JPH04266619A - Clutch operating device for vehicle - Google Patents

Abstract

PURPOSE:To shorten the time required for switching a speed change gear and prevent a wasteful rise in rotating speed of a running motor or running engine by conducting the on/off operation of a clutch by the driving force of an electromotive means. CONSTITUTION:The driving force of an electromotive means 64 is transmitted to a cam shaft 70 through gears 66, 68, 69, 71, and a lifter rod 63 is driven by its cam surface 72 to conduct the on/off operation of a clutch 52. The electric motor 64 is controlled on the basis of the rotating position of a shift drum, the rotating speed of a vehicle running motor and the vehicle speed, and driven at proper timing and speed such that the time for the on-operation of the clutch is short at the time of a shift change and no shock is generated at the time of the on-operation of the clutch.

Description

[Detailed description of the invention]

0001

[Field of Industrial Application] The present invention relates to a clutch operating device for a vehicle such as a motorcycle, and more particularly to a clutch operating device for a vehicle that transmits power to a gear transmission means by turning on and off a mechanical clutch. Regarding equipment.

0002

[Prior Art] Conventionally, in order to simplify the shift operation of a motorcycle, a servo motor is driven based on the output signal of a switch that is linked to the on/off operation of a clutch, and this servo motor automatically performs a shift change operation. Methods for performing this are known (for example, Japanese Patent Laid-Open No. 58-152938
(see publication).

[0003] In addition, in order to reduce the operating load on the clutch lever, there is also a known device in which negative pressure generated in the intake pipe of the engine or hydraulic pressure generated by an oil pump is applied to a pressure plate to assist the on/off operation of the clutch. (For example, see Utility Model Application Publication No. 61-14242)
.

0004

[Problems to be Solved by the Invention] However, in the case of using a servo motor to perform a shift change, which was conventionally performed manually, although it is possible to reduce the operating force required for the shift change, it is difficult to operate the clutch and release the accelerator. A change operation was required after the , and the operation was still complicated.

[0005] In addition, devices that utilize the engine's suction negative pressure have the disadvantage of increasing the size of the entire device in order to obtain sufficient driving force, and devices that use hydraulic pressure have a complicated structure. This has the disadvantage of increasing costs.

The present invention has been made in view of the above-mentioned circumstances, and by performing the on/off operation of the clutch via electric means, the operating force of the clutch is reduced and the time required for a shift change is shortened. Another purpose is to simplify shift change operations.

[0007]

[Means for Solving the Problems] In order to achieve the above object, the present invention provides a clutch operating device for a vehicle in which power transmission to a gear transmission means is turned on and off by turning on and off a clutch. A first feature of the present invention is that it includes an electric means connected to an on/off actuator of the clutch, and a control device that operates the electric means based on an output signal of the shift start detection means.

[0008] In addition to the above-mentioned first feature, the present invention also has the following features:
A second feature is that the electric means is operated based on an output signal of a shift start detection means that detects an operation of a shift operator.

[0009] In addition to the above-mentioned first feature, the present invention also has the following features:
A third feature is that the electric device is operated based on an output signal of a displacement detection device that detects displacement of a manual operator of the clutch.

[0010] In addition to the above-mentioned first feature, the present invention also has the following features:
A fourth feature is that the electric means is detachably attached to the outside of the clutch housing.

[0011] In addition to the above-mentioned first feature, the present invention also has the following features:
A fifth feature is that an electric means is connected to the shift actuator of the gear shifting means, and the shift actuator is operated in conjunction with on/off of the clutch.

0012

DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, the body frame of the motorcycle V includes a pair of left and right main frames F having a head pipe 1 at the front end, and these left and right main frames F are connected to each other by a plurality of cross members (not shown). be combined. A front wheel Wf is pivotally supported at the lower end of a front fork 2 supported by a head pipe 1, and a steering handle 3 is provided at the upper end of the front fork 2. A box 4 housing a controller for a traveling motor M, which will be described later, etc., is mounted on the main frame F, and a seat 6 is supported on the top of a seat frame 5 extending rearward from below the box 4. . At the rear end of the main frame F is the swing arm 7.
The front end of the swing arm 7 is supported by a pivot 8 so as to be able to swing up and down, and the rear wheel Wr is pivotally supported at the rear end of the swing arm 7.

A pair of front and rear brackets 9, 10 fixed to the lower part of the main frame F has a power unit P equipped with a driving motor M and a transmission 11 serving as a gear shifting means.
is supported. Traveling motor M, transmission 11, and brackets 12 and 1 provided at the lower end of main frame F
A cage-like battery frame 15 is suspended from 3 and 14,
A plurality of batteries 16 are supported inside thereof as power sources for driving the traveling motor M. A driving sprocket 17 provided on the output shaft of the transmission 11 and a driven sprocket 18 provided on the rear wheel Wr are connected by a chain 19, thereby transmitting the driving force of the traveling motor M to the rear wheel Wr. Further, the main frame F is provided with a cowling 23 that covers the power unit P, battery 16, etc.,
A step 20 and a change pedal 21 are arranged on its side. The change pedal 21 is provided with a main switch 22, and the change pedal 21 is provided with a main switch 22 to perform a shift change.
1, the main switch 22 closes and the start of a shift change operation is detected.

As shown in FIG. 3, the traveling motor M is a DC brushless motor, and the transmission case 31
The motor housing 32 includes a motor housing 32 attached to the front part of the motor housing 32, and a cover plate 33 that covers the left side surface of the motor housing 32. The traveling motor M includes a rotating shaft 36 supported by ball bearings 34 and 35 on a motor housing 32 and a cover plate 33, a rotor 37 fixed to the rotating shaft 36, and a rotor 37 mounted on the cover plate 3 inside the motor housing 32. A fixed stator 38 is provided, and a rotor position sensor 39 for detecting the phase of the rotor 37 is further provided at the left end of the rotating shaft 36.

Cooling fins 41 formed integrally with the cover plate 33 are disposed inside the air guide duct 40 attached to the cover plate 33, and are introduced into the inside of the motor housing 32 by a cooling fan 42 provided on the rotating shaft 36. The cooling air cools down the cooling fins 41 and other high temperature parts. The traveling motor M is a throttle grip 24.
via the controller 25, and is driven at a predetermined rotation speed.

The right end of the rotating shaft 36 protruding to the right from the motor housing 32 extends into the space covered by the mission case 31 and the clutch housing 43, and has a shaft at its tip for transmitting driving force to a clutch 52, which will be described later. Drive gear 44 is fixed.

As shown in FIG. 4, the clutch housing 4
The clutch 52 is mounted on the input shaft 51 of the transmission 11 that protrudes inward at 3. The clutch 52 includes a clutch outer 54 that is supported by the input shaft 51 so as to be relatively rotatable via a needle bearing 53. A driven gear 55 that meshes with the gear 43 is fixed integrally. A clutch center 56 is spline-coupled to the right end of the input shaft 51 so as to be located inside the clutch outer 54 , and a space defined by the inner periphery of the clutch outer 54 and the outer periphery of the clutch center 56 is provided with a clutch outer 54 . A plurality of clutch disks 57 supported in an axially slidable manner and a plurality of clutch plates 58 supported in an axially slidable manner on the clutch center 56 are alternately arranged.

Inside the clutch outer 54, a clutch spring 5 is guided by the boss portion of the clutch center 56.
A pusher plate 60 biased rightward at 9 is slidably supported, and the clutch disk 57 and clutch plate 58 are compressed by the outer circumference of the pressure plate 60 and the outer circumference of the clutch center 56 . A lifter plate 61 fixed to a plurality of bosses protruding from the side surface of the pressure plate 60 is connected via a release bearing 63 to a lifter rod 62 which is slidable in the axial direction on the clutch housing 43 and supported coaxially with the input shaft 51. Connected.

As is clear from FIG. 5,
A gear housing 65 having a motor 64 as an electric means
is detachably attached to the clutch housing 43, and a drive gear 66 formed on the output shaft of the motor 64 is attached to the camshaft 70 via a first intermediate gear 68 and a second intermediate gear 69 provided on the intermediate shaft 67. The driven gear 71 meshes with the driven gear 71. The camshaft 70 is supported by the clutch housing 43 so as to be orthogonal to the lifter rod 62, and a cam surface 72 provided at its tip abuts the right end of the lifter rod 62. Therefore, the motor 64 is driven to drive the camshaft 70.
When rotated, the cam surface 72 presses the lifter rod 63 to the left, and the release bearing 63
and presses the pressure plate 60 to the left via the lifter plate 61. As a result, the surface pressure between the clutch disk 57 and the clutch plate 58 is removed, power transmission from the clutch outer 54 to the clutch center 56 is cut off, and the clutch 52, which had been in the engaged state until then, becomes in the disengaged state. Note that the symbols 73 and 74 are the driven gears 71
This is a limit switch that detects the rotation limit of.

As shown in FIG. 6, an input shaft 51 having the clutch 52 at its right end is supported via a ball bearing 81 and a roller bearing 82 in a mission case 31 that houses a transmission 11 which is a gear changing means. ,
Behind it, an output shaft 83 having the driving sprocket 17 at its left end is supported in parallel via two ball bearings 84 and 85. A plurality of gear trains G1 are provided between the input shaft 51 and the output shaft 83 in order to selectively establish a desired gear stage.
~G6 is provided. The change pedal 21 is connected to a shift drum 87 via a shift drum drive mechanism 86, and three cam grooves 881, 882, 883 formed on the outer periphery of the shift drum 87 are provided with a guide shaft 8.
Three shift forks 901 slidably supported by 9
, 902 , 903 pins 911 , 912
, 913 are engaged, and the shift fork 90
1, 902, 903 are connected to the gear train G1 to
It is relatively rotatably engaged with a predetermined gear of G6. Therefore, when the change pedal 21 is depressed to rotate the shift drum 87, the shift forks 901, 902, 90
3 slides axially to selectively establish the desired gear. The shift drum 87 is located at the right end of the shift drum 87.
Shift position detection means 92 consisting of a potentiometer for detecting the rotation angle, that is, the shift position.
is connected.

FIG. 7 is a block diagram showing the circuit configuration of the control device 101. The control device 101 includes a rotation speed detection means 102 for detecting the rotation speed of the traveling motor M, and a rotation speed detection means 102 for detecting the speed of the motorcycle V. The output signals of the vehicle speed detecting means 103 and the shift position detecting means 92 are inputted, respectively, and the drive of the motor 64 for turning on and off the clutch 52 is controlled based on these output signals.

The control device 101 includes an adding means 105 into which the rotational speed Ne of the driving motor M and the time rate of change of Ne calculated by the differentiating means 104 are input.
5 and the output signal V of the vehicle speed detection means 103 to a target rotation speed Ne2 (the rotation speed of the driving motor M after the shift change is completed) based on the output signal of the shift position detection means 92. The output signal of the means 106 is compared with the output signal of the means 106 in the comparison means 107, and the rotation speed deviation ΔNe for PD controlling the motor 64 is calculated. The output driver 108 that drives the motor 64 receives the deviation ΔNe output from the comparison means 107.
is inputted via the limit switches 73 and 74, and a one-shot pulse signal outputted by the release signal generating means 109 based on the output signal of the shift position detecting means 92 is inputted.

Next, the operation of the first embodiment of the present invention having the above-described configuration will be explained. The driving force of the traveling motor M is transmitted to the clutch outer 54 via a driven gear 55 that meshes with a drive gear 44 provided on the rotating shaft 36, and when the clutch 52 is engaged, the rotation of the clutch outer 54 is transmitted to the clutch disc 57, Clutch plate 58, clutch center 5
6 to the input shaft 51 of the mission 11. The rotation of the input shaft 51 is controlled by one of the gear trains G1 to G6 coupled to the output shaft 8 depending on the position of the shift drum 87.
3, and from there to the rear wheel Wr via the drive sprocket 17, chain 19, and driven sprocket 18.

Now, when the change pedal 21 is depressed to perform a shift change, the main switch 22 is turned on and the operation of the clutch 52 by the motor 64 is started.

As is clear from the timing chart of FIG. 8, when shifting up from 1st to 2nd gear while driving at a constant speed, for example, when the shift drum 87 starts rotating by depressing the change pedal 21, the shift drum 87 starts rotating. ,
Based on the output signal of the shift position detection means 92, the release signal generation means 109 outputs a one-shot pulse signal. The output driver 109 that receives the one-shot pulse signal drives the motor 64 from time t1 to time t2.
is reversed at a predetermined speed to disengage the clutch 52,
During this time, the shift drum 87 rotates to release the first gear.

Further, between the time t1 and the time t2, the rotational speed Ne of the traveling motor M outputted by the rotational speed detection means 102 and the differential value of Ne calculated by the differentiating means 104 are added by the adding means 105. Ne1 is determined based on the vehicle speed V outputted by the vehicle speed detection means 103 and the shift position outputted by the shift position detection means 92 (that is, the gear ratio at the shift position after the shift is completed), and the magnification conversion means 106 determines the shift completion. The target rotation speed Ne2 of the subsequent running motor M is determined, and these Ne
The comparison means 107 calculates the deviation ΔNe between 1 and Ne2.

When the deviation ΔNe is calculated in this way, the motor 64 is rotated forward at a speed corresponding to the deviation ΔNe, and the clutch 52 is engaged.
further rotates to establish the second gear. That is,
When the deviation ΔNe between Ne1 corresponding to the actual rotation speed of the drive motor M and the target rotation speed Ne2 after the shift is completed is large, the rotation speed of the drive motor M is set to the target rotation speed by quickly engaging the clutch 52. Ne2, and conversely, if the deviation ΔNe is small, the clutch 52 is slowly engaged to reduce the driving motor M.
The rotational speed of the engine is gradually lowered to the target rotational speed Ne2. As a result, regardless of the magnitude of the deviation ΔNe, the rotational speed of the driving motor M after the shift is completed becomes approximately equal to the target rotational speed Ne2, making it possible to reduce the shock that occurs during a shift change. Note that when calculating the deviation ΔNe, the deviation between the differential component of the target rotation speed Ne2 and the actual rotation speed Ne (differential component of PD control) is taken into account because the deviation between the target rotation speed Ne2 and the actual rotation speed Ne ( This is because if only the proportional component of PD control is used, an overshoot as shown by the chain line (B) in the graph of Ne in FIG. 8 may occur and convergence may deteriorate.

In conventional auto-clutch vehicles, the engagement of the clutch is released during the first half of the change pedal depression stroke, and a shift change is performed during the second half, so it is necessary to set a large overall change pedal depression stroke. However, according to this example,
The slight movement of the change pedal 21 is sensed, the clutch 52 is automatically disengaged, and the clutch 52 is automatically re-engaged at the appropriate timing at the same time as the shift change is performed, so the change pedal Not only can the depression stroke of the change pedal 21 be reduced, but also the change pedal 21
The shift change and the re-engagement of the clutch 52 can be completed before the depression stroke, that is, the pedal 21 is returned, and the vehicle can be accelerated or decelerated quickly. Furthermore, in conventional auto-clutch vehicles, if the accelerator is not released when engaging the clutch, the rotational speed Ne of the driving motor M will rise as shown by the chain line (A) in Figure 8, causing the clutch to engage. However, according to this embodiment, the operation time of the clutch 52 is extremely short (from time t1 to t3 in this embodiment, as opposed to from time t1 to t4 in the conventional case), and the rotation speed increases. As a result of preventing an increase in Ne as much as possible, there is no need to operate the accelerator when changing gears, making driving easier. Moreover, the rotation speed of the driving motor M can also be controlled to a target value.

Next, a second embodiment of the present invention will be explained based on FIGS. 9 to 11. As shown in FIGS. 9 and 10,
In this embodiment, the operation of the clutch 52 by a clutch lever (not shown) is assisted by a motor 64.
The camshaft 70 has a driven gear 111 fixed to its lower part.
is rotated by meshing with the drive gear 112 of the motor 64. The input shaft of a potentiometer 113 is connected to the lower end of the camshaft 70, and the wire plate 11 integrated with the casing of the potentiometer 113 is connected to the lower end of the camshaft 70.
A wire 115 that connects to the clutch lever is tied to the tip of 4. The wire plate 114 is biased in the direction of applying tension to the wire 115 by a spring 116 provided between the wire plate 114 and the driven gear 111, and has a long arc-shaped hole formed in the driven gear 111 with a pin 117 protruding from its upper surface. 118 so as to be relatively rotatable.

According to the second embodiment, when the clutch lever is operated to pull the wire 115 in order to disengage the clutch 52, the pin 117 is pulled into the driven gear 11.
1 while moving it within the long hole 118 of wire plate 1.
14 and the casing of the potentiometer 113 rotate together. As a result, the casing of the potentiometer 113 and the input shaft rotate relative to each other, and the potentiometer 113 outputs a voltage according to the relative rotation angle between the wire plate 114 and the driven gear 111. As shown in FIG. 11, the output voltage of the potentiometer 113 is compared with a reference voltage in a comparing means 119, and the output driver 120 drives the motor 64 so that the deviation becomes zero. As a result, the driven gear 111 and the camshaft 70 to which the driven gear 111 is fixed are driven to follow the movement of the wire plate 114, and the engagement of the clutch 52 is substantially released by the driving force of the motor 64. .

On the other hand, when the wire 115 is loosened by returning the clutch lever, the wire plate 114
is rotated in the opposite direction by the elastic force of the spring 116 to rotate the casing of the potentiometer 113 in the opposite direction, so the motor 64 is reversed and drives the driven gear 111 and the camshaft 70 to follow the wire plate 114. , the clutch 52 becomes engaged again.

Even in the unlikely event that the motor 64 breaks down, the pin 117 of the wire plate 114, which rotates by being pulled by the wire 115, will be connected to the elongated hole 118 of the driven gear 111.
Since the wire 115 comes into contact with the end 118 of the wire plate 114, the pin 117, the elongated hole 118,
The signal is transmitted to the camshaft 70 via the driven gear 111. Although this increases the play and load, the clutch 52 can eventually be disengaged by the operating force of the clutch lever. Further, when the wire 115 is loosened, the camshaft 70 is reversed by the elastic force of the spring 116, and the clutch 52 can be engaged.

Note that if the rotation speed Ne is input to the comparison means 119 in FIG. 11 and the clutch 52 is disengaged when the rotation speed Ne decreases below a predetermined value, the driving motor M It is possible to prevent engine stalling when an internal combustion engine is used instead of the engine. Furthermore, if the clutch 52 is appropriately controlled based on the rotational speed Ne, the clutch 5
Since the temperature rise can be prevented by reducing the slippage of 2, it is possible to reduce the heat capacity and improve the durability. Furthermore, in a vehicle equipped with an anti-lock brake system, if the anti-lock brake signal is input to the comparison means 119 to control the clutch 52, it is possible to control the clutch 52 when the rear wheel Wr is about to lock due to engine braking when the anti-lock brake system is activated. Furthermore, it is also possible to automatically disengage the clutch 52.

Next, a third embodiment of the present invention will be described based on FIG. 12. As shown in FIG. 12, in this embodiment, the clutch 52 and shift drum 87 are driven by a common motor 64.
The first electromagnetic clutch 13 is located between the intermediate gear 68 and the intermediate shaft 67.
1. Another intermediate shaft 132 arranged parallel to the intermediate shaft 67 has a third intermediate gear 133 meshing with the first intermediate gear 68 and a fourth intermediate gear 13 consisting of a helical gear.
4 is provided, and this fourth intermediate gear 134 is meshed with a driven gear 136 formed of a helical gear provided on the rotating shaft 135 of the shift drum 87. A second electromagnetic clutch 137 is provided between the intermediate shaft 132 and the third intermediate gear 133.
is interposed.

According to this third embodiment, when the motor 64 is driven to disengage the clutch 52 based on the electric signal from the shift change operator, first only the first electromagnetic clutch 131 is engaged. The camshaft 70 is then driven, and the clutch 52 is disengaged. Subsequently, the engagement of the first electromagnetic clutch 131 is released, the second electromagnetic clutch 137 is engaged, and the motor 64 is engaged to establish the desired gear position.
The shift drum 87 is rotated by the driving force. after that,
The second electromagnetic clutch 137 is disengaged and the first electromagnetic clutch 131 is engaged, and the motor 64 is reversed to engage the clutch 52 again, completing the shift change. At this time, the rotation speed and drive timing of the motor 64 are controlled based on the shift position and the rotation speed of the travel motor M, as in the first embodiment.

According to the third embodiment, the motor 64 of the clutch 52 is also used as a motor for driving the shift drum 87, so that the structure can be simplified and costs can be reduced.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various small designs may be made without departing from the scope of the invention described in the claims. It is possible to make changes.

For example, a hand switch or the like may be used as the shift start detection means instead of the main switch 22 operated by the change pedal 21. Furthermore, in the embodiment, a motorcycle V that uses a running motor M as a power source is illustrated, but it is also possible to use a normal internal combustion engine instead of the running motor M, and the exhaust noise caused by the internal combustion engine revving can be reduced. It can also be effectively utilized for prevention and improvement of fuel consumption rate.

[0040]

As described above, according to the first feature of the present invention, since the electric means for operating the clutch on/off actuator is driven based on the output signal of the shift start detection means, the clutch can be turned on and off at the appropriate timing. As a result, not only can the off-time of the clutch be shortened when changing gears to prevent an unnecessary increase in rotational speed of the driving power source, but also the timing at which the clutch is turned on can be adjusted to prevent the occurrence of shock. Can be done.

According to the second feature of the present invention, since the start of a shift is detected by operating the shift operator, a conventional shift operation feeling can be obtained.

According to the third feature of the present invention, the electric means for operating the on/off actuator of the clutch is driven based on the output signal of the displacement detecting means for detecting the displacement of the manual actuator of the clutch. Therefore, the operating load of the manual operator can be assisted by the driving force of the electric means.

According to the fourth feature of the present invention, since the electric means is detachably attached to the outside of the clutch housing,
Electric means can be added to a conventional manually operated clutch without major modification.

According to the fifth feature of the present invention, the shift actuator is also actuated by electric means, so that the shift actuator can be brought into a predetermined gear position in a short time in conjunction with the on/off operation of the clutch. It can be manipulated to suit.

[Brief explanation of the drawing]

[Fig. 1] Overall side view of a motorcycle equipped with a clutch operating device according to a first embodiment.

[Figure 2] Figure 3 showing each part of the power unit of a motorcycle
, Figures 4 and 6 layout diagrams

[Figure 3] A partial view of Figure 2

[Figure 4] Part B of Figure 2

[Figure 5] Cross-sectional view taken along line 5-5 in Figure 4

[Figure 6] Partial view of C in Figure 2

[Figure 7] Block diagram showing the circuit configuration of the control device

[Figure 8]
Time chart explaining the action

[Fig. 9] Cross-sectional view of a clutch according to a second embodiment

[Fig. 10] Cross-sectional view taken along line 10-10 in Fig. 9

[Figure 11] Block diagram showing the circuit configuration of the control device

[Figure 1
2] Cross-sectional view of the clutch according to the third embodiment

[Explanation of symbols]

11...Mission (gear shifting means) 21...Change pedal (shift operator) 22...Main switch (shift start detection means) 43...Clutch housing 52...Clutch 64...Motor (electric means) 70... Camshaft (on/off actuator) 87...Shift drum (speed change actuator) 101/Control device

Claims (5)

[Claims] 1. A clutch operating device for a vehicle that turns on and off power transmission to the gear transmission means (11) by turning on and off the clutch (52), wherein the on-off actuation of the clutch (52) (70); and a control device (101) that operates the electric means (64) based on the output signal of the shift start detection means (22). A clutch operating device for vehicles. 2. The electric motor according to claim 1, wherein the electric means (64) is operated based on an output signal of a shift start detection means (22) that detects an operation of a shift operator (21). Clutch operating device for vehicles. 3. The electric power means (64) is operated based on an output signal of a displacement detection means (113) for detecting displacement of a manual operator of the clutch (52). The described vehicle clutch operating device. 4. The vehicle clutch operating device according to claim 1, wherein the electric means (64) is detachably attached to the outside of the clutch housing (43). 5. Electric means (64) is connected to the speed change operator (87) of the gear transmission means (11), and the electric means (64) is connected to the speed change operator (87) in conjunction with on/off of the clutch (52).
2. The vehicle clutch operating device according to claim 1, wherein the vehicle clutch operating device operates the clutch operating device according to claim 1.