported by a head pipe (not shown), a front wheel 12 that is steered by the handle 11, a rear wheel 13 that is a driving wheel, and a seat 14 on which a driver is seated. A power unit 16 that supplies driving force to the rear wheel 13 via a chain 15, a control unit 17 (control unit) that controls the power unit 16, and a battery 18.

  The motorcycle 10 is configured based on a body frame (not shown), and the body frame is covered with a body cover 19. The control unit 17 and the battery 18 are disposed below the seat 14 and inside the vehicle body cover 19. The power unit 16 is provided approximately in the middle between the front wheel 12 and the rear wheel 13 and slightly below the seat 14. The driver's step 20 is provided at the bottom of the power unit 16 as a pair of left and right.

  The power unit 16 includes an automatic transmission T (FIG. 2). The automatic transmission T includes a transmission mechanism 50 in which a clutch connecting / disconnecting operation is automated. In the automatic transmission T, switching and shifting of a clutch mechanism 51 (hereinafter simply referred to as a clutch) for shifting are performed. The stage (shift) is automatically switched.

Next, the configuration of the power unit 16 will be described.
FIG. 2 is a cross-sectional plan view of the power unit 16. In FIG. 2, the left-right direction corresponds to the vehicle width direction, the upward direction corresponds to the front of the vehicle, and the downward direction corresponds to the rear of the vehicle.
The power unit 16 generates the driving force of the engine 21, the generator 22, the starting clutch 24 provided on the crankshaft 23 of the engine 21, and the driving force of the crankshaft 23 output via the starting clutch 24. And an automatic transmission T for shifting and outputting.

  The power unit 16 is configured by integrally connecting a cylinder head 30a, a cylinder 30b, and a crankcase 30c. The crankshaft 23 is rotatably supported by a plurality of bearings 31. The engine 21 includes a piston 33 connected to the crankshaft 23 via a connecting rod 32, a spark plug 34, and a valve mechanism 36 that opens and closes a valve (not shown) to intake and exhaust the combustion chamber 35. The valve mechanism 36 is driven from the crankshaft 23 via a timing chain 36a.

  The starting clutch 24 connects and disconnects the crankshaft 23 and the primary gear 37 when starting and stopping, and is disposed at the right end of the crankshaft 23. The starting clutch 24 includes a cup-shaped outer case 39 fixed to one end of a sleeve 38 that can rotate relative to the outer periphery of the crankshaft 23, a primary gear 37 provided on the sleeve 38, and a right end of the crankshaft 23. An outer plate 40 fixed to the outer peripheral portion, a shoe 42 attached to an outer peripheral portion of the outer plate 40 via a weight 41 so as to face radially outward, and a spring 43 for urging the shoe 42 radially inward And have. In the starting clutch 24, the outer case 39 and the shoe 42 are separated when the engine speed is equal to or less than a predetermined value, and the crankshaft 23 and the automatic transmission T are disconnected from each other (disengaged state in which no power is transmitted). It has become. When the engine speed increases and exceeds a predetermined value, the weight 41 moves radially outward against the spring 43 by centrifugal force, so that the shoe 42 contacts the inner peripheral surface of the outer case 39. As a result, the rotation of the crankshaft 23 is transmitted to the primary gear 37 via the outer case 39, so that the power is transmitted.

  The crankcase 30c is provided with a crankcase cover 30d on the right side surface that covers the starting clutch 24 and the clutch mechanism 51 (multi-plate clutch). When the crankcase cover 30d is removed, the starting clutch 24 and the clutch mechanism 51 are exposed to the outside.

  The automatic transmission T includes a forward four-stage speed change mechanism 50, a clutch mechanism 51 that switches connection between the crankshaft 23 side and the speed change mechanism 50, and the actuator mechanism 55 that operates the speed change mechanism 50 and the clutch mechanism 51. Is provided. The actuator machine section 55 includes a clutch lifter 52 that operates the clutch mechanism 51, a shifter 53 that shifts the transmission mechanism 50, and an actuator section 54 (FIG. 3) that drives the clutch lifter 52 and the shifter 53. The actuator unit 54 is controlled by the control unit 17 (FIG. 1).

The automatic transmission T includes a mode switch 26 (FIG. 9) that switches between an automatic transmission (AT) mode and a manual transmission (MT) mode, and a shift select switch 27 (FIG. 9) that a driver operates to shift up or down. 9). Under the control of the control unit 17, the automatic transmission T controls the actuator unit 54 in accordance with the output signals of the sensors, the mode switch, and the shift select switch 27, and automatically or semi-automatically switches the shift stage of the transmission mechanism 50. It is configured to be able to.
That is, in the automatic transmission mode, the actuator unit 54 is controlled based on the vehicle speed or the like, and the transmission mechanism 50 is automatically shifted. In the manual shift mode, a shift is performed by operating the shift select switch 27 by the driver.

  The speed change mechanism 50 changes the rotation supplied from the clutch mechanism 51 based on an instruction from the control unit 17 and transmits the rotation to the rear wheel 13. The speed change mechanism 50 includes a main shaft 56 as an input shaft, a counter shaft 57 arranged in parallel to the main shaft 56, drive gears 58a, 58b, 58c and 58d provided on the main shaft 56, and a counter shaft. 57, driven gears 59a, 59b, 59c and 59d, a shift fork 60a engaged with the drive gear 58a, a shift fork 60b engaged with the driven gear 59c, and the shift forks 60a, 60b are slid in the axial direction. A support shaft 61 that is freely held, and a shift drum 63 that slides the end portions of the shift forks 60a and 60b along the grooves 62a and 62b. The drive gears 58a, 58b, 58c and 58d mesh with the driven gears 59a, 59b, 59c and 59d in this order. When the drive gear 58b slides left and right, the side dog teeth engage with the adjacent drive gear 58a or 58c, and when the driven gear 59c slides left and right, the side dog teeth on the adjacent driven gear 59b or 59d. Engage.

  The drive gears 58 a and 58 c are held rotatably with respect to the main shaft 56, and the driven gears 59 b and 59 d are held rotatably with respect to the counter shaft 57. The drive gear 58b and the driven gear 59c are splined to the main shaft 56 and the counter shaft 57 and are slidable in the axial direction. The drive gear 58d and the driven gear 59a are fixed to the main shaft 56 and the counter shaft 57.

When the shift drum 63 is driven and rotated by the actuator portion 54, the shift forks 60a and 60b move in the axial direction along the grooves 62a and 62b of the shift drum 63, and the drive gear 58b and the driven gear 59c correspond to the gear position. Slide. The shift drum 63 includes a shift drum sensor 63 a (FIG. 9) that outputs the rotation angle of the shift drum 63 to the control unit 17.
In the speed change mechanism 50, a neutral state or a first to fourth speed change gear pair is selectively used between the main shaft 56 and the counter shaft 57 in accordance with the slide of the drive gear 58b and the driven gear 59c. Power transmission was possible.

The main shaft 56 and the counter shaft 57 are rotatably held by bearings 64a, 64b, 66a, 66b.
A sprocket 67 is provided at the end of the counter shaft 57, and the sprocket 67 transmits rotation to the rear wheel 13 through the chain 15.
The engine 21 includes an engine speed sensor 45 (FIG. 9) that detects the rotational speed of the crankshaft 23, and a counter shaft speed sensor 68 that detects the rotational speed of the counter shaft 57. The motorcycle 10 also includes a throttle opening sensor (not shown) that detects the throttle opening of the intake device. The counter shaft speed sensor 68, the engine speed sensor 45, and the throttle opening sensor supply detection values to the control unit 17. The vehicle speed is calculated by considering the reduction ratio in the detection value of the counter shaft rotation speed sensor 68.

FIG. 3 is a cross-sectional view showing the shifter 53, the actuator portion 54, the clutch mechanism 51, and the clutch lifter 52.
2 and 3, the actuator unit 54 includes a motor 70, a shift spindle 71 that extends in the vehicle width direction in the crankcase 30c, and a gear train that decelerates the rotation of the motor 70 and drives the shift spindle 71 (see FIG. 2 and FIG. 3). (Not shown).
The shift spindle 71 is pivotally supported at both ends by the left side wall 30e and the crankcase cover 30d of the crankcase 30c, and is also pivotally supported by an intermediate wall portion 30f that supports the bearing 64b of the main shaft 56. . The crankcase cover 30d is provided with a spindle angle sensor 72 for detecting the rotational position of the shift spindle 71.

The shifter 53 accumulates the rotation of the gear shift arm 73 supported by the shift spindle 71, the shift forks 60a and 60b, and the shift spindle 71, and releases the accumulated force to rotate the gear shift arm 73. With.
The gear shift arm 73 is connected to the shift drum 63 via the shift forks 60a, 60b and the like, and the gear shift arm 73 is rotated by the actuator unit 54, whereby the shift drum 63 is rotated and a shift is performed.

  The force accumulation mechanism 74 includes a rotation arm 75 provided on the shaft of the shift spindle 71 so as to be rotatable relative to the shift spindle 71, a return spring 76 that urges the gear shift arm 73 to a neutral position, and the shift spindle 71. A stopper collar 77 fixed on the shaft and rotating integrally with the shift spindle 71, and an accumulator fixed on the shaft of the shift spindle 71 at a position spaced apart from the stopper collar 77 in the axial direction and rotating integrally with the shift spindle 71. A pair of spring collars 79 a and 79 b provided on the shaft between the collar 78, the accumulator collar 78 and the stopper collar 77 so as to be rotatable relative to the shift spindle 71, and wound around the outer periphery of the spring collars 79 a and 79 b And an accumulator spring 80 provided to be attached.

The rotating arm 75 includes an inner cylindrical portion 75a that fits on the outer peripheral surface of the shift spindle 71, an arm side locking portion 75b that protrudes in the axial direction from the outer peripheral surface of the inner cylindrical portion 75a toward the energy storage spring 80, and an inner side. A pressing portion 75c that protrudes in the axial direction from the outer peripheral surface of the cylindrical portion 75a to the side opposite to the arm side locking portion 75b, and a dog hole 75d that opens to the stopper collar 77 side are provided.
The gear shift arm 73 includes an outer cylindrical portion 73a that fits on the outer peripheral surface of the inner cylindrical portion 75a of the rotating arm 75, and an arm portion 73b that extends outward in the circumferential direction from the outer cylindrical portion 73a.
The gear shift arm 73 is provided so as to be rotatable relative to the rotation arm 75, and the pressing portion 75 c of the rotation arm 75 is inserted into a restriction opening 73 c formed in the arm portion 73 b of the gear shift arm 73.

  The return spring 76 is a torsion coil spring, is provided so as to be wound around the outer cylindrical portion 73a of the gear shift arm 73, and biases the gear shift arm 73 toward the neutral position via the pressing portion 75c. Here, the neutral position is a normal position where no speed change operation is performed. When the rotating arm 75 rotates by a predetermined angle, the pressing portion 75c presses the inner edge portion of the restricting opening 73c and rotates the gear shift arm 73. A pin 88 erected on the intermediate wall 30f is inserted into the restriction opening 73c, and the pin 88 restricts the rotation range of the gear shift arm 73 via the restriction opening 73c.

The stopper collar 77 has dog teeth 77 a that are inserted into the dog holes 75 d of the rotating arm 75. When the stopper collar 77 rotates by a predetermined angle along with the rotation of the shift spindle 71, the dog teeth 77a urge the rotating arm 75 in the rotation direction via the inner edge of the dog hole 75d.
The accumulator collar 78 has a collar side locking portion 78a that protrudes in the axial direction toward the energy storage spring 80, and a clutch side dog tooth 78b that protrudes in the axial direction on the opposite side of the collar side locking portion 78a.
The force accumulation spring 80 is a torsion coil spring, one end of which is locked to the arm side locking portion 75 b of the rotating arm 75 and the other end is locked to the collar side locking portion 78 a of the power storage collar 78.

The gear shift arm 73 and the rotation arm 75 are restrained by the transmission mechanism 50 and cannot rotate on the shift spindle 71 when the clutch mechanism 51 is in a connected state and a driving force is generated in the transmission mechanism 50. It is. In this state, when the shift spindle 71 is rotated by the actuator portion 54, the force accumulation collar 78 rotates relative to the rotation arm 75, and one end of the force accumulation spring 80 is on the arm side locking portion 75b side. The other end on the side of the collar side locking portion 78a is deformed by being fixed, and starts accumulating. Thereafter, when the clutch mechanism 51 is disconnected, the restraining force of the speed change mechanism 50 becomes weak, the gear shift arm 73 and the rotating arm 75 can rotate, and the stored force is released. It is pressed and rotated via the pressing portion 75c of the rotating arm 75 rotated by the accumulated force of 80. As a result, the shift drum 63 rotates and a shift is performed.
When the completion of the shift is detected based on the detection result of the shift drum sensor 63a, the shift spindle 71 is rotated in the reverse direction, the gear shift arm 73 returns to the original position, and the clutch mechanism 51 is connected.

  The accumulator spring 80 is deformed so that the axis of the coil-shaped portion is inclined with respect to the axis of the shift spindle 71 with the accumulating force, and both end portions 80a and 80b of the coil-shaped portion are divided into two in the axial direction. The spring collars 79a and 79b are in contact with each other. Specifically, the end portions 80a and 80b are in contact with the spring collars 79a and 79b at portions that differ by approximately 180 ° in the circumferential direction. In the present embodiment, since the spring collars 79a and 79b are divided in the axial direction and can be rotated relative to each other, the spring collars 79a and 79b exert a force when the end portions 80a and 80b come into contact with each other. Rotate independently to escape. For this reason, the friction at the time of storing the power by twisting the power storage spring 80 can be reduced, and the power can be stored smoothly.

  The clutch lifter 52 includes a clutch lever 81 that is rotatably supported on the shift spindle 71, a support shaft 82 that is fixed to the inner surface of the crankcase cover 30d in a substantially coaxial positional relationship with the main shaft 56, and a support shaft. A plate-like base member 83 fixed to 82, a lifter cam plate 84 (lifter cam) that is connected to the clutch lever 81 and is opposed to the base member 83, and the lifter cam plate 84 and the base member 83. And a plurality of balls 85 sandwiched therebetween.

The clutch lever 81 has a cylindrical portion 81a provided on the shift spindle 71 adjacent to the power storage collar 78, and a lever portion 81b extending radially outward from the cylindrical portion 81a. The cylinder portion 81a is formed with a clutch side dog hole 81c in which the clutch side dog teeth 78b of the accumulation collar 78 are engaged.
The lifter cam plate 84 has a connecting portion 84 a connected to a pin 86 provided at the tip of the lever portion 81 b of the clutch lever 81, and a lifter portion 84 b facing the base member 83. Cam portions 84c and 83a for holding the ball 85 are formed on the surfaces of the lifter portion 84b and the base member 83 facing each other. The lifter cam plate 84 is guided to move in the axial direction by fitting the guide shaft 83b of the base member 83 into a guide hole 84d provided in the center. A ball bearing 87 is provided at the tip of the lifter portion 84 b, and the lifter cam plate 84 is connected to the clutch mechanism 51 via the ball bearing 87.

When the clutch lever 81 is rotated, the lifter cam plate 84 is rotated around the guide shaft 83 b via the pin 86, and the cam portion 84 c slides with respect to the ball 85 to move in the axial direction. The clutch mechanism 51 is connected and disconnected in conjunction with the axial movement of the lifter cam plate 84.
The clutch side dog hole 81c of the clutch lever 81 has a larger width in the circumferential direction than the clutch side dog tooth 78b of the power accumulation collar 78. The clutch side dog tooth 78b has the power accumulation collar 78 of a predetermined angle. The clutch-side dog hole 81c is pressed in the circumferential direction for the first time when the clutch lever 81 is rotated, and the clutch lever 81 is rotated. Here, the predetermined angle of the power storage collar 78 is larger than the angle at which the power storage spring 80 stores a sufficient force. That is, in this embodiment, after the accumulation of the accumulation spring 80 is completed, the clutch lever 81 is rotated to disconnect the clutch mechanism 51, and the accumulation is released. For this reason, a speed change can be performed rapidly.

FIG. 4 is a cross-sectional view of the clutch mechanism 51.
As shown in FIGS. 2 to 4, a primary driven gear 69 that meshes with the primary gear 37 of the crankshaft 23 is supported at the shaft end of the main shaft 56 so as to be rotatable relative to the main shaft 56.
The clutch mechanism 51 includes a cup-shaped clutch outer 91 that is fixed to the primary driven gear 69, a clutch center 92 that is provided on the radially inner side of the clutch outer 91 and is integrally fixed to the main shaft 56, and the main shaft 56. A pressure plate 93 that is movable in the axial direction, a clutch plate 94 provided between the pressure plate 93 and the clutch center 92, a main spring 95 that biases the pressure plate 93 in the direction in which the clutch is connected, and the clutch is disconnected. A lifter plate 96 for moving the pressure plate 93 in the direction to be moved, a release spring 97 held between the lifter plate 96 and the pressure plate 93, and a judder held between the clutch plate 94 and the pressure plate 93. Spring 98 and pressure pressure Doo 93 and a back torque limiting member 99 which is fixed integrally. The clutch center 92 and the pressure plate 93 are combined together to form a clutch inner 90 disposed inside the clutch outer 91.

The clutch outer 91 includes a disc portion 91a that is integrally fixed to the outer surface of the primary driven gear 69, and an outer cylindrical portion 91b that extends from the peripheral portion of the disc portion 91a in a substantially coaxial positional relationship with the main shaft 56. . The clutch outer 91 can rotate relative to the main shaft 56 integrally with the primary driven gear 69.
The clutch center 92 includes a cylindrical hub portion 92a fixed to the main shaft 56, and a disk-shaped receiving plate portion 92b extending radially outward from the shaft end portion of the hub portion 92a to the vicinity of the inner peripheral surface of the clutch outer 91. With. The receiving plate portion 92b is formed with a spring through hole 92c through which the release spring 97 is inserted. A plurality of spring through holes 92c are formed side by side in the circumferential direction of the receiving plate portion 92b. Further, the receiving plate portion 92b has a receiving surface 92d for receiving the clutch plate 94 on the outer peripheral portion. The clutch center 92 is fixed to the main shaft 56 by spline fitting and a nut 89, and is not rotatable relative to the main shaft 56 and cannot move in the axial direction.

  The pressure plate 93 includes an inner disk portion 93a disposed in the direction facing the receiving plate portion 92b of the clutch center 92 on the inner side of the clutch outer 91, and a disk portion of the clutch outer 91 from the peripheral edge portion of the inner disk portion 93a. On the 91a side, an inner cylindrical portion 93b extending in a substantially coaxial positional relationship with the main shaft 56 and a pressing plate portion 93c extending radially outward from the distal end portion of the inner cylindrical portion 93b to the vicinity of the inner peripheral surface of the clutch outer 91 are provided. The pressure plate 93 is formed to be rotatable relative to the clutch center 92 by a predetermined rotation angle.

  At the center of the inner disc portion 93a, a fitting hole 93d is formed which is slidably fitted to the outer peripheral surface of the hub portion 92a of the clutch center 92. In addition, a release boss 100 that extends through the spring through hole 92c of the clutch center 92 and extends toward the lifter plate 96 is provided upright on the inner disc portion 93a. The release boss 100 is formed in a columnar shape, and a plurality of release bosses 100 are provided at substantially equal intervals in the circumferential direction around the fitting hole 93d. The release boss 100 has a flat abutting surface 100 a that abuts against the lifter plate 96 at the tip.

The clutch plate 94 includes an outer friction plate 94a provided on the clutch outer 91 and an inner friction plate 94b provided on the clutch center 92. The outer friction plate 94a and the inner friction plate 94b are connected to the pressure plate 93, the clutch center 92, and the like. A plurality of sheets are alternately stacked in between. Each outer friction plate 94 a is supported by serration fitting on the outer cylindrical portion 91 b of the clutch outer 91, and is provided so as to be movable in the axial direction of the clutch outer 91 and not rotatable with respect to the clutch outer 91.
Each inner friction plate 94 b is supported by spline fitting on the outer peripheral surface of the inner cylindrical portion 93 b of the pressure plate 93, and is provided so as to be movable in the axial direction of the pressure plate 93 and not rotatable relative to the pressure plate 93. Yes.

  Among the outer friction plates 94a, the outer friction plate 94a1 that directly contacts the pressing plate portion 93c of the pressure plate 93 has a larger inner peripheral portion than the other outer friction plates 94a. A judder spring 98 is provided between the inner cylindrical portion 93b. The judder spring 98 is a ring-shaped disc spring, and presses the outer friction plates 94a except for the inner friction plates 94b and the outer friction plates 94a1 toward the receiving plate portion 92b of the clutch center 92.

A disc-shaped back torque limit member 99 is fixed to the inner disc portion 93 a inside the inner cylindrical portion 93 b of the pressure plate 93.
The back torque limit member 99 has a cylindrical portion 99a fitted to the inner peripheral surface of the inner cylindrical portion 93b, and a bottom plate portion 99b provided on the bottom of the cylindrical portion 99a. A hole 99c through which the hub 92a is inserted is formed at the center of the bottom plate 99b. A plurality of cam portions 99d that pass through the pressure plate 93 and face the receiving plate portion 92b of the clutch center 92 are formed around the hole portion 99c in the bottom plate portion 99b. The cam portion 99d is engaged with a lifter pin 119 fixed to the receiving plate portion 92b.

The back torque limit member 99 and the lifter pin 119 fixed to the receiving plate portion 92b constitute a back torque limiter mechanism. The back torque limiter mechanism is a known one described in, for example, Japanese Patent Laid-Open No. 8-93786, and the clutch is engaged when a torque of a predetermined value or more acts in the direction opposite to the forward power transmission. It is a mechanism which makes a half clutch state from.
When a back torque of a predetermined value or more is applied from the rear wheel 13 side, the pressure plate 93 rotates relative to the clutch center 92, so that the cam portion 99d slides on the lifter pin 119, and the pressure plate 93 disengages the clutch. Move in the direction. According to the back torque limiter mechanism, the shift shock caused by the back torque can be reduced.

A ring-shaped clip 102 is fitted on the outer peripheral surface of the hub portion 92 a of the clutch center 92 on the disk portion 91 a side, and the clip 102 supports a ring-shaped retainer 103 that receives the main spring 95.
The main spring 95 is a ring-shaped disc spring and is sandwiched between the bottom plate portion 99 b of the back torque limit member 99 and the retainer 103. Specifically, the main spring 95 is disposed between the hub portion 92 a of the clutch center 92 and the inner cylindrical portion 93 b of the pressure plate 93, and the outer diameter portion is supported by the back torque limit member 99 via the spring receiving member 104. The inner diameter portion is supported by the retainer 103.
The main spring 95 biases the pressure plate 93 in a direction in which the pressure plate 93 and the clutch center 92 hold the clutch plate 94, that is, a direction in which the clutch is connected.

The lifter plate 96 is formed in a disc shape and is disposed between the clutch center 92 and the lifter cam plate 84 (FIG. 3). The lifter plate 96 has a bearing support hole 96a to which the ball bearing 87 is fitted at the center, and a plurality of spring seats 96b that receive the release spring 97 around the bearing support hole 96a. The spring seat portion 96b is formed by recessing the surface of the lifter plate 96 facing the clutch center 92 by one step.
An outer ring of a ball bearing 87 is fitted into the bearing support hole 96a, and an inner ring of the ball bearing 87 is fitted to the outer peripheral surface of the lifter part 84b of the lifter cam plate 84. Therefore, the lifter plate 96 can move in the axial direction together with the lifter cam plate 84 and can rotate relative to the lifter cam plate 84.

The release spring 97 is a coil spring extending in the axial direction of the main shaft 56, and an inner diameter portion thereof is inserted and supported by the release boss 100, and an inner disk portion 93 a of the pressure plate 93 and a spring seat portion 96 b of the lifter plate 96 Be held between.
The release spring 97 is disposed on the opposite side of the main spring 95 with the pressure plate 93 interposed therebetween, and biases the pressure plate 93 in a direction opposite to the main spring 95, that is, in a direction in which the clutch is disengaged. The urging force of the release spring 97 in a normal state (clutch engagement state) is set to 0 or a value sufficiently smaller than the urging force of the main spring 95.

In the clutch connected state shown in FIG. 4, the urging force of the main spring 95 is sufficiently larger than the urging force of the release spring 97, so that the pressure plate 93 strongly urges the clutch plate 94 against the clutch center 92, and the clutch is completely It is connected to the. In this clutch connected state, a gap G is formed between the contact surface 100a of the release boss 100 and the spring seat portion 96b.
When the clutch lever 81 is rotated with the rotation of the shift spindle 71 (FIG. 3) and the lifter cam plate 84 moves in the axial direction, the lifter plate 96 is pressed via the ball bearing 87 and the gap G is reduced. To be lifted.
When the lifter plate 96 is lifted in the direction to reduce the gap G and the urging force of the release spring 97 becomes larger than the urging force of the main spring 95, the pressure plate 93 starts to move in the clutch disengagement direction. The lifter plate 96 cooperates with the release spring 97 to reduce the clutch capacity depending on the lift position of the lifter plate 96.

FIG. 5 is a diagram showing the relationship between the lift amount of the lifter plate 96 and the clutch capacity of the clutch mechanism 51. Here, in FIG. 5, the clutch capacity when the lift amount of the lifter plate 96 is 0 and the clutch is engaged is indicated as 1.
As shown in FIG. 5, in the clutch mechanism 51, the clutch capacity starts to decrease from 1 immediately after the lift of the lifter plate 96 is started. When the lifter plate 96 is continuously lifted, the urging force of the release spring 97 in the clutch disengagement direction increases in proportion to the increase in the lift amount, and the clutch capacity linearly increases from 1 to 0 through the half-clutch state. Decrease. In the present embodiment, the clutch is set so that the clutch capacity is zero before the gap G becomes zero, that is, before the spring seat 96b abuts against the abutment surface 100a of the release boss 100. ing.
Thus, by pressing the pressure plate 93 via the release spring 97, it is possible to reduce the clutch capacity more slowly and with higher accuracy than when pressing the pressure plate 93 via a rigid body.

FIG. 6 is a plan view of the lifter cam plate 84.
The lifter portion 84b of the lifter cam plate 84 is formed in a disc shape, and the connecting portion 84a is formed to protrude radially outward from a part of the outer peripheral portion of the lifter portion 84b. The cam portion 84c that contacts the ball 85 is divided and arranged at a plurality of circumferential locations (three locations in the present embodiment) around the guide hole 84d. Each cam portion 84c has the same shape. The balls 85 are provided at three locations corresponding to the cam portions 84c. The connecting portion 84a is formed with a guide hole 84e to which the pin 86 of the clutch lever 81 is connected.
The lifter cam plate 84 is operated via the pin 86 of the clutch lever 81 as the shift spindle 71 rotates forward or backward, and rotates around the guide shaft 83b fitted in the guide hole 84d. By sliding on the ball 85, it moves in the axial direction. That is, the lifter cam plate 84 converts the amount of movement of the clutch lever 81 in the rotational direction into the amount of movement of the lifter cam plate 84 in the axial direction. The amount of movement of the lifter cam plate 84 in the axial direction is determined by the shape of the cam portion 84c.

7 is a cross-sectional view taken along the line VII-VII in FIG.
The cam portion 84c includes a stepped cam profile having a plurality of step portions so as to obtain a plurality of clutch capacities.
The cam portion 84 c has a connection step portion 110 (clutch connection position) corresponding to the clutch connection state of the clutch mechanism 51 as a reference position. The connection step portion 110 is a step portion formed at the deepest position of the cam portion 84c, and the clutch mechanism 51 is completely connected when the ball 85 is engaged with the connection step portion 110. In the cam portion 84 c, the connection step portion 110 is set as a reference position, and the downshift direction and the upshift direction are set on both sides in the circumferential direction of the connection step portion 110. In the present embodiment, the cam portion 84c rotates in the shift-up direction when the shift spindle 71 rotates in the forward direction, and rotates in the shift-down direction when the shift spindle 71 rotates in the reverse direction. Here, the “shift-up direction” is a direction in which the ball 85 moves relative to the lifter cam plate 84 in the shift-up direction, and the actual rotation direction of the lifter cam plate 84 is opposite to the shift-up direction. In the following description, the direction indicated by the arrow in FIG. Similarly, the “shift-down direction” is a direction in which the ball 85 moves relative to the lifter cam plate 84 in the shift-down direction, and the actual rotation direction of the lifter cam plate 84 is opposite to the shift-down direction. In the following description, the direction indicated by the arrow in FIG. 7 is the downshift direction.

A shift-down step 114 is formed adjacent to the connection step 110 in the shift-down direction. The shift-down step portion 114 is the highest step portion in the cam portion 84c, and is a flat surface orthogonal to the lift direction axis of the lifter cam plate 84.
In the upshift direction adjacent to the connection step 110, the first capacitance step 111 (first flat portion), which is a step higher than the connection step 110, in the order closer to the connection step 110, and the first A second capacity step 112 (second flat portion) that is higher than the capacity step 111 and a cutting step 113 (clutch disengagement position) that is higher than the second capacity step 112 are provided. Is formed.

The first capacitor step 111, the second capacitor step 112, and the cutting step 113 are flat surfaces parallel to the shift-down step 114.
The connection step portion 110, the first capacitance step portion 111, the second capacitance step portion 112, and the cutting step portion 113 are connected to each other by slope portions 115, 116, and 117 having substantially the same angle. In addition, the upper and lower ends of the slope portions 115, 116, 117 are smoothly formed in a curved surface shape. The connecting step 110 and the downshifting step 114 are connected by a slope 118. The upper end and the lower end of the slope portion 118 are smoothly formed in a curved surface shape. The slope of the slope portion 118 is larger than the slopes of the slope portions 115, 116, and 117. The ball 85 moves smoothly on the slopes 115, 116, 117 and 118.
The cutting step 113 and the downshifting step 114 have the same height, and as shown in FIG. 6, one cutting step 113 is connected to the downshifting step 114 of another adjacent cam portion 84c. It is continuous.

  The connection step portion 110 includes a curved bottom portion 110a having a curvature larger than that of the ball 85, a slope portion 115, and a slope portion 118. The ball 85 is supported by the slope portion 115 and the slope portion 118 and is curved. It does not contact the bottom 110a. That is, the ball 85 is placed in a fixed position in the connection step portion 110. On the other hand, the first capacitor step 111, the second capacitor step 112, the cutting step 113, and the shift-down step 114 have a certain width that allows the ball 85 to move in parallel on a flat surface.

  FIG. 8 is a diagram showing the relationship between the rotation angle of the shift spindle 71 and the lift amount of the lifter plate 96. The lift amount of the lifter plate 96 corresponds to the lift amount of the lifter cam plate 84. Further, in FIG. 7, the locus Q of the center of the ball 85 moving along the cam portion 84c and the clutch disengagement lift amount Y that is the lift amount of the lifter cam plate 84 at which the clutch mechanism 51 is cut off are shown. . The clutch disengagement lift amount Y is shown based on the center of the ball 85.

When the shift spindle 71 is rotated by a predetermined amount, the lifter cam plate 84 is rotated and the ball 85 is moved to the first capacity step portion 111, the lift amount from the connection step portion 110 of the lifter cam plate 84 is the lift amount L1. It becomes. In this state, the lifter plate 96 is lifted in the clutch disengagement direction by the lift amount L1. The lift amount L1 is smaller than the clutch disengaged lift amount Y. That is, when the ball 85 is positioned at the first capacity step 111, the clutch mechanism 51 is in a half-clutch state, and, for example, the clutch capacity at the lift amount L1 is 0.6 as shown in FIG.
Further, the first capacity step 111 has a first capacity range R1 constituted by a flat surface perpendicular to the lift direction axis of the lifter cam plate 84, and within the first capacity range R1, a constant lift amount L1. Is obtained. The first angle range A1 (FIG. 8) of the shift spindle 71 from which the first capacity range R1 is obtained has a certain width corresponding to the width of the first capacity step portion 111. For this reason, the lift amount L1 can be obtained and the clutch can be brought into a half-clutch state without increasing the accuracy of the rotation angle of the shift spindle 71, peripheral components, and control method.

When the ball 85 moves to the second capacity step 112 by driving the shift spindle 71, the lifter cam plate 84 is lifted further than the lift amount L1, and the lift amount of the lifter plate 96 in the clutch disengagement direction is the lift amount L2. Become. The lift amount L2 is larger than the lift amount L1 and smaller than the clutch disengaged lift amount Y. That is, in a state where the ball 85 is positioned at the second capacity step 112, the clutch mechanism 51 is in a half-clutch state where the capacity is smaller, and for example, the clutch capacity at the lift amount L2 is 0.3 as shown in FIG. is there.
The second capacity step 112 has a second capacity range R2 constituted by a flat surface perpendicular to the lift direction axis of the lifter cam plate 84, and within the second capacity range R2, a constant lift amount L2 is provided. Is obtained. The second angle range A2 of the shift spindle 71 in which the second capacity range R2 is obtained has a certain width corresponding to the width of the second capacity step portion 112. For this reason, the lift amount L2 can be obtained and the clutch can be brought into a half-clutch state without increasing the accuracy of the rotation angle of the shift spindle 71, peripheral components, and control method.

When the ball 85 moves to the cutting step portion 113 by driving the shift spindle 71, the lift amount of the lifter cam plate 84 becomes maximum, and the lift amount of the lifter plate 96 in the clutch disengagement direction becomes the lift amount L3. This lift amount L3 is larger than the clutch disengagement lift amount Y. That is, when the ball 85 is positioned at the cutting step 113, the clutch mechanism 51 is completely disconnected, and the clutch capacity at the lift amount L3 is 0 as shown in FIG.
Further, the cutting step portion 113 has a cutting range R3 constituted by a flat surface perpendicular to the lift direction axis of the lifter cam plate 84, and a constant lift amount L3 is obtained within the cutting range R3. The third angle range A3 of the shift spindle 71 from which the cutting range R3 is obtained has a certain width corresponding to the width of the cutting step portion 113. For this reason, the lift amount L3 can be obtained and the clutch mechanism 51 can be in the disconnected state without increasing the accuracy of the rotation angle of the shift spindle 71, peripheral components, control method, and so on.

  When the ball 85 moves to the shift-down step portion 114 by driving the shift spindle 71, the lift amount of the lifter cam plate 84 becomes the lift amount L3, and the clutch mechanism 51 is disconnected. Further, the shift-down step portion 114 has a cutting range R4 constituted by a flat surface perpendicular to the lift direction axis of the lifter cam plate 84, and a constant lift amount L3 is obtained within the cutting range R4. A fourth angle range (not shown) of the shift spindle 71 from which the cutting range R4 is obtained has a certain width corresponding to the width of the cutting range R4. For this reason, the lift amount L3 can be obtained and the clutch mechanism 51 can be in the disconnected state without increasing the accuracy of the rotation angle of the shift spindle 71, peripheral components, control method, and so on.

  That is, in the present embodiment, the clutch capacity of the clutch mechanism 51 is provided in four stages depending on the set position of the ball 85 with respect to the cam portion 84c. Specifically, the clutch capacity includes a “maximum capacity” corresponding to the connection stage 110, a “large capacity” corresponding to the first capacity stage 111, and a “small capacity” corresponding to the second capacity stage 112. Corresponding to the cutting step portion 113, there are four stages of “minimum capacity” where the clutch capacity becomes zero.

FIG. 9 is a block diagram showing a configuration of the automatic transmission T.
As shown in FIG. 9, the automatic transmission T includes a starting clutch 24, a primary gear 37, a clutch mechanism 51, a main shaft 56, a transmission mechanism 50, a counter shaft 57, a chain 15, a sprocket 67, and a rear wheel 13. A drive transmission unit 130 that mechanically transmits the power of the shaft 23 to the rear wheel 13, an actuator machine unit 55 that mechanically operates the transmission mechanism 50 and the clutch mechanism 51, and an electrical unit 131 that controls the actuator machine unit 55. With. The actuator machine part 55 and the electrical component part 131 constitute a shift control device 140.

The actuator machine section 55 includes a shift spindle 71, a shifter 53, a power storage mechanism 74, a shift drum 63, and a clutch lifter 52.
The electrical unit 131 includes a control unit 17, a handle switch 132 provided on the handle 11, an engine speed sensor 45, a motor 70, a spindle angle sensor 72, a shift drum sensor 63a, and a counter shaft speed sensor 68. Is provided. The handle switch 132 includes a mode switch 26 and a shift select switch 27.
The control unit 17 controls the motor 70 based on signals from the handle switch 132, the engine speed sensor 45, the spindle angle sensor 72, the shift drum sensor 63a, and the counter shaft speed sensor 68, and performs a speed change operation and a clutch operation. Do it automatically.

FIG. 10 is a block diagram showing a functional configuration of the control unit 17. Here, in FIG. 10, the control unit 17 at the stage of reconnecting the clutch mechanism 51 after the clutch mechanism 51 is disconnected and the gear train of the transmission mechanism 50 is operated to shift up while the motorcycle 10 is traveling. The functional configuration of is shown in a block diagram. The process shown in FIG. 10 is repeatedly executed every predetermined time.
The control unit 17 includes a vehicle body sensor interface unit 120 that processes signals input from the engine speed sensor 45, the spindle angle sensor 72, the shift drum sensor 63a, and the counter shaft speed sensor 68, an engine torque estimation unit 121, a target A gear position determination unit 122, a transmission mode determination unit 123, and a clutch control mode determination unit 124 are provided.

The vehicle body sensor interface unit 120 processes the detection value of the engine speed sensor 45 and outputs it to the clutch control mode determination unit 124 as the engine speed. The vehicle body sensor interface unit 120 also outputs the clutch slip rotation speed of the clutch mechanism 51 to the clutch control mode determination unit 124. The clutch slip rotation speed is the difference between the rotation speed obtained by taking the current gear ratio into the detection value of the counter shaft rotation speed sensor 68 on the downstream side of the clutch mechanism 51 and the engine rotation speed obtained from the engine rotation speed sensor 45. The clutch engagement state during the shift is determined based on the clutch slip rotation speed. The higher the clutch slip rotation speed, the weaker the clutch is connected.
Further, the vehicle body sensor interface unit 120 outputs a signal obtained from the spindle angle sensor 72 to the clutch control mode determination unit 124 and a spindle angle control unit 127 described later as an actual spindle angle.

  The engine torque estimation unit 121 is based on the detected values of the engine speed sensor 45 and the throttle opening sensor, and environmental correction factors such as intake air temperature and atmospheric pressure, based on the map stored in advance (the transmission mechanism). The engine torque immediately before the shift operation of the 50 gear trains is estimated, and the estimated engine torque value is output to the shift mode determination unit 123.

The target gear position determination unit 122 determines a target gear position based on the detection value of the counter shaft rotation speed sensor 68 and outputs the target gear position to the shift mode determination unit 123.
The shift mode determining unit 123 determines one of a shift up mode for shifting up and a shift down mode for shifting down based on the current gear position and the target gear position, and determines the determined shift mode as a clutch control mode determining unit. It outputs to 124.
Further, the shift mode determining unit 123 determines that the target clutch capacity for upshifting is larger in the upshift mode when the estimated engine torque value is larger than the predetermined engine torque Tq (FIG. 11). When the estimated engine torque value is estimated to be smaller than the predetermined engine torque Tq, the above-mentioned “small capacity” is determined, and the determined upshift target clutch capacity is sent to the clutch control mode determination unit 124. Output.

The control unit 17 includes a target clutch capacity determination unit 125, a target spindle angle determination unit 126, and a spindle angle control unit 127.
The clutch control mode determination unit 124 determines the clutch control mode based on the spindle angle of the shift spindle 71, the engine rotation speed, the clutch slip rotation speed, the shift mode, and the upshift target clutch capacity. Specifically, the clutch control mode includes a maximum capacity mode in which the clutch is connected at “maximum capacity”, a large capacity mode in which the clutch is connected at “large capacity”, and a small capacity mode in which the clutch is connected at “small capacity”. The clutch control mode determination unit 124 outputs the determined clutch control mode to the target clutch capacity determination unit 125.

  The clutch control mode determination unit 124 determines the large-capacity mode when the shift-up target clutch capacity is “large capacity” based on the shift-up target clutch capacity determined by the speed change mode determination unit 123. ", The small capacity mode is determined. Further, the clutch control mode determination unit 124 determines the clutch control mode to the maximum capacity mode when detecting that the clutch slip rotation speed becomes 0 after the clutch is connected in the large capacity mode or the small capacity mode.

The target clutch capacity determination unit 125 determines a target clutch capacity from among three stages based on the clutch control mode determined by the clutch control mode determination unit 124. Specifically, the target clutch capacity determination unit 125 determines “large capacity” in the large capacity mode, determines “small capacity” in the small capacity mode, and “maximum capacity” in the maximum capacity mode. And the determined target clutch capacity is output to the target spindle angle determination unit 126.
The target spindle angle determination unit 126 converts the target clutch capacity into a target spindle angle and outputs the target spindle angle to the spindle angle control unit 127.
The spindle angle control unit 127 performs feedback control of the motor 70 of the actuator machine unit 55 so that the spindle angle of the shift spindle 71 becomes the target spindle angle. Thereby, the shift spindle 71 becomes the target spindle angle, and the target clutch capacity is obtained.

FIG. 11 is a diagram illustrating counter shaft torque when the clutch is engaged with “large capacity” at the time of upshifting. FIG. 11 shows a case where the engine is shifted up from the first speed to the second speed under the condition that the engine speed is the same before and after the speed change.
Along with the speed change, the control unit 17 drives the motor 70 and rotates the lifter cam plate 84 in the upshift direction, thereby moving the ball 85 from the connection step 110 (FIG. 7) to the cutting step 113 (FIG. 7). Move to. Thereby, the clutch lifter 52 is lifted and the clutch mechanism 51 is disconnected, and the gear train of the speed change mechanism 50 is switched from the first speed to the second speed via the shifter 53, the power storage mechanism 74, and the shift drum 63. Thereafter, the clutch mechanism 51 is connected again. This connection will be described next.

In the state of FIG. 11, the motorcycle 10 is traveling with a relatively large torque of the counter shaft 57, and the engine torque estimation unit 121 indicates that the estimated engine torque value X <b> 1 after shifting up to the second speed is a predetermined engine. It is estimated that it is larger than the torque Tq. Here, the predetermined engine torque Tq is set to approximately half the “maximum capacity” of the clutch mechanism 51.
The shift mode determination unit 123 determines the shift mode as the shift-up mode, and sets the target clutch capacity for shift-up to “large capacity” based on the fact that the estimated engine torque value X1 is larger than the predetermined engine torque Tq. Is determined.

The clutch control mode determination unit 124 determines the clutch control mode to be the large capacity mode based on the determination of “large capacity” of the target clutch capacity for upshifting, and then the target clutch capacity determination unit 125 determines the large capacity mode. Based on the above, the target clutch capacity is determined to be “large capacity”. The target spindle angle determination unit 126 outputs to the spindle angle control unit 127 a target spindle angle at which the ball 85 is set on the first capacity step unit 111 corresponding to “large capacity”. The spindle angle control unit 127 drives the motor 70 so as to achieve the target spindle angle. As a result, the lifter cam plate 84 is rotated in the shift-down direction (FIG. 7), and the ball 85 moves from the cutting step 113 to the first capacity step 111, so that the clutch mechanism 51 has a large clutch capacity. Connection is started in the “capacity” state.
The speed change mechanism 50 in which the gear train is switched to the second speed is locked by a known intermittent feed mechanism (not shown) and separated from the rotation of the shift spindle 71, so that it is in a “large capacity” state. Even when the lifter cam plate 84 and the shift spindle 71 are rotated in the shift-down direction, they are not affected.

  The clutch control mode determination unit 124 determines that the clutch control mode is the maximum capacity mode when detecting that the clutch slip rotation speed has become 0 after the start of connection at “large capacity”. Next, the target clutch capacity determination unit 125 determines the target clutch capacity to be “maximum capacity” based on the determination of the maximum capacity mode. The target spindle angle determination unit 126 outputs to the spindle angle control unit 127 a target spindle angle at which the ball 85 is set on the connection step unit 110 corresponding to “maximum capacity”. The spindle angle control unit 127 drives the motor 70 so that the target spindle angle is reached. As a result, the lifter cam plate 84 is rotated in the shift-down direction (FIG. 7), and the ball 85 moves to the connection step portion 110, so that the clutch mechanism 51 is brought into the “maximum capacity” state and the connection is established. Complete.

  The magnitude of “large capacity”, which is the clutch capacity obtained by the first capacity stage 111, is the magnitude between the torque of the counter shaft 57 before the shift and the estimated engine torque value X1 after the shift. In this manner, the clutch capacity is set to “large capacity” in accordance with the estimated engine torque value X1 after the shift, so that the shift shock can be reduced. Further, since the clutch is prevented from slipping too much, the clutch connection after the shift can be completed promptly.

FIG. 12 is a diagram illustrating counter shaft torque when the clutch is engaged with “small capacity” at the time of upshifting. FIG. 12 shows a case where the engine is shifted up from the first speed to the second speed under the condition that the engine speed is the same before and after the speed change.
Along with the speed change, the control unit 17 drives the motor 70 and rotates the lifter cam plate 84 in the upshift direction, thereby moving the ball 85 from the connection step 110 (FIG. 7) to the cutting step 113 (FIG. 7). Has been moved to.

In the state of FIG. 12, the motorcycle 10 is running with the torque of the countershaft 57 being smaller than that of FIG. 11, and the engine torque estimating unit 121 has an engine torque estimated value X2 after shifting up to the second speed is a predetermined value. It is estimated that it is smaller than the engine torque Tq.
The shift mode determining unit 123 determines the shift mode as the shift-up mode and sets the target clutch capacity for shift-up to “small capacity” based on the estimated engine torque value X2 being smaller than the predetermined engine torque Tq. Is determined.

  The clutch control mode determination unit 124 determines the clutch control mode to the small capacity mode based on the determination of the “small capacity” of the upshift target clutch capacity, and then the target clutch capacity determination unit 125 determines the small capacity mode. Based on this, the target clutch capacity is determined to be “small capacity”. The target spindle angle determination unit 126 outputs to the spindle angle control unit 127 a target spindle angle at which the ball 85 is set on the second capacity step unit 112 corresponding to “small capacity”. The spindle angle control unit 127 drives the motor 70 so as to achieve the target spindle angle. Accordingly, the lifter cam plate 84 is rotated in the shift-down direction (FIG. 7), and the ball 85 moves from the cutting step portion 113 to the second capacity step portion 112, so that the clutch mechanism 51 has a small clutch capacity. Connection is started in the “capacity” state.

  The clutch control mode determination unit 124 determines that the clutch control mode is the maximum capacity mode when detecting that the clutch slip rotation speed has become 0 after the start of connection at “small capacity”. Next, the target clutch capacity determination unit 125 determines the target clutch capacity to be “maximum capacity” based on the determination of the maximum capacity mode. The target spindle angle determination unit 126 outputs to the spindle angle control unit 127 a target spindle angle at which the ball 85 is set on the connection step unit 110 corresponding to “maximum capacity”. The spindle angle control unit 127 drives the motor 70 so that the target spindle angle is reached. As a result, the lifter cam plate 84 is rotated in the shift-down direction (FIG. 7), and the ball 85 moves to the connection step portion 110, so that the clutch mechanism 51 is brought into the “maximum capacity” state and the connection is established. Complete.

  The magnitude of “small capacity”, which is the clutch capacity obtained by the second capacity stage 112, is the magnitude between the torque of the counter shaft 57 before the shift and the estimated engine torque value X2 after the shift. Thus, since the clutch capacity is set to “small capacity” in accordance with the estimated engine torque value X2 after the shift, it is possible to prevent the clutch from being suddenly connected and to reduce the shift shock.

  When shifting down during traveling, the control unit 17 drives the shift spindle 71 and rotates the lifter cam plate 84 in the shift-down direction to move the ball 85 from the connecting step 110 (FIG. 7) to the shift-down step. It moves to 114 and a clutch is cut | disconnected. Next, the control unit 17 changes the gear train of the speed change mechanism 50 by driving the shift spindle 71 to change the speed, and then drives the shift spindle 71 in the reverse direction to rotate the lifter cam plate 84 in the upshift direction. Connect the clutch. In the present embodiment, since the above-described back torque limiter mechanism is provided, even if the clutch is connected at a stroke during downshifting, the shift shock is reduced.

  As described above, according to the embodiment to which the present invention is applied, the profile of the cam portion 84c of the lifter cam plate 84 that lifts the lifter plate 96 is between the cutting step portion 113 and the connection step portion 110. The control unit 17 includes the first capacity step part 111 and the second capacity step part 112 that have a constant lift amount with respect to the rotation of the plate 84. A spindle angle control unit 127 that controls to be positioned on the stepped portion 112 is provided. For this reason, by controlling the lifter cam plate 84 to be positioned at the first capacity step portion 111 and the second capacity step portion 112, the clutch capacity is set to a predetermined intermediate between the disconnection step portion 113 and the connection step portion 110. Can be easily set to capacity. In the first capacity step 111 and the second capacity step 112, the lift amount is constant with respect to the rotation of the lifter cam plate 84, and the first capacity step 111 and the second capacity step 112 have a certain range. Therefore, it is relatively easy to control the spindle angles corresponding to the first capacity step part 111 and the second capacity step part 112. Therefore, even if the system components such as the actuator machine section 55 and the control method are relatively simple, the shift control device 140 can easily adjust the clutch capacity to the set value and reduce the shift shock. Can do.

  A plurality of first capacity steps 111 and second capacity steps 112 of the lifter cam plate 84 are provided, and further includes an engine torque estimator 121 for estimating the engine torque of the engine 21 before and after the shift, and the spindle angle controller 127. Controls the lifter cam plate 84 so as to be positioned at one of the first capacity stage 111 and the second capacity stage 112 in accordance with the estimated engine torque values X1 and X2. Appropriate clutch capacity can be selected, and shift shock can be reduced.

  The plurality of first capacity step portions 111 and second capacity step portions 112 of the lifter cam plate 84 include a first capacity step portion 111 having a small lift amount and a second capacity step portion 112 having a large lift amount. When it is estimated that the estimated engine torque value X1 is larger than the predetermined engine torque Tq, the spindle angle control unit 127 controls the lifter cam plate 84 to be positioned at the first capacity step unit 111. Is large, a relatively large clutch capacity corresponding to the first capacity step portion 111 having a small lift amount can be obtained. As a result, the clutch capacity suitable for a large engine torque before and after the shift can be achieved, and the shift shock can be reduced.

  Further, when it is estimated that the estimated engine torque value X2 is smaller than the predetermined engine torque Tq, the spindle angle control unit 127 performs control so that the lifter cam plate 84 is positioned at the second capacity step portion 112. Is small, it is possible to obtain a relatively small clutch capacity corresponding to the second capacity step 112 having a large lift amount. As a result, a clutch capacity suitable for a small engine torque before and after the shift can be achieved, and a shift shock can be reduced.

10 Motorcycle (vehicle)
17 Control unit (control unit)
51 Clutch mechanism (clutch)
70 Motor (actuator)
71 Shift spindle 72 Spindle angle sensor 84 Lifter cam plate (lifter cam)
93 Pressure plate 94 Clutch plate 95 Main spring 96 Lifter plate 97 Release spring 110 Connection step (clutch connection position)
111 1st capacity | capacitance step part (1st flat part)
112 2nd capacity | capacitance step part (2nd flat part)
113 Cutting step (clutch disengagement position)
121 engine torque estimation unit 127 spindle angle control unit 140 shift control device T automatic transmission (transmission)
Tq Predetermined engine torque X1, X2 Estimated engine torque (estimated engine torque)

Claims (4)

An actuator (70) for driving the shift spindle (71) of the transmission (T), and a pressure plate (93) for urging the plurality of clutch plates (94) in the clutch connecting direction by the pressing force of the main spring (95). The lifter plate (96) lifts the pressure plate (93) in the clutch disengagement direction, and the release plate (96) urges the lifter plate (96) in the clutch disengagement direction. A clutch (51) for reducing the clutch capacity depending on the position, a lifter cam (84) for lifting the lifter plate (96) as the shift spindle (71) rotates, and a rotation command to the actuator (70). In a vehicle shift control device comprising a control unit (17) for providing
The profile of the lifter cam (84) has flat portions (111, 112) having a constant lift amount with respect to the rotation of the lifter cam (84) between the clutch disengagement position (113) and the clutch engagement position (110). Have
The speed change control device for a vehicle, wherein the control part (17) has a spindle angle control part (127) for controlling the lifter cam (84) to be positioned on the flat part (111, 112). A plurality of the flat portions (111, 112) of the lifter cam (84) are provided,
An engine torque estimating unit (121) for estimating engine torque;
The spindle angle control unit (127) controls the lifter cam (84) to be positioned in one of the plurality of flat portions (111, 112) according to the estimated engine torque (X1, X2). The vehicle shift control device according to claim 1.   The plurality of flat portions (111, 112) of the lifter cam (84) include a first flat portion (111) having a small lift amount and a second flat portion (112) having a large lift amount, When it is estimated that the estimated engine torque (X1, X2) is greater than a predetermined engine torque (Tq), the spindle angle control unit (127) is configured such that the lifter cam (84) is the first flat portion (111). The vehicle shift control device according to claim 2, wherein the shift control device is controlled so as to be positioned at a position.   When it is estimated that the estimated engine torque (X1, X2) is smaller than the predetermined engine torque (Tq), the spindle angle control unit (127) is configured such that the lifter cam (84) is the second flat portion (112). The vehicle shift control device according to claim 3, wherein the shift control device is controlled so as to be located at a position.

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