JPH0412141A - Transmission for vehicle - Google Patents

Abstract

PURPOSE:To enable smooth transmission control by providing a control unit for judging a shift operation start time of a transmission and for controlling an output control means so that an output of an engine is temporarily changed according to the judgement result. CONSTITUTION:A shift device 13 including a shift pedal 12 is connected to a transmission 10 of a motor-bicycle for racing and so on, and a shift operation detector SS1 for detecting a shift operation state of the transmission is provided and its output is put into a control unit 36 together with outputs of a throttle sensor STH and a revolution speed sensor SNE. And an ignition control operation 7 is controlled so as to enable an up-shift operation of the transmission 10 without releasing engagement of a clutch according to the up-shift operation by the shift pedal 12 in the state where a throttle valve 4 is opened and so as to enable a down-shift operation of the transmission 10 without releasing engagement of the clutch according to the down-shift operation by the shift pedal 12 in the state where the throttle valve 4 is maintained at full open or in the neighborhood of full closed.

Description

[Detailed description of the invention] A2 Purpose of the invention (1) Industrial application fields The present invention relates to a transmission device for a vehicle such as a motorcycle.

(2) Prior Art Conventionally, in vehicles such as motorcycles, when changing gears, it is common to shift the transmission by rotating a shift pedal with the clutch disengaged.

(3) Problems to be Solved by the Invention By the way, in racing motorcycles, it is desired to perform quick shifting operations, whereas in the conventional motorcycles mentioned above,
It is difficult to perform shift operations satisfactorily and quickly. Therefore, in order to enable shifting according to the operation of the shift pedal without releasing the clutch under predetermined conditions, the applicant detects the shift operation by the shift pedal with a switch and changes the engine output according to the shift operation. A technique that does this has already been proposed (Japanese Patent Application No. 1-218869).

However, the timing of the shift operation by the driver and the actual shift operation in the transmission do not exactly match, so according to the proposed technology, engine output control may not have started when the shift operation of the transmission starts. The engine output control start time may be too early compared to the shift operation start time of the transmission, and there is a risk that the shift control may become unsmooth.

The present invention has been made in view of the above circumstances, and provides a transmission device for a vehicle that can perform smooth gear change control by making the engine output control start timing correspond to the actual shift operation start time of the transmission. The purpose is to

B1 Structure of the Invention (1) Means for Solving the Problems The device of the present invention for achieving the above object includes: a shift operation member for performing a shift operation; and an alternative establishment of a gear train of a plurality of gear stages. a gear transmission having a shifter that is interlocked and connected to the shift operating member; a shift operation detector that detects the operation of the interlocking member that is interlocked with the shifter; and an output control capable of controlling the output of the vehicle-mounted engine. means; a control unit that determines when to start a shift operation of the transmission based on the detected value of the shift operation detector and controls the output control means to temporarily change the output of the engine according to the determination result; and;

(2) Operation According to the above configuration, by detecting the operation of the interlocking member interlocking with the shifter using the shift operation detector, it is possible to accurately detect the timing at which the actual shift operation in the transmission starts. The engine output will be controlled at a timing that corresponds to the exact shift start time.

(3) Embodiments Hereinafter, embodiments in which the present invention is applied to a racing motorcycle will be described with reference to the drawings.

1 to 5 show an embodiment of the present invention. First, in FIG. 1, a filler valve 3 is disposed in an intake pipe 2 of a two-stroke engine 1 mounted on a motorcycle. At the same time, a throttle valve 4 is disposed upstream of the reed valve 3, and the throttle valve 4 is equipped with a throttle sensor S that detects the opening degree of the valve 4, that is, the throttle opening degree θ.
T and I are attached. Further, an ignition plug 6 is disposed in the engine body 1a facing the combustion chamber 5, and an ignition control device 7 as an output control means for controlling the output of the engine is connected to the ignition plug 6. Furthermore, a constant mesh gear transmission 10 is connected to the crankshaft 8 of the engine 1 via a transmission mechanism 9.
A rotation speed sensor 5lIli for detecting the rotation speed Nm of the engine 1 is arranged in relation to the crankshaft 8. Further, a shift device 13 including a shift pedal 12 as a shift operation member for performing a shift operation is connected to the transmission 10, and a shift operation detector SS+ for detecting a shift operation state of the transmission 10 is connected. A potentiometer is attached.

In FIG. 2, the gear transmission 10 is configured, for example, for six-speed transmission. The transmission case 15 of the transmission 10 includes a main shaft 16 connected to the crankshaft 8 via a transmission mechanism 9, a counter shaft 17 connected to the rear wheels via a chain drive mechanism (not shown), and a shift drum. 18 are rotatably supported in parallel to each other around their axes, and a shifter guide shaft 19 is fixedly disposed parallel to the main shaft 16, 17, and 18. In between, the first
Gear train 20 for establishing the second, third, fourth, fifth and sixth gears, respectively. .

202.20. ．． 20. ．． 2O5,'20g is interposed. In addition, the shifter guide shaft 19 has shift gears 21 and 22.
．． Shifters 24, 25, and 26 that are individually engaged with 23 are fitted to be slidable in the axial direction, and guide bins 24a, 25a, and 26a are implanted in these shifters 24 to 26, respectively.
are lead grooves 27 provided on the outer periphery of the shift drum 18,
28 and 29 respectively for relative movement. As the shift drum 18 is intermittently rotated by a predetermined shift angle by the shift device 13,
Shifters 24-26 are selectively slidably driven, thereby causing each gear train 20. ~20G is alternatively established.

Referring again to FIG. 1, the shift device 13 is structured to shift up by depressing the shift pedal 12 in the direction shown by the arrow 30, and to shift down by turning the shift pedal 12 in the direction opposite to the arrow 3o. The shift pedal 12 is formed in an abbreviated shape with a foot rest part 12a at one end, and its bent part is supported by the body of the motorcycle via a shaft 31, and the shift pedal 12 is pivotally supported by a transmission case 15. It includes a rotating arm 33 whose base end is fixed to the shift shaft 32, and a link 34 connecting the shift pedal 12 and the rotating arm 33. The shift shaft 32 and the shift drum 18 are connected via a conventionally known movement and connection mechanism 35, and the shift drum 18 is moved intermittently by interlocking in response to the operation of the shift pedal 12 and the operation of the connection mechanism 35. Rotationally driven.

Incidentally, a developed view of the outer periphery of the shift drum 18 is shown in FIG. 3, and the lead grooves 27 to 29 provided on the outer periphery of the shift drum 18 select the respective shifters 24 to 26, that is, the guide bins 24a to 26a. is configured to be actuated to alternatively establish one of each gear train 201-206. In this shift drum 18, the angle θ between the shift positions CI"" Ca of the first to sixth speeds is set to, for example, 60 degrees, and the shift drum 18 shifts intermittently at 60 degrees as shown by the arrows. As a result, the guide bins 24a to 26a, that is, the shifters 24 to 26 are selectively driven, and each gear train 20+ to 2
06 is alternatively established. Therefore, the shift operation of the transmission 10 is performed at each shift position C1 to C6 of the shift drum 18.
The potentiometer serving as the shift operation detector SSI is determined according to the angular displacement amount θ6 from
It is attached to the transmission 10 to detect the angular displacement amount θ6 from each of the 8 shift positions 01 to C6.

Shift drum 18 pressure detected by shift operation detector Ss+
angular displacement θ6, throttle opening θTII% detected by throttle sensor S7□, and rotational speed sensors S, l
The engine speed N detected at I is input to a control unit 36 consisting of a microcomputer. Based on the shift drum 180 angular displacement amount θ6, the throttle opening degree θa8, and the engine speed N1, the control unit 36 responds to the upshift operation using the shift pedal 12 with the throttle valve 4 open. In order to enable an upshift operation of the transmission 10 without disengaging the clutch, the clutch is also disengaged in response to a downshift operation using the shift pedal 12 while the throttle valve 4 is held fully closed or close to fully closed. In order to enable the downshift operation of the transmission 10 without
control.

FIG. 4 shows the upshift processing procedure reserved in the control unit 36. In FIG. 4, in the first step S1, the angular displacement of the shift drum 18 from each shift position CI to C6 is It is determined whether the amount θ is less than a predetermined value C, and only when θa<C, the process proceeds to the second step S2.

The angular displacement amount θ6 is measured using each shift position C, -C6 shown in FIG. 3 as a reference position.

In other words, the reference position for the first to sixth speeds is the shift drum 18.
The shift operation detector S51 detects the angular displacement amount θ6 from the shift positions 01 to C6 each time the shift T knob is operated.

In the second step S2, it is determined whether the angular displacement amount .theta. is greater than or equal to the predetermined value C, and only when .theta..gtoreq.C, the process proceeds to the third step S3.

In the third step S3, the ignition timing correction value Δθ, for retarding the ignition timing in the ignition control device 7 in order to reduce the output of the engine 1, is determined according to the engine speed N and the throttle opening θT11. The output reduction control of the engine 1 is started by correcting the ignition timing by the ignition timing correction value 6671.

Furthermore, in the fourth step S4, it is determined whether the angular displacement amount θ is greater than or equal to a predetermined value (θ, ≧D), and θ6≧D
Only when this is the case, the process proceeds to the sixth step S6 and the output reduction control of the engine 1 is ended.

By the way, the first and second steps SL.

The predetermined value C1 used in the determination in S2 and the predetermined value used in the determination in the fourth step S4 are determined as follows. In other words, the predetermined value C for determining whether to start output reduction control of the engine 1 is established when shifting up from one of the first to fifth gears to the next gear. This value is set to a value slightly smaller than the amount of angular displacement corresponding to the timing at which a certain gear train starts to disengage. For example, assuming the time of upshifting from 3rd gear to 4th gear, the value shown in Fig. 5 (a) ), the gear train 20 . The correction angle θ is set to a value (Cθ, −θX) obtained by subtracting the correction angle θ from the lost motion angular displacement amount θ^ of the shift drum 18 up to the disengagement start time A. Further, the predetermined value for determining whether to end the output reduction control of the engine 1 is set at one of the first to fifth speeds.
It is set to a value slightly larger than the angular displacement amount corresponding to the timing at which the gear train meshes, which will be in the next established state when shifting up from one gear to the next gear. Assuming a shift up from 4 to 4th gear, as shown in FIG.
The value obtained by adding the correction angle θ to the angular displacement θ8 (D-θB
10, ).

As described above, during the period W in which the angular displacement amount 06 of the shift drum 18 is greater than or equal to the predetermined value C and less than the predetermined value, the ignition timing is corrected as shown in FIG. 5(b). It will be changed by the value Δθ19. As a result, the output of the engine 1 is temporarily reduced, and each gear train 20. Since the gear train in operation among the gear trains 206 to 206 is temporarily in an unloaded state, the meshing frictional force of the gear train decreases during that time, causing rotation of the shift drum 18 and the selected shifter 2.
4 to 26 can be smoothly moved to complete the upshift. Moreover, during this time, the throttle valve 4 remains open, so that upshifting can be performed without delay in output change due to throttle operation and without the need for clutch operation.

Next, to explain the operation of this embodiment, when the driver of the motorcycle performs an upshift operation using the shift pedal 12, the shift operation detector SSI detects the amount of rotational movement of the shift drum 18 corresponding to the operation. By temporarily reducing the output of the engine 1 according to the value, it is possible to smoothly move the shifters 24 to 26 and complete a smooth upshift. Moreover, it becomes possible to control the output of the engine 1 at a timing corresponding to the actual shift operation in the transmission 10, and it becomes possible to perform speed change control smoothly.

FIG. 6 shows another embodiment of the present invention, and parts corresponding to those in the above embodiment are given the same reference numerals.

In the shift device 13, a shift operation detector S52 detects the amount of operation of the link 34 as an interlocking member interlocking with each shifter 24 to 26 in the transmission 10.
It is arranged to detect the stroke of 4. The shift operation detector Ss2 detects the stroke of the link 34 by movably inserting the link 34 into an outer case 38 fixed to the vehicle body frame.

With such a shift operation detector S52, the output of the engine 1 can be controlled at a timing corresponding to the shift operation of the transmission 10, as in the above embodiment.

Further, as another embodiment of the present invention, as shown in FIG. 7, the shift operation of the transmission 10 may be detected by a shift operation detector SS3 that detects the stroke of the interlocking member 39 connected to the shift pedal 12. As shown in FIG. 8, the shift operation of the transmission 10 may be detected by a shift operation detector SS4 that detects the stroke of the interlocking member 40 connected to the rotating arm 33.

Furthermore, the shift operation detector S S l + of each of the above embodiments
By S S2+ S S3+ S S4, the 9th
As shown in figure (a), interlocking members 18, 34, 39.4
It is determined that it is time to start the shift operation of the transmission 10 when the operating amount of 0 becomes equal to or greater than the constant value TH, and
As shown in b), the ignition timing may be changed by the ignition timing correction value Δθ19 by a preset time T.

Although the above explanation has mainly been about control during upshifts, the present invention can also be applied to downshifts, and when a downshift operation is performed, the output of the engine 1 is temporarily increased slightly. The same process as that for upshifting described above is performed.

Furthermore, in the above embodiment, the output of the engine 1 is controlled by correcting the ignition timing at the time of shift, but the output of the engine 1 is also controlled to increase or decrease by controlling the air-fuel mixture amount, controlling the air-fuel ratio, and controlling the exhaust timing. You can do it like this.

C1 Effects of the Invention As described above, the device of the present invention includes a shift operation member for performing a shift operation; a gear transmission having a shifter; a shift operation detector for detecting the operation of an interlocking member interlocked with the shifter; an output control means capable of controlling the output of an engine installed in a vehicle; and a control unit that controls an output control means to determine when to start a shift operation of the transmission based on the determination result and to temporarily change the output of the engine according to the determination result, and an interlocking member that is interlocked with the shifter. By detecting the operation of the transmission with a shift operation detector, it is possible to accurately detect when the actual shift operation in the transmission starts, and by controlling the engine output accordingly, the actual shift operation in the transmission can be detected. Engine output is controlled at a timing corresponding to the start of operation, making it possible to execute smooth gear change control.

[Brief explanation of drawings]

1 to 5 show an embodiment of the present invention, in which FIG. 1 is an overall configuration diagram, FIG. 2 is a longitudinal sectional view of a transmission,
FIG. 3 is a developed view of the outer periphery of the shift drum, FIG. 4 is a flowchart showing the upshift processing procedure, and FIG. 5 is a diagram showing the control timing when shifting up from 3rd speed to 4th speed.
FIGS. 6, 7, and 8 are side views of a shift device showing other embodiments of the present invention, and FIG. 9 is a diagram showing another example of control timing. DESCRIPTION OF SYMBOLS 1... Engine, 7... Ignition control device as an output control means, 10... Transmission, 12... Shift pedal as a shift operation member, 18... Shift drum as an interlocking member, 20 , ~206... Gear train, 24~2
6... Shifter, 34... Link as interlocking member,
36... Control unit, 39.40... Interlocking member,
SSI~SS4...Shift operation detector Figure 3

Claims (1)

[Claims] a shift operation member (12) for performing a shift operation;
a gear transmission (10) having a shifter (24-26) interlocked and connected to the shift operation member (12) so as to enable alternative establishment of gear trains (20_1-20_6) of a plurality of gear stages; shift operation detectors (S_s_1, S_s_2, S_s_3,
S_s_4); output control means (7) capable of controlling the output of the vehicle-mounted engine (1); and the shift operation detector (
Based on the detected values of S_s_1, S_s_2, S_s_3, S_s_4), the timing to start shifting of the transmission (10) is determined, and output control is performed to temporarily change the output of the engine (1) according to the determination result. means(
7) A control unit (36) for controlling;