WO2003099601A1

WO2003099601A1 - Gear shift control device

Info

Publication number: WO2003099601A1
Application number: PCT/JP2003/006689
Authority: WO
Inventors: Makoto Kosugi; Toru Zenno; Masaichi Yamada
Original assignee: Yamaha Hatsudoki Kabushiki Kaisha
Priority date: 2002-05-28
Filing date: 2003-05-28
Publication date: 2003-12-04
Also published as: AU2003241852A1; JP2003341376A; TW200307624A; JP4088478B2; TWI284100B

Abstract

A gear shift control device, wherein a switch part (101a) having a shift-up switch (102) operated when a change gear is shifted up and a shift-down switch (103) operated when the change gear is shifted down is disposed at any position in an area ranging from the lower side to the front side of a handle grip base part (9c).

Description

Shift control device Technical field

The present invention relates to a shift of a motorcycle, a motorcycle equipped with a motor, and a vehicle equipped with a rod-shaped handle such as a buggy (in this specification, a motorcycle, a motorcycle equipped with a motor, and a buggy are referred to as vehicles). The present invention relates to a shift control device that controls a gear switching operation and an intermittent operation of driving force transmission of a clutch accompanying the gear switching operation. The rod-shaped handle referred to here is a separate handle in which the part gripped by the left hand and the part gripped by the right hand are independent, and the bar gripped by the part gripped by the left hand and the part gripped by the right hand. Two of the handles are included. Also, not all of these handles need to be straight, and some may be curved. Background art

Various speed change methods are used in the drive system of a vehicle, and one of them is a manual transmission method in which a driver uses a clutch lever and a change pedal to change gears. In some cases, a full automatic transmission system is used in which the shift factor is automatically driven according to the engine speed and the like, and the transmission gear is switched.

In addition, the driver drives the shift actuary overnight at the instruction of the driver, In some cases, a semi-automatic transmission system that switches between high-speed gears is used.

In addition, there are models that can select the transmission system from semi-automatic transmission system and full automatic transmission system.

FIG. 1 is a diagram showing an example of a conventional switch unit. Switch 1 0

Reference numeral 00 includes a shift-up switch 1001 operated when shifting up the transmission gear, and a shift-down switch 1002 operated when shifting down the transmission gear.

The shift-up switch 1001 and the shift-down switch 1002 are used as steering wheel switches used when the driver operates the vehicle.

Located near 1004, operation is performed with the thumb. The switch section 100 is assumed to be mounted on vehicles that can select the transmission mode, and the switch section is used to switch between the full automatic transmission mode and the semi-automatic transmission mode described above. It has a mode switching switch 103. The speed change mode switching switch 1003 is also located near the handlebar 104 and operated by the thumb.

In addition, the switch section 100 is provided with the above-mentioned shift-up switch 1001, shift-down switch 1002, and shift-mode switching switch.

In addition to 1003, it has a horn switch 1005 for operating a horn and a winker switch 106 for operating a win force.

However, the above-described switch unit 1000 has the following problems. If the driver holds the vehicle body by gripping the handle grip 1004, his thumb is in the P position, but the shift-up switch 1001, the shift-down switch 1002, and the transmission method To operate the changeover switch 1003, you must move your thumb away from the handlegrip 104 and move it to the Q, R, and S positions, making it difficult to operate the switch quickly. It is.

In addition, the force exerted by the thumb is particularly important for holding the vehicle body by gripping the handle grip 104, and the departure of the thumb from the handle lip 104 is important for the stability of the vehicle body and the driver. Lower. This decrease in stability is more pronounced on rough roads.

In view of such circumstances, an object of the present invention is to provide a shift control device that can maintain the stability of a vehicle body and a driver and can operate quickly. Disclosure of the invention

According to a first aspect of the present invention, there is provided a switch portion provided at a base of a handle lip of a rod-shaped handle, and the operation of the switch portion performs a switching operation of a transmission gear of a multi-stage shift mechanism including a plurality of transmission gears. A shift control device that controls the shift operation performed by the shift operation and the clutch actuation that interrupts the transmission of the driving force from the engine by the clutch during the gear shifting operation performed by the shift operation. The gist is that it is placed at any position from the bottom to the front of the base.

According to the first aspect of the present invention, the switch is located below the base of the handle lip, the front of the base of the handle grip, and It is located at any position between them, that is, a position where the driver can operate the thumb and index finger without releasing the handle lip. As a result, the driver can quickly operate the switch portion, and furthermore, it is possible to prevent a decrease in the stability of the vehicle body and the driver when operating the switch portion. The rod-shaped handle referred to here is a separate handle in which the part gripped by the left hand and the part gripped by the right hand are independent, and a bar handle in which the part gripped by the left hand and the part gripped by the right hand are integrated. The front of the base of the handle grip refers to the direction of travel of the vehicle, in other words, the side opposite to the driver of the vehicle.

According to a second aspect of the present invention, in the first aspect, the switch section includes a shift up switch that is operated when a shift up is performed in a shift operation of the transmission gears immediately after the shift operation, and a shift up switch. The gist of the present invention is to have a shift-down switch that is arranged to be opposed to and that is operated when a shift-down operation is performed in the shifting operation of the speed change gear during a shift operation.

In the second aspect of the present invention, the switch portion arranged at an arbitrary position from the lower side to the front side of the base of the handle lip has a shift-up switch and a shift-down switch. Thus, the driver can quickly operate the shift-up switch and the shift-down switch without releasing the thumb and the forefinger while holding the handlebar lip, and furthermore, when operating the shift-up switch and the shift-down switch. The stability of the body and the driver is prevented from deteriorating.

Further, a third aspect of the present invention is the switch according to the first aspect, The part is operable in the first direction and the second direction, and is operated in the first direction when the shift operation is to be shifted up in the shifting operation of the shifting gears, and the shifting gears are operated in the shifting work. In the case where the downshift is performed in the switching operation of the present invention, the point is that a shift switch operated in the second direction is provided.

In the third aspect of the present invention, the switch portion arranged at an arbitrary position from the lower side to the front side of the base of the handle lip has a shift switch. As a result, the driver can quickly operate the shift switch without releasing the thumb and the forefinger while holding the steering wheel lip, and furthermore, the stability of the vehicle body and the driver when operating the shift switch. Can be prevented from decreasing.

According to a fourth aspect of the present invention, there is provided the semi-automatic transmission according to any one of the first to third aspects, wherein the transmission gear is switched only when the switch is operated. The transmission system switches between the transmission system and the full automatic transmission system, in which the transmission gear is switched according to the engine speed even if the switch is not operated when the switch is continuously operated for a predetermined time or more. The point is to have a system switching unit.

According to the fourth aspect of the present invention, the shift mode is switched when the switch is continuously operated for a predetermined time or more. This allows the driver to quickly operate the switch without releasing the thumb and forefinger while holding the handlebar lip even when switching gears, and furthermore, the stability of the vehicle body and the driver when operating the switch. Can be prevented from decreasing.

According to a fifth aspect of the present invention, in the second aspect, the shifter Shift-up is performed only when the up-switch is operated, and shift-down is performed only when the down-shift is operated.The semi-automatic transmission system, shift-up switch and shift-down switch are used. A shift system switching unit that switches between a full automatic transmission system that shifts up and down according to the engine speed without operation and a full automatic transmission system when both the shift up switch and the shift down switch are operated simultaneously. Make a summary.

In the fifth aspect of the present invention, when both the shift-up switch and the shift-down switch are simultaneously operated, the shift mode is switched. As a result, the driver can quickly operate the shift-up switch and the shift-down switch without releasing the thumb and the forefinger while holding the handlebar lip even when switching the gear shifting method, and furthermore, the shift-up switch and the shift-down switch. It is possible to prevent a decrease in the stability of the vehicle body and the driver at the time of operation. In a sixth aspect of the present invention, in the invention according to any one of the first to fifth aspects, the switch portion is arranged so as to protrude in the longitudinal direction of the handle lip.

In the sixth side, the switch portion is disposed so as to protrude in the longitudinal direction of the handle lip. As a result, the driver can quickly operate the switch without releasing the thumb and the forefinger while holding the handlebar lip, and furthermore, it is possible to prevent a decrease in the stability of the vehicle body and the driver when operating the switch. BRIEF DESCRIPTION OF THE FIGURES FIG. 1 is a perspective view showing an example of a conventional switch unit.

FIG. 2 is a diagram illustrating an example of a configuration of a motorcycle on which the shift control device of the present invention is mounted.

FIG. 3 is a diagram showing details of the multi-stage shift mechanism and the clutch 40 of the motorcycle shown in FIG.

FIG. 4 is a perspective view showing a switch portion included in the shift control device according to the first embodiment of the present invention.

FIG. 5 is a block diagram showing the configuration of the transmission control device of the present invention. FIG. 6 is a perspective view showing a switch unit according to the second embodiment of the present invention.

FIG. 7 is a perspective view showing a switch part according to a third embodiment of the present invention.

FIG. 8 is a perspective view showing a switch part according to a fourth embodiment of the present invention.

FIG. 9 is a perspective view showing a switch part according to a fifth embodiment of the present invention.

FIG. 10 is a perspective view showing a switch section according to a sixth embodiment of the present invention.

FIGS. 11A and 11B are flowcharts showing the operation of the transmission control device of FIG.

FIGS. 12A and 12B are flowcharts showing the operation of the transmission control device of FIG. BEST MODE FOR CARRYING OUT THE INVENTION

The shift control device of the present invention will be described below with reference to the drawings. You.

It should be noted that the following embodiments are merely for explanation of the present invention, and do not limit the scope of the present invention. Therefore, those skilled in the art can adopt various embodiments including each of these elements or all the elements, but these embodiments are also included in the scope of the present invention.

In all the drawings for describing the embodiments, the same reference numerals are given to the same elements, and the repeated description thereof will be omitted.

The shift control device of the present invention has a switch portion provided at a base of a handle lip of a rod-shaped handle, and operates a switch portion to operate a shift gear of a multi-stage shift mechanism including a plurality of shift gears. The shift control unit controls the shift operation for performing the switching operation and the clutch actuation unit for interrupting the transmission of the driving force from the engine by the clutch at the time of the shifting operation of the variable gear by the shift actuator. In the following description, a case will be described in which this transmission control device is mounted on a motorcycle. The rod-shaped handle referred to here is a separate handle in which the part held by the left hand and the part held by the right hand are independent, and the bar in which the part held by the left hand and the part held by the right hand are integrated. Handle included. Also, not all of these handles need to be straight, and some of them may be curved. FIG. 2 is a diagram for explaining an embodiment of a configuration of a motorcycle on which the shift control device of the present invention is mounted.

The motorcycle 1 has a structure in which a body frame 2 is connected to a pair of left and right tank rails 4 connected to a head pipe 3 and a rear frame 5. A fuel tank 6 is provided on the upper part of the tank rail 4 and an engine unit (not shown) is provided on a lower part. A main seat 7 is provided in front of the above-mentioned lyaframe 5.

A front fork 8 is pivotally supported by the above-mentioned head pipe 3, a handle 9 is provided at an upper end of the front fork 8, and a front wheel 11 is provided at a lower end.

The handle 9 is provided with a switch box 10. The details of the handle 9 and the switch box 10 will be described later.

The rear arm bracket 12 at the lower rear end of the tank rail 4 has a rear arm 13 pivotally supported vertically via a pivot shaft 14 so that the rear arm 13 can be pivoted up and down. A rear wheel 22 is disposed in the vehicle.

The rear arm bracket 12 has a step bracket 15 protruding rearward, and a step 16 on which a driver's foot is put is directed outwardly in the vehicle width direction of the step bracket 15. It is provided.

A cowling 17 is provided on the body frame 2. The cowling 17 includes an upper force ring 18 that covers the front of the handlebar 9 and a lower cowling 19 that covers the front and left and right sides of the tank rail 7 and the lower left and right sides of the engine unit.

The upper cowling 18 is supported by the vehicle body frame 2 via a stay (not shown), and has a structure in which a front side of the vehicle body front portion and both left and right side surfaces are formed. A screen 20 made of transparent material and a headlamp 21 are attached to the upper part on the front side. Further, a side cover 23 for covering the left and right sides of the main seat 7 and the upper part of the rear wheel 22 is provided on the above-mentioned lya frame 5.

A crankcase 49 (see FIG. 3) for accommodating the crankshaft is suspended and supported on the vehicle body frame 2 in the vehicle width direction.

Further, inside the lower force ring 19, a transmission case (multi-stage shift mechanism) containing a main shaft, a drive shaft, and a multi-stage transmission gear of a transmission arranged in parallel with the crankshaft is accommodated. (Transmission) is formed (not shown). The transmission is provided with a clutch (not shown) for interrupting the transmission of the driving force when the transmission gear is switched. The details of these will be described later.

A shaft portion 25 that supports the rear wheel 22 at the rear end of the rear arm 1 3 is provided with a drive shaft 26, and the drive shaft 26 and the drive shaft of the engine unit described above. The chain 27 is wound around the drive sprocket (not shown) fixed to the shaft. As a result, the engine power is transmitted to the rear wheels 22 via the chains 27.

Further, the motorcycle 1 has an ECU (Engine Control Unit) (see FIG. 3) arranged, for example, below the main sheet 7 in addition to the above-mentioned parts.

FIG. 3 is a diagram showing details of the multi-stage shift mechanism, the clutch 40, and the like included in the motorcycle 1 of FIG.

The handle 9 in the present embodiment is a separate handle. The handle grip 9a is gripped by the left hand, the handle grip base 9C to which it is attached, and the handle dolly gripped by the right hand. And a handle grip base 9 d to which it is attached.

The handle grip 9b forms an accelerator lip, and a throttle input potentiometer 28 is attached to detect a driver's will input (throttle opening input). A brake lever 29 is provided near the handle grip 9b.

The switch pox 10 is provided near the handle lip 9a. The switch box 10 includes a cushion switch (not shown), a blinker switch, and the like (not shown), and has a shape surrounding a substantially rod-shaped handle 9a. Further, a clutch lever 30 is provided near the switch pox 10.

The switch section 101a is used to shift up and down the transmission gear, and details thereof will be described later.

Although the motorcycle 1 according to the present embodiment has the clutch lever 30, the manual transmission method is used in addition to the above-described semi-automatic transmission method and full automatic transmission method. This is because it is assumed that the transmission gears will be switched by using.

In addition, a monitor (indicator) unit 31 for displaying the current shift position of the transmission gear is provided near the handle 9.

A throttle valve 33 is attached to a throttle 32 that forms an intake passage (not shown) on the downstream side of the carburetor. Throttle valve 33 Valve for driving the throttle at the end of shaft 34 In addition to the installation of Yue 35, a throttle opening sensor 36 for measuring the opening of the throttle is provided at the opposite end. A throttle actuator 35 attached to the valve shaft 34 and a throttle opening sensor 36 constitute a DBW (Drive By Wire) 37 that drives the throttle to open and close. The DBW 37 controls the drive of the throttle mechanism 35 according to a predetermined program or map according to the operating state. The DBW 37 opens and closes the throttle valve 33 so as to temporarily increase the engine speed during a shift down and temporarily decrease the engine speed during a shift-up, so that the transmission gear can be switched smoothly.

At the end of a crankshaft 38 of an engine (not shown), an engine speed sensor 39 for measuring the engine speed is mounted. The crankshaft 38 is connected to the main shaft 41 via a multi-plate clutch 40. A multi-stage (six-stage in this embodiment) transmission gear group 42 is attached to the main shaft 41, and a main shaft rotation speed sensor 43 for measuring the rotation speed of the main shaft. Is provided. The transmission gears of the transmission gear group 4 2 located on the main shaft 41 correspond to the transmission gear groups 45 correspondingly disposed on the drive shaft 44 (in this figure, separated gear groups). Is shown in the closed state). Of these transmission gear groups 42 and 45, other than the selected transmission gear, the idlers are arranged with respect to the main shaft 41 or the drive shaft 44. Therefore, the transmission of the driving force from the main shaft 41 to the drive shaft 44 is performed only through the selected pair of transmission gears.

Switching of the transmission gears in the transmission gear groups 42 and 45 requires shifting This is performed by a shift cam 46 which is a force axis. The shift cam 46 has a plurality of (three in this embodiment) cam grooves 47, and a shift fork 48 is connected to each cam groove 47. Each shift fork 48 is engaged with a transmission gear group 42 and 45 on the main shaft 41 and the drive shaft 44, respectively. With the rotation of the shift cam 46, the shift fork 48 moves along the cam groove 47, and only a pair of transmission gears at positions corresponding to the rotation angle of the shift cam 46 are moved relative to the main shaft 41 and the drive shaft 44. And are fixed by splines provided on each surface. The driving force is transmitted in this manner, and the position of the transmission gear is determined. The transmission gear groups 42, 45 and the shift cam 46 constitute a multi-stage shift mechanism.

Such a multi-stage shift mechanism and the aforementioned clutch 40 are both driven by a hydraulic mechanism. This hydraulic mechanism includes a pump 50 driven by a motor 49, an oil tank 51, and an accumulator 52. Oil having a constant pressure is supplied from an accumulator 52 to a clutch work unit 53 for driving the clutch 40 and a shift work unit 5 for driving the shift fork 48. The shift cam 46 is driven according to a predetermined sequence, and the oil is returned to the oil tank 51. The clutch actuator 53 is provided with a stroke sensor 55 for detecting a stroke position of the clutch 40. The drive shaft 44 is provided with a vehicle speed sensor 56 for measuring vehicle speed, and the shift cam 46 is provided with a shift position sensor 57 for detecting a shift position.

The shift control device according to the present invention includes various functional units provided in the ECU 64. The switch unit 101a controls the switching operation of the transmission gear by the multi-stage shift mechanism and the clutch 40 and the intermittent operation of transmitting the driving force to the drive shaft 44 by the clutch. The details of each functional unit will be described later.

When the switch unit 101a is operated by the driver, the respective functional units in the ECU 64 operate based on the detection data of the aforementioned sensors and other various sensors, and in response to a shift position input command, a clutch operation is performed. Activate Yue 53 and Shift Factory 54 and perform a series of operations such as clutch disengagement, variable speed gear switching, and clutch connection automatically with a predetermined program, map, and other arithmetic circuits stored inside. More specifically, regarding the operation of the clutch 40, the rod 58 is reciprocated as shown by the arrow A by driving the clutch work 53, and the lever 59 is rotated as shown by the arrow B. And the pinion 60 is rotated thereby, and the rack 61 corresponding to this is reciprocated. As a result, the clutch 40 is connected or disconnected according to the moving direction of the rack 61, and the transmission of the driving force from the engine to the main shaft 41 is interrupted.

As described above, the clutch is operated by the clutch actuator 53 without using the clutch lever, so that the driver does not need to operate the clutch. For this reason, driver fatigue is reduced. In addition, regarding the switching of the transmission gear, each functional unit in the ECU 64 drives the shifter 54 to make the rod 62 reciprocate as indicated by the arrow C, and the link mechanism 63 is used. To rotate the shift cam 46 by a predetermined angle. As a result, the shift fork 48 moves in the axial direction by a predetermined amount along the cam groove 47, and the transmission gear groups 42 and 45 The transmission gears from 1st to 6th gears are fixed to the main shaft 41 and the drive shaft 44 in order, and the driving force is transmitted based on each reduction ratio.

FIG. 4 is a perspective view showing details of the switch portion 101a of FIG. The switch portion 101a is disposed below the handle grip base 9c so that the driver can operate it with the thumb and forefinger, and protrudes in the longitudinal direction of the handle grip 9a (in the direction of arrow F). .

In addition, the shift switch 102, which is operated in the direction of arrow D1 by the driver's thumb, and the shift-down switch, which is located in the opposite side of the shift-up switch 102, is operated in the direction of arrow E1 by the index finger. Switch 103.

By configuring the switch 101a as described above, the driver can quickly operate the shift-up switch 102 and the shift-down switch 103 without releasing the thumb and the forefinger while holding the handle grip 9a. The vehicle can be operated, and the stability of the vehicle body and the driver can be prevented from being reduced.

The shift-up switch 102 and the shift-down switch 103 have a function of returning to a state before the operation when the operation is completed, that is, when no force is applied by a finger. For example, a flexible member (not shown) may be provided inside the shift-up switch 102 and the shift-down switch 103.

Also, in this figure, a case where the switch operated in the direction of arrow D1 is a shift-up switch 102 and the switch operated in the direction of arrow E1 is a downshift switch 103 is shown. However, the switch operated in the direction of arrow D1 is The switch operated in the direction of the arrow El may be a shift-up switch. Such a change in the function of the switch can be freely performed by the driver.

Also, in this drawing, the case where the switch portion 101a is integrated with the switch box 10 is shown, but the present invention is not limited to this, and each can be configured independently.

FIG. 5 is a block diagram showing the configuration of the shift control device 100 of the present invention.

The shift control device 100 includes, in addition to the switch portion 101 a provided with the shift-up switch 102 and the shift-down switch 103 described above, the shift control device 100 described above provided inside the ECU 64 in FIG. It has a control section 65 as a functional section, a shift-up signal transmitting section 66, and a shift-down signal transmitting section 67.

When the shift-up switch 102 or the shift-down switch 103 is operated, the control unit 65 detects this operation, measures the operation time, and shifts up based on the detection result. The signal transmission unit 66 or the shift-down signal transmission unit 67 is controlled to operate.

Further, the control unit 65 functions as the shift method switching unit described in the claims, and detects and measures when the shift-up switch 102 or the shift-down switch 103 is operated for a predetermined time or more. Switch between the full automatic transmission method and the semi automatic transmission method described above.

The predetermined operation time of the shift-up switch 102 or the shift-down switch 103 can be freely set by a driver or the like. 9

17

The set value is stored in the control unit 65.

Further, it is also possible to adopt a configuration in which the shift mode is switched when both the upshift switches 10 and 2 and the downshift switch 103 are simultaneously operated.

The following description of the shift-up signal transmitting unit 66 and the shift-down signal transmitting unit 67 is based on the premise that a semi-automatic transmission system is used for shifting.

When the shift-up switch 102 is operated, the shift-up signal transmission unit 66 receives an instruction from the control unit 65 that has detected this operation, and controls the above-described clutch actuation unit 53 to drive the clutch 40. The intermittent operation of the force transmission is performed, and the above-mentioned shift factory 54 transmits a shift-up signal for performing the shift-up. When the shift-down switch 103 is operated, the shift-down signal transmitting section 67 receives an instruction from the control section 65 that detects this, and controls the above-mentioned clutch actuator 53 to control the clutch 40. In addition to intermittent operation of driving force transmission, a shift-down signal for shifting down to shift work 54 is transmitted.

When shifting is performed using the full automatic transmission method, the control unit 65 measures the engine speed even if the shift-up switch 102 and the shift-down switch 103 are not operated, and The shift-up signal transmitting unit 66 and the shift-down signal transmitting unit 67 are operated as appropriate in accordance with.

Further, in this figure, the case where the shift control device 100 is provided inside the ECU 64 is shown, but the present invention is not limited to this, and it may be provided outside the ECU 64. FIG. 6 is a perspective view showing the switch portion 101b according to the second embodiment of the present invention.

The switch section 101a in FIG. 2 has an independent shift-up switch 102 and a shift-down switch 103, each of which is operated in the first direction and the second direction instead. A configuration having a possible switch may be adopted. The switch section 101 b is an example of this, and has a rotary shift switch 104.

The shift switch 104 is disposed below the handle grip base 9c and protrudes in the longitudinal direction of the handle lip 9a (in the direction of arrow G). When operated by the index finger, the center line of the handle 9a is moved. H-I rotates in the direction of arrow J around the axis of rotation, and when operated with the thumb, it rotates in the direction of arrow K around the center line H-I as the axis of rotation. At this time, the driver and the like can freely set the rotation start point and the maximum rotation angle.

The shift switch 104 has a function of returning to the state before the operation when the operation is completed, that is, when no force is applied by the finger.

When shift switch 104 is operated in the direction of arrow J, a shift-up signal is transmitted by shift-up signal transmission section 66 in FIG. 5 in the same manner as when shift-up switch 102 in FIG. 4 is operated. Then, the intermittent operation of the driving force transmission and the upshift are performed.

When the shift switch 104 is operated in the direction of the arrow K, the shift-down signal transmission unit 67 shown in FIG. 5 operates similarly to the case where the shift-down switch 103 shown in FIG. 2 is operated. Is transmitted, and the intermittent operation of driving force transmission and downshifting are performed.

The shift switch 104 moves in the direction of the arrow J or K for a predetermined time. When the above operation is performed, the full automatic transmission method and the semi-automatic transmission are performed by the control unit 65 in FIG. 5 in the same manner as when the shift-up switch 102 or the shift down switch 103 is operated for a predetermined time or more. The system is switched. The predetermined operation time of the shift switch 104 can be freely set by a driver or the like, and the set value is stored in the control unit 65. Also, in this figure, the shift-up is performed when the shift switch 104 is operated in the direction of the arrow J, and the shift-down is performed when the shift switch 104 is operated in the direction of the arrow K. The setting is not limited, and the setting can be changed so that the shift down is performed when the operation is performed in the direction of arrow J, and the shift up is performed when the operation is performed in the direction of arrow K. Such a setting change can be freely performed by the driver.

As described above, the switch portion 101b is located below the handle grip base 9c and protrudes in the longitudinal direction of the handle lip 9a. The shift switch 104 can be quickly operated without releasing the thumb and the forefinger while holding a, and furthermore, the above-mentioned decrease in stability of the vehicle body and the driver can be prevented.

Further, FIG. 1 shows a case where the switch portion 101b is integrated with the switch box 10; however, the present invention is not limited to this, and each may have an independent configuration.

FIG. 7 is a perspective view showing the switch unit 101c according to the third embodiment of the present invention.

The switch portion 101c is obtained by modifying the switch portion 101b shown in FIG. 4 and has a rotation direction different from that of the shift switch 104 shown in FIG. It has different shift switches 105.

The shift switch 105 is disposed below the handle grip base 9c and protrudes in the longitudinal direction of the handle lip 9a (in the direction of arrow G). It rotates in the direction of arrow N around the vertical line L-M with respect to the center line H-I of a, and when operated by the thumb, rotates in the direction of arrow 〇 around the vertical line H-I. At this time, the driver and the like can freely set the rotation start point and the maximum rotation angle.

Further, the shift switch 105 has a function of returning to a state before the operation when the operation is completed, that is, when no force is applied by a finger.

When shift switch 105 is operated in the direction of arrow N, a shift-up signal is transmitted by shift-up signal transmission unit 66 in FIG. 5 in the same manner as when shift-up switch 102 in FIG. 4 is operated. Thus, the intermittent operation of drive force transmission and upshifting are performed.

When the shift switch 105 is operated in the direction of the arrow O, the shift-down signal transmission unit 67 shown in FIG. 5 operates similarly to the case where the shift-down switch 103 shown in FIG. 4 is operated. Is transmitted, and the intermittent operation of driving force transmission and downshifting are performed.

In addition, when the shift switch 105 is operated in the direction of the arrow N or 0 for a predetermined time or more, similarly to the case where the shift-up switch 102 or the shift down switch 103 is operated for a predetermined time or more, FIG. The control unit 65 switches between the full automatic transmission system and the semi-automatic transmission system. The predetermined operation time of the shift switch 105 is determined by the driver or the like. It can be freely set, and the set value is stored in the control unit 65. Also, in this figure, the shift up is performed when the shift switch 105 is operated in the direction of the arrow N, and the downshift is performed when the shift switch 105 is operated in the direction of the arrow 0. Instead, the setting can be changed so that the shift down is performed when operated in the direction of arrow N, and the shift up is performed when operated in the direction of arrow 〇. Such a setting change can be freely performed by the driver.

As described above, the switch portion 101c is located below the handle grip base 9c and protrudes in the longitudinal direction of the handle lip 9a, so that the driver can handle the handle 9a. The shift switch 104 can be quickly operated without releasing the thumb and the forefinger while holding, and furthermore, the above-mentioned decrease in stability of the vehicle body and the driver can be prevented.

In addition, FIG. 1 shows a case where the switch unit 101c is integrated with the switch box 10; however, the present invention is not limited to this, and each may have an independent configuration.

Further, FIGS. 6 and 7 show the case where the rotary shift switch is provided. However, the present invention is not limited to this, and a configuration having a slide switch may be adopted.

FIG. 8 is a perspective view showing a switch portion 101d according to the fourth embodiment of the present invention.

FIG. 4 shows a case where the switch portion 101a is disposed below the handle lip machine portion 9c, but this is modified so that the switch portion can be operated with the thumb and the forefinger. As shown in the figure, the handle drips are from the bottom of the base 9C to the front (in the direction of travel of the motorcycle, in other words The same effect as that of the switch unit 101a can be obtained even when the switch unit is arranged at an arbitrary position up to the driver's side of the motorcycle. The switch portion 101d is arranged on the front side of the handle lip (in this embodiment, a position parallel to the angling grip 30), and is a shift-up switch operated by the index finger in the direction of arrow D2. 102 and a shift-down switch 103 operated by the thumb in the direction of arrow E2.

Such a switch portion 1 ◦ 1 d is particularly suitable for a vehicle type having a high steering wheel position, such as a motorcycle called an American type. In this figure, the case where the switch operated in the direction of arrow D2 is the upshift switch 102 and the switch operated in the direction of the arrow E2 is the downshift switch 103 is shown. However, the present invention is not limited to this, and a switch operated in the direction of arrow D2 may be a shift-down switch, and a switch operated in the direction of arrow E2 may be a shift-up switch. Such a change in the function of the switch can be freely performed by the driver.

The difference between the switch section 101d and the switch section 101a is only the position of the shift-up switch 102 and the shift-down switch 103, and the function, operation, effect, etc. Same as in section 101a.

Also, FIG. 1 shows a case where the switch unit 101d is integrated with the switch box 10; however, the present invention is not limited to this, and each may have an independent configuration.

FIG. 9 is a perspective view showing a switch portion 101e according to the fifth embodiment of the present invention. In FIG. 4, a switch portion 101a disposed below the handle grip base 9c is shown, and in FIG. 6, a switch portion 101d disposed in front of the handle grip base 9c is shown. As shown, the switch 101e is positioned diagonally below the handle grip base 9c as an arbitrary position from the bottom to the front of the handle lip base 9c so that it can be operated with the thumb and forefinger. It has a shift-up switch 102 operated by an index finger in the direction of arrow D3 and a shift-down switch 103 operated by a thumb in the direction of arrow E3.

Such a switch portion 101e is particularly suitable for a vehicle type having a low steering wheel position, such as a motorcycle called a single mouth type.

In this figure, a case is shown in which the switch operated in the direction of arrow D3 is the upshift switch 102, and the switch operated in the direction of the arrow E3 is the downshift switch 103. However, the present invention is not limited to this, and a switch operated in the direction of arrow D3 may be a shift down switch, and a switch operated in the direction of arrow E3 may be a shift up switch. Such a change in the function of the switch can be freely performed by the driver.

The difference between the switch section 101e and the switch sections 101a and 101d is only the position of the shift-up switch 102 and the shift-down switch 103, and the functions, functions, effects, etc. Are the same as in the switch sections 101a and 101d.

Further, FIG. 1 shows a case where the switch unit 101 e is integrated with the switch box 10, but the present invention is not limited to this, and each may have an independent configuration. In addition, the switch part 10 lb in Fig. 6 and the switch part 10 1c in Fig. 7 can be placed not only below the handle drip base 9c but also at any position up to the front of the handle drip base 9c. Therefore, the same effect as in the above case can be obtained.

FIG. 10 is a perspective view showing a switch section 101f according to the sixth embodiment of the present invention.

All of the switch parts 101a, 101b, 101c, 101d, and 101e shown in Fig. 4 and Figs. 6 to 9 move in the longitudinal direction of the handle grip 9a. Although these switches protruded, the switch parts were changed so that the handle grip 9a did not protrude in the longitudinal direction, so that the switch parts 101a, 101b, 101c, The same effects as those of 101 d and 101 e can be obtained. An example of this case is shown in FIG. 10 as a switch unit 101f.

The switch portion 101ί has a shift switch 106 in which the protruding portion of the shift switch 105 included in the switch portion 101c shown in FIG. 7 is eliminated. The difference between the shift switch 106 and the shift switch 105 is only the above-described point, and the functions, operations, effects, and the like are the same as those of the shift switch 105.

Also, in this figure, the case where the switch unit 101f is integrated with the switch box 10 is shown, but the present invention is not limited to this, and each may be configured independently.

FIGS. 11A and 11B are flowcharts showing the operation of the shift control device 100 shown in FIG.

When both the shift-up switch 102 and the shift-down switch 103 shown in FIGS. 4, 8, and 9 are operated simultaneously (step The control section 65 of FIG. 5 detects this, and confirms the currently selected shift mode (step S2a). If the semi-automatic transmission system is selected (step S2a; semi-automatic transmission), the system is switched to the full-automatic transmission system (step S3a), and the operation ends. Note that “simultaneously” means that at a certain time T, the operation of one of the switches (here, either the shift-up switch 102 or the shift-down switch 103) is started, and the other switch is started. In a state where the operation of the other switch is continuously performed, the operation of the other switch which has not been operated at the time A within the predetermined time from the time T is started, and as a result, a plurality of switches are operated in parallel. This is the case when it was operated.

If the full automatic transmission system is selected (step S2a; fluid automatic transmission), the system is switched to the semi-automatic transmission system (step S4a), and the operation ends.

On the other hand, if both the shift-up switch 102 and the shift-down switch 103 are not operated at the same time and only one is operated (step S1a; No), the switch operated at this time is shifted. If the switch is the up switch 102 (S5a; shift up switch), the control unit 65 confirms the currently selected speed change method (step S6a), and this is a semi-automatic transmission. If there is (step S6a; semi-automatic transmission), the shift-up signal is transmitted by the shift-up signal transmitting unit 66 in FIG. As a result, intermittent operation of drive force transmission and upshift (Step S7a), and the operation ends.

If the result of the check of the transmission system in step S6a is a full automatic transmission (step S6a; fluid automatic transmission), the operation ends without performing the intermittent operation of the driving force transmission and the shift-up operation. I do.

Also, both the shift-up switch 102 and the shift-down switch 103 are not operated at the same time but only one of them is operated (step S1a; No), and the switch operated at this time is the shift-down switch 1 If it is 0 3 (S5a; shift-down switch), the control unit 65 confirms the currently selected speed change method (step S8a), and if this is a semi-automatic transmission (step S8a). S 8 a; semi-automatic transmission), and the shift-down signal is transmitted by the shift-down signal transmitter 67 shown in FIG. Thus, the intermittent operation of the driving force transmission and the downshift are performed (step S9a), and the operation is completed.

If the result of the check of the transmission system in step S8a is a full automatic transmission (step S8a; fluid transmission), the operation ends without performing the intermittent operation and shift down of the driving force transmission. I do.

In this figure, the case where the operation is terminated when the result of the confirmation of the transmission method in step S6a and step S8a is a full automatic transmission is shown, but the present invention is not limited to this. Instead, even if the gear shifting is performed by a full automatic transmission, the driving force transmission intermittent operation, shift up, and shift down can be performed without terminating the operation. PT / JP03 / 06689

27

In FIGS. 11A and 11B, the shift up switches 10 of the switch sections 101 a, 101 d and 101 e shown in FIGS. 4, 8 and 9 are shown. 12A and 12B, the shift-up switch 102 or the shift-down switch is shown in the case where both the shift-down switch 102 and the shift-down switch 103 are operated simultaneously. This shows a case where the shift mode is switched when 103 is operated for a predetermined time or more.

When the shift-up switch 102 or the shift-down switch 103 has been operated for a predetermined time or more (step S1b; Yes), the control unit 65 of FIG. 5 detects and measures this, and Check the selected shift mode (Step S2b). If the semi-automatic transmission system is selected (step S2b; semi-automatic transmission), the system switches to the full automatic transmission system (step S3b) and the operation ends.

If the full automatic transmission method is selected (step S2b; automatic transmission), the operation is switched to the semi-automatic transmission method (step S4b), and the operation ends. .

On the other hand, the shift-up switch 102 or the shift-down switch 103 has not been operated for a predetermined time (step S1b; No), and the switch operated at this time is the shift-up switch 102. In the case (S5b; shift-up switch), the control unit 65 confirms the currently selected shift mode (step S6b), and if this is a semi-automatic transmission (step S6b). b; semi-automatic transmission), and a shift-up signal is transmitted by the shift-up signal transmission unit 66 in FIG. Thus, the intermittent operation and the upshift of the driving force transmission are performed (step S7b), and the operation is completed.

Also, if the result of the check of the transmission method in step S6a is a full automatic transmission (step S6b; fluid automatic transmission), the intermittent operation of the driving force transmission and the operation without shift-up are performed. finish.

Further, the shift up switch 102 or the shift down switch 103 is not operated for a predetermined time or longer (step S1b; Νο), and the switch operated at this time is the shift down switch 103. (S5b; shift down switch), the control unit 65 confirms the currently selected transmission method (step S8b). If this is a semi-automatic transmission (step S8b; semi-automatic) Transmission), and a shift-down signal is transmitted by the shift-down signal transmission section 67 in FIG. Thereby, the intermittent operation and the downshift of the driving force transmission are performed (step S9b), and the operation is completed.

If the result of the check of the transmission method in step S8b is a full-automatic transmission (step S8b; full-automatic transmission), the operation ends without performing the intermittent operation and the shift-down of the driving force transmission. I do.

In addition, in this figure, the case where the operation is terminated when the result of the confirmation of the transmission method in step S6b and step S8 is a full automatic transmission is shown, but the present invention is not limited to this. Even when shifting is being performed by a full automatic transmission, an intermittent operation of driving force transmission, upshifting, and downshifting can be performed without terminating the operation.

When any one of the switch section 10 lb in FIG. 4, the switch section 101 c in FIG. 5 and the switch section 101 f in FIG. 8 is provided instead of 101 d and l O le, FIG. In step S5a of B, the operation direction of the shift switch 104 of the switch section 101b, the shift switch 105 of the switch section 101c, and the shift switch 106 of the switch section 1f is confirmed. As a result, it is determined which of step S6a and step S8a is to be processed. Also, in step S5b of FIG. 12B, the operation directions of the shift switches 104, 105, and 106 are confirmed, and based on the confirmation result, the processing of either step S6b or step S8b is performed. It is determined whether to do. Industrial applicability

As described above, in the transmission control device of the present invention, the switch is disposed at an arbitrary position from the lower side to the front side of the base of the handle grip, that is, at a position where the driver can operate the thumb and forefinger without releasing the handle grip. Therefore, the driver can quickly operate the switch portion, and furthermore, it is possible to prevent a decrease in stability of the vehicle body and the driver when operating the switch portion.

Further, since the above-mentioned switch section has a shift-up switch and a shift-down switch, the driver can quickly operate the shift-up switch and the shift-down switch without releasing the thumb and the forefinger while holding the handle. Shift ups It is possible to prevent a decrease in the stability of the vehicle body and the driver when operating the switch and the shift-down switch.

In addition, since the above-mentioned switch portion has a shift switch that can be moved in the first direction and the second direction, the driver can quickly operate the shift switch without releasing the thumb and the forefinger while holding the handle. In addition, the stability of the vehicle body and the driver during the operation of the shift switch can be prevented from deteriorating.

Further, when the above-mentioned switch portion is continuously operated for a certain period of time or longer, the shift method is switched, so that even when switching the shift method, the driver releases the thumb and the index finger while holding the handlebar lip. The switch can be quickly operated without the switch, and the stability of the vehicle body and the driver when the switch is operated can be prevented from deteriorating.

In addition, since the shift mode is switched when both the shift up switch and the shift down switch are simultaneously operated, the driver does not release his thumb and index finger while holding the handlebar grip even when switching the shift mode. Thus, the shift-up switch and the shift-down switch can be quickly operated, and the stability of the vehicle body and the driver during the operation of the shift-up switch and the shift-down switch can be prevented.

In addition, since the switch portion is arranged to protrude in the longitudinal direction of the handle lip, the driver can quickly operate the switch portion without releasing the thumb and the forefinger while holding the handle lip. It is possible to prevent the stability of the vehicle body and the driver during operation of the vehicle from decreasing.

From the above points, it is possible to provide a shift control device that can maintain the stability of the vehicle body and the driver and can operate quickly.

Claims

The scope of the claims

1. A shift function that performs a switching operation of a transmission gear of a multi-stage shift mechanism having a plurality of transmission gears, and a clutch that interrupts transmission of driving force from an engine by a clutch during a switching operation of the transmission gear that is performed by the shift operation. A shift control device for controlling the actiyu

A shift control device, comprising: a switch portion for transmitting control contents to the control device; wherein the switch portion is arranged at a position between a lower side and a front side of a base of a handle grip.

2. The switch part is

A shift-up switch that is operated when a shift-up operation is performed in the shifting operation of the transmission gears over time in the shift operation;

A shift-down switch that is arranged to face the shift-up switch and that is operated when a shift-down operation is performed in the shifting operation of the transmission gear during the shift operation;

The speed change control device according to claim 1, comprising:

3. The switch part is operable in a first direction and a second direction, and is operated in the first direction when the upshift in the shifting operation of the transmission gear is performed in the shift factory overnight. 2. The shift control device according to claim 1, further comprising: a shift switch that is operated in the second direction when shifting down the shift gear in a shift operation of the shift gear all the time.

4. Switching of the transmission gear only when the switch is operated The switch unit has a predetermined automatic transmission system and a full automatic transmission system in which the transmission gear is switched in accordance with the engine speed without operating the switch unit. 4. The shift control device according to claim 1, further comprising a shift mode switching unit that switches when the operation is continuously performed for a time or more.

5. The semi-automatic transmission system in which the shift-up is performed only when the shift-up switch is operated and the shift-down is performed only when the shift-down switch is operated, and the shift-up switch And both the shift-up switch and the shift-down switch use a fluid transmission system that performs the shift-up and the shift-down in accordance with the engine speed even when the shift-down switch is not operated. 3. The shift control device according to claim 2, further comprising a shift mode switching unit that switches when operated simultaneously.

6. The transmission control device according to claim 1, wherein the switch portion is disposed so as to protrude in a longitudinal direction of the handle grip.