JPH0427720A - Transmission of vehicle - Google Patents

Abstract

PURPOSE:To perform appropriate speed changing control according to completion of shifting operation in a transmission by providing a control unit for controlling an output controlling means so as to change and recover an engine output. CONSTITUTION:An ignition controlling device 7 is connected to a spark plug 6 as an output controlling means for controlling an output of an engine 1. A rotational speed sensor SME for detecting rotational speed NE of the engine 1 is arranged for a crankshaft 8. A load sensor SM is arranged to a shifting device 13 as a shifting operation sensor for detecting shifting operation. A control unit 36 judges completion of shifting operation in a transmission 10 when variation of rotational speed of the engine 1 exceeds a required limit, and stops power control of the engine 1 on the basis of this judgement. Thus, it is possible to perform apropriate speed changing control by stopping the power control of the engine quickly with the completion of shifting operation in the transmission 10.

Description

[Detailed description of the invention] A1 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 make it possible to change gears according to shift pedal operation without releasing the clutch under predetermined conditions, the applicant has developed a switch that detects the shift operation of the shift pedal and adjusts the engine output according to the shift operation. A technology that causes temporary changes has already been proposed (patent application No. 1-2188).
No. 69).

However, in the technology proposed above, the time for controlling engine output according to each shift operation is uniformly fixed at t, so the engine output remains unchanged even though the actual shift operation in the transmission has finished. There is a risk that the control may continue to be executed, or the engine output control may stop before the shift operation in the transmission is completed.

The present invention has been made in view of the above circumstances, and provides a transmission device for a vehicle that can promptly stop engine output control upon completion of shift operation of the transmission and execute appropriate gear change control. The purpose is to provide.

Structure of the Invention (1) Means for Solving the Problems To achieve the above object, the device of the present invention comprises: a shift operation sensor that detects a shift operation; a rotation speed sensor that detects the rotation speed of an engine installed in a vehicle a sensor; a force control means capable of controlling the output of the engine; changing the output of the engine in response to the shift operation sensor detecting a shift operation, and a value detected by the rotation speed sensor being set to a predetermined value; and a control unit that controls the output control means to restore the output of the engine to the original value when the output of the engine changes by more than a value.

(2) Effect According to the above configuration, when the shift operation of the transmission ends, the engine speed changes as the load on the engine changes, so when the engine speed changes by more than a predetermined value, the transmission It can be determined that the shift operation has ended at , and engine output control is stopped in accordance with the end of the shift operation.

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

First, in FIG. 1, a reed valve 3 is disposed in the intake pipe 2 of a two-cycle engine 1 mounted on a motorcycle, and a throttle valve 4 is disposed upstream of the reed valve 3. A throttle sensor STI is attached to the throttle valve 4 to detect the opening degree of the valve 4, that is, the throttle opening degree θ. Further, an ignition plug 6 is disposed in the engine body 1a facing the combustion chamber, and an ignition control device 7 as an output control means for controlling the power of the engine 1 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, and a rotational speed sensor Sxi that detects the rotational speed N of the engine 1 is connected to the crankshaft 8. It will be arranged as follows.

Further, a shift device 13 including a shift pedal 12 for performing a shift operation is connected to the transmission 10, and the shift device 13 includes a load sensor S as a shift operation sensor for detecting a shift operation. is arranged to detect the shift load M.

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
t gear trains 20202, 2L, 2 for establishing the second, third, fourth, fifth and sixth gear stages, respectively.
0-, 20s, and 20s are interposed. Further, shifters 24, 25, and 26, which are individually engaged with shift gears 21, 22, and 23, are fitted to the shifter guide shaft 19 so as to be slidable in the axial direction, and these shifters 24 to 26 are respectively implanted. Guide bins 24a, 25a, 26a are provided in lead grooves 27, 28, 29 on the outer periphery of the shift drum 18.
are respectively engaged for relative movement. As the shift drum 18 is rotated intermittently by a predetermined shift angle by the shift device 13, the shifter 24
. . . . . . . . . . . . . . . . . . . . . ~206 is alternatively established.

Referring again to FIG. 1, the shift device 13 has a structure in which the shift pedal 12 is depressed in the direction indicated by the arrow 30 to shift up, and the shift pedal 12 is rotated in the opposite direction to the arrow 30 to shift down. The shift pedal 12 is formed in an abbreviated shape with a footrest a12a at one end, and the bent part of the pedal 12 is supported by the body of the motorcycle via a shaft 31, and the shift pedal 12 is pivotally supported by the transmission case 15. The rotary arm 33 has a base end fixed to a shaft 32, and a link 34 connects the shift pedal 12 and the rotary arm 33, and a load sensor S- is interposed in the middle of the link 34. The shift shaft 32 and the shift drum 18 are connected via a conventionally known interlocking and connecting mechanism 35, and the shift drum 18 is intermittently operated by interlocking and connecting mechanism 35 in response to the operation of the shift pedal 12. Rotationally driven.

By the way, a tensile load acts on the load sensor S during an upshift operation using the shift pedal 12, and the load sensor S outputs an electric signal corresponding to the tensile load as a shift load M at the time of upshifting. It turns out. Also, during a downshift operation, the load sensor S1. 1 outputs an electric signal corresponding to the compressive load as a shift load during downshifting.

By the way, the shift load IM inspected by the load sensor S,
The throttle opening degree θ, 3 detected by the throttle sensor 5TII and the engine rotation speed N8 detected by the rotation speed sensor 5llffl are each manually input to a control unit 36 consisting of a micro combi coater. The control unit 36 controls the shift load M and the throttle opening θT.
11 and the engine speed N9, in order to enable upshifting of the transmission 10 without disengaging the clutch in response to an upshifting operation using the shift pedal 12 with the throttle valve 4 open, Controls the ignition control device 7 in order to enable a downshift operation of the transmission 10 without disengaging the clutch in response to a downshift operation using the shift pedal 12 with the valve 4 held fully closed or close to fully closed. do.

Here, the processing procedure for upshifting will be explained with reference to FIG. 3. In the first step S1, the shift load M detected by the load sensor S during the upshift operation is as shown in FIG. It is determined whether or not the set load MTl1 set in advance has become greater than or equal to the set load MTl1, and only if M≧MT11, the process proceeds to the second step S2. In this second step S2, it is determined whether the throttle opening degree θa□ is greater than or equal to a preset throttle opening judgment value A, and if θ, 3≧, the process proceeds to the third step S3, and θtH< In the case of A, the process advances to the sixth step S6.

In the third step S3, it is determined whether the engine rotation speed N6 is equal to or higher than a preset rotation speed judgment value B.
When N, ≧B, go to the fourth step S4, and N*
<B, the process advances to the fifth step S5. Then, in the fourth step S4, the ignition timing correction value Δθ1. is set to "C".

Further, in the fifth step S5, the ignition timing correction value Δθ1. is r
Determined by DJ.

When proceeding from the second step S2 to the sixth step S6, if N1≧B, then Δθ1. =E, and when NE<B, Δθ0. −F.

In this way, the control unit 36 determines that an upshift operation has been performed when the shift load M detected by the load sensors S and l becomes equal to or higher than the set value Mtl1 during an upshift operation, and reduces the output of the engine 1. The ignition timing correction value Δθ1. is used to control the ignition timing by the ignition control device 7 in order to reduce the ignition timing correction value Δθ1. engine speed N6 and throttle opening θ? , and its ignition timing correction value ΔθTH
The output of the engine 1 is controlled to be reduced by correcting the ignition timing, for example, to the retarded side. As a result, the output of the engine 1 is reduced, and each gear train 201 to 20,
Among them, the gear train that is in operation is temporarily put in an unloaded state, and during that time, the meshing friction force of the gear train is reduced to reduce the shift drum 1.
8 and the selected shifters 24 to 26 can be smoothly rotated to perform an upshift operation. Moreover, during this time, the throttle valve 4 remains open, and upshifting can be performed without the need for clutch operation.

Furthermore, when a downshift operation is performed while returning the throttle valve 4 to the closed side, the output of the engine 1 is temporarily increased by controlling the output of the engine 1 while keeping the throttle opening θ7 at fully open or close to fully closed. In the transmission 10, the load acting on the gear train in operation among the gear trains 201 to 20.0 can be reduced, and a quick downshift operation can be performed while eliminating the need for clutch operation.

By the way, on the third day of the control unit, the processing procedure for stopping the power shift control based on the output control of the engine 1 is set as shown in FIG. 6, and the processing according to the flowchart shown in FIG. It is executed in the control unit 36 for each revolution.

In the first step T1, it is determined whether or not the output control of the engine 1 is being executed. If the engine output control is being executed, the process proceeds to the second step T2. In this second step T2, it is determined whether the amount of change ΔN in the engine speed N exceeds a predetermined value ΔN9°. The amount of change ΔN is the absolute value of the difference between the previous engine rotation speed Nil and the current engine rotation speed Nl12, and the predetermined value ΔN6° is set to, for example, 400 rpm. Then, in the second step T2, ΔNw becomes a predetermined value ΔNm. When it is determined that the engine output is exceeded, the engine output control is stopped in a third step T3, that is, the output of the engine 1 is returned to its original state.

Next, to explain the operation of this embodiment, the shift load M detected by the load sensor S is applied to the shift pedal 12.
In response to the shift operation by exceeding a predetermined value,
The control unit 36 starts controlling the output of the engine 1, thereby starting a shift operation in the transmission 10.

At the end of the shift operation of the transmission 10 due to the output control of the engine 1, the engine rotation speed N also changes as the load on the engine 1 changes, so the control unit 36 controls the engine rotation speed N. Amount of change Δ of □
When N exceeds a predetermined value ΔN5°, it is determined that the shift operation in the transmission 10 has ended, and based on this determination, the output control of the engine 1 is stopped.

Therefore, when the shift operation of the transmission 10 is completed, engine output control can be stopped immediately, and appropriate shift control can be executed.

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, air-fuel ratio, and exhaust timing. You may also do so.

C2 Effects of the Invention As described above, the device of the present invention includes: a shift operation sensor that detects a shift operation; a rotation speed sensor that detects the rotation speed of a vehicle-mounted engine; and an output control means that can control the output of the engine. ; The output of the engine is changed in response to the shift operation sensor detecting a shift operation, and the output of the engine is changed in response to the a value detected by the rotation speed sensor changing by a predetermined value or more. To reliably determine the end of a shift operation in a transmission by utilizing the fact that the engine speed changes when the shift operation of the transmission ends, since the present invention is provided with a restraint unit that controls the a force control means to return the force. By stopping engine output control in response to the completion of the shift operation, appropriate gear change control becomes possible.

[Brief explanation of the drawing]

Page 7 shows an embodiment of the present invention; FIG. 1 is an overall configuration diagram, FIG. 2 is a vertical sectional view of the transmission, FIG. 3 is a flowchart showing the upshift processing procedure, and FIG. A diagram showing changes in shift load, the fifth leap is a diagram showing control timing of ignition timing corresponding to changes in shift load in Figure 4, '! 6
The figure is a flowchart showing a processing procedure for stopping engine output control. DESCRIPTION OF SYMBOLS 1... Engine, 7... Ignition control device as an output control means, 36... Control unit, Swi... Rotational speed sensor, S11... Load sensor as a shift operation sensor Patent applicant Honda Motor Co., Ltd. Kogyo Co., Ltd. Representative Patent Attorney Kendo Hitoshi Ochiai Figure 3 Figure 4 Figure 5 Elapsed time Figure 6

Claims (1)

[Claims] a shift operation sensor (S_N) that detects a shift operation;
a rotation speed sensor (S_N_III) that detects the rotation speed of the vehicle-mounted engine (1); an output control means (7) capable of controlling the output of the engine (1); and a shift operation sensor (S_N) that detects the shift operation. The output of the engine (1) is changed in response to the detection, and the output of the engine (1) is returned to the original value when the detected value by the rotation speed sensor (S_N_III) changes by a predetermined value or more. a control unit (36) for controlling the control means (7);
A vehicle transmission device comprising: