JPWO2014196318A1 - Power transmission system for vehicles - Google Patents

Abstract

Provided is a vehicular power transmission system capable of eliminating the per-dog perception during transmission shifting operation with a simple configuration while suppressing fuel consumption and noise. The vehicle power transmission system 100 includes a clutch 210 and a transmission 240 whose operation is controlled by the ECU 300. The transmission 240 includes an index plate 247 that rotates integrally with a shift drum 245 that changes the gear position. The index plate 247 includes a trough portion 247a that holds the gear position, a crest portion 247b that is formed to project between the trough portions 247b, and a concave standby portion 247c at the tip of the crest portion 247c. When the ECU 300 detects a dog hit, it places the roller 248a of the index arm 248 in the concave standby portion 247c to temporarily make the transmission 240 neutral, and then tries to connect the dog clutch again. FIG.

Description

  The present invention relates to a vehicle power transmission system mounted on a self-propelled vehicle such as a motorcycle or a four-wheel buggy.

  2. Description of the Related Art Conventionally, in a self-propelled vehicle such as a motorcycle or a four-wheel buggy, a power transmission device is provided to transmit driving force generated by an engine (prime mover) to driving wheels. The power transmission device is a mechanical device that transmits and transmits the rotational speed of the crankshaft to the drive wheel while shifting and connecting to and disconnecting from the crankshaft of the engine, and mainly includes a clutch and a transmission. Here, the clutch is a mechanical device that transmits the rotational driving force of the crankshaft to the transmission side while being connected to and disconnected from the rotational driving shaft of the engine.

  The transmission is a mechanical device that changes the number of rotations of the crankshaft of the engine at a plurality of shift speeds constituted by a combination of a plurality of gears and transmits it to the drive wheel side. In this case, as shown in Patent Document 1 below, for example, the transmission gear stage is fixed in a dog clutch manner with respect to the main shaft that is rotationally driven by the driving force of the engine and the counter shaft that is connected to the drive wheels of the vehicle. Or it is comprised by the combination which mutually meshes | engages the some drive side gear and several driven side gear which were provided so that fixation release was possible.

JP 2012-215244 A

  Here, the dog clutch system (also referred to as “dog clutch system”) means that the drive side idle gear and the idle side idle gear that idle on the main shaft and the counter shaft respectively rotate together with the main shaft and the counter shaft. A pair of convex dogs and concave sides meshing with each other provided on the drive side idler gear and the driven side idler gear, and on the drive side integral rotor and the driven side integral rotor, respectively. This is a connection method for connecting or disconnecting via a dog tooth composed of a dog. Note that the driving-side integrated rotating body and the driven-side integrated rotating body are each composed of a gear or a simple disk body.

  However, in the power transmission device described in Patent Document 1 described above, there is a problem that it is difficult to eliminate per dog when a so-called dog hit occurs in which the dog teeth adjacent to each other collide with each other during a shift operation and do not mesh properly. is there. That is, in the power transmission device described in the above-mentioned Patent Document 1, dog hitting is eliminated by increasing the rotational speed of the engine with the clutch disengaged and rotating the driving-side integral rotating body by the drag torque of the clutch. Therefore, it has been difficult to control the engine speed so as to eliminate the dog hitting while suppressing the shock. In addition, the power transmission device described in Patent Document 1 has a problem that fuel consumption and noise increase due to an increase in the engine speed during a shift operation.

  The present invention has been made to address the above-described problems, and an object of the present invention is to provide a vehicle power transmission system that can eliminate the per-dog perception at the time of shifting operation of the transmission with a simple configuration while suppressing fuel consumption and noise. It is to provide.

  In order to achieve the above object, a feature of the present invention according to claim 1 is that an engine that is mounted on a vehicle and generates a driving force by combustion of fuel, a main shaft that is rotationally driven by the driving force by the engine, and a driving wheel of the vehicle A plurality of drive-side gears and a plurality of driven-side gears respectively provided on a countershaft connected to each other are connected or disconnected from each other by a dog clutch method, and a plurality of drive-side gears and a plurality of driven-side gears are shifted. A transmission that transmits a driving force to the drive wheels while changing the rotational speed of the engine by forming a plurality of shift stages having different transmission ratios that are recombined with each other by the rotation of the drum, and a driving force transmitted from the engine to the transmission A clutch that transmits or shuts off and a gear set by controlling the rotation of the shift drum A power transmission system for a vehicle including a control means for performing a changeover, comprising a dog hitting detection means for detecting a dog hitting at the time of a gear shift recombination process in the transmission, wherein the transmission is provided at a shaft end portion of the shift drum. On the outer periphery of the rotating body that rotates together with the shift drum, troughs that hold the rotational positions of the shift drums that respectively define the plurality of shift stages and peaks that protrude from the troughs are alternately formed. An index plate having a concave standby portion that is concavely recessed at the tip of the mountain portion, and an index arm having a roller that can follow the outer peripheral portion of the index plate and fit into the valley portion and the concave standby portion. Provided, the control means when the dog hit detection means detects the dog hit After temporarily fastening the rollers of index arms concave standby unit in the index plate, is to perform the connection again drive gear and the driven gear

  According to the feature of the present invention configured as described above, in the vehicle power transmission system, the index plate that holds the rotational position of the shift drum that defines the gear position in the transmission is provided with the valley portion and the mountain portion and the mountain portion. A concave standby part is provided at the tip of the part. In the power transmission system for a vehicle, when a dog hit occurs in the rearrangement step of the transmission gear, the index arm that follows the index plate is temporarily fitted in the concave standby portion, that is, the transmission is temporarily After the neutral state, the dog clutch is tried to be engaged again. As a result, the power transmission system for the vehicle is configured such that the drive side gear that rotates integrally with the main shaft is rotated by the drag torque of the clutch when the transmission is temporarily in the neutral state, and the dog contact is eliminated. Can be connected. As a result, in the vehicular power transmission system according to the present invention, it is possible to eliminate the hitting of the dog during the gear shifting operation of the transmission with a simple configuration while suppressing fuel consumption and noise.

  Another feature of the present invention is that in the vehicle power transmission system, the control means further controls transmission and disconnection of the driving force in the clutch, and the dog hit detection means is the dog hit when the vehicle is stopped. Is detected, the clutch is brought into a transmission state of the driving force while temporarily holding the index arm on the concave standby portion.

  According to another aspect of the present invention configured as described above, in the vehicle power transmission system, when the dog hits when the vehicle is stopped, the clutch is connected while temporarily holding the index arm on the concave standby portion. Since the state is set, the dog hit can be more reliably eliminated and the speed change operation can be performed quickly.

  Another feature of the present invention is that in the power transmission system for a vehicle, the clutch is alternately arranged with respect to the friction plates and the plurality of friction plates that are rotationally driven by the driving force transmitted from the engine. A plurality of clutch plates that transmit or block driving force by closely contacting or separating from adjacent friction plates, and between friction plates and / or clutch plates, between adjacent friction plates and / or between clutch plates And a driving force transmission plate wider than each thickness of the clutch plate and / or the friction plate.

  According to another aspect of the present invention configured as described above, in the vehicle power transmission system, at least one of the friction plates in the clutch and between the clutch plates, between the adjacent friction plates and / or between the clutch plates. A driving force transmission plate having a width wider than the thickness of each of the arranged clutch plates and / or friction plates is provided. As a result, even when the vehicle power transmission system and the clutch are disengaged, the clutch plates and / or the friction plates located on both sides of the driving force transmission plate are in contact with or in contact with the friction plates and / or the clutch plates located outside these plates. The state becomes close and a state in which a slight driving force is transmitted. For this reason, in the transmission in the vehicle power transmission system, a slight driving force is transmitted even when the clutch is disengaged, and the drive side gear is continuously or intermittently driven to rotate. The shifting operation can be performed quickly by reliably canceling.

1 is a block diagram schematically illustrating an overall configuration of a vehicle power transmission system according to the present invention. It is sectional drawing which shows typically the outline of the specific structure of the principal part of the power transmission device shown in FIG. FIG. 3 is a partially enlarged cross-sectional view showing an enlarged configuration inside a broken-line circle A shown in FIG. 2. FIG. 3 is a partially broken front view schematically showing an internal configuration before a downshift operation when the power transmission device shown in FIG. 2 is viewed from the right side in the figure. It is a top view which shows the outline of an external appearance structure of the index plate shown in FIG. 2 is a flowchart showing a flow of a speed change process in the vehicle power transmission system shown in FIG. 1. FIG. 2 is an explanatory diagram showing a relationship between a rotation angle of a shift spindle and a lift-up amount at the time of shift down of a gear stage of the vehicle power transmission system shown in FIG. 1. FIGS. 4A and 4B schematically show a process of a state change when the power transmission device shown in FIG. 4 is downshifted. FIG. 4A shows a power transmission device when a dog hit occurs. It is a partial fracture | rupture explanatory drawing, (B) is a partial fracture | rupture explanatory drawing of the power transmission device at the time of setting it as the neutral state temporarily. FIGS. 4A and 4B schematically show a process of state change when the power transmission device shown in FIG. 4 is shifted down, and FIG. 4A shows the power transmission device when a clutch is temporarily connected. (B) is a partially broken explanatory view of the power transmission device when attempting to connect the dog clutch again. FIG. 5 schematically shows a process of a state change when the power transmission device shown in FIG. 4 is downshifted, and is a partially broken explanatory view of the power transmission device in a state where a dog clutch is connected.

  Hereinafter, an embodiment of a vehicle power transmission system according to the present invention will be described with reference to the drawings. FIG. 1 is a block diagram schematically showing an outline of the overall configuration of a vehicle power transmission system 100 according to the present invention. Note that each drawing referred to in the present specification is schematically represented by exaggerating some of the components in order to facilitate understanding of the present invention. For this reason, the dimension, ratio, etc. between each component may differ. The vehicle power transmission system 100 is a group of mechanical devices that transmit to a driving wheel a rotational driving force generated by an engine that is a prime mover in a two-wheeled vehicle (so-called motorcycle). And below the fuel tank).

(Configuration of vehicle power transmission system 100)
The vehicle power transmission system 100 includes an engine 110. The engine 110 is a prime mover that is mounted on a vehicle (not shown) and generates a rotational driving force by burning fuel. Specifically, the engine 110 introduces an air-fuel mixture composed of fuel and air into a cylindrical cylinder 111 and ignites the air-fuel mixture with an ignition plug 112 to explode the piston 113. This is a so-called reciprocating engine that generates a rotational driving force on a crankshaft 114 that is reciprocated in a cylinder 111 and connected to a piston 113. In the present embodiment, the engine 110 is assumed to be a so-called four-stroke engine, but it is a matter of course that it may be a so-called two-stroke engine.

  An intake pipe 116 is connected to a cylinder 111 constituting a combustion chamber in the engine 110 via an intake valve 115. The intake pipe 116 is a pipe for supplying an air-fuel mixture into the cylinder 111, and supplies (injects) fuel in the form of a mist into the throttle valve 117 and the cylinder 111 for adjusting the amount of air supplied into the cylinder 111. Each injector 118 is provided. Among these, the operation of the spark plug 112 and the injector 118 is controlled by an ECU 300 described later, and the throttle valve 117 is operated by a manual operation by a vehicle operator.

  A power transmission device 200 is connected to the crankshaft 114 of the engine 110 via a primary drive gear 114a. The power transmission device 200 is a mechanical device that transmits the rotational driving force generated by the engine 110 at a plurality of shift speeds, and mainly includes a clutch 210 and a transmission 240.

  The clutch 210 is disposed between the engine 110 and the transmission 240 on the transmission path of the rotational driving force generated by the engine 110, and transmits and blocks the rotational driving force generated by the engine 110 to the transmission 240. It is a mechanical device. In detail, as shown in FIGS. 2 to 4, the clutch 210 is provided on one end (right side in the drawing) of the main shaft 241 extending in the shape of a shaft from the transmission 240, and each of the steel plates is formed in a ring shape. A plurality of friction plates 211 and clutch plates 212 formed in the above are alternately accommodated in the clutch case 201 in a state where a plurality of the friction plates 211 and the clutch plates 212 are alternately arranged. That is, the clutch 210 in the present embodiment is a so-called multi-plate clutch.

  Each of the plurality of friction plates 211 is composed of a ring body whose outer peripheral portion is radially formed in a concavo-convex shape, and a plurality of small pieces of friction material 211a are attached to both surfaces of the plate surfaces of these ring bodies. Configured. Among the plurality of friction plates 211, one through-hole 211b having an inner diameter larger than the other friction plates 211 is formed in one friction plate 211 located in the center of the figure sandwiched between two clutch plates 212. The driving force transmission plate 213 is disposed inside the through hole 211b. The plurality of friction plates 211 are held in a state of being fitted into the clutch shell 214, respectively. On the other hand, each of the plurality of clutch plates 212 is configured by a ring body in which inner peripheral portions are radially formed in an uneven shape. The plurality of clutch plates 212 are held in a state of being fitted into the clutch hub 215, respectively.

  The driving force transmission plate 213 is disposed between the two clutch plates 212 and is a ring for pressing the two clutch plates 212 toward the friction plates 211 disposed outside the two clutch plates 212, respectively. It is made of a steel plate wave spring (also called “wave washer”). The driving force transmission plate 213 is wider than the separation distance between the two clutch plates 212 adjacent to each other in a disconnected state in which a pressing force from pressure plates 219a and 219b, which will be described later, is eliminated and the clutch 210 does not transmit the driving force. It is composed of various wave widths. As a result, the driving force transmission plate 213 always exerts a pressing force toward the outside with respect to the two clutch plates 212 located on both sides of the driving force transmission plate 213 in a state where the driving force transmission plate 213 is fitted on the outer peripheral surface of the clutch hub 215. Has been granted.

  The clutch shell 214 is integrally fixed to a primary driven gear 216 that meshes with the primary drive gear 114 a while holding the friction plate 211, and is rotated together with the primary drive gear 114 a, that is, the crankshaft 114. Further, the clutch hub 215 is integrally connected to the main shaft 241 while holding the clutch plate 212 and the driving force transmission plate 213, and integrally with the main shaft 241, the clutch plate 212, and the driving force transmission plate 213. Rotating drive. The clutch hub 215 is formed with an overhanging portion 215a that protrudes along the clutch plate 212. Inside the overhanging portion 215a, the friction plate 211 and the clutch plate 212 are alternately arranged. A resistance applying body 217 is provided in a state of facing the outermost clutch plate 212.

  The resistance force imparting body 217 is a component for imparting a resistance force against the pressing force applied by the pressure plates 219a and 219b to the friction plate 211 and the clutch plate 212, and is weaker than the elastic force of the clutch spring 218. It is comprised by the disc spring which generate | occur | produces an elastic force. A pair of the friction plates 211 and the clutch plates 212 that are alternately arranged on each other are pressed and brought into close contact with the elastic force of the clutch spring 218 made of a disc spring with the friction plate 211 and the clutch plate 212 sandwiched therebetween. Pressure plates 219a and 219b are provided. Among these, the fixed clutch lifter 220 is disposed opposite to the outer side (right side of the drawing) of the pressure plate 219b on the right side of the drawing via the movable clutch lifter 221.

  The fixed clutch lifter 220 is a mechanism that generates a pressing force that presses the pressure plate 219 b in a direction against the elastic force of the clutch spring 218 in cooperation with the movable clutch lifter 221. Specifically, the fixed clutch lifter 220 has an inclined surface that faces the movable clutch lifter 221, and a plurality of steel balls 220 a are formed by the inclined surface and the inclined surface formed on the movable clutch lifter 221. Holding. The movable clutch lifter 221 is a bar member that constitutes a part of the fixed clutch lifter 220 and that rotates a portion that holds a steel ball 220a by rotational driving of a shift spindle 230 described later.

  That is, in the clutch 210, the friction plate 211 and the clutch plate 212 come into close contact with each other, so that the clutch shell 214 and the clutch hub 215 are integrally rotated to transmit the rotational driving force of the engine 110 to the transmission 240. In addition, the clutch 210 transmits the transmission by eliminating the contact state between the friction plate 211 and the clutch plate 212 by the fixed clutch lifter 220 pressing the pressure plate 219b via the movable clutch lifter 221 to weaken the elastic force of the clutch spring 218. The rotational driving force of the engine 110 with respect to 240 is shut off.

  A shift spindle 230 is connected to the fixed clutch lifter 220 in the clutch 210 via a movable clutch lifter 221 and a clutch lifter lever 222. The clutch lifter lever 222 is a bar member that connects the movable clutch lifter 221 and the shift spindle 230. One end of the clutch lifter lever 221 is connected to the movable clutch lifter 221 and the other end is integrally fixed to the shift spindle 230. Has been.

  The movable clutch lifter 221 and the clutch lifter lever 222 are connected in a loose manner. More specifically, a lift amount defining hole 223 including a through hole is formed at the end of the movable clutch lifter 221, and the lift amount defining hole 223 is provided in a state protruding from the end of the clutch lifter lever 222. The boss 224 is movably fitted. In this case, the lift amount defining hole 223 is formed with a long hole portion 223 having a diameter slightly larger than the outer shape of the boss 224 toward the shaft side of the clutch 210, and an end portion of the long hole portion 223 is directed outward. A diameter-enlarged portion 223c having an enlarged hole diameter via a bent portion 223b is provided.

  The shift spindle 230 is a shaft body that is driven to rotate in the corresponding rotation direction based on an operation control related to a shift-up or shift-down gear shifting operation performed by the ECU 300, which will be described later. One end of the shift spindle 230 has a clutch lifter lever 222 and a movable clutch. The other end is connected to the shift spindle drive motor 231 while being connected to the lifter 221. The shift spindle drive motor 231 is an electric motor that is rotationally driven by operation control by the ECU 300. That is, the vehicle power transmission system 100 drives the clutch 210 and the transmission 240 by an actuator composed of one shift spindle drive motor 231.

  The transmission 240 is a mechanical device that shifts the rotational driving force generated from the engine 110 at a plurality of shift speeds (for example, four speed shifts) and transmits it to drive wheels. In this transmission 240, a main shaft 241 connected to the crankshaft 114 of the engine 110 via a clutch 210 and a counter shaft 242 (not shown in FIG. 2) connected to driving wheels are arranged in parallel to each other. Between the main shaft 241 and the countershaft 242, a plurality of gear trains that constitute a plurality of gear stages having different gear ratios are provided.

  A plurality of gear trains provided between the main shaft 241 and the counter shaft 242 are a plurality of driving gears 241 a provided on the main shaft 241 and a plurality of driven gears 242 a provided on the counter shaft 242. These drive-side gear 241a and driven-side gear 242a are always meshed with each other in pairs. One drive side gear 241a or driven side gear 242a constituting this pair is fixedly supported with respect to the main shaft 241 or counter shaft 242, and the other driven side gear 242a constituting the same pair or The main shaft 241 is supported so as to be slidable in the axial direction with respect to the counter shaft 242 or the main shaft 241.

  Further, the drive side gear 241a and the driven side gear 242a are a convex dog tooth 243a and a concave dog tooth that are fitted to each other between the adjacent drive side gear 241a and the driven side gear 242a constituting one shift stage. 243b is formed on the side surfaces facing each other. Thus, the drive side gears 241a and the driven side gears 242a adjacent to each other constituting one shift stage are connected to and separated from each other on the main shaft 241 and the counter shaft 242. That is, the drive side gears 241a and the driven side gears 242a adjacent to each other on the main shaft 241 and the counter shaft 242 are configured to be connected and separated by a dog clutch method.

  A shift fork 244 is provided outside the drive side gears 241a and the driven side gears 242a that are connected and separated from each other. The shift fork 244 is a component that presses and slides the drive side gear 241a and the driven side gear 242a that are slidable in the axial direction, and includes a bifurcated plate-like body surrounding the drive side gear 241a and the driven side gear 242a. Has been. The shift fork 244 is formed of a cylindrical body, and a groove 245a is formed on the outer peripheral surface of the cylindrical body. The shift fork 244 is supported by a shift drum 245 positioned at a rotational position corresponding to the gear position of the transmission 240.

  In this case, a part of the shift fork 244 is fitted in a groove 245 a formed on the outer peripheral surface of the shift drum 245, and the outer peripheral surface of the shift drum 245 follows the groove 245 a by rotational driving of the shift drum 245. Slide displacement along the axial direction on the top. The shift drum 245 is provided with an angle sensor 245b that detects the rotation angle of the shift drum 245 and outputs the detected rotation angle to the ECU 300.

  A shift drum pin 246 and an index plate 247 that rotate integrally with the shift drum 245 are provided at one end (right side in the figure) of the shift drum 245 in the longitudinal direction. The shift drum pin 246 is a shaft-like protrusion used when the shift drum 245 is rotationally driven, and is formed to extend in the axial direction of the shift drum 245. The shift drum pin 246 is provided corresponding to each rotation angle of the shift drum 245 constituting each gear position (including neutral) in the transmission 240. In the present embodiment, five shift drum pins 246 are provided corresponding to five shift speeds of the first to fourth speeds and the neutral speed in the transmission 240.

  As shown in FIG. 5, the index plate 247 is a component for maintaining the rotation angle of the shift drum 245, and valleys 247a and peaks 247b are alternately formed on the outer peripheral surface of the plate-like body. Among these, the trough 247a holds the rotation angle of the shift drum 245 for each rotation angle of the shift drum 245 constituting each gear stage (including neutral) in the transmission 240 by fitting an index arm 248 described later. It is a part and is formed to be recessed in a concave shape. In the present embodiment, the valley portion 247a has five valley portions 247a formed at an equal angle corresponding to five gears of the first to fourth gears and the neutral in the transmission 240.

  The peak portions 247b are formed so as to project in a shape that tapers outward in the radial direction between the valley portions 247a adjacent to each other. In the present embodiment, five ridges 247b are formed corresponding to the valleys 247a. Of these five peak portions 247b, the shift between the peak portion 247b on the side where the gear shifts up, specifically, the valley portion 247a corresponding to the neutral and the valley portion 247a corresponding to the first shift step, is changed. Between a trough 247a corresponding to the first gear and a trough 247a corresponding to the second gear, a trough 247a corresponding to the second gear and a trough 247a corresponding to the third gear, and A concave standby portion 247c is formed at the tip of each crest 247a between the trough 247a corresponding to the third shift speed and the trough 247a corresponding to the fourth shift speed.

  The concave standby portion 247c is a portion for maintaining the rotation angle of the shift drum 245 between the valley portions 247a adjacent to each other, and is formed in a concave shape. In the present embodiment, the concave standby part 247c is formed on the peak part 247b between the four valley parts 247a among the five peak parts 247b. An index arm 248 is pressed against the outer peripheral portion of the index plate 247 constituted by the valley portion 247a, the mountain portion 247b, and the concave standby portion 247c. The index arm 248 is configured such that a roller 247a that is rotatably held is elastically pressed against the outer peripheral portion of the index plate 247 by an index spring 247b formed of a coil spring. Accordingly, the rotational displacement of the shift drum 245 is elastically restricted by the roller 248a of the index arm 248 being pressed by the index spring 247b against the trough 247a or the concave standby portion 247c of the index plate 247.

  A shift spindle 230 is connected to the shift drum pin 246 of the shift drum 245 via a gear shift arm 250 and a gear shift arm drive lever 251. The gear shift arm 250 is a bar member that is rotatably supported by the shift spindle 230 in a state in which a hook 250a that hooks the shift drum pin 246 is rotatably slidable. The hook 250a is configured to have two hooks on both sides of the shift drum pin 246 in order to rotate the shift drum pin 246 in a rotation direction corresponding to each of the shift-up and shift-down operations of the transmission 240. Yes.

  On the other hand, the gear shift arm drive lever 251 is a bar member that connects the gear shift arm 250 and the shift spindle 230, one end of which is freely connected to the gear shift arm 250 and the other end to the shift spindle 230. It is fixed integrally. The gear shift arm 250 and the gear shift arm drive lever 251 are positioned at neutral positions by a gear shift return spring 252 and a spindle return spring 253 respectively supported by the shift spindle 230.

  The ECU 300 (Engine Control Unit) is configured by a microcomputer including a CPU, a ROM, a RAM, and the like, and comprehensively performs the entire operation of the vehicle power transmission system 100 according to a control program (not shown) stored in advance in the ROM. Control. The ECU 300 provides information necessary for controlling the operation of the vehicle power transmission system 100 to the engine 110 and the power transmission device 200 (for example, the rotational speed of the engine 110, the vehicle speed, the opening of the throttle valve 117, the amount of oxygen in the exhaust pipe, the shift). Various sensors (not shown) for obtaining the rotation angle of the spindle 230, the shift position, the clutch lift amount, etc.) are provided. In this case, the ECU 300 includes a vehicle speed sensor 301 that detects the speed of the vehicle among information necessary for operation control of the vehicle power transmission system 100 in the engine 110 and the power transmission device 200. Based on the detection signal, the operation of engine 110 and power transmission device 200 is controlled.

  Therefore, when the ECU 300 is set to a drive mode for running the vehicle based on a control signal from a drive switch 303 provided on the handle 301 of the vehicle, the ECU 300 is based on information acquired from various sensors including the vehicle speed sensor 301. The operation of engine 110 and power transmission device 200, more specifically, the operation of spark plug 112, injector 118, and shift spindle drive motor 231 are controlled to control combustion of engine 110, connection and disconnection of clutch 210, and transmission. Each shift operation of upshift and downshift at 240 is executed.

  The ECU 300 comprehensively controls not only the vehicle power transmission system 100 but also the operation of the entire vehicle on which the vehicle power transmission system 100 is mounted. Moreover, in FIG. 1, the path | route of the information acquired from the said various sensors is shown with the broken-line arrow. In addition, the fact that the power transmission device 200 is actuated by the rotational drive of the shift spindle drive motor 231 is also indicated by a dashed arrow.

(Operation of vehicle power transmission system 100)
Next, the operation of the vehicle power transmission system 100 configured as described above will be described. As described above, the vehicle power transmission system 100 is disposed below the seating seat and the fuel tank in the two-wheeled motor vehicle, and when the ECU 300 is set to the drive mode, that is, the vehicle is traveling or is capable of traveling. When the vehicle is temporarily stopped in the state, the up-shift control or the down-shift control corresponding to the vehicle speed is automatically performed by the operation control of the ECU 300. The shift-up operation and the shift-down operation in the vehicle power transmission system 100 by the shift-up control and the shift-down control by the ECU 300 are the same except for the rotation direction of the shift spindle 230 and the operation caused by the rotation direction.
Therefore, in the following description of the operation, the shift-down operation of the transmission 240 when the vehicle is likely to hit the dog will be described, but the shift-up operation is the same.

  Normally, when the vehicle is stopped while traveling at any one of the first to fourth gears (also referred to as “1st to 4th gears”), the ECU 300 shifts according to the speed of the vehicle. Is lowered stepwise and the transmission 240 is shifted down to one gear position while the vehicle speed is “0 km / h” and the clutch 210 is disengaged. However, when the vehicle is suddenly stopped, the vehicle may stop before the shift stage is shifted down to one stage, that is, at any one of 2 to 4 shift stages.

  The step of changing the gear position when the vehicle suddenly stops will be described with reference to the flowchart shown in FIG. First, when ECU 300 detects a stop of the vehicle via the vehicle speed sensor 301, the ECU 210 disconnects the clutch 210 in step S1. Specifically, the ECU 300 operates the shift spindle drive motor 231 to rotate the shift spindle 230 (hereinafter sometimes referred to as “negative rotation”) (see the broken line arrow in the drawing), thereby causing the clutch lifter lever 222 to move. Turn to the left in the figure. Accordingly, the movable clutch lifter 221 rotates at a rotation angle corresponding to the positions of the long hole portion 223a, the bent portion 223b, and the enlarged diameter portion 223c of the lift amount defining hole 223 in which the boss 224 of the clutch lifter lever 222 slides. To do. For this reason, in the clutch 210, since the pressure plate 219b is pressed by the fixed clutch lifter 220 according to the rotation angle of the movable clutch lifter 221, the friction plate 211 and the clutch plate 212 have a separation width corresponding to the pressing amount. Separate.

  In this case, the relationship between the rotation angle of the shift spindle 230 and the distance between the pressure plates 218a and 219b (referred to as “lift-up”) is shown in FIG. 7, where the boss 224 of the clutch lifter lever 222 defines the lift amount. When sliding on the long hole portion 223a of the hole 223, the pressure plates 219a and 219b are lifted up while responding sensitively to the displacement of the boss 224. Here, the length of the long hole portion 223a on which the boss 224 slides is set to a length that is a lift-up amount at which the friction plate 211 and the clutch plate 212 are separated from each other so that the driving force is not transmitted. .

  Further, when the boss 224 slides on the bent portion 223b of the lift amount defining hole 223, the pressure plate is gradually increased with respect to the displacement of the boss 224 as compared with the case where the boss 244 slides on the long hole portion 223a. 219a and 219b are lifted up. Further, when the boss 224 slides on the enlarged diameter portion 223c in the lift amount defining hole 223, the pressure is gradually increased with respect to the displacement of the boss 224 as compared with the case where the boss 244 slides on the bent portion 223b. The plates 219a and 219b are lifted up. In FIG. 7, the lift-up increases slightly with respect to the start of rotation of the shift spindle 230, which is the so-called play between the lift amount defining hole 223 and the boss 224 and the fixed clutch lifter 220. This is because so-called play between the steel ball 220a and the movable clutch lifter 221 is set.

  In the present embodiment, when the vehicle suddenly stops, the ECU 300 rotates the shift spindle 230 to the position where the boss 224 is positioned near the bent portion 223b of the lift amount defining hole 223 in the movable clutch lifter 221. As a result, the clutch 210 is in a disconnected state in which the friction plate 211 and the clutch plate 212 are separated from each other and the driving force from the engine 110 is hardly transmitted to the transmission 240.

  However, in this case, the clutch 210 includes a driving force transmission plate 213 between the two clutch plates 212. For this reason, the two clutch plates 212 located on both sides of the driving force transmission plate 213 are outside (pressure plate 219a) by the elastic force of the driving force transmission plate 213 even when the friction plate 211 and the clutch plate 212 are separated from each other. , 219b side) and contact or approach each friction plate 211 arranged adjacent to the outside of the two clutch plates 212. As a result, the clutch 210 transmits a very small driving force when the vehicle is stopped, even in a disconnected state where the pressure plates 219a and 219b are completely lifted up. That is, in the power transmission device 200, the driving force from the engine 110 is slightly transmitted to the transmission 240 even when the vehicle is stopped.

  In this case, since the contact force between the friction plate 211 and the clutch plate 212 that are in contact with each other by the elastic force of the driving force transmission plate 213 is very weak, the friction plate 211 and the clutch when the gear is connected to the transmission stage of the transmission 240. Slip occurs between the plate 212 and the plate 212.

  Next, ECU 300 executes gear shift recombination (in this embodiment, downshifting) in step S2. Specifically, the ECU 300 controls the operation of the shift spindle drive motor 231 to further drive the shift spindle 230 in the negative rotation direction, thereby moving the boss 224 of the clutch lifter lever 222 to the lift amount defining hole 223 of the movable clutch lifter 221. Is displaced to the enlarged diameter portion 223c.

  As a result, the transmission 240 causes the gear shift arm 250 to hook the shift drum pin 246a and rotate the shift drum 245 clockwise to slide the shift fork 244 to move the drive side gears 241a and the driven side gears 242a to each other. Is recombined, that is, the gear position is changed. This speed change process includes a gear pulling process in which the convex dog teeth 243a in the driving gears 241a and the driven gears 242a that are fitted to each other are pulled out from the concave dog teeth 243b, and a drive in a separated state. This includes a step of connecting gears in which the convex dog teeth 243a in the side gears 241a and the driven gears 242a are fitted into the concave dog teeth 243b.

  In the gear coupling step in the shift speed changing step, the driving side gear 241a and the driven side gear 242a are slightly rotated continuously or intermittently by a slight driving force transmitted from the clutch 210. For this reason, the driving side gear 241a and the driven side gear 242a in the transmission 240 have the driving side gear 241a and the driven side gear 242a even when the dog contact where the convex dog teeth 243a and the concave dog teeth 243b collide occurs. Because of relative displacement, it is easy to eliminate dog hits. However, even when the driving side gear 241a and the driven side gear 242a are relatively displaced, the driving side gear 241a and the driven side gear 242a may collide strongly and the dog hit may not be immediately eliminated.

  In this case, as shown in FIG. 8A, when the ECU 300 detects the stoppage of the rotation of the shift drum 245 via the detection signal from the angle sensor 245b, the determination per dog in step S3 is performed. It is determined that the process is “Yes”, and the gear position change standby is executed in step S3. On the other hand, if no hit per dog is detected in the gear coupling step, ECU 300 determines “No” in the determination process per dog in step S106, and determines whether the gear position according to the vehicle speed is in step S8. Determine whether or not. That is, the angle sensor 245b for detecting the rotation angle of the shift drum 245 corresponds to the dog hit detection means according to the present invention.

  When the dog hit is detected in the gear coupling process, ECU 300 waits for a change in the gear position in step S4. Specifically, by operating the shift spindle drive motor 231 to reversely rotate the shift spindle 230 with respect to the negative rotation (hereinafter sometimes referred to as “forward rotation”) (see the broken line arrow in the figure), the clutch lifter The lever 222 is rotated to the right in the figure. In this case, as shown in FIG. 8B, the ECU 300 controls the rotation of the shift spindle drive motor 231 so that the roller 248a of the index arm 248 has a rotation angle positioned on the concave standby portion 247c of the index plate 247. To do. As a result, the transmission 240 is maintained in a state after the gear removal process and before the gear connection process, that is, in the neutral state.

  Next, ECU 300 performs temporary connection of clutch 210 in step S5. Specifically, as shown in FIG. 9A, the ECU 300 operates the shift spindle drive motor 231 to further rotate the shift spindle 230 forward (see the broken line arrow in the figure), thereby moving the clutch lifter lever 222. Further, it is rotated to the right in the figure. In this case, the ECU 300 controls the operation of the shift spindle drive motor 231 to reversely rotate the shift spindle 230 and the clutch lifter lever 222 to near the neutral position. As a result, the clutch 210 is released from the pressure state on the pressure plate 219b, so that the friction plate 211 and the clutch plate 212 are connected.

  Next, the ECU 300 re-disengages the clutch 210 immediately after the clutch 210 is connected (for example, after several milliseconds). Specifically, the ECU 300 controls the operation of the shift spindle drive motor 231 to negatively rotate the shift spindle 230 (see the broken line arrow in the drawing), and rotates the clutch lifter lever 222 to the left in the drawing, thereby Similarly, the friction plate 211 and the clutch plate 212 in the clutch 210 are separated from each other. With the temporary connection of the clutch by these series of operations, the transmission side gear 241a fixed to the main shaft 241 is temporarily driven to rotate in the transmission 240.

  Next, ECU 300 forms a gear position in step S6. Specifically, as shown in FIG. 9B, the ECU 300 controls the operation of the shift spindle drive motor 231 to further negatively rotate the shift spindle 230, thereby moving the boss 224 of the clutch lifter lever 222 to the movable clutch lifter. The gear connecting step is attempted again by displacing to the enlarged diameter portion 223c in the lift amount defining hole 223 of 221. The gear reconnection process in step S112 is performed in the same manner as the gear connection process in step S104. That is, the ECU 300 controls the operation of the shift spindle drive motor 231 to further drive the shift spindle 230 to rotate forward, thereby causing the boss 224 of the clutch lifter lever 222 to increase in diameter in the lift amount defining hole 223 of the movable clutch lifter 221. Displace up to.

  As a result, the transmission 240 causes the gear shift arm 250 to hook the shift drum pin 246a and rotate the shift drum 245 in the clockwise direction in the drawing, thereby sliding the shift fork 244 and separating the drive side gears 241a from each other. The convex dog teeth 243a in the driven gears 242a are fitted into the concave dog teeth 243b. In this case, the transmission 240 is easily connected without being touched by the dog because the drive side gear 241a fixed to the main shaft 241 and the drive side gear 241a idling on the main shaft 241 are relatively displaced.

  Therefore, when the drive side gears 241a and the driven side gears 242a are connected without a dog contact, the transmission 240 has the roller 248a of the index arm 248 over the concave standby portion 247c of the index plate 247 as shown in FIG. Thus, a new gear position that is shifted down by being fitted to the valley portion 247a is formed and held. On the other hand, when the convex dog teeth 243a and the concave dog teeth 243b of the driving side gear 241a and the driven side gear 242a collide with each other even after retrying the gear coupling step, the transmission 240 is operated by the roller of the index arm 248. 248a cannot get over the concave standby portion 247c of the index plate 247, and the rotation of the shift drum 245 stops.

  Therefore, when ECU 300 detects the dog hit based on the detection signal from angle sensor 245b, ECU 300 determines “YES” in the dog hit determination process in step S7 and returns to step S4 again. If not detected, “No” is determined in the determination process per dog in step S7, and it is determined in step S8 whether or not the gear position is in accordance with the vehicle speed. That is, ECU 300 repeatedly executes each process from step S4 to step S7 until the gear connection process is completed without being hit by the dog in the gear connection process.

  If the gear recombination process in step S3 or the gear connection process is completed in step S6 without the contact with the dog, ECU 300 determines in step S8 whether the gear position in transmission 240 is a gear position corresponding to the vehicle speed. Determine. Specifically, the ECU 300 determines the appropriateness of the shift stage according to the vehicle speed using the detection signals of the angle sensor 245b and the vehicle speed sensor 301, and if this is not the shift stage according to the vehicle speed, In the determination process in step S8, “No” is determined, the process returns to step S2, and the shift stage is shifted down again. That is, ECU 300 repeatedly executes each process from step S2 to step S8 until the gear position in transmission 240 is shifted down to a gear position corresponding to the vehicle speed (1 gear in the present embodiment).

  On the other hand, ECU 300 determines “Yes” when the gear position in transmission 240 is appropriate, and terminates the gear position changing step for shifting down the gear position of transmission 240 to one. That is, ECU 300 corresponds to a control unit according to the present invention. ECU 300 can also be configured to shift the gear position to neutral in this gear speed changing step.

  Next, when starting the vehicle from a stopped state, ECU 300 connects clutch 210. Specifically, ECU 300 operates shift spindle drive motor 231 to cause shift spindle 230 to rotate forward to the neutral position (see broken line arrows in the figure). As a result, the clutch 210 is released from the pressure state on the pressure plate 219b, so that the friction plate 211 and the clutch plate 212 are brought into close contact with each other, and transmission of the driving force is started.

  In this case, the clutch 210 includes a resistance applying body 217 that applies a resistance force against the pressing force applied by the pressure plates 219 a and 219 b to the friction plate 211 and the clutch plate 212. As a result, the clutch 210 can bring the friction plate 211 and the clutch plate 212 into gentle contact with each other, thereby making it possible to suppress sudden oscillation or engine stall of the vehicle. Then, the ECU 300 controls the operation of the shift spindle drive motor 231 and rotationally displaces the shift spindle 230 to the left in the figure, thereby shifting up the gear position in the transmission 240 according to the vehicle speed by the same operation as that during the downshift. can do.

  As can be understood from the above description of the operation, according to the above embodiment, the vehicular driving force transmission system 100 has the trough 247a on the index plate 247 that holds the rotational position of the shift drum 245 that defines the gear position in the transmission 240. And a peak portion 247b, and a concave standby portion 247c is provided at the tip of the peak portion 247b. The vehicle power transmission system 100 is in a state where the index arm 248 that imitates the index plate 247 is temporarily fitted in the concave standby portion 247c when a dog hit occurs in the rearrangement process of the gear position in the transmission 240. That is, the transmission 240 is temporarily set to the neutral state, and then the dog clutch is connected again. As a result, in the vehicle power transmission system 100, when the transmission 200 is temporarily in a neutral state, the driving gear 241a that rotates integrally with the main shaft 241 is rotated by the drag torque of the clutch 210 to eliminate the dog contact. After that, the dog clutch can be connected. As a result, in the vehicle power transmission system 100 according to the present invention, it is possible to eliminate the per-dog perception during the speed change operation of the transmission 240 with a simple configuration while suppressing fuel consumption and noise.

  Furthermore, in carrying out the present invention, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the object of the present invention.

  For example, in the above-described embodiment, the index plate 247 is configured by five valley portions 247a and peak portions 247b. However, the number of valley portions 247a and peak portions 247b in the index plate 247 is set in accordance with the number of shift stages in the transmission 240, and is not necessarily limited to the above embodiment. Therefore, the number of valleys 247a and peak portions 247b in the index plate 247 may be less than five, or six or more, corresponding to the number of shift stages of the transmission 240.

  Moreover, in the said embodiment, the concave standby part 247c was provided in the front-end | tip part of the four peak parts 247b in the index plate 247, respectively. However, the concave standby portion 247c may be provided at least between the gears except the neutral in the transmission 240, preferably between the neutral and the first gear in addition to the gears. Therefore, the concave standby portion 247c can be provided at the tip of all the peaks 247b of the index plate 247.

  In the above embodiment, one driving force transmission plate 213 is provided between the two clutch plates 212. However, the driving force transmission plate 213 is not limited as long as the friction plate 211 and the clutch plate 212 can be brought close to each other so that a part of the friction plate 211 and the clutch plate 212 are brought into contact with each other or generate drag torque. The present invention is not limited to the above embodiment. Therefore, the driving force transmission plate 213 may be configured to be disposed between the friction plates 211 instead of or in addition to the clutch plates 212, for example. Further, the driving force transmission plate 213 may be provided at two or more places, and the number of arrangement at one place may be two or more. In addition, the driving force transmission plate 213 can be omitted when it is not necessary to actively transmit the driving force when the clutch 210 is disengaged. In this case, the vehicle power transmission system 100 can rotationally drive the drive side gear 242a by the drag torque when the clutch 210 is disengaged during the change waiting in step S4.

  Moreover, in the said embodiment, the vehicle power transmission system 100 was comprised so that the drive side gear 242a might be rotationally driven by temporarily connecting the clutch 210 at the time of the change waiting by step S4. However, even if the vehicle power transmission system 100 is configured not to connect the clutch 210 during the change standby in step S4, that is, even if the temporary connection of the clutch in step S5 is omitted, The driving side gear 242a can be driven to rotate by transmission of driving force by the driving force transmission plate 213 when the clutch 210 is disengaged or transmission of driving force by drag torque when the driving force transmission plate 213 is omitted.

  Moreover, in the said embodiment, the driving force transmission plate 213 was comprised by the wave width wider than the separation distance of the two clutch plates 212 which adjoin mutually. However, the driving force transmission plate 213 is wider than the thickness of the friction plate 211 (or clutch plate 212) disposed between the two clutch plates 212 (or between the friction plates 211) where the driving force transmission plate 213 is disposed. It only has to be formed.

  Further, in the above embodiment, the resistance applying body 217 is provided inside the pressure plate 219b in the clutch 210. However, the resistance imparting body 217 is for suppressing the friction plate 211 and the clutch plate 212 from abruptly contacting each other. Therefore, even if the clutch 210 is configured by omitting the resistance force imparting body 217, the clutch 210 can exert the effect of the driving force transmission plate 213.

  Further, in the above embodiment, the vehicle power transmission system 100 is configured by directly coupling the clutch 210 to the crankshaft 114 of the engine 110 without using a centrifugal clutch or the like. As a result, the vehicle power transmission system 100 can transmit the driving force without causing an engine stall even when the clutch 210 is disconnected while the vehicle is stopped. Can be reconnected to. However, the vehicle power transmission system 100 can also be configured by indirectly coupling the clutch 210 and the engine 110 via a centrifugal clutch or the like.

100: Vehicle power transmission system,
DESCRIPTION OF SYMBOLS 110 ... Engine, 111 ... Cylinder, 112 ... Spark plug, 113 ... Piston, 114 ... Crankshaft, 114a ... Primary drive gear, 115 ... Intake valve, 116 ... Intake pipe, 117 ... Throttle valve, 118 ... Injector,
200 ... power transmission device, 201 ... clutch case,
210 ... Clutch, 211 ... Friction plate, 211a ... Friction material, 211b ... Through hole, 212 ... Clutch plate, 213 ... Driving force transmission plate, 214 ... Clutch shell, 215 ... Clutch hub, 216 ... Primary driven gear, 217 ... Resistance Force imparting body, 218 ... clutch spring, 219a, 219b ... pressure plate,
220 ... fixed clutch lifter, 221 ... movable clutch lifter, 222 ... clutch lifter lever, 223 ... lift amount defining hole, 223a ... long hole part, 223b ... bent part, 223c ... enlarged diameter part, 224 ... boss,
230 ... shift spindle, 231 ... shift spindle drive motor,
240 ... transmission, 241 ... main shaft, 241a ... drive side gear, 242 ... counter shaft, driven side gear ... 242a, 243a ... convex side dog, 243b ... concave side dog, 244 ... shift fork, 245 ... shift drum, 245a ... Groove, 245b ... angle sensor, 246 ... shift drum pin, 247 ... index plate, 247a ... trough, 247b ... peak, 247c ... concave standby part, 248 ... index arm, 248a ... roller, 248b ... index spring, 250 ... Gear shift arm, 250a ... Hook, 251 ... Gear shift arm drive lever, 252 ... Gear shift return spring, 253 ... Spindle return spring,
300 ... ECU, 301 ... vehicle speed sensor, 302 ... handle, 303 ... drive switch.

Claims (3)

An engine mounted on a vehicle that generates driving force by burning fuel;
A plurality of drive-side gears and a plurality of driven-side gears respectively provided on a main shaft that is rotationally driven by the driving force of the engine and a countershaft connected to the drive wheels of the vehicle are connected or connected to each other in a dog clutch manner. The plurality of drive-side gears and the plurality of driven-side gears are recombined with each other by the rotation of the shift drum to form a plurality of shift stages having different gear ratios, and shifting the rotational speed of the engine. A transmission for transmitting driving force to the driving wheels;
A clutch for transmitting or interrupting the driving force transmitted from the engine to the transmission;
In a vehicle power transmission system comprising control means for controlling the rotation of the shift drum and recombining the shift stages,
A dog per detection means for detecting per dog during the recombination process of the shift stage in the transmission;
The transmission is
A trough and a trough that hold the rotational positions of the shift drums that respectively define the plurality of shift speeds on the outer periphery of a rotating body that is provided at the shaft end of the shift drum and rotates together with the shift drum. Overhanging ridges are alternately formed and index plates each having a concave standby portion recessed in a concave shape at the tip of the ridge,
An index arm having a roller that can follow the outer peripheral portion of the index plate and fit into the valley portion and the concave standby portion;
The control means includes
When the dog hit detection means detects the dog hit, the index arm roller is temporarily fastened to the concave standby portion of the index plate, and then the drive side gear and the driven side gear are connected again. A vehicle power transmission system. The vehicle power transmission system according to claim 1,
The control means further includes
Controlling transmission and disconnection of the driving force in the clutch;
When the dog hit detection means detects the dog hit while the vehicle is in a stopped state, the clutch is put in the driving force transmission state while temporarily holding the index arm on the concave standby portion. Power transmission system for vehicles. The vehicle power transmission system according to any one of claims 1 to 3,
The clutch is
A plurality of friction plates that are rotationally driven by a driving force transmitted from the engine;
A plurality of clutch plates that are alternately arranged with respect to the friction plate and that transmit or block the driving force by closely contacting or separating from the adjacent friction plates;
Driving force wider than each thickness of the clutch plates and / or the friction plates disposed between the friction plates and / or between the clutch plates, between the adjacent friction plates and / or between the clutch plates A vehicle power transmission system comprising a transmission plate.

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