JP7162031B2 - Reference position identification method for speed change device and drum angle sensor - Google Patents

Description

The present invention relates to a transmission that shifts gears based on the rotation of a shift drum, and a method for identifying a reference position of a drum angle sensor.

Patent Document 1 discloses a transmission including a plurality of transmission gears that can mesh with each other, and a drum (shift drum) that shifts the transmission gears as they rotate to switch between the meshing transmission gears. there is In this type of transmission, the rotation angle position of the shift drum and the switching points of a plurality of gear stages are matched in advance, and the gear stage is switched by one stage each time the shift drum rotates by a predetermined angle. . The transmission detects the amount of rotation of the shift drum using a drum angle sensor, and the controller appropriately controls the rotation of the shift drum based on the detected amount of rotation.

JP 2008-38923 A

By the way, in the transmission, the rotation angle position detected by the drum angle sensor and the actual shift are affected by variations due to manufacturing errors of the shift drum and the rotation mechanism (for example, ratchet mechanism) of the shift drum, environmental changes, aging, etc. A discrepancy occurs between the rotational angular position of the drum. In addition, the drum angle sensor itself is affected by variations, environmental changes, aging, and the like.

Conventionally, however, transmission devices have been used continuously without calibrating the drum angle sensor after adjusting the reference position of the rotation angle position of the drum angle sensor at the time of shipment of the product. Therefore, during use, the transmission may recognize the detection result of the drum angle sensor and the switching point of the gear stage of the shift drum in a deviated state and perform control. Alternatively, it is conceivable to periodically perform maintenance work and calibrate the drum angle sensor during this maintenance work, but in this case, the burden of maintenance work will increase significantly.

The present invention has been made in view of the above problems, and provides a transmission capable of accurately recognizing the rotational angular position of a shift drum by calibrating the drum angle sensor at appropriate timing, and a drum angle sensor. It is an object of the present invention to provide a reference position identification method.

In order to achieve the above object, a first aspect of the present invention is a transmission (200) for shifting the rotational driving force of a drive source (35), comprising a plurality of transmission gears for each of a plurality of gear stages. A gear part (206) that transmits rotational driving force by engaging one of the transmission gears (m1 to m6, n1 to n6) with each other, and a shift drum (278) that moves a plurality of transmission gears with rotation. , a drum angle sensor (320) for detecting the rotational angular position of the shift drum (278), a shift operating section (290) for operating the shift drum (278), and the operating state of the shift operating section (290). and a control unit (230) for receiving and processing the rotational angular position detected by the drum angle sensor (320). Rotation angle position detected by the drum angle sensor (320) at the timing when the gear (206) does not transmit power when the shift drum (278) is not operated based on the detection result of is specified as a reference position of a predetermined shift stage, and if a predetermined number or more of the obtained rotational angle positions are outside the set allowable range, an abnormality is determined and an abnormal state is notified .

Further , in order to achieve the above object, in a second aspect of the present invention, any one of a plurality of transmission gears (m1 to m6, n1 to n6) is engaged with each other for each of a plurality of gear stages. By matching, a gear portion (206) that transmits the rotational driving force of the drive source (35), a shift drum (278) that moves a plurality of transmission gears as it rotates, and rotation angle positions of the shift drum (278) are controlled. A transmission having a drum angle sensor (320) for detection, a shift operation section (290) for operating a shift drum (278), and a detection section (322) for detecting the operation state of the shift operation section (290). (200) A drum angle sensor (320) reference position specifying method, comprising a step of determining a state in which a shift drum (278) is not operated based on a detection result of a detection unit (322); A step of recognizing the timing when no power is applied to the gear portion (206) while the drum (278) is not operated, and the drum angle sensor (320) at the timing when the gear portion (206) is not transmitting power. specifying the detected rotation angle position as a reference position of a predetermined shift stage, and detecting an abnormality when a predetermined number or more of the obtained plurality of rotation angle positions are outside a set allowable range It judges and notifies an abnormal state .

According to the above-described first and second aspects, the transmission device detects the rotation angle position of the drum angle sensor at the reference position of the predetermined gear stage when the shift drum is not operated and the power is not being transmitted. The drum angle sensor can be well calibrated by specifying . As a result, the transmission can switch gears while accurately recognizing the rotation angle position of the shift drum. In addition, the transmission does not need to be calibrated for the drum angle sensor during maintenance, and maintenance work can be reduced.

1 is a side view showing a two-wheeled vehicle equipped with a transmission according to an embodiment of the present invention; FIG. FIG. 3 is a cross-sectional view showing various members such as a crankshaft installed in the crankcase of the engine; It is a block diagram which shows a transmission. FIG. 4 is a side view showing a ratchet mechanism that rotates a shift drum; FIG. 3 is a block diagram showing the configuration of an ECU (control unit) at the time of position determination; FIG. 6A is an explanatory diagram showing a state in which the driving force of the transmission gear is transmitted in the positive direction while the shift drum is rotating (before completion of shifting). FIG. 6B is an explanatory diagram showing a state in which the driving force of the transmission gear is zero. FIG. 6C is an explanatory diagram showing a state in which the driving force of the transmission gear is transmitted in the negative direction while the shift drum is rotating (before completion of shifting). 4 is a graph showing changes in driving force and the timing of position determination when the throttle valve is turned on and off. 4 is a flow chart showing an example of a method for determining the zero position of the drum angle sensor;

BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

A transmission 200 according to an embodiment of the present invention is installed in a saddle type two-wheeled vehicle (hereinafter simply referred to as vehicle 10), and between a drive source 35 and a drive wheel (rear wheel 26), a drive source 35 It has a function of appropriately shifting and transmitting the rotational driving force of . Although the vehicle 10 having the engine 36 (internal combustion engine) as the drive source 35 will be described below, the present invention can also be applied to a vehicle having a motor as the drive source 35 by making appropriate modifications.

A vehicle body frame 12 on the front side of the vehicle 10 includes a front fork 16 pivotally supporting a front wheel 14, a head pipe 18 supporting the front fork 16 so as to be steerable, and a pair of left and right main frames 20 extending rearwardly downward from the head pipe 18. and The vehicle body frame 12 on the rear side of the vehicle 10 includes a pair of left and right pivot plates 22 that are connected to the rear portions of a pair of main frames 20 and extend downward, and a swing arm that is swingably supported on the pivot plates 22 . 24. A rear wheel 26 of the vehicle 10 is pivotally supported on the rear portion of the swing arm 24 . A link 28 is provided between the lower portion of the pivot plate 22 and the front portion of the swing arm 24 , and a cushion unit 30 is provided between the upper portion of the pivot plate 22 and the link 28 .

A power unit 32 that outputs rotational power to rear wheels 26 via a drive shaft 34 is suspended between the main frame 20 and the pivot plate 22 . A side stand 40 is attached to the lower portion of the pivot plate 22 (or the power unit 32 ) on the left side of the body frame 12 . Furthermore, left and right steps 46 for the driver are attached to the rear portions of the left and right pivot plates 22 via step holders, respectively.

A pair of left and right handles 42 are attached to the upper ends of the front forks 16, respectively. A grip portion of the right handle 42 is a throttle grip (not shown), and a front brake lever is arranged in front of it. A clutch lever 44 (clutch operator) for operating the clutch is provided in front of the grip portion of the left handle 42 .

Here, the transmission 200 according to the present embodiment employs a manual transmission (MT system) that shifts gears based on the operation of the clutch lever 44 and the shift pedal 48 described later by the driver. It should be noted that transmission 200 may be configured to automatically perform a gear shift operation (shift operation) regardless of manual or foot motion of the driver.

The power unit 32 has a structure in which the engine 36 and the transmission 200 are integrated. The engine 36 is, for example, a V-type water-cooled type having a front cylinder block and a rear cylinder block. In this case, as shown in FIG. 2 , a crankshaft 54 is rotatably supported inside a crankcase 52 of the engine 36 so as to extend along the lateral width direction of the vehicle 10 . Crankshaft 54 rotates under the motion of pistons 68 of engine 36 which slide in the front and rear cylinder blocks.

The engine 36 has a pair of intake valve 70 and exhaust valve (not shown) for each cylinder. A generator 82 is provided at the left end of the crankshaft 54 . The generator 82 is composed of a rotor 84 fixed to the crankshaft 54 and a stator 86 fixedly arranged within the rotor 84 . A gear 94 is connected to the rotor 84 via a one-way clutch 92 that enables power transmission to the rotor 84 side, and power from a starting motor (not shown) is transmitted to this gear 94 .

On the other hand, a clutch cover 98 that forms a clutch chamber 96 between itself and the crankcase 52 is connected to the right side surface of the crankcase 52 . A drive sprocket 100 is secured to the crankshaft 54 within the clutch chamber 96 . Each drive sprocket 100 is connected via a cam chain 108 to a driven sprocket 106 of the camshaft of the valve device 74 to transmit the rotational power of the crankshaft 54 at a reduction ratio of 1/2.

As shown in FIG. 3, a transmission 200 according to this embodiment is installed in the power transmission path between the crankshaft 54 and the drive shaft 34. As shown in FIG. As described above, the transmission 200 is configured as an MT device that performs a shift change based on a driver's operation. In addition, the transmission 200 separately arranges shifts for odd-numbered gear stages and shifts for even-numbered gear stages, alternately shifts gears, and prepares the next gear stage when one gear stage is implemented. A DCT (Dual Clutch Transmission) device may be applied.

Specifically, the transmission 200 includes a primary speed reduction mechanism 202 (see FIG. 2), a clutch device 204, and a gear transmission mechanism 206 in order from the crankshaft 54 side. The primary speed reduction mechanism 202 and the clutch device 204 are housed in a clutch chamber 96 projecting rearward of the crankcase 52 (see FIG. 2), and the gear transmission mechanism 206 is housed in a transmission case 228 connected to the rear portion of the crankcase 52. are housed in

As shown in FIG. 3, the gear transmission mechanism 206 has a drive transmission shaft 210, a main shaft 212 and a countershaft 214 (output shafts) arranged parallel to the crankshaft 54 (see FIG. 2). The crankshaft 54, the main shaft 212, and the countershaft 214 are arranged near the joint between the upper case half 52a and the lower case half 52b (see FIG. 2).

A clutch device 204 is coaxially arranged at the right end of the main shaft 212 . The clutch device 204 is provided between the crankshaft 54 (see FIG. 2) of the engine 36 and the main shaft 212 and adjusts the connection state between the crankshaft 54 and the main shaft 212 .

As shown in FIG. 3, the clutch device 204 has a hydraulic disc clutch 264 . A clutch outer 266 having a disk clutch 264 is coaxially provided with a main side driven gear 218 that meshes with a crank side drive gear 216 of the crankshaft 54 . Rotational driving force from the crankshaft 54 is input to the outer 266 . The rotational driving force input to clutch outer 266 is transmitted to main shaft 212 according to the connection state of disk clutch 264 . The connection state of the disc clutch 264 is individually controlled by supplying and cutting off hydraulic pressure from a hydraulic pressure supply device (not shown).

Drive gears m1 to m6 for a plurality of speeds (six speeds) are arranged on the outer circumference of the main shaft 212 . On the other hand, driven gears n1 to n6 for six speeds are arranged on the outer circumference of the countershaft 214. As shown in FIG. The left end of the main shaft 212 reaches the left side wall of the mission case 228 and is rotatably supported by the left side wall via a ball bearing 234 . On the other hand, the right side of the main shaft 212 is rotatably supported by the right side wall of the transmission case 228 via a ball bearing 236 .

Left and right ends of the countershaft 214 are rotatably supported by left and right side walls of the transmission case 228 via bearings 238 and 240 . A gear 242 is connected to the right end of the countershaft 214 , and the gear 242 is in constant mesh with the gear 244 of the drive transmission shaft 210 . Driven gears n1 to n6 corresponding to the gear stages are supported in the same order as the drive gears m1 to m6 at a portion of the countershaft 214 located inside the transmission case 228. As shown in FIG. Inside the main shaft 212 and the countershaft 214, shaft internal oil passages for supplying oil from an oil pump (not shown) are formed, and oil is appropriately supplied to each transmission gear group via these shaft internal oil passages.

The drive transmission shaft 210 is rotatably supported by left and right sidewalls of the transmission case 228 via bearings 246 and 248 . A torque damper 250 is arranged on the drive transmission shaft 210 to reduce torque fluctuations. Torque damper 250 includes a cylindrical member 252 axially movably splined to drive transmission shaft 210 . A spring receiving member 254 is fixed to the drive transmission shaft 210 , and the cylindrical member 252 is biased toward the gear 244 by a coil spring 256 provided between the cylindrical member 252 and the spring receiving member 254 .

A driving bevel gear 258 is integrally provided at the left end of the drive transmission shaft 210 , and the driving bevel gear 258 meshes with a driven bevel gear 262 integrally provided at the front end of the shaft portion 260 . The shaft portion 260 is connected to the drive shaft 34 extending in the longitudinal direction of the vehicle body, whereby the rotation of the drive transmission shaft 210 is transmitted to the drive shaft 34 .

As described above, the main shaft 212 of the transmission 200 is provided with drive gears m1 to m6 for six speeds, and the counter shaft 214 is provided with driven gears n1 to n6 for six speeds. The driving gears m1 to m6 and the driven gears n1 to n6 are meshed with each other at corresponding gear stages, and form transmission gear pairs corresponding to the respective gear stages. Each transmission gear pair has a reduction ratio that decreases in order from the 1st speed to the 6th speed (becomes a high speed gear).

The gears m1 to m6 and n1 to n6 are fixed gears that can rotate integrally with the support shaft (main shaft 212, counter shaft 214) and free gears that can rotate relative to the support shaft and are immovable in the axial direction. and a slide gear that can rotate integrally with the support shaft and move in the axial direction. Specifically, the first drive gear m1 and the second drive gear m2 are fixed gears, the third drive gear m3 and the fourth drive gear m4 are slide gears, the fifth drive gear m5 and the sixth drive gear m6. is free gear. The first to fourth driven gears n1 to n4 are free gears, and the fifth driven gear n5 and sixth driven gear n6 are slide gears. Each slide gear is splined to a supported shaft.

A dog protruding in the axial direction is provided on the side surface of the third drive gear m3, which is a slide gear, and this dog can mesh with a dog hole of the fifth drive gear m5, which is a free gear. Dogs are provided on both axial sides of the fifth driven gear n5, which is a slide gear. One dog can mesh with a dog hole of the first driven gear n1, which is a free gear, and the other dog is a free gear. can mesh with the dog hole of the third driven gear n3.

A dog is provided on the fourth drive gear m4, which is a slide gear, and this dog can mesh with a dog hole of the sixth drive gear m6, which is a free gear. Further, the fourth drive gear m4, which is a slide gear, is provided with a dog protruding in the axial direction opposite to the dog, and this dog meshes with a dog hole provided in the third drive gear m3, which is a slide gear. It is possible. Dogs are provided on both sides of the sixth driven gear n6, which is a slide gear. One dog can mesh with a dog hole of the second driven gear n2, which is a free gear. 4 It can mesh with the dog hole of the driven gear n4.

Each dog and each dog hole engage with each other so as not to rotate relative to each other when the corresponding slide gear and free gear come close to each other, and disengage when the slide gear and free gear separate from each other. One of the slide gears is engaged with the corresponding free gear through each dog so that the free gear is fixed to the support shaft. It is possible to transmit power selectively using any one of the six gear pairs. Further, when all the slide gears and the free gears are disengaged, power transmission between the main shaft 212 and the counter shaft 214 becomes impossible, resulting in a neutral state.

A transmission case 228 of the transmission 200 is provided with a gear shift device 208 for shifting the drive gears m1 to m6 and the driven gears n1 to n6. The gear shift device 208 has a cylindrical shift drum 278 arranged parallel to the main shaft 212 and the counter shaft 214, a first shift fork rod 284a and a second shift fork rod 284b.

The first shift fork rod 284a and the second shift fork rod 284b are provided with four shift forks (first shift fork 280a, second shift fork 280b, third shift fork 280c and fourth shift fork 280d). . Specifically, the first shift fork 280a and the fourth shift fork 280d are provided on the second shift fork rod 284b. The first shift fork 280a and the fourth shift fork 280d extend toward the countershaft 214. The first shift fork 280a fits into the recess P5 of the fifth driven gear n5, which is a slide gear. It fits into the recess P6 of the sixth driven gear n6, which is a slide gear. On the other hand, the second shift fork 280b and the third shift fork 280c are provided on the first shift fork rod 284a. The second shift fork 280b extends toward the main shaft 212 and fits into the recess P3 of the third driving gear m3, which is a slide gear. fit in.

The first shift fork 280a to the fourth shift fork 280d are movable in the axial direction of the supported first or second shift fork rods 284a, 284b. A sliding protrusion 286 protruding toward the shift drum 278 is provided on each of the base end sides of the first to fourth shift forks 280a to 280d.

Four cam grooves (a first cam groove 282a, a second cam groove 282b, a third cam groove 282c and a fourth cam groove 282d) are formed on the outer peripheral surface of the shift drum 278, respectively. The first to fourth cam grooves 282a to 282d extend in the circumferential direction of the shift drum 278, and the sliding protrusions 286 of the first to fourth shift forks 280a to 280d are inserted so as to be able to be guided.

The right end of shift drum 278 is connected to shift spindle 290 via a ratchet mechanism 288 (intermittent feed mechanism) that controls the amount of rotation of shift drum 278 . A shift spindle 290 extends parallel to the shift drum 278 and is rotatably supported. A shift link mechanism 50 is provided at the left end of the shift spindle 290 for performing a shift change based on manual (foot motion) operation of the driver.

The shift link mechanism 50 is rotatably supported by the pivot plate 22 and has a shift pedal 48 arranged at a position operable by the driver's left foot placed on the left step 46 (see also FIG. 1). The shift link mechanism 50 also includes a shift lever 50 a fixed to one end of the shift spindle 290 and a shift rod 50 b connecting the shift lever 50 a and the shift pedal 48 . The shift link mechanism 50 configured in this manner vertically moves the shift rod 50b based on the operation of the shift pedal 48 by the driver, and transmits the movement of the shift rod 50b to the shift spindle 290 via the shift lever 50a. , the shift spindle 290 is rotated by a predetermined angle.

Note that the transmission 200 is not limited to the configuration in which the shift change is performed by mechanically transmitting the driver's operation as described above. A configuration having an automatic transmission mechanism that rotates the shift spindle 290 via a shift motor and a speed reduction structure (both not shown) that rotates may be acceptable.

When the shift spindle 290 rotates by a predetermined angle due to the operation of the shift link mechanism 50 and the automatic transmission mechanism, the rotational driving force is transmitted to the shift drum 278 via the ratchet mechanism 288, causing the shift drum 278 to rotate intermittently. .

As shown in FIG. 4, the ratchet mechanism 288 includes a detent plate 294 provided at one end of the shift drum 278, a shift arm 296 for intermittently rotating the detent plate 294, and rotating the detent plate 294 every predetermined angle. and a stopper member 298 for fastening. The detent plate 294 is fixed to the shift drum 278 by a bolt 300 that is screwed coaxially with the shift drum 278 .

A plurality (seven) of depressions (first depression N1 to sixth depression N6, neutral depression NN) are provided in the outer peripheral portion of the detent plate 294 along the circumferential direction. The first to sixth recesses N1 to N6 correspond to the first to sixth gears, and the neutral recess NN disables power transmission between the main shaft 212 and the countershaft 214. It corresponds to neutral. The first to sixth recesses N1 to N6 have valleys N1x to N6x that are the most recessed at equal intervals (every 60°). The neutral recessed portion NN is formed by recessing the mountain-shaped portion of the boundary between the first recessed portion N1 and the sixth recessed portion N6. Therefore, the interval between the valley portion NNx of the neutral recessed portion NN and the valley portion N1x of the first recessed portion N1 (or the valley portion N6x of the sixth recessed portion N6) is set to half, 30°. Further, on the surface of the detent plate 294, driven pins 302 are provided at positions substantially corresponding to the first to sixth recesses N1 to N6.

On the other hand, shift arm 296 is composed of two plate members (arm main body 304 and claw plate 306 ) and is provided so as to overlap detent plate 294 at the right end of shift drum 278 . A shift spindle 290 is attached to one end in the longitudinal direction of the arm main body 304 , and a claw plate 306 is attached to the other end in the longitudinal direction of the arm main body 304 . Arm main body 304 is configured to be rotatable around shift spindle 290 . A claw portion (not shown) for each driven pin 302 is provided on the surface of the claw portion plate 306 facing the detent plate 294 . A pair of elongated holes 306a are provided at both longitudinal ends of the claw plate 306 along the longitudinal direction of the arm main body 304. As shown in FIG. The claw plate 306 is attached to the arm main body 304 so as to be slidable in a predetermined direction via attachment screws 308 passing through each elongated hole 306a.

The claw portion of the claw portion plate 306 is arranged to face the center of the shift spindle 290 across a plane passing through the rotation axis of the shift drum 278 . The claw contacts the driven pin 302 and rotates the driven pin 302 as the claw plate 306 slides.

Further, the shift spindle 290 and the arm main body 304 have an elongated hole 304a of the arm main body 304 and a shaft member 310 loosely fitted in the elongated hole 304a to urge the shift arm 296 to the neutral position. and a known return mechanism for Thus, ratchet mechanism 288 reciprocates shift arm 296 about shift spindle 290 as shift spindle 290 rotates. As the shift arm 296 reciprocates, the pawl plate 306 slides relative to the detent plate 294, so that the pawl moves the driven pin 302 by a predetermined angle. As the detent plate 294 moves, the shift drum 278 rotates.

The stopper member 298 includes an extension arm 312 , a roller 314 provided at one end of the extension arm 312 and in contact with the outer peripheral portion of the detent plate 294 , and a roller 314 provided at the other end of the extension arm 312 for the crankcase 52 . and a support shaft 316 that is rotatably supported by the support shaft 316 . The extension arm 312 of the stopper member 298 is urged to press the roller 314 against the outer peripheral portion of the detent plate 294 by an elastic member 318 mounted around the support shaft 316 . As a result, the roller 314 enters and engages with a plurality of depressions (the first depression N1 to the sixth depression N6 and the neutral depression NN) formed in the detent plate 294 and the detent plate 294 and the shift drum 278. To elastically hold a rotation angle position.

Returning to FIG. 3 , a drum angle sensor 320 that detects the rotation angle position of the shift drum 278 is provided at the left end of the shift drum 278 . Drum angle sensor 320 continuously detects the amount of rotation of shift drum 278 with a predetermined resolution (for example, every 1°) when shift drum 278 rotates, and outputs the detection signal to ECU 230 . By continuously receiving the rotation amount of the drum angle sensor 320, the ECU 230 can recognize the current rotation angle position of the shift drum 278, the rotation direction of the shift drum 278 (shift-up direction, shift-down direction), and the like. It becomes possible.

A spindle rotation sensor 322 that detects the amount of rotation of the shift spindle 290 is provided at the right end of the shift spindle 290 . For example, when the shift link mechanism 50 operates the shift spindle 290 in the upshift direction, the spindle rotation sensor 322 outputs a positive voltage value corresponding to the amount of rotation, and when the shift spindle 290 is operated in the downshift direction, Outputs a negative voltage value according to the amount of rotation. Accordingly, the ECU 230 receiving the signal from the spindle rotation sensor 322 can adjust the rotation state of the shift spindle 290 favorably.

The ECU 230 of the transmission 200 is provided at an appropriate position on the vehicle 10 and controls the operations of the clutch device 204 and the gear shift device 208 . The ECU 230 is configured as a computer (control device) having a processor, memory, and input/output interface (not shown). As shown in FIG. 5, the ECU 230 communicates with the drum angle sensor 320 and the spindle rotation sensor 322, the engine ECU 38 that controls the operation of the engine 36, and the notification unit 324 that notifies the driver of the vehicle 10. connected as possible.

The ECU 230 recognizes the current gear position based on the rotation angle position of the shift drum 278 detected by the drum angle sensor 320, and also detects the shift change operation (operation of the shift spindle 290) by the driver based on the detection signal of the spindle rotation sensor 322. ). When the automatic transmission mechanism is applied, the transmission 200 receives the amount of throttle operation by the driver from the engine ECU 38 (or the throttle grip), and selects a target shift stage of the transmission 200 based on the amount of throttle operation and the vehicle speed. It is good that it is the structure which calculates. Then, the ECU 230 uses the calculated target shift stage and the current shift stage based on the rotation angle position of the shift drum 278 detected by the drum angle sensor 320 to set the direction of shift up or shift down. Controls motor rotation.

Then, the ECU 230 according to the present embodiment performs position determination (calibration) to match the rotation angle position detected by the drum angle sensor 320 with the actual angles of the shift drum 278 and the detent plate 294 at appropriate timing. Therefore, the ECU 230 internally constructs a functional block for performing position determination by executing a program (not shown) stored in the memory. Specifically, the ECU 230 includes a driving force determination section 330, a shift drum operation state determination section 332, and a learning section 334. As shown in FIG.

The principle of position determination for the rotation angle position of the drum angle sensor 320 will be described below. Returning to FIG. 4, in the transmission 200, the rotation angle position of the shift drum 278 is set in advance for each gear stage. That is, as described above, the first to sixth recesses N1 to N6 provided on the outer peripheral portion of the detent plate 294 of the shift drum 278 correspond to the first to sixth gears, respectively.

The valleys N1x to N6x of the first recess N1 to the sixth recess N6 are 30°, 90°, 150°, and 210° counterclockwise when the valley NNx of the neutral recessed portion NN is 0°. °, 270°, and 330°. The position at which shift drum 278 rotates and roller 314 of stopper member 298 contacts predetermined trough Nx (any of 30°, 90°, 150°, 210°, 270°, and 330°) corresponds to each gear stage. corresponds to the reference position where the transmission gear pair of . In other words, in the position determination, the rotation angle position of the drum angle sensor 320 at the timing when the roller 314 of the stopper member 298 contacts the predetermined trough portion Nx is taken as the zero position (reference position) of each corresponding gear stage (for example, If it is the first shift stage, it should be determined (specified) as 30°).

One example of the timing at which the roller 314 of the stopper member 298 contacts the troughs N1x to N6x is the timing at which the driving force transmitted between the meshing transmission gears becomes zero.

That is, as shown in FIG. 6A, the transmission 200 is configured so that the fifth driven gear n5, which is the first transmission gear 350, is rotated at a predetermined gear stage (for example, the first gear stage) as the shift drum 278 rotates. It slides and meshes with the first driven gear n1, which is the second gear 352. Note that the first transmission gear 350 and the second transmission gear 352 shown here form a transmission gear pair that transmits driving force in each gear. Transmission 200 rotates counter shaft 214 by transmitting rotational driving force of first drive gear m1 to second transmission gear 352 (first driven gear n1) and first transmission gear 350 (fifth driven gear n5). to rotate.

When the driving force is transmitted from second transmission gear 352 to first transmission gear 350 , each tooth of first transmission gear 350 is in contact with each tooth of second transmission gear 352 . When shifting up (for example, when switching from neutral to the first gear stage), even if the first transmission gear 350 is slightly out of engagement with the second transmission gear 352, the second transmission gear 352 is shifted to the first transmission. A driving force can be transmitted to the gear 350 . The state in which the first transmission gear 350 on the movable side is slightly displaced corresponds to a state in which the rotation angle position of the shift drum 278 is slightly displaced and the roller 314 is not positioned at the predetermined trough portion Nx. In other words, the first transmission gear 350 and the second transmission gear 352 mesh with each other to transmit the driving force even if the rotation angle position of the shift drum 278 is slightly shifted.

Next, the case where the throttle valve of the engine 36 is turned off (closed) from on (opened) will be described. In this case, as shown in FIG. 7, the rotational driving force of the engine 36 decreases as the throttle valve is turned off, and the driving force transmitted from the second transmission gear 352 to the first transmission gear 350 (driving force between missions) decreases. continue. At the timing when the driving force between missions becomes zero due to this reduction, as shown in FIG. separated from each other.

Here, when the transmission gears are out of engagement as described above, the shift drum 278 is urged in the rotational direction by the elastic member 318 . As a result, the first transmission gear 350 is pressed toward the second transmission gear 352 , so that when the respective transmission gears are separated, the first transmission gear 350 moves in the direction of meshing with the second transmission gear 352 . As a result, shift drum 278 rotates, and roller 314 on the outer peripheral portion of detent plate 294 moves (contacts) with valley portion Nx. That is, the first transmission gear 350, whose movement is guided by the shift drum 278, moves toward the second transmission gear 352 at the timing when the driving force becomes zero, and is in a state of being moved to the reference position of the deepest gear stage. .

As described above, the timing at which the driving force becomes zero is the timing at which the driving command to turn off the throttle valve is output, the driving force of the engine 36 is reduced, and the throttle valve is actually closed. This timing is after a predetermined time has elapsed from the output time of the drive command, and can be determined in advance through experiments or the like. Therefore, the ECU 230 receives a drive command to turn off the throttle valve from the engine ECU 38, and can assume that the drive force between missions has become zero after a predetermined time has passed since that time.

In addition, when the throttle valve continues to be closed, the acting force on the output side (rear wheel 26 side) is transmitted from the first transmission gear 350 to the second transmission gear 352. Driving force drops to minus. After deep meshing at the timing when the driving force is zero, even if the driving force becomes negative and the teeth of the first transmission gear 350 and the teeth of the second transmission gear 352 are in contact with each other, the deep meshing state is maintained. continues.

When the engine ECU 38 outputs a drive command to switch the throttle valve from off to on, the rotational driving force of the engine 36 increases as shown in FIG. driving force) increases. When the driving force between the transmissions changes from negative to zero due to this increase, the state shown in FIG. 6B is again obtained, in which the teeth of the first transmission gear 350 and the teeth of the second transmission gear 352 are separated by a slight gap. That is, it can be considered that the driving force between missions becomes zero even after a predetermined period of time has elapsed since the drive command for turning on the throttle valve was received. At this time, it can be considered that the first transmission gear 350 and the second transmission gear 352 are reliably positioned at positions where they are most deeply meshed with each other. In short, at the timing when the driving force between missions is zero, it can be trusted that the rotational angular position of the shift drum 278 is surely at the reference position. After the driving force between missions becomes zero, the driving force further increases while the teeth of the first transmission gear 350 and the teeth of the second transmission gear 352 are deeply meshed.

Further, when shifting down (for example, when switching from the second gear to the first gear), each tooth of the first transmission gear 350 is aligned with each tooth of the second transmission gear 352 as shown in FIG. 6C. Engage opposite sides. Even in the middle of this downshift, the teeth of first transmission gear 350 and second transmission gear 352 are slightly displaced from meshing with each other, and roller 314 may be arranged at a position deviated from predetermined trough portion Nx. However, at the timing when the driving force between missions becomes zero, as shown in FIG. 6B, the first transmission gear 350 moves toward the second transmission gear 352 and moves to the reference position of the deepest gear stage. becomes.

Returning to FIG. 5, when the drive force determination unit 330 of the ECU 230 receives a throttle valve ON or OFF drive command from the engine ECU 38, it counts time, and the time count reaches a predetermined time (time threshold value). Determine whether or not it has been reached. This allows the ECU 230 to recognize the timing at which the driving force between missions becomes zero.

Further, when the zero position determination is performed, if an operation force to rotate the shift drum 278 is applied in the first place, the rotation angle position of the shift drum 278 will fluctuate, and an accurate rotation angle position cannot be obtained. Can not. Therefore, the shift drum operation state determination unit 332 of the ECU 230 determines the operation state of the shift drum 278 (whether or not the shift drum 278 is rotated) based on the detection signal of the spindle rotation sensor 322 as a requirement for performing the zero position determination. or). Accordingly, the ECU 230 can perform the zero position determination while the shift drum 278 is not operated.

The learning unit 334 stores the amount of rotation (rotation angle position) detected by the drum angle sensor 320 during a period when the shift drum 278 is not operated and when the driving force between missions is zero as the zero position of the predetermined gear. (accumulate. In addition, the learning unit 334 may be configured to improve the accuracy of position determination by performing zero position determination a plurality of times (for example, storing the amount of rotation when the throttle valve is switched on or off a plurality of times). good.

In the execution of position determination a plurality of times, when a plurality of rotational angle positions stored in the same shift stage do not vary greatly and are within a predetermined allowable range (for example, ±1°), the learning unit 334 determines a plurality of rotational angles. It is preferable to set the average value of the positions, the maximum value of the standard deviation, or the like as the zero position. Conversely, the learning unit 334 may be configured to determine that the gear shift device 208 is abnormal when a plurality of rotation angle positions stored at the same gear stage vary greatly and are outside the predetermined allowable range. Accordingly, when the learning unit 334 determines an abnormality, the ECU 230 can notify the user of the vehicle 10 of the abnormality via the notification unit 324 (indicator, monitor, speaker, etc.).

The transmission 200 according to this embodiment is basically configured as described above, and the operation thereof will be described below.

As shown in FIGS. 1 to 4, the transmission 200 changes the gear stage under the operation of the shift pedal 48 by the driver of the vehicle 10. FIG. At this time, the shift link mechanism 50 rotates the shift spindle 290 based on the operation of the shift pedal 48 by the driver. This intermittently rotates the shift drum 278 via the ratchet mechanism 288 connected to the shift spindle 290 .

As the shift drum 278 rotates, the first shift fork 280a to the fourth shift fork 280d move laterally along the cam grooves of the shift drum 278 (the first cam groove 282a to the fourth cam groove 282d). Therefore, the third drive gear m3 and the fourth drive gear m4, to which the first shift fork 280a to the fourth shift fork 280d are fitted, slide on the main shaft 212, and the fifth driven gear n5 and the sixth driven gear n5 slide. Gear n6 slides on countershaft 214 . As a result, the engagement of the first driving gear m1 to the sixth driving gear m6 and the first driven gear n1 to the sixth driven gear n6 changes, thereby switching the gear stage.

In this shifting operation, ECU 230 obtains the rotation amount of shift spindle 290 from spindle rotation sensor 322 and the rotation angle position of shift drum 278 from drum angle sensor 320 . Based on the rotational state of shift spindle 290 detected by spindle rotation sensor 322, ECU 230 recognizes the content of the shift change operation by the driver (in other words, the operational state of shift drum 278). ECU 230 also recognizes the current gear stage of transmission 200 based on the rotation angle position of drum angle sensor 320 .

As described above, in transmission 200 , there is a possibility that the rotation angle position detected by drum angle sensor 320 and the actual rotation angle position of shift drum 278 may deviate. Therefore, the ECU 230 performs position determination (calibration) on the rotational angular position of the shift drum 278 detected by the drum angle sensor 320 at an appropriate timing. In the position determination, the rotation angle position detected by the drum angle sensor 320 is determined at the timing when the roller 314 of the stopper member 298 is positioned in the troughs N1x to N6x of the first recess N1 to the sixth recess N6 of the detent plate 294. continue. For example, the ECU 230 determines that the rotation angle position detected at the timing when the roller 314 is positioned at the valley portion N1x of the first recess portion N1 is positioned at exactly 30° (zero position at 30°).

Specifically, the ECU 230 determines the position of the drum angle sensor 320 according to the processing flow of the zero position determination method (reference position specifying method) of the drum angle sensor 320 illustrated in FIG. To facilitate understanding of the invention, determination of the position of shift drum 278 when transmission 200 is in the same gear stage (for example, the first gear stage) will be representatively described below.

In position determination, the ECU 230 acquires the operating state of the shift spindle 290 from the spindle rotation sensor 322, acquires the rotation amount of the shift drum 278 from the drum angle sensor 320, and constantly acquires a throttle valve operation command from the engine ECU 38. (step S1).

Then, ECU 230 determines whether or not shift spindle 290 is being operated at the current timing based on the acquired operation state (step S2). If the shift spindle 290 is being operated (step S2: NO), the process returns to step S1 and repeats the same processing. On the other hand, if the shift spindle 290 is not operated (step S2: YES), the process proceeds to step S3.

In step S<b>3 , the ECU 230 determines whether or not an operation command to turn off or turn on the throttle valve is received from the engine ECU 38 . If the operation command has not been acquired (step S3: NO), the process returns to step S1 and the same processing is repeated.

On the other hand, when an operation command to turn the throttle valve off or on is acquired (step S3: YES), the ECU 230 measures time from the time of acquisition (step S4), and determines the timing at which the driving force between missions becomes zero (predetermined time has elapsed) is determined (step S5). That is, as described above, in determining the position of the drum angle sensor 320, the roller 314 is positioned at the predetermined trough Nx at the timing when no power is applied to the transmission gear pair. to learn. Therefore, the ECU 230 measures the timing at which the driving force becomes zero between missions based on the throttle valve off or on operation command. If the predetermined time has not elapsed (step S5: NO), the process returns to step S4 and repeats the same processing.

On the other hand, if the driving force becomes zero in step S5 (step S5: YES), the rotation angle position (rotation amount) of the drum angle sensor 320 acquired at that timing is determined as the zero position (step S6). Further, in order to determine the zero position at the same gear stage a plurality of times, the ECU 230 counts (increments) the number of determinations at the same gear stage (step S7). The ECU 230 compares the number of times of determination with a predetermined threshold of times set in advance (step S8), and when the number of times of determination is less than the threshold of times (step S8: NO), returns to step S1 and repeats the same processing.

Then, when the number of times of determination is equal to or greater than the number of times threshold value (step S8: YES), the ECU 230 confirms (determines) the rotation angle position of the shift drum 278 in the gear (step S9).

When executing step S9, for example, as described above, the ECU 230 determines whether or not each successively determined zero position is within the allowable range. Then, when each zero position is within the allowable range, the ECU 230 calculates the average value or the maximum value of the standard deviation of the plurality of rotational angular positions, and determines the rotational angular position in the position-determined shift stage. . At this time, the ECU 230 calculates the average value or the maximum value of the standard deviation without using the zero position for the rotation angle positions outside the allowable range of the set zero position. On the other hand, if a predetermined number of the zero positions are outside the allowable range, it is determined that the gear shift device 208 or the drum angle sensor 320 is malfunctioning. The ECU 230 outputs abnormality detection information to the notification unit 324 of the vehicle 10 or the engine ECU 38 . As a result, the driver of vehicle 10 can take measures such as performing maintenance.

In the above processing flow, the determination of the position of the shift drum 278 when the transmission 200 is in the same gear stage (first gear stage) has been described. It goes without saying that the same processing flow can be adopted even when the shift speed is changed to the gear stage). Alternatively, by determining the zero position of one gear, the ECU 230 calculates the rotation angle position of the shift drum 278 of another gear based on the zero position, and determines the zero position of the other gear. good too. Accordingly, it is possible to satisfactorily calibrate the drum angle sensor 320 while minimizing the position determination of the ECU 230 .

Then, when the drum angle sensor 320 detects the amount of rotation of the shift drum 278 when switching the gear stage of the transmission 200, the ECU 230 uses the zero position of each gear stage calibrated by the above position determination to perform the actual shift. A rotational angular position of the drum 278 is calculated. As a result, the ECU 230 can accurately recognize the rotation angle position of the shift drum 278, that is, the position of the gear stage of the transmission 200. FIG.

It should be noted that the present invention is not limited to the above-described embodiments, and various modifications can be made along the gist of the invention. For example, in the above-described embodiment, the transmission 200 is configured to determine the state in which the shift drum 278 is not operated based on the detection signal of the spindle rotation sensor 322 .

Also, for example, the monitoring of the timing at which the driving force becomes zero in the position determination is not limited to the off or on timing of the throttle valve. As another example of the timing at which the driving force becomes zero, the timing at which there is a difference in rotational speed between the front wheels 14 and the rear wheels 26 of the vehicle 10 may be determined.

For example, even if the first and second gears 350 and 352 of the pair of transmission gears are not meshed with each other during acceleration, the first and second gears 350 and 352 of the pair of transmission gears are not engaged when the vehicle 10 decelerates. The driving force between missions temporarily becomes zero due to the disengagement of the mesh.

Technical ideas and effects that can be grasped from the above embodiments will be described below.

A first aspect of the present invention is a transmission 200 for shifting the rotational driving force of a drive source 35, wherein a plurality of transmission gears (drive gears m1 to m6, driven gears n1 to n6) are provided for each of a plurality of gear stages. A gear part (gear transmission mechanism 206) that transmits rotational driving force by meshing one of the transmission gears, a shift drum 278 that moves a plurality of transmission gears with rotation, and the rotation angle of the shift drum 278 A drum angle sensor 320 for detecting the position, a shift operation section (shift spindle 290) for operating the shift drum 278, a detection section (spindle rotation sensor 322) for detecting the operation state of the shift operation section, and a drum angle sensor. A control unit (ECU 230) that receives and processes the rotation angle position detected by 320, the control unit acquires the operation state of shift operation unit 290 from the detection unit, and determines the state in which shift drum 278 is not operated. is recognized, the rotation angle position detected by the drum angle sensor 320 at the timing when the power is not transmitted in the gear portion is determined as the zero position of the predetermined gear stage.

The transmission device 200 described above determines the rotation angle position of the drum angle sensor 320 as the zero position of the predetermined gear stage when the shift drum 278 is not operated and the power is not transmitted. Sensor 320 can be well calibrated. As a result, the transmission 200 can switch gears while accurately recognizing the rotation angle position of the shift drum 278 . In addition, the transmission 200 does not need to calibrate the drum angle sensor 320 during maintenance, and maintenance work can be reduced.

The control unit (ECU 230) also determines the timing at which the throttle valve of the engine 36, which is the drive source 35, is turned off or on as the timing at which power is not transmitted in the gear unit (gear transmission mechanism 206). As a result, the transmission 200 can well recognize the timing when the power is not transmitted in the gear portion.

Further, the control unit (ECU 230) determines the zero position a plurality of times, and determines the zero position of the rotation angle position of shift drum 278 based on the obtained plurality of zero positions. As a result, transmission 200 can further improve the detection accuracy of the rotational angular position of shift drum 278 .

Further, the control unit (ECU 230) does not determine the obtained rotation angle position as the zero position when the obtained rotation angle position is outside the set allowable range of the zero position. As a result, when an unintended position is detected, transmission 200 does not reflect that position, thereby suppressing unintended behavior of the drive source.

Further, the control unit (ECU 230) determines an abnormality when a predetermined number or more of the obtained rotational angular positions are outside the set allowable range, and notifies the abnormal state. Thereby, transmission 200 can satisfactorily notify an abnormality of gear shift device 208 (shift drum 278, drum angle sensor 320).

Further, the transmission 200 is mounted on the vehicle 10 having driving wheels (rear wheels 26). As a result, the vehicle 10 equipped with the transmission 200 can change the speed of the drive source 35 with higher accuracy.

In addition, according to a second aspect of the present invention, any one of a plurality of transmission gears (drive gears m1 to m6 and driven gears n1 to n6) meshes with each other for each of a plurality of gear stages, thereby A gear unit (gear transmission mechanism 206) that transmits the rotational driving force of the source 35, a shift drum 278 that moves a plurality of transmission gears with rotation, a drum angle sensor 320 that detects the rotation angle position of the shift drum 278, Determining the zero position of the drum angle sensor 320 of the transmission 200 having a shift operating section (shift spindle 290) for operating the shift drum 278 and a detecting section (spindle rotation sensor 322) detecting the operating state of the shift operating section. The method includes steps of acquiring the operation state of the shift operation unit 290 from the detection unit and determining a state in which the shift drum 278 is not operated; It includes a step of recognizing the timing when no power is applied, and a step of determining the rotation angle position detected by the drum angle sensor 320 at the timing when the power is not transmitted in the gear portion as the zero position of the predetermined gear stage. As a result, the zero position determination method for the drum angle sensor 320 can calibrate the drum angle sensor 320 at appropriate timing, and can accurately recognize the rotation angle position of the shift drum 278 .

DESCRIPTION OF SYMBOLS 10... Vehicle 14... Front wheel 26... Rear wheel 35... Drive source 36... Engine 200... Transmission 206... Gear transmission mechanism 208... Gear shift apparatus 230... ECU 278... Shift drum 290... Shift spindle 320... Drum angle sensor 322... Spindle rotation sensor

Claims (4)

A transmission (200) for changing the rotational driving force of a drive source (35),
a gear unit (206) for transmitting the rotational driving force by meshing any one of the plurality of transmission gears (m1 to m6, n1 to n6) for each of the plurality of gear stages;
a shift drum (278) for moving the plurality of transmission gears as it rotates;
a drum angle sensor (320) for detecting the rotational angular position of the shift drum (278);
a shift operating portion (290) for operating the shift drum (278);
a detection unit (322) for detecting an operation state of the shift operation unit (290);
A control unit (230) that receives and processes the rotational angular position detected by the drum angle sensor (320),
The control unit (230)
When the shift drum (278) is not operated based on the detection result of the detection unit (322), the drum angle at the timing when power is not transmitted in the gear unit (206) identifying the rotation angle position detected by the sensor (320) as a reference position of a predetermined gear stage ;
A transmission (200) that determines an abnormality and notifies an abnormal state when a predetermined number or more of the obtained plurality of rotation angle positions are out of a set allowable range . The transmission (200) of claim 1, wherein
The control unit (230) specifies the reference position a plurality of times, and if the obtained plurality of reference positions are within an allowable range, the average value of the plurality of reference positions is calculated as the shift drum ( 278) as the reference position of the rotational angular position of the transmission (200).
The transmission (200) according to claim 1 or 2 , wherein
The transmission (200) is mounted on a vehicle (10) having drive wheels. A gear portion (206) for transmitting the rotational driving force of the drive source (35) by meshing any one of the plurality of transmission gears (m1 to m6, n1 to n6) for each of the plurality of gear stages. )When,
a shift drum (278) for moving the plurality of transmission gears as it rotates;
a drum angle sensor (320) for detecting the rotational angular position of the shift drum (278);
a shift operating portion (290) for operating the shift drum (278);
A method for specifying a reference position of a drum angle sensor (320) of a transmission (200) having a detection section (322) for detecting an operation state of the shift operation section (290), comprising :
a step of determining a state in which the shift drum (278) is not operated based on the detection result of the detection unit (322);
a step of recognizing a timing when the gear portion (206) is not powered while the shift drum (278) is not operated;
identifying the rotation angle position detected by the drum angle sensor (320) at the timing when power is not transmitted in the gear (206) as a reference position of a predetermined gear stage ;
If a predetermined number or more of the obtained rotational angular positions are out of a set allowable range, an abnormality is determined and an abnormal state is notified.
A method for determining the reference position of the drum angle sensor (320).

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