JPS60124535A - Speed change unit in vehicle - Google Patents

Abstract

PURPOSE:To make it possible to control a vehicle in accordance with necessities, by providing such an arrangement that a rotational speed control means is actuated in accordance with the outputs of a vehicle speed sensor and a speed change switch upon controlling of a speed change lever other than low speed running, and as well manual speed change may be made upon setting of a manual change-over switch. CONSTITUTION:In the case of that a motor-cycle or the like is launched after an engine 1 is started, a controller 7 issues an instruction for the control of manual speed-change since a vehicle speed is zero. Meanwhile, upon the vehicle running at a speed higher than a predetermined vehicle speed, when a speed change lever 5 is controlled, the controller 7 automatically controls a solenoid clutch 3 and a throttle actuator 8 in accordance with the output of a speed change switch 10 associated with the above-mentioned lever 5 to facilitate the change of gear positions of a speed change unit 4. Further, when an automatic/ manual change-over switch 12 is turned to its manual side, operation in association with the input of the speed change switch 10 is nullified, and therefore, the control of speed change is made manually as in the case of launching of the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a transmission device for small vehicles, particularly two-wheeled vehicles.

[Prior art]

Conventionally, in two-wheeled vehicles, small cars and scooters, a centrifugal clutch and a V-belt type continuously variable transmission, or a combination of a plurality of centrifugal clutches, a one-way clutch, and a multi-speed gear type transmission are used. Most vehicles are equipped with automatic transmissions, but almost all medium- and large-sized vehicles have manual transmissions.

While there is a demand for automatic gear shifting in medium and large vehicles,
The reason for manual gear shifting is that the centrifugal clutches used in small cars have a small capacity, making it difficult to install them in high-output medium- and large-sized cars, and the torque converter system, which is common in four-wheeled cars, is not yet available. It is extremely large and has a large output loss, and if all electromagnetic clutches such as powder type or multi-plate type are used, clutch control becomes complicated and expensive, especially when starting the vehicle. and also,
Because gear shifts occur automatically in conjunction with throttle grip operation, drivers have the impression that gear shifts occur suddenly, and the shock caused by gear shifts is extremely dangerous for second-person drivers. This is due to the so-called sporty nature of two-wheeled vehicles (depending on the type of driving, manual gear shifting is often desired).

[Summary of the invention]

The present invention provides an excellent vehicle transmission system that eliminates these drawbacks, reduces driver fatigue, and (c) allows easy manual gear shifting.

[Embodiments of the invention]

Hereinafter, one embodiment of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a block diagram showing a transmission mechanism according to an embodiment of the present invention. In the figure, 1 is an engine, 2 is a capretor (not shown) that controls the rotation of the engine, a throttle valve, 3 is an electromagnetic clutch, 4 is a transmission having a speed change lever 5, and 6 is! 7 is a controller, 8 is a throttle actuator that operates the throttle valve 2, 9 is a clutch angle sensor that is linked to a clutch lever on the handle (none of which is shown), and 10 is a gear shifter that detects the movement of the gear shift lever 5. Switch, 11? -1: A vehicle speed sensor that detects the rotation speed of the car @6; 12 is an automatic/manual changeover switch that is operated at the discretion of the driver; First, after the engine has been started, when the vehicle is to be fully started, the vehicle speed is zero, so the controller 7 commands a manual gear shift operation. Therefore, after gripping the clutch lever and inputting a clutch release (hereinafter referred to as OFF) command from the clutch angle sensor 9 to the controller 7, the gear shift lever 5 is operated to change the gear position of the transmission 4 to neutral (
You can move from neutral) to low (1st speed). Thereafter, as in a conventional two-wheeled vehicle, a throttle grip (not shown) provided on the handlebar and a clutch lever are simultaneously operated to perform an operation commonly referred to as clutch engagement. That is, when the throttle grip is gradually rotated to increase the rotational speed of the engine 1, and the clutch lever begins to return to its original position, a command from the clutch angle sensor 9 or the controller is transmitted in conjunction with the movement of the clutch lever. Enter 7,
In response to this input, the controller 7 gradually engages the electromagnetic clutch 3.

In this way, when the rotation speed of the engine 1 is increased and the connection between the engine 1 and the transmission 4 is gradually strengthened, the wheels 6 start rotating in response to this, and then the electromagnetic clutch 3 When the connection is completely completed, the vehicle will move from engine 1 to transmission 4
The rotational speed is reduced to a speed corresponding to the gear ratio of the engine 1, rotation is applied to the wheels 6, and the engine runs at a speed corresponding to the rotational speed of the engine 1.

When the vehicle speed reaches a value desired by the driver, the driver operates the gear shift lever 5 to switch all the gears of the transmission 4 to the next gear. Now, when the vehicle speed output from the vehicle speed sensor 11 exceeds a predetermined value and the gear is changed, the electromagnetic clutch 3 and the throttle actuator 8 are automatically activated without considering the driver's throttle grip or clutch lever operation. If it is set so that it can be operated easily, a shift start command can be input to the controller 7 from the shift switch 10 at the same time as the shift lever 5 is stepped on, and this input causes the controller 7 to turn off the ti clutch 3k and simultaneously turn off the throttle valve 2. The throttle actuator 8 is operated so as to close the shift lever 5, and the shift lever 5 completely changes the gear positions of the transmission 4 and returns to the original position. At the same time, the shift end command is input from the shift sensor 10 to all controllers 7, and the electromagnetic The clutch 3 is fully turned on, and the throttle actuator 8 is operated to return the throttle valve 2 to its original position.

While the vehicle is running, a shift operation is performed at any time to increase or decrease the vehicle speed, and even in such cases, the shift operation is similar to the above-described shift operation.

When the driver desires manual gear shifting operation, the automatic/manual changeover switch 12 is set to disable the operation caused by the input of the gear shifting switch 10 in the controller 7. By setting the 1-speed/manual changeover switch 12 (r), the gear shift operation can be performed manually again in the same way as when starting the vehicle.
It becomes a gear change operation.

Hereinafter, the above-mentioned operation will be explained in detail with reference to a circuit diagram showing an embodiment of the present invention shown in FIG.

In FIG. 2, reference numeral 15 indicates a connection between the throttle valve 2 and the throttle grip provided on the handle, such as a spring 1.
6, a throttle wire to be coupled, 31 an excitation coil provided in the electromagnetic clutch 3, 32.33 a diode 32 and a resistor 3 connected in parallel with the excitation coil 31.
3 in a series circuit.

Next, the controller 7 is configured as follows. 7
1 is a transistor connected to one end of the solenoid 82;
72 is an AND logic circuit that controls the transistor 71 through a resistor 79, and three input terminals of the AND logic circuit 72 are connected to the speed change switch 10 and the automatic transmission through a vehicle speed sensor 11 and an inverter 73. A manual changeover switch 12 is connected to each other. 74 is a transistor connected to one end of the excitation coil 31, 75 is a feedback resistor connected to the emitter of the transistor 74, and 76 is an operational amplifier (hereinafter referred to as an operational amplifier) that controls the transistor 74. The input terminal is connected to the connection point between the transistor 74 and the resistor 75, and the non-inverting input terminal is connected to the clutch angle sensor 9 via the diode 77, respectively. The output terminal from the AND logic circuit 72 is also connected via a diode 78 to the non-inverting input terminal of the operational amplifier f76.

81 is an inductor connected to the throttle valve 2 provided in the throttle actuator 8, and 82 is a solenoid that operates the inductor 81. Clutch angle sensor 9 is resistor 9
1 and a movable contact 92 that slides on a resistor 91. Note that the other ends of the excitation coil 31 and the solenoid 82 are connected to the power supply VB.
K connection is possible.

In the above configuration, even if engine 1 is currently started,
Assuming that the vehicle is not running, the throttle wire 15 will not be pulled in any way, the throttle valve 2 will be in the "closed" state, and the clutch angle sensor 9 will be in the "closed" state. The movable contact 92 is in the ON position in the figure. When the movable contact 92 is in the ON position, the movable contact 9
The potential of 2 is zero [v]. Further, the output from the vehicle speed sensor 11 is at a LOW level (hereinafter referred to as N-lower, L level), and the output from the speed change switch 10 is at a HIGH level (hereinafter referred to as H level).
level (9°) and automatic/manual changeover switch 12 are also at H level. Therefore, the transistor 74 and the transistor 71 are also in a non-conducting state, and the excitation coil 31 and the solenoid 82 are also energized.1-6 Next, the time when the vehicle starts will be described.

When starting the vehicle, the first step is to squeeze the clutch lever. Then, in the clutch angle sensor 9 interlocked with the clutch lever, the movable contact 92 rapidly moves to the OFF position, and correspondingly, the potential of the non-inverting input terminal of the operational amplifier f76 is set to Vc'CV. It turns out.

As a result, the transistor 74 becomes conductive, and the exciting coil 3
1, but when it reaches the current value Io [A] at which the electromagnetic clutch 3 is turned off, the resistor 75 and the current Io
Trap so that the voltage with [:A) is equal to the voltage vcCv],
When the value of the resistor 75 is set, the current value is 1. No more current flows and the clutch becomes OFF.

Next, in the second step, step on the gear shift lever 5 to change the gear position of the transmission 4 from neutral to low (
1st speed). In conjunction with this movement, the speed change switch 1o continues to generate an L level signal from the start of the speed change until the end of the speed change. This L level signal is inverted to H level by the inverter 73 and input to the AND logic circuit 72. However, since the vehicle speed is still zero, the output from the AND logic circuit 72 is still L.
level, so the transistor 71 maintains a non-conducting state.

Further, the third step is an operation called clutch engagement, and usually refers to an operation of opening the throttle valve 2 in conjunction with gradually turning on the clutch. In the figure, the movable contact 92 provided on the clutch angle sensor 9 is gradually moved in the ON direction.
While lowering the electric potential from Vc CV ) to zero [V] 6, pull the throttle wire 15 in the "open" direction,
Thereafter, when the movable contact 92 is in the ON position, the current flowing through the exciting coil 31 becomes zero [A] and the electromagnetic clutch 3 is completely in the ON state.

Next, the shift operation from low (first speed) 70 to second (second speed) will be explained.

When the vehicle starts running and reaches a constant vehicle speed, the output from the vehicle speed sensor 11 changes to 1 level.

Therefore, the driver can perform a constant speed change operation by stepping on the speed change lever 5 without making any sound of operating the clutch or throttle valve 2. That is, when the vehicle speed reaches a desired value and the user starts depressing the gear shift lever 5, an L level signal is output from the gear change switch 10, and this L level signal is inverted by the inverter 73 to produce an H level signal. Tona,! 0 input to the AND logic circuit 72, AND
Since all three input terminals of the logic circuit 72 are at H level, it immediately outputs a signal at H level (=Vc [V)]. As a result, both the transistor 71 and the transistor 74 become conductive, so the electromagnetic clutch 3 is turned off.
At the same time, the inductor 81 provided in the throttle actuator 8 is sucked in the direction of F in the figure, and the throttle valve 2 is closed.

In this case, while the vehicle is running, the accelerator wire 1
5 is pulled in the "open" direction in the figure by an appropriate amount, and although there is a difference between the acting direction of the inductor 81 and that direction, this opposing action is absorbed by the spring 16. ul)
The inductor 81 closes the throttle valve 2 and also pulls the spring 16 (i7).

Further, when the gear shift lever 5 is stepped on, the gear position in the transmission 4 is changed from low (first gear) to second gear (second gear). Thereafter, when the shift lever 5 is returned to its original position, the output from the shift switch 10 changes to the H level. Therefore, the output from the A N D M circuit 72 returns to the L level, and correspondingly, the transistor 71 and the transistor 74 become non-conductive, and the electromagnetic clutch 3 is turned ON again.
t. Throttle valve 2 is also opened to an appropriate initial opening degree. As described above, the automatic gear shifting operation repeats the above operation depending on the increase or decrease in vehicle speed while the vehicle is running.

Next, when the driver desires manual gear shifting, he operates the automatic/manual changeover switch 12 and selects automatic/manual shift operation.
The output from the manual changeover switch 12 is changed from H level to L level. With this change, one of the three input terminals of the AND logic circuit 72 is always held at the L level, so that the vehicle speed sensor 1 described above
Even if the output from 1 becomes H level, it will not be affected. Therefore, the speed change operation must always be performed by the driver. However, automatic/manual selector switch 1
When 2 returns to its original position due to delivery/cropping by the driver,
There is no need to worry about returning to automatic gear shifting operation.

In the above-mentioned ψi@, the throttle grip provided on the handle and the throttle wire 15 were used to operate the throttle valve 2, but the throttle actuator 8
For example, it is possible to operate in conjunction with the rotation angle of the throttle grip, and when shifting at a predetermined vehicle speed or higher, the predetermined operation can be performed without taking this into consideration. be effective. 1, the JRL magnetic clutch 3 mentioned above is used, all conventional mechanical clutches are used, and when shifting at a vehicle speed higher than a predetermined speed, a system operated by the system throttle actuator 8 according to a command from the controller 7 is used. Same effect.

〔Effect of the invention〕

As explained above, the present invention has a clutch and a throttle valve that connect and disconnect between an engine and a transmission in a vehicle only when the vehicle is running, and a throttle valve that is interlocked with the operation of the gear shift lever of the transmission according to the driver's will. Make it work automatically. In addition, when starting the vehicle, the shift latch and throttle valve are operated according to the driver's will, and even while the vehicle is running, the driver can select manual gear shifting operation.・Since a manual changeover switch is provided, the device does not become larger or more complicated. Furthermore, since it is possible to obtain the starting mode desired by the driver, and the speed change operation is performed depending on the driver's will, it is possible to predict and prepare for shocks caused by the speed change operation. Therefore, it is possible to eliminate the danger associated with a shock caused by an unexpected shift operation. Since the driver can set the gear shift timing arbitrarily, it is possible to drive according to the driver's preference.In addition, manual gear shift operation is also possible if desired, so it is suitable for motorcycles etc. It is possible for all drivers to fully utilize the characteristics unique to the vehicle, and has the extremely excellent effect of completely reducing fatigue caused by gear shifting operations.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing a transmission mechanism according to an embodiment of the invention, and FIG. 2 is a circuit diagram showing an embodiment of the invention. DESCRIPTION OF SYMBOLS 1... Engine, 2... Throttle valve, 3... -ti clutch, 4... Transmission, 5... Gear shift lever, 7...
・Controller, 8... Throttle actuator,
9...Clutch angle sensor, lO...-speed change switch,
11...Vehicle speed sensor, 12...Auto/manual changeover switch. In the figures, the same reference numerals indicate the same or similar parts.
Masuo Oiwa

Claims (1)

[Claims] a first rotational speed control means for the il+ engine, a transmission having a speed change leno(-), a clutch means for intermittently transmitting the rotational force of the engine to the transmission, and a vehicle speed sensor for detecting the speed of the vehicle. and a vehicle transmission system comprising a shift switch that detects the operation of the shift lever (-), a second rotational speed control means for the engine, and an automatic/manual changeover switch means, which includes a stopped state of the vehicle. Above a relatively low predetermined speed, when the gear shift lever is operated, the clutch means is moved to the "disengaged" state depending on the output from the vehicle speed sensor and the output from the gear shift switch. The second rotational speed control means of the engine is activated to reduce the rotational speed of the engine to a lower rotational speed, and the output of the automatic/manual changeover switch means is A vehicle transmission device comprising: control means that operates to invalidate the output from the speed change switch and the output from the vehicle speed sensor when energized.