JP6232915B2 - Hybrid motorcycle - Google Patents

Description

  The present invention relates to a hybrid two-wheeled vehicle in which engine running using an engine as a drive source and EV (Electric Vehicle) running using a motor as a drive source are combined.

  2. Description of the Related Art In recent years, environmental issues have been emphasized in motorcycles, and it is required to reduce environmental pollutants discharged from engine-driven vehicles. Therefore, in motorcycles, a hybrid motorcycle has been developed in which a drive motor (EV traveling motor) that drives wheels is mounted together with the engine drive, and the drive wheels (rear wheels) are driven by the drive motor.

  As a conventional hybrid motorcycle, there is a motorcycle described in Patent Document 1 in which a drive motor and a generator are arranged and a unit swing type engine is mounted. In this motorcycle, the drive motor is disposed on the rear wheel drive shaft, offset from the vehicle center line in the vehicle width direction. The drive motor is disposed between the speed reduction mechanism disposed at the outermost side in the vehicle width direction and the rear wheel, and the generator is disposed on the outer side of the cylinder assembly and further on the outer side in the vehicle width direction than the drive motor.

  In the hybrid motorcycle described in Patent Document 2, a clutch mechanism, a generator, a power distribution device, and a drive motor are sequentially arranged in the vehicle width direction on the extension of the drive shaft. The drive motor constitutes an EV travel motor, and is disposed at a position far from the vehicle center line on the outer side in the vehicle width direction.

JP 2005-247247 A JP 2007-216812 A

  In the hybrid motorcycle described in Patent Document 1, the drive motor is disposed on the rear wheel drive shaft so as to be offset outward in the vehicle width direction with respect to the vehicle center line, and the generator is disposed on the outer side of the cylinder assembly from the drive motor. Furthermore, because it is arranged on the outer side in the vehicle width direction, a reduction mechanism is provided in addition to the drive motor on the drive shaft extending in the vehicle width direction, resulting in a complicated arrangement configuration, and the engine width and vehicle width are increased. Insufficient corners occur, the weight balance between the left and right sides of the vehicle deteriorates, and steering stability deteriorates significantly.

  Moreover, in the hybrid motorcycle described in Patent Document 2, the engine driving force and the motor driving force are controlled separately, and the driving motor is disposed on the drive shaft (counter shaft). For this reason, the diameter of the drive shaft is increased, and the crankshaft and the swing arm pivot are separated from each other in the vehicle front-rear direction, so that the distance between the vehicle axes is extended, and the handling becomes difficult.

  The present invention has been made in consideration of the above-mentioned circumstances, and can be arranged compactly by combining an automatic manual transmission device (AMT) and an EV driving motor (drive motor) without increasing the engine width. An object of the present invention is to provide a hybrid two-wheeled vehicle that maintains good weight balance and has good steering stability.

  Another object of the present invention is to achieve coexistence of the arrangement of the AMT actuator and the EV driving motor (drive motor) in the vehicle width direction even when the AMT and the EV driving motor (drive motor) are combined. Therefore, it is an object of the present invention to provide a hybrid motorcycle that can perform motor power generation, EV traveling, engine starting, and engine traveling to cover the power consumption of AMT.

In order to solve the above-described problem, a hybrid motorcycle according to the present invention includes a transmission mechanism that moves a shift dog by a shift cam and a shift fork, a clutch mechanism that transmits and blocks engine rotation to and from the transmission mechanism, An automatic manual transmission device (AMT) comprising: a clutch actuator that maintains the clutch mechanism intermittently; a shift change actuator that shifts the transmission mechanism; and a transmission control unit (TCU) that includes a control logic that performs shift change control. configured, the transmission mechanism includes a plurality of drive gears provided on countershaft, provided on the drive shaft, its said plurality of drive gear And a plurality of driven gears which always meshes with, respectively, provided with an EV traveling motor disposed across the vehicle center line, a predetermined drive gear that rotates directly connected to the counter shaft of the plurality of drive gear , meshing reduction mechanism the rotation of the EV traction motor is directly transmitted, is characterized in that a motor driving force transmission mechanism for transmitting motor driving force to the transmission mechanism.

  In the present invention, it is possible to provide a hybrid two-wheeled vehicle that can be compactly arranged by combining an automatic manual transmission device (AMT) and an EV traveling motor (driving motor), and that maintains a weight balance between the left and right sides of the vehicle and has good steering stability. .

  Even if this hybrid motorcycle is arranged in combination with an AMT and a drive motor, the arrangement of the AMT actuator and the drive motor can be achieved in the vehicle width direction, and motor power generation, EV running, Engine starting and engine running can be performed under the control of the transmission control unit.

The left view which shows the whole hybrid two-wheeled vehicle in embodiment of this invention. The top view which abbreviate | omits and shows a part of the said whole hybrid motorcycle. The perspective view which looked at the steering handle of the said hybrid motorcycle from back upper direction. The left view which shows the engine unit mounted in the vehicle body frame of the said hybrid motorcycle. The top view which abbreviate | omits and shows a part of engine unit mounted in the vehicle body frame of the said hybrid motorcycle. The left view of the said engine unit. The perspective view which looked at the engine unit from the left rear side. The top view which shows the power transmission system at the time of the engine running state in the said hybrid motorcycle. The top view which shows the power transmission system at the time of EV driving | running | working in the said hybrid motorcycle. The block diagram which shows the sprocket cover, the shift change actuator of an AMT actuator, and a transmission mechanism. The block diagram which shows the sprocket cover, the clutch actuator of an AMT actuator, a transmission mechanism, and a clutch mechanism. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view showing a sprocket cover, a clutch actuator and a shift change actuator of an AMT actuator, a transmission mechanism, a clutch mechanism, a footrest, a shift lever, etc., as viewed from the left rear side, according to an embodiment of the present invention. The perspective view which showed one Embodiment of this invention and looked at the sprocket cover, the clutch actuator of the AMT actuator, the shift change actuator, the transmission mechanism, and the clutch mechanism from diagonally right rear. The left view which shows a shift lever bracket, a shift lever, a shift lever rotation angle sensor, etc. The figure which shows the relationship between the operation load of a shift lever, and the rotation angle of a shift cam with a graph. The perspective view which shows the motor drive force transmission mechanism from EV driving motor to a transmission mechanism. The side view which shows the said motor drive force transmission mechanism. The block diagram which shows the whole structure of an automatic manual transmission apparatus (AMT). The figure which shows the right steering handle part of a hybrid two-wheeled vehicle. The figure which shows the driving mode change-over switch provided in the base part side of a right steering handle.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is an overall left side view of a hybrid motorcycle showing an embodiment of the present invention, and FIG. 2 is a plan view showing the entire hybrid motorcycle with a part thereof omitted. A hybrid motorcycle is a straddle-type vehicle capable of running an engine using an engine as a drive source and running an EV (motor) using a motor as a drive source. The saddle riding type vehicle includes an on-road type motorcycle, an off-road type motorcycle, and a scooter type motorcycle. In a hybrid motorcycle, the front, rear, left, and right follow the direction seen from the rider seated on the seat.

  In the hybrid motorcycle, as indicated by reference numeral 10, a vehicle body frame 13 is composed of a pair of left and right seat frames 12 as well as a pair of left and right main frames 11. An engine unit 14 is mounted on the main frame 11 of the body frame 13. The engine unit 14 is suspended from the main frame 11 and constitutes a part of the vehicle body frame 13.

  A head pipe 15 is provided at the front end of the vehicle body frame 13, and a pair of left and right front forks 18 are provided on the head pipe 15 via an upper bracket 16 and a lower bracket 17 shown in FIG. 3. Left and right steering handles 19 are fixed to the upper bracket 16, while a front wheel 21 is pivotally supported at the lower end of the steering shaft 20 from the front fork 18. The hybrid motorcycle 10 is steered by turning the steering handle 19.

  Further, the body frame 13 is provided with a pivot shaft 22 at a center frame portion extending downward from the rear portion of the main frame 11, and a swing arm 23 is rotatably provided around the pivot shaft 22. A rear wheel 24, which is a drive wheel, is pivotally supported at the rear end of the swing arm 23. The swing arm 23 is supported by the rear cushion unit 25 between the swing arm 23 and the seat frame 12 so as to be movable up and down around the pivot shaft 22.

  On the other hand, a fuel tank 27 is installed over the main frame 11 of the vehicle body frame 13. The fuel tank 27 is provided with an air cleaner 28 at the lower front side. The air cleaner 28 is positioned above the engine unit 14. The air cleaner 28 is configured to guide air taken from an air intake (inlet) 29 in front of the vehicle.

  A seat 31 is provided behind the fuel tank 27. The seat 31 is installed on the seat frame 12, and a battery 32 and an inverter 33 are provided below the seat 31. Further, below the seat 31 and behind the battery 32, an electronic control throttle controller unit (ETVCU) 35 and a transmission control unit (TCU) 36, which will be described later, are provided. The TCU 36 is a control unit including a control logic that controls a shift change of the vehicle of the hybrid motorcycle 10. Since these ETVCU 35, TCU 36, inverter 33, and the like are electric components that are vulnerable to heat, they are arranged in a place that is not easily affected by heat. Reference numeral 38 denotes a fuel pump, and reference numeral 39 denotes a canister that stocks unburned gas and surplus fuel. The inverter 33 is provided when the drive motor 43 is an AC motor, and a battery is provided instead of the inverter 33 when the drive motor 43 is a DC motor.

  By the way, the engine unit 14 mounted on the vehicle body frame 13 has, for example, a cylinder assembly 41 composed of a cylinder block 41a, a cylinder head, and a head cover, which is installed on the upper surface of the unit case 40 so as to be tilted forward. Is configured. The engine case 40 incorporates an automatic manual transmission device 44 (hereinafter referred to as AMT). The AMT 44 is a semi-automatic transmission device that enables manual shift without requiring clutch operation, improves the shift lever operation feeling, and eliminates the hassle of clutch operation. Electronically controlled throttle devices 45 are connected to the four intake ports that open to the rear surface of the cylinder head of the cylinder assembly 41. An exhaust pipe 46 is connected to an exhaust port that opens to the front surface of the cylinder head.

  The exhaust pipe 46 extends downward from the exhaust port of the cylinder assembly 41 and is bent rearward and extends rearward. The exhaust pipe 46 is gathered in the middle and connected to the exhaust chamber 47. Further, the exhaust pipe extends rearward from the side of the exhaust chamber 46 and is connected to the silencer 48.

  As shown in FIGS. 4 to 9, the AMT 44 has a transmission mechanism 51 that shifts engine rotation, that is, rotation of the crankshaft 50 that is pivotally supported in the engine case 40 and transmits the transmission to the rear wheel 24, and the crankshaft 50. A clutch mechanism 52 that transmits and shuts off the rotation of the transmission mechanism 51, a clutch actuator 53 that intermittently operates the clutch mechanism 52, and a shift change actuator 54 that shifts the transmission mechanism 51. The clutch actuator 53 and the shift change actuator 54 constitute an AMT actuator, and are provided on a cover that is integrally mounted on the engine case 49, for example, a sprocket cover 56.

  As shown in FIGS. 6 and 7, the clutch actuator 53 and the shift change actuator 54 are installed behind the cylinder assembly 41 and on the left side surface of the engine case 40. The sprocket cover 55 is fixed. Inside the sprocket cover 55 is housed a drive sprocket (see FIGS. 8 and 9) that transmits engine output to the rear wheels with a chain.

  The transmission mechanism 51 has the same configuration as that used in a general manual transmission device. That is, the countershaft 60 and the drive shaft 61 that are located in parallel to the rear of the crankshaft 50 and extend in the vehicle width direction, and are mounted on the countershaft 60 as shown in FIGS. Six types of drive gears 62 corresponding to the sixth speed, and six types of driven gears 63 that are mounted on the drive shaft 61 and always mesh with the drive gear 62 are provided. The drive sprocket 56 described above is fixed to the left end of the drive shaft 61 so as to rotate together.

  Further, as shown in FIGS. 10 and 12, the transmission mechanism 51 includes a plurality of shift forks 66 that are moved by a shift cam 65. As is known in the art, the shift cam 65 is rotated stepwise so that a shift dog 67 (FIG. 10, FIG. 10) is provided on either the drive gear 62 or the driven gear 63 via a plurality of shift forks 66. 11) is moved in the axial direction, and the meshing of the six types of drive gear 62 and driven gear 63 is selected.

  The clutch mechanism 52 is a known wet type multi-plate clutch, and is provided on the right end side of the counter shaft 60, for example, as shown in FIGS. A primary driven gear 70 provided integrally with the clutch mechanism 52 is always meshed with a primary drive gear 71 provided on a crankshaft 50, for example, one of the crank webs of an engine crank.

  The counter shaft 60 is a hollow shaft, and when the clutch actuator 53 presses the left end portion of the push rod 72 slidably inserted therein, the coupling of the clutch mechanism 52 is gradually released, and a half-clutch state is achieved. After that, the connection is released. In the push rod 72, the rotational torque of the clutch becomes zero at the maximum stroke. When the clutch mechanism 52 is coupled, the engine rotation is transmitted to the counter shaft 60 of the transmission mechanism 51, and when the clutch mechanism 52 is released, the engine rotation is interrupted with respect to the counter shaft 60.

  As shown in FIGS. 11 and 12, the clutch actuator 53 includes, for example, a servo motor 73, a speed reduction mechanism 74 including a multistage gear, and a cam shaft-like clutch release cam 75. Is decelerated by the speed reduction mechanism 74 and converted into rotation of the clutch release cam 75, and the pressing amount of the push rod 72 increases as the rotation angle of the clutch release cam 75 increases.

  The clutch actuator 53 is provided with a clutch position sensor 76. The clutch position sensor 76 is a sensor that determines the degree of engagement of the clutch mechanism 52 by detecting, for example, the rotation angle of the gear of the speed reduction mechanism 74, and the clutch position signal CP is a transmission control unit 36 (hereinafter referred to as TCU) to be described later. (Refer to FIG. 18).

  As shown in FIGS. 12 and 13, the shift change actuator 54 includes, for example, a servo motor 80 and a speed reduction mechanism 81 composed of a multistage gear. The rotation of the servo motor 80 is decelerated by the speed reduction mechanism 81 to rotate the shift change shaft 82, and the rotation of the shift change shaft 82 is transmitted to the shift cam 65 by the shift gear 83.

  Further, the shift change actuator 54 is provided with a shift position sensor 84 as shown in FIG. The shift position sensor 84 is a sensor that determines the gear position by detecting the rotation angle of the shift change shaft 82, for example, and the shift position signal SP is received by the TCU 36 described later (see FIG. 18).

  On the other hand, the body frame 13 of the motorcycle is provided with a pair of left and right footrests 85 on which the driver puts his / her feet so as to be positioned behind the engine unit 14 (see FIGS. 1 and 12). A shift lever 86 is provided on the left side surface of the engine unit 14 so as to be positioned in front of and under the left footrest 85. The driver performs the shift operation of the AMT 44 by repeatedly rotating the shift lever 86 upward or downward with the toe of the left foot placed on the left footrest 85. For example, when the shift lever 86 is rotated upward, the AMT 44 is shifted up, and when it is rotated downward, the AMT 44 is shifted down.

  As shown in FIGS. 1, 2, 12, and 14, particularly FIG. 14, the shift lever 86 has a pivot shaft 87 (shift shaft) attached to the lower left side surface of the engine case 40. The shift lever bracket 88 is pivotally supported, and a return spring (not shown) is mounted on the rotation shaft 87. The return spring holds the shift lever 86 at the rotation start position 86N shown in FIG. 14 when the shift lever 86 is not operated.

  As shown in FIGS. 1 and 14, the shift lever bracket 88 is provided with a shift lever 86, a shift lever rotation angle sensor (shift lever rotation detection unit) 90, and a load characteristic applying mechanism 89. The The shift lever rotation angle sensor 90 is a sensor that detects the rotation angle of the shift lever 86 to detect that the rotation operation of the shift lever 86 is started and transmits shift detection signals SU and SD. . The shift lever rotation angle sensor 90 is not limited to the rotation angle sensor, and for example, a load sensor may be used. The load characteristic imparting mechanism 89 is a mechanism that imparts a predetermined load characteristic to the rotation of the shift lever 86 as will be described later.

  As shown in FIG. 14, the shift lever 86 can rotate from a rotation start position 86N to an upper rotation end position 86UP and a lower rotation end position 86DOWN. Further, rotation detection positions PU and PD are set between the rotation start position 86N and the upper and lower rotation end positions 86UP and 86DOWN, respectively. These rotation detection positions PU and PD are provided at positions slightly closer to the rotation start position 86N than the rotation end positions 86UP and 86DOWN, respectively.

  When the shift lever 86 passes through the rotation detection position PU, the shift lever rotation angle sensor 90 transmits a shift detection signal SU that tells upshifting. When the shift lever 86 passes through the rotation detection position PD, the shift lever 86 The rotation angle sensor 90 transmits a shift detection signal SD that conveys the downshift. These shift detection signals SU and SD are received by the TCU 36 shown in FIG.

  As shown in FIG. 14, when the shift lever 86 is rotated once from the rotation start position 86N to the rotation end point position 86UP, the load characteristic imparting mechanism 89 moves the cam plate (not shown) to the required angle, For example, it is rotated 60 degrees.

  When the shift lever 86 is rotated once from the rotation start position 86N to the rotation end position 86DOWN, the cam plate is rotated by a required angle, for example, 60 degrees.

  Further, when the shift lever 86 is continuously rotated a plurality of times from the rotation start position 86N to the rotation end position 86UP or the rotation end position 86DOWN, the cam plate is rotated clockwise or counterclockwise by 60 degrees by the number of rotations. Moderation is given in the clockwise direction and the operation is intermittently (intermittent).

  In addition, the load characteristic imparting mechanism 89 shows a mountain-shaped load characteristic in response to the reaction force of the shift lever 86 until the shift lever 86 rotates from the rotation start position 86N to the rotation end position 86UP or 86DOWN. Granted as shown.

  The generation position of the maximum load point Wmax of the mountain-shaped load characteristic is set so as to substantially coincide with the positions of the rotation detection positions PU and PD of the shift lever 86. For this reason, the reaction force of the shift lever 86 increases from the rotation start position 86N to the rotation detection positions PU and PD, and decreases after exceeding the rotation detection positions PU and PD. When the reaction force becomes the highest, a shift detection signal SU or SD for upshifting or downshifting is transmitted from the shift lever rotation angle sensor 90 to the TCU 36.

[Arrangement Configuration of AMT Actuator and EV Traveling Motor]
As shown in FIG. 1, the hybrid motorcycle 10 is provided with an EV traveling motor (drive motor) 43 on the back side of the cylinder assembly 41 of the engine unit 14 and above the engine case 40 in a side view of the vehicle. The EV traveling motor 43 constitutes an electric assist motor. As shown in FIGS. 2, 5, and 7, a relatively vacant space behind the cylinder block of the cylinder assembly 41 and above the engine case 40. Is provided.

  Therefore, the driving force assist can be performed by the EV traveling motor 43 while the capacity reduction of the fuel tank 27 is eliminated or minimized. The EV traveling motor 43 is disposed on the inner side in the vehicle width direction of the AMT actuators 53 and 54 so as to avoid the clutch actuator 53 and the shift change actuator 54 which are AMT actuators. The EV traveling motor 43 is installed behind the cylinder block of the cylinder assembly 41 in the vehicle side view, above the crankcase of the engine case 40, and inside the pair of left and right main frames 11, 11. The EV traveling motor 43 does not protrude upward from the main frame 11 in the side view of the vehicle, and is disposed across the vehicle center line CL as shown in FIGS. 2 and 5 in the vehicle plan view.

  Further, since the EV travel motor 43 is disposed offset to the clutch chamber (clutch mechanism 52) side in a side view of the vehicle and is provided across the vehicle center line CL, the clutch actuator 53 and the shift change actuator 54 are arranged at the engine center. It can be arranged close to the side and offset, and the size in the engine width direction can be reduced. Therefore, the single clutch AMT 44 can be configured while reducing the size of the vehicle. As shown in FIGS. 5 and 7, the clutch actuator 53 is provided on the clutch release arm shaft shaft 53 a and is installed in an engine width range that does not exceed the maximum width of the engine. For this reason, it is possible to prevent the AMT actuator from being damaged when the vehicle falls and deterioration of the aerodynamic characteristics accompanying traveling.

The motor shaft 43a of the drive motor 43 is gear-coupled to a drive gear 94 on the counter shaft 60 of the transmission mechanism 51 via a reduction mechanism 93 of a multi-stage reduction gear train, as shown in FIGS. A motor driving force transmission mechanism 96 is configured. The drive gear 94 is directly connected to the counter shaft 60 to constitute a first speed drive gear. The first-speed drive gear 94 is gear-coupled to a first-speed driven gear 95 that is rotatably provided on the drive shaft 61. In addition, although the deceleration mechanism 93 demonstrated the example provided with 2 steps | paragraphs of deceleration suppression, a 1 step | paragraph reduction gear may be sufficient. As shown in FIG. 9, the motor driving force of the drive motor 43 is transmitted from the speed reduction mechanism 93 to the chain sprocket mechanism 92 for driving the rear wheels 24 through the drive gear 94 and the transmission mechanism 51 on the counter shaft 60.

  As shown in FIGS. 2 and 5, the EV traveling motor 43 is installed on the vehicle center line side facing the vehicle width direction so as to straddle the vehicle center line CL in a plan view of the vehicle, and forms a pair of main frames 11. , 11 is provided on the upper surface of the crankcase behind the cylinder block. The AMT 44 and the drive motor 43 are arranged so as to enter inside the entire engine width in the vehicle width direction in a top view and a rear view of the vehicle. With the arrangement configuration of the AMT 44 and the drive motor 43, the arrangement of the AMT 44 and the drive motor 43 that is an EV motor can be made compatible without increasing the engine size.

  In addition, since the heavy drive motor 43 can be disposed in the vicinity of the center of gravity of the front, rear, left and right of the vehicle behind the cylinder assembly 41, the mass can be concentrated and the increase of the moment of inertia can be suppressed to suppress the deterioration of the steering stability. be able to.

  Further, as shown in FIGS. 16 and 17, the motor driving force transmission mechanism 96 includes a motor shaft 43a of the EV traveling motor 43, an idle shaft 93b that supports the idle gear 93a of the speed reduction mechanism 93, and a counter of the transmission mechanism 51. The shafts connecting the gears of the shaft 60 axis and the drive shaft shaft 61 are arranged compactly on a substantially straight line. Therefore, the engine can be reduced in size and size and contribute to weight reduction.

  On the other hand, as shown in FIGS. 1, 2, and 5, the EV traveling motor 43, which is a heavy object, can be intensively arranged near the center of gravity at the front, rear, left, and right centers of the vehicle. It is possible to stabilize and improve the steering stability by suppressing the increase of the moment of inertia by stabilizing the left and right.

[Configuration of AMT]
FIG. 18 is a block diagram showing the overall configuration of the AMT 44. The AMT 44 includes a transmission control unit (TCU) 36 including a control logic for performing shift change control of the hybrid motorcycle 10.

  A clutch actuator 53 and a shift change actuator 54 which are AMT actuators, an engine control unit 97, an electronic control throttle controller 98 and an EV traveling control unit 99 are connected to the TCU 36 which is a control unit of the AMT 44. The operation is performed based on the operation signals A1 to A5.

  Further, a clutch actuator position sensor 76, a shift actuator position sensor 84, and a shift lever rotation angle sensor 90 are connected to the TCU 36, and a clutch position signal CP transmitted from the clutch actuator position sensor 76, and a shift actuator position. A shift position signal SP transmitted from the sensor 84 and shift detection signals SU and SD transmitted from the shift lever rotation angle (or load) sensor 90 are input to the TCU 36, respectively.

Further, the TCU 36 includes a countershaft speed sensor 100 that transmits a rotational speed signal CS of the countershaft 60, a vehicle speed sensor 101 that transmits a vehicle speed signal VS of a motorcycle, and an opening of a throttle grip that is operated by a motorcycle driver. A throttle position sensor 102 that transmits a degree signal TPS, an accelerator position sensor 103 that transmits an opening signal APS of an electronically controlled throttle, a shift cam position sensor 104 that transmits a gear position signal GPS of the transmission mechanism 51, and a fuel injection system. Engine operating state detection sensors 105 (a cooling water temperature sensor, an intake air temperature sensor, an oil temperature sensor, an O ₂ sensor, etc.) that transmit various other necessary signals ETC are connected.

  When the TCU 36 receives the shift detection signal SU or SD transmitted from the shift lever rotation angle sensor 90 in accordance with the rotation operation of the shift lever 86 (see FIG. 14), each sensor 74, 80, 90, 100 to 105 is received. The output of the engine unit 14 is controlled with reference to various signals CP, SP, CS, VS, TPS, APS, GPS, ETC transmitted from the AMT, and the AMT actuator of the clutch actuator 53 and the shift change actuator 54 is controlled. To change the speed.

  At this time, the TCU 36 controls the clutch actuator 53 and the shift change actuator 54 after the shift detection signal SU, SD is received and before the shift lever 86 is rotated to the rotation end positions 86UP, 86DOWN. Complete shifting.

  That is, the TCU 36 receives the shift detection signals SU and SD, and simultaneously operates the clutch actuator 53 to release the clutch mechanism 52 and then operates the shift change actuator 54 to shift the shift cam 65 (see FIG. 10) is rotated to change the speed, and then the clutch actuator 53 is operated again to connect the clutch mechanism 52.

  The TCU 36 determines the operation status of the engine unit 14 from the input signals of various sensors when shifting by operating the shift change actuator 54, and controls, for example, the ignition controller of the engine control unit 97 at the time of shift up. Then, ignition cut (decimation ignition), ignition timing retarding, etc. are performed, and at the time of downshifting, the electronic control throttle controller 98 is controlled to perform blipping (idling). As a result, the load applied to the shift dog 67 provided in the drive gear 62 and the driven gear 63 is removed (see FIG. 10), the shift is performed smoothly, and the time required for the shift is shortened.

  Further, when the shift is completed and the clutch mechanism 52 is connected, the TCU 36 determines whether or not the shift shock accompanying the connection of the clutch mechanism 52 is large based on the input signals of various sensors, and the shift shock is large. If this is the case, the clutch actuator 53 is controlled to slowly connect the clutch mechanism 52, and the shift shock is reduced by lengthening the half-clutch state.

[Engine start-up, engine running, engine-driven power generation and EV running]
As shown in FIG. 9, the hybrid motorcycle 10 is a first-speed drive gear in which the motor shaft 43 a is directly connected to the counter shaft 60 constituting the transmission mechanism 51 via the speed reduction mechanism 93 by the motor driving of the EV traveling motor 43. The driving force is transmitted to. The motor driving force (torque) transmitted from the EV traveling motor 43 to the first speed drive gear 94 is transmitted to the transmission mechanism 51 in a state where the gear position is other than the N (neutral) position. The transmission mechanism 51 is provided with a shift dog 67, and a transmission gear structure having a dog plays a role of a clutch from the EV traveling motor 43. For this reason, switching between EV traveling by the motor operation of the EV traveling motor 43 and engine traveling accompanying driving of the engine can be switched by the gear dog fitting of the transmission mechanism (T / M) and the operation of the clutch mechanism 52.

  The hybrid motorcycle 10 can perform EV traveling (see FIG. 9), motor power generation, and engine start by motor driving of the EV traveling motor 43, in addition to engine traveling (see FIG. 8) driven by an engine of a parallel multi-cylinder engine. .

[When generating motor power]
When the parallel multi-cylinder engine (engine unit 14) is driven in a state where the clutch mechanism 52 is connected (coupled), the engine driving force is transmitted to the counter shaft 60 via the clutch mechanism 52 as shown in FIG. Is transmitted to the rear wheel 24 via the transmission mechanism 51, and the engine travels. At that time, the first-speed drive gear 94 on the counter shaft 60 is always rotated at the same rotational speed as the counter shaft 60. Therefore, the motor shaft 43a of the EV traveling motor 43 is always rotationally driven by the engine rotation accompanying the engine driving, and the motor power generation by the EV traveling motor 43 is always possible. Due to the motor power generation, the EV running motor 43 serves as a generator and functions as an EV assist motor.

  Further, since the EV motor, which is the EV traveling motor 43, is driven by the engine, motor power generation is performed. As a secondary effect, a power generation magnet 108 provided on the crankshaft 50 of the engine unit 14 (see FIG. 8). ) Can be small and can be abolished.

[When running on EV]
EV travel is always possible by driving the motor of the drive motor 43, basically as in the case of power generation. When the drive motor 43, which is an EV travel motor, drives the motor, the motor drive force (drive torque) is driven from the idle gear 93a to the drive gear 94 on the countershaft 60 via the reduction mechanism 93, for example, as shown in FIG. It is transmitted to the first-speed drive gear, then transmitted to the driven gear 63 on the drive shaft 61 by the transmission mechanism 51, and further transmitted via the chain / sprocket mechanism 92 to drive the rear wheel 24 and cause EV travel.

  In the case of EV traveling, as in the case of engine traveling, in the transmission mechanism 51, each drive gear 62 on the countershaft 60 and each driven gear 63 on the drive shaft 61 are selectively combined to perform a speed change operation. In both EV traveling and engine traveling, the power transmission mechanisms of the transmission mechanism 51 and the chain / sprocket mechanism 92 can be used in common, and the power consumption and efficiency of the drive motor 43 can be improved.

[engine start]
The engine can be started by turning on a starter switch 110 (see FIG. 19) provided at the base of the right steering handle 19 of the hybrid motorcycle 10. When the starter switch 110 is turned on and the EV travel motor 43 is driven with the clutch mechanism 52 engaged (connected ON), the rotation of the countershaft shaft 60 causes the crankshaft 50 to rotate through the clutch mechanism 52. The crankshaft 50 can be rotated, and the engine is started by rotating the engine crank. If the clutch mechanism 52 is connected, the crankshaft 50 can be rotated and the engine can be started by rotating the countershaft shaft 60, so that the engine can be started at all gear positions. It becomes possible. In the N (neutral) position, the engine can be started when the vehicle is stopped.

  On the other hand, in addition to the accelerator grip sensor 109 shown in FIG. 19, a starter switch 110, a travel mode changeover switch 111, and a kill switch 112 are provided at the base of the right steering handle 19 of the hybrid motorcycle 10. The changeover switch 111 switches between EV traveling by motor driving force and engine traveling by engine driving.

  When the changeover switch 111 is turned ON in the direction of arrow A, the drive motor 43 is driven by the motor, and the motor drive force passes through the speed reduction mechanism 93, the transmission mechanism 51, and the chain / sprocket mechanism 92, as shown in FIG. 24, the rear wheel 24 is driven to travel (EV traveling).

  When the clutch mechanism 52 is connected during the EV traveling, the motor driving force of the drive motor 43 that is an EV motor is also transmitted to the crankshaft 50 to rotate the crankshaft 50. Due to the rotation of the crankshaft 50, the power generation magnet 108 (see FIG. 8) rotates to generate power, and the generated power is charged in the battery 32.

  When the changeover switch 111 is switched in the direction of arrow B, the hybrid two-wheeled vehicle 10 is switched from EV traveling to engine traveling. In engine running, the engine driving force is transmitted from the primary drive gear 71 to the counter shaft 60 via the primary driven gear 70 and the clutch mechanism 52 by driving the parallel multi-cylinder engine (engine unit 14) as shown in FIG. Subsequently, the transmission is transmitted from the counter shaft 60 to the rear wheel 24 via the transmission mechanism 51 and the chain / sprocket mechanism 92 to drive the rear wheel 24 (engine running).

  Furthermore, since the counter shaft 60 of the transmission mechanism 51 is always rotating during engine travel, the engine driving force is transmitted from the first speed drive gear 94 to the motor shaft 43a via the speed reduction mechanism 93, and the EV travel motor 43 is always operated. The motor is generated by rotating. When the EV running motor 43 is an AC motor, the generated AC power is converted to DC by the inverter 33 (see FIG. 1) and charged to the battery 32.

[Example of AMT control by TCU]
When the engine unit 14 is started, engine running control is started. First, it is determined whether or not a shift detection signal SU or SD is received from the shift lever rotation angle sensor (or load sensor) 90. When the shift detection signal SU or SU is received, the clutch actuator 53 is operated and the clutch mechanism 52 is disconnected.

  Next, it is determined whether or not the load applied to the shift dog 67 is equal to or less than an allowable value. This determination is made with reference to data such as the countershaft speed sensor 100, the vehicle speed sensor 101, the oil temperature sensor (not shown), and the shift dog load map. If the determination result is equal to or less than the allowable value, the shift change actuator 54 is operated and a shift change is executed.

  Next, it is determined whether or not the shift shock is large when the clutch mechanism 52 is connected. The determination as to whether or not the shift shock is large is made with reference to data such as gear position, engine speed, and vehicle speed. When it is determined from this determination result that the shift shock is large, the clutch mechanism 52 is slowly connected using a half clutch to absorb the shift shock.

  Further, when it is determined from the shift shock determination result that the shift shock is small, the clutch mechanism 52 is quickly connected without using the half clutch. This completes the shift change and returns control.

  On the other hand, when the load applied to the shift dog 67 (see FIG. 10) exceeds the allowable value, it is determined whether the shift is up or down. Here, if the shift detection signal SU is received, it is determined that the shift is up, and if the shift detection signal SD is received, it is determined that the shift is down.

  When the load applied to the shift dog 67 is greater than or equal to the allowable value and the upshift is performed, the upshift is performed while reducing engine torque. As a method of reducing the engine torque, ignition cut (decimation ignition) and ignition timing retarding are performed. By reducing the engine torque at the time of upshifting in this way, the load applied to the speed change dog 67 is reduced, and the time required for the speed change dog 67 to be engaged is shortened, thereby enabling quick shift up.

  In the case of downshifting, the electronic control throttle controller 98 is controlled to cause the engine unit 14 to blipping, and then downshifted. By causing the engine to blow idle at the time of downshifting in this way, it is possible to shorten the time until the gearshift dog 67 meshes with the rotation of the drive gear 62 and the driven gear 63 of the transmission mechanism 51, thereby enabling quick downshifting. .

  After upshifting or downshifting, when the clutch mechanism 52 is connected, depending on the magnitude of the shift shock, a half-clutch use or non-use routine is executed to complete the shift change, and the control is completed. Is restored.

  As described above, the AMT 44 detects the start of the rotation operation of the shift lever 86 and transmits the shift detection signals SU and SD, and the shift lever rotation angle sensor 90 (shift lever rotation detection unit). The shift detection signals SU and SD are received by the TCU 36 that controls the AMT 44, and the clutch actuator 53 and the shift change actuator 54 are controlled to perform a shift.

  Therefore, shift detection signals SU and SD are transmitted from the shift lever rotation angle sensor 90 almost simultaneously with the start of the rotation operation of the shift lever 86, and the TCU 36 that receives the shift detection signals SU and SD receives the clutch actuator. 53 and the shift change actuator 54 are operated to perform a speed change, so that the time lag from when the shift lever 86 is operated to when the speed change is started is shortened, and a sporty handling feeling similar to that of a manual transmission can be obtained.

  The shift lever rotation angle sensor 90 transmits the shift detection signals SU and SD because the shift lever 86 is provided between the rotation start position N and the rotation end positions 86UP and 86DOWN. The clutch actuator 53 is assumed to have passed when the detection positions PU and PD have passed, and between the time when the TCU 36 receives the shift detection signals SU and SD and until the shift lever 86 rotates to the rotation end positions 86UP and 86DOWN. The shift change actuator 54 is controlled to complete the shift.

  According to the above configuration, the AMT 44 shifts because the shift lever 86 completes the shift from the rotation start position N to the rotation end positions 86UP and 86DOWN via the rotation detection positions PU and PD. The time from the start of operation of the lever 86 to the completion of shifting can be greatly shortened, and a shift response comparable to or exceeding that of the manual transmission (MT) can be obtained.

  In the hybrid two-wheeled vehicle 10 of this embodiment, the driving force of the primary driven gear 70 driven by the engine crank (crankshaft 50) as the engine rotates can be assisted by the EV traveling motor 43. The EV traveling motor 43 is disposed offset to the clutch chamber (clutch mechanism 52) side of the vehicle and functions as an electric assist motor that assists the driving force of the primary driven gear 70. The clutch actuator 53 and the shift change actuator 54 constituting the AMT actuator are disposed on the drive sprocket cover 55 (see FIGS. 7, 12, and 13), and the AMT actuators 53 and 54 are clutched on the engine case 40. It is provided so as not to interfere with the EV traveling motor (drive motor) 43 that is arranged offset to the room side.

  Therefore, a drive force reduction that occurs when shifting with the single clutch type AMT 44 (for example, a demerit that speed reduction or shift time becomes longer due to a decrease in drive torque when the clutch mechanism 52 is disengaged during shifting of the AMT 44) is used as an electric assist motor. The driving motor 43 can assist and make up, and there is an advantage that the hybrid motorcycle 10 can be prevented from generating deceleration G (gravity).

  In addition, torque control at the time of start, which is difficult with AMT control, is not required for half-clutch control or the like by assisting with the drive motor 43 that is an electric assist motor, and torque control at the time of start is facilitated.

  Further, as shown in FIGS. 8 and 9, the hybrid motorcycle 10 has an idle gear 93 a interposed between the primary driven gear 70 and the EV travel motor 43, so that the rotation direction of the EV travel motor 43 is This is in the opposite direction to the rotation of the crankshaft (engine crank) 50 and the drive wheels (rear wheels 24), and has the effect of canceling the gyro effect. For this reason, the cornering performance of the vehicle can be improved.

  In addition, about description of this embodiment, although the vehicle of the hybrid two-wheeled vehicle was demonstrated, it can also apply to the four-wheel vehicle with the same AMT structure.

  DESCRIPTION OF SYMBOLS 10 ... Hybrid motorcycle, 11 ... Main frame, 12 ... Seat frame, 13 ... Body frame, 14 ... Engine unit (parallel multi-cylinder engine), 15 ... Head pipe, 16 ... Upper bracket, 17 ... Lower bracket, 18 ... Front fork , 19 ... Steering handle, 20 ... Steering shaft, 21 ... Front wheel, 22 ... Pivot shaft, 23 ... Swing arm, 24 ... Rear wheel, 25 ... Rear cushion unit, 27 ... Fuel tank, 28 ... Air cleaner, 29 ... Air intake Inlet, 31 ... Seat, 32 ... Battery, 33 ... Inverter, 35 ... Electronically controlled throttle control unit (ETVCU), 36 ... Transmission control unit (TCU), 38 ... Fuel pump, 39 ... Canister, 40 ... Engine case, 41 ... Cylinder assembly , 41a ... cylinder block, 43 ... drive motor, 44 ... automatic transmission device (AMT), 45 ... electronically controlled throttle device, 46 ... exhaust pipe, 47 ... exhaust chamber, 48 ... silencer, 50 ... crankshaft (crankshaft) , 51 ... Transmission mechanism, 52 ... Clutch mechanism, 53 ... Clutch actuator (AMT actuator), 54 ... Shift change actuator (AMT actuator), 55 ... Sprocket cover, 56 ... Drive sprocket, 60 ... Countershaft, 61 ... Driveshaft, 62 ... Drive gear, 63 ... Driven gear, 65 ... Shift cam, 66 ... Shift fork, 67 ... Shift dog, 70 ... Primary driven gear, 71 ... Primary drive gear, 72 ... Push 73 ... Servo motor, 74 ... Deceleration mechanism, 75 ... Clutch release cam, 76 ... Clutch actuator position sensor, 80 ... Servo motor, 81 ... Deceleration mechanism, 82 ... Shift change shaft, 83 ... Shift gear, 84 ... Shift actuator Position sensor, 85 ... footrest, 86 ... shift lever, 87 ... shift shaft (rotating shaft), 88 ... shift lever bracket, 89 ... load characteristic imparting mechanism, 90 ... shift lever rotation angle sensor, 92 ... chain / sprocket mechanism , 93 ... Deceleration mechanism, 94 ... Drive gear (1st drive gear), 95 ... Driven gear (1st drive gear), 96 ... Motor drive force transmission mechanism, 97 ... Engine control unit, 98 ... Electronically controlled throttle control unit, 99 ... EV running controller 100 ... Counter shaft speed sensor 101 ... Vehicle speed sensor 102 ... Throttle position sensor 103 ... Accelerator position sensor 104 ... Shift cam position sensor 105 ... Various sensors necessary for the fuel injection system (FIS) 108 ... Power generation 109, accelerator grip sensor, 110, starter switch, 111, travel mode changeover switch, 112, kill switch.

Claims (11)

A transmission mechanism that moves a shift dog by a shift cam and a shift fork, a clutch mechanism that transmits and blocks engine rotation to and from the transmission mechanism, a clutch actuator that maintains the clutch mechanism intermittently, and a gear shift operation of the transmission mechanism An automatic manual transmission device (AMT) is composed of a shift change actuator to be operated and a transmission control unit (TCU) having a control logic for performing shift change control.
The transmission mechanism includes a plurality of drive gears provided on a countershaft, and a plurality of driven gears provided on the drive shaft and constantly meshed with each of the plurality of drive gears,
EV driving motor arranged across the vehicle center line,
A predetermined drive gear that rotates directly connected to the counter shaft of the plurality of drive gears, meshing reduction mechanism the rotation of the EV traction motor is directly transmitted, the motor for transmitting a motor drive force to the transmission mechanism hybrid motorcycle, characterized in that it comprises a driving force transmitting mechanism. The hybrid motorcycle according to claim 1, wherein the speed reduction mechanism is provided on a side closer to the clutch mechanism with respect to a vehicle center line in a vehicle plan view. The hybrid motorcycle according to claim 1, wherein the predetermined drive gear is provided on a side closest to the clutch mechanism among the plurality of drive gears. The hybrid two-wheeled vehicle according to claim 1 or 3, wherein the predetermined drive gear is the slowest (first speed) drive gear. 2. The hybrid motorcycle according to claim 1, wherein the clutch actuator and the shift change actuator are provided on a side opposite to the clutch mechanism across the EV traveling motor in a plan view of the vehicle. In the automatic manual transmission device, the clutch actuator and the shift change actuator are controlled by the transmission control unit, and the engine is driven by the engine, the EV is driven by the motor of the EV driving motor, and the EV is driven. 2. The hybrid motorcycle according to claim 1 , wherein the engine is started by connecting the clutch mechanism during traveling, and motor power generation is performed by rotation of a motor shaft of the EV traveling motor during the engine traveling. The EV travel motor is disposed without projecting above the engine case at the rear of the cylinder block of the cylinder assembly and above the upper surface of the main frame forming the left and right pair of the body frame in a side view of the vehicle,
2. The hybrid motorcycle according to claim 1, wherein the EV driving motor is disposed on an inner side surrounded by the pair of left and right main frames in a plan view of the vehicle. The EV running motor, in the vehicle rear face view, according to claim 1 or 7 are arranged in a substantially central position of the engine width without interfering with the clutch actuator and the shift change actuator for controlling the automatic manual transmission apparatus Hybrid motorcycle. The hybrid motorcycle according to claim 8 , wherein the clutch actuator and the shift change actuator are provided outside the EV travel motor in a vehicle width direction and within the engine width. 10. The hybrid according to claim 7 , wherein a motor shaft of the EV traveling motor, an idle shaft of the speed reduction mechanism, a counter shaft of the transmission mechanism, and a drive shaft thereof are linearly arranged. Motorcycle. The transmission control unit includes a vehicle speed sensor, a throttle position sensor, an accelerator position sensor, a gear position sensor, a counter shaft rotation speed sensor, a shift lever rotation angle or angle sensor, a clutch actuator position sensor, and a shift actuator. Sensor signals are input from the position sensor and other operation state detection sensors necessary for the fuel injection system.
The hybrid motorcycle according to claim 1, wherein the transmission control unit drives and controls a shift change actuator, a clutch actuator, an engine control unit, an electronically controlled throttle controller unit, and an EV traveling control unit.

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