JP6115369B2 - Automatic transmission equipment for motorcycles - Google Patents

Description

  The present invention relates to an automatic transmission device for a motorcycle that enables manual shifting without requiring clutch operation.

  In a transmission device for a motorcycle, a semi-automatic transmission device called AMT (Automatic Manual Transmission), in which the shift timing is left to the driver's intention, enabling manual shift and eliminating the troublesome operation of the clutch, is disclosed in Patent Literature 1, 2, 3 etc.

  Each of these AMTs uses an existing manual transmission having a clutch mechanism, and is provided with a clutch actuator that automatically engages and disengages a clutch and a shift change actuator that automatically performs a shifting operation of the transmission mechanism. It has been. Servo motors are used as these actuators. When the shift lever is operated by the driver, the clutch mechanism is first disconnected by the clutch actuator, and then the transmission mechanism is shifted by the shift change actuator. After that, the clutch mechanism is connected again by the clutch actuator, and the shift is completed.

  In this way, an AMT can be configured simply and inexpensively without adding significant structural changes compared to conventional motorcycles by adding a clutch actuator and a shift change actuator to an existing manual transmission. Can do.

  An automatic manual transmission device (AMT) disclosed in Patent Document 1 includes an engine case in which a cylinder assembly is erected on the upper front portion of an engine case, and a crankshaft extending in the vehicle width direction is axially supported in the engine case. In the unit, the clutch actuator and the shift change actuator are each installed on the upper surface of the engine case behind the cylinder assembly, and the axial direction of the rotary shaft of each actuator is the axial direction of the crankshaft supported in the engine unit. In the direction parallel to the vehicle width, that is, the direction along the vehicle width direction. The power of the crankshaft and the shift change actuator is transmitted to the clutch mechanism and the transmission mechanism via the worm gear mechanism and the link mechanism, respectively.

  Further, in the automatic manual transmission device described in Patent Document 2, a clutch actuator and a shift change actuator are installed on the upper surface of an engine case, which is also behind the cylinder assembly, and the clutch actuator has a rotating shaft whose axial direction is the crankshaft. The axis of the rotation axis of the shift change actuator is perpendicular to the crankshaft. The powers of the crankshaft and the shift change actuator are transmitted to the clutch mechanism and the transmission mechanism via the link mechanisms, respectively.

  Furthermore, in the automatic manual transmission device described in Patent Document 3, a shift change actuator is installed on the upper surface of the engine case behind the cylinder assembly, and the axial direction of the rotation shaft of the shift change actuator is relative to the crankshaft. The rotation is orthogonal, and the rotation is transmitted to the shift cam via the reduction gear train and the worm gear, and the transmission operation of the transmission mechanism is performed.

Japanese Patent No. 4253464 Table 2006/004008 Japanese Patent No. 4719659

  The conventional AMTs disclosed in Patent Documents 1, 2, and 3 are all installed such that the clutch actuator and the shift change actuator protrude high from the upper surface of the engine case. This was the cause of the increase in size of the entire motorcycle. In particular, when the height of the engine case is increased, the height of the fuel tank and the seat seat installed above the engine case is increased, and the legibility of the motorcycle is deteriorated.

  In the conventional AMT, the powers of the clutch actuator and the shift change actuator are transmitted to the clutch mechanism and the transmission mechanism via the link mechanisms, respectively. Since the link mechanism is used in this way, the size of the link mechanism is increased, which promotes the above-mentioned problems, is disadvantageous in terms of weight and cost, and the detachability (maintenance) of each actuator is poor. It was.

  Further, in the conventional AMT, since the clutch actuator and the shift change actuator are directly attached to the engine case, the heat of the engine case is transmitted to each of these actuators, which may reduce the durability. There is a concern that the positional accuracy may be lowered, or that each actuator may be damaged when the engine unit is attached to or detached from the vehicle body frame.

  In addition, as in the AMT of Patent Document 2, a configuration in which the power of the clutch actuator is transmitted to the clutch mechanism with a cam can efficiently transmit the power of the clutch actuator to the clutch mechanism, but the clutch is kept disconnected. However, in order to prevent the cam from being pushed back by the reaction force from the clutch mechanism, the clutch actuator must be energized at all times, and there is a problem that the power consumption of the clutch actuator is large.

  The present invention has been made in view of the above circumstances, and each actuator such as a clutch actuator and a shift change actuator is installed compactly with respect to the engine case, and the durability and positional accuracy of each actuator are improved. And it aims at providing the automatic transmission apparatus of the motorcycle which can reduce the power consumption at the time of clutch disconnection.

The present invention employs the following means in order to solve the above problems.
An automatic transmission apparatus for a motorcycle according to the present invention is an automatic manual that is installed in an engine unit in which a cylinder assembly is installed at an upper front portion of an engine case, and a crankshaft extending in the vehicle width direction is axially supported inside the engine case. A transmission device, comprising a countershaft parallel to the crankshaft, a drive shaft, and a shift cam, and a transmission mechanism for shifting the rotation of the crankshaft and transmitting it to a rear wheel, and provided at one end of the countershaft A clutch mechanism that transmits and blocks the rotation of the crankshaft to the countershaft, and a clutch actuator that is installed in the engine case and intermittently operates the clutch mechanism. A shift change actuator that is installed in a gin case and performs a shift operation of the transmission mechanism by rotating the shift cam. The shift change actuator has an axis direction of a rotating shaft parallel to the shift cam. The clutch assembly is arranged behind the cylinder assembly and above the drive shaft, and the rotation thereof is transmitted to the shift cam by a gear. The cylinder assembly is disposed on the side of the engine case so as to be opposite to the clutch mechanism in the vehicle width direction so as to be orthogonal to the axial direction of the cylinder assembly. To be orthogonal to the axial direction The clutch release shaft is transmitted to the clutch release shaft, and the clutch release cam provided integrally with the clutch release shaft rotates in the axial direction against the push rod inserted into the shaft center portion of the counter shaft. It is configured to release the connection.

  According to the above configuration, the shift change actuator is disposed behind the cylinder assembly and above the drive shaft in a state in which the axial direction of the rotation shaft is directed to the axial direction of the shift cam, and the rotation is transmitted to the shift cam by the gear. Therefore, the shift change actuator can be installed in the engine case in a low posture, and the engine case and thus the engine unit can be made compact. In addition, since the rotation of the shift change actuator is transmitted to the shift cam by the gear, there is no need to separately provide power transmission means such as a link mechanism outside the engine case, which also contributes to downsizing of the engine case and engine unit. This is advantageous in terms of weight and cost.

  Further, according to the above-described configuration, the clutch actuator is positioned behind the cylinder assembly and opposite to the clutch mechanism in the vehicle width direction so that the axial direction of the rotation shaft is orthogonal to the axial direction of the counter shaft. Since it is installed on the side surface of the engine case, like the shift change actuator, the clutch actuator can be installed in the engine case with a low posture, and the engine unit can be made compact.

  Moreover, the rotation of the clutch actuator is transmitted to the push rod inserted into the shaft center portion of the counter shaft by the clutch release shaft and the clutch release cam provided so as to be orthogonal to the axial direction of the counter shaft, and the clutch mechanism is connected. For example, it is not necessary to provide power transmission means such as cables, hydraulic hoses, and link mechanisms outside the engine case in order to transmit the power of the clutch actuator. It can contribute to downsizing of the unit.

  In the automatic transmission device for a motorcycle according to the present invention, the clutch actuator and the shift change actuator may be disposed inside the full width of the engine unit in the width direction of the engine unit. It is characterized by.

  According to the above configuration, the shift change actuator and the clutch actuator are prevented from being damaged when the motorcycle falls, and the durability of each actuator is improved, and the front projection area of the engine unit is increased by providing each actuator. This can reduce the aerodynamic performance of the motorcycle and prevent the riding position from deteriorating.

  In the automatic transmission apparatus for a motorcycle according to the present invention, the clutch actuator and the shift change actuator are collectively attached to a single cover member mounted on a side surface of the engine case in the above configuration. It is characterized by that.

  According to the above configuration, compared to the case where the clutch actuator and the shift change actuator are directly attached to the engine case, the heat of the engine case is less likely to be transmitted to each actuator, so that the durability of each actuator can be improved.

  In addition, since the actuators are combined into a single unit via the cover member, it is possible to improve the mounting position accuracy of the actuators with respect to the engine case, and to improve the detachability with respect to the engine case, that is, maintainability. In particular, when the engine unit is attached to or detached from the vehicle body frame, each actuator can be protected from damage by removing the cover member.

  In the automatic transmission apparatus for a motorcycle according to the present invention, the cover member is a sprocket cover that covers a drive sprocket provided on the drive shaft.

  When attaching / detaching the engine unit to / from the vehicle body frame of the motorcycle, the operation of attaching / detaching the drive chain is involved. Therefore, it is usual to remove the sprocket cover. Therefore, by providing the clutch actuator and the shift change actuator on the sprocket cover, the attachment / detachment of the sprocket cover and the attachment / detachment of both actuators can be performed simultaneously, and the working efficiency can be improved.

  In the automatic transmission device for a motorcycle according to the present invention, the clutch release cam may be configured such that the clutch release cam does not press the push rod in the axial direction and presses the push rod to the maximum in the axial direction. A line connecting the central axis of the clutch release shaft and the apex of the clutch release cam when viewed in the axial direction of the clutch release shaft. The cam profile of the clutch release cam is set so as to be parallel to the axial direction of the push rod.

  According to the above configuration, when the clutch release cam is at the maximum pressing angle, the end surface of the push rod comes into tangential contact with the apex of the clutch release cam. In other words, the clutch release cam comes into contact with the end surface of the push rod at an angle that stands vertically.

  For this reason, even if the reaction force from the clutch mechanism is applied to the clutch release cam via the push rod, almost no torque is generated to rotate the clutch release cam toward the non-pressing angle. Therefore, there is almost no need to energize the clutch actuator to hold the clutch release cam at the maximum pressing angle, and the power consumption of the clutch actuator can be reduced.

  In the automatic transmission apparatus for a motorcycle according to the present invention, a cam rotation restricting stopper for restricting the clutch release cam from rotating largely beyond the maximum pressing angle is provided in the above configuration. The rotation restriction angle of the clutch release cam by the movement restriction stopper is an angle at which the clutch release cam exceeds the maximum pressing angle and the clutch mechanism is kept completely disconnected. And

  According to the above configuration, when the reaction force from the clutch mechanism is applied to the clutch release cam via the push rod when the clutch release cam is at the rotation restriction angle, the clutch release cam is further rotated to the rotation restriction angle side. The torque to be applied is applied, and the clutch release cam is locked at the rotation restriction angle.

  For this reason, it is possible to mechanically prevent the clutch release cam from rotating beyond the maximum pressing angle toward the non-pressing angle, thereby connecting the clutch mechanism while keeping the power consumption of the clutch actuator at zero. Can be kept shut off.

  According to the present invention, each actuator such as a clutch actuator and a shift change actuator is installed in a compact manner with respect to the engine case, and the durability and position accuracy of each actuator are improved, and the power consumption when the clutch is disconnected is reduced. Can be made.

1 is a left side view of an engine unit of a motorcycle to which an automatic manual transmission device according to the present invention is applied. The rear view of the engine unit by the II arrow view of FIG. Left side view of sprocket cover, clutch actuator, shift change actuator, etc. Sectional drawing which follows the IV-IV line of FIG. Sectional drawing which follows the VV line | wire of FIG. FIG. 3 is a diagram illustrating an embodiment of the present invention, and is a perspective view of a sprocket cover, a clutch actuator, a shift change actuator, a transmission mechanism, a clutch mechanism, a shift lever, a footrest, and the like viewed obliquely from the left rear. The perspective view which looked at the sprocket cover, the clutch actuator, the shift change actuator, the transmission mechanism, and the clutch mechanism from the diagonally right front. The perspective view which shows a clutch release shaft, a clutch release cam, a push rod, a tappet, etc. FIG. 9 is a cross-sectional view of a clutch release shaft, a clutch release cam, a tappet, and a push rod as viewed in the direction of arrows IX-IX in FIG. 8. The block diagram which shows the whole structure of an automatic manual transmission apparatus (AMT). The flowchart of the control by AMT.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a left side view of a motorcycle engine unit 1 to which an automatic transmission apparatus according to the present invention is applied, and FIG. 2 is a rear view of the engine unit 1 as viewed in the direction of arrow II in FIG.

  The engine unit 1 is, for example, a parallel 4-cylinder engine having a typical layout in which a cylinder assembly 3 is installed on an upper surface of an engine case 2 so as to be inclined forward. The engine case 2 includes an automatic manual transmission device 5 according to the present invention. (Hereinafter abbreviated as AMT5). Each of the four intake ports 6 opened on the rear surface of the cylinder assembly 3 is provided with an electronic control throttle device (not shown).

  As shown in FIGS. 1 to 7, the mechanism portion of the AMT 5 shifts the engine rotation, that is, the rotation of the crankshaft 8 (see FIG. 1) extending in the vehicle width direction that is pivotally supported inside the engine case 2. A transmission mechanism 10 for transmitting to the wheels, a clutch mechanism 11 for transmitting and interrupting engine rotation to the transmission mechanism 10, a clutch actuator 12 for intermittently operating the clutch mechanism 11, and a shift change actuator 13 for shifting the transmission mechanism 10. And.

  The transmission mechanism 10 has the same configuration as that used in a general manual transmission device. That is, the countershaft 18 and the drive shaft 19 that are positioned in parallel to the rear of the crankshaft 8 and extend in the vehicle width direction, and are mounted on the countershaft 18, for example, six types corresponding to the first to sixth speeds. There are provided a drive gear 20, six types of driven gears 21 that are mounted on the drive shaft 19 and always mesh with the drive gear 20, and a cylindrical cam-like shift cam 23.

  A left end portion of the drive shaft 19 protrudes from the left side surface of the engine case 2, and a drive sprocket 22 (see FIGS. 4 and 5) that transmits the engine output to the rear wheels with a chain is provided integrally with this portion. The drive sprocket 22 is covered with a sprocket cover 15 (cover member) mounted on the left side surface of the engine case.

  Further, the transmission mechanism 10 includes a plurality of shift forks 24 that are moved by the shift cam 23. As is known in the art, the shift cam 23 is rotated stepwise at a predetermined angle, whereby a shift dog 25 provided on either the drive gear 20 or the driven gear 21 via a plurality of shift forks 24. (See FIGS. 4 and 5) is moved in the axial direction to select the engagement of the six types of drive gear 20 and driven gear 21.

  The clutch mechanism 11 is a known wet multi-plate clutch, and is provided, for example, on the right end side of the counter shaft 18 (see FIGS. 5 and 6). A primary driven gear 27 provided integrally with the clutch mechanism 11 is meshed with a primary drive gear (not shown) provided on the crankshaft 8 at all times.

  As shown in FIG. 5, the countershaft 18 is a hollow shaft, and the clutch actuator 12 presses the left end portion of the push rod 28 slidably inserted in the countershaft 18 as will be described later. 11 is gradually released, and the connection is released through a half-clutch state. When the clutch mechanism 11 is coupled, the rotation of the crankshaft 8 is transmitted to the countershaft 18, and when the coupling of the clutch mechanism 11 is released, the rotation of the crankshaft 8 is blocked with respect to the countershaft 18.

  As shown in FIGS. 1 and 2, the clutch actuator 12 and the shift change actuator 13 are both installed behind the cylinder assembly 3 and on the left side of the engine case 2, and are mounted on the left side of the engine case 2. One cover member, for example, a sprocket cover 15 is fixed.

  As shown in FIG. 2, the clutch actuator 12 and the shift change actuator 13 are arranged inside the full width W of the engine unit 1 in the width direction of the engine unit 1. Specifically, a sprocket cover 15 is attached to the rear of the generator cover 30 that protrudes from the front portion of the left side surface of the engine case 2, and the actuators 12 and 13 attached to the sprocket cover 15 are attached to the sprocket cover 15. The generator cover 30 is prevented from projecting outward (left side) in the vehicle width direction from the end portion of the generator cover 30 having high (high) mechanical strength and physical strength. More preferably, the ground clearance of each of the actuators 12 and 13 is set to be higher than the ground clearance of the tip portion of the generator cover 30 that protrudes most in the vehicle width direction.

  The clutch actuator 12 is, for example, a servo motor, and is arranged behind the cylinder assembly 3 and in the vehicle width direction so that the rotation shaft 12a (see FIGS. 3 and 5 to 7) is orthogonal to the axial direction of the countershaft 18. It is installed on the left side of the engine case 2 on the opposite side (left side) of the clutch mechanism 11 via the sprocket cover 15 described above.

  As shown in FIGS. 3 to 5, the sprocket cover 15 is provided with a speed reduction mechanism 32 composed of a multistage gear for reducing the rotation of the clutch actuator 12 and a cam shaft-like clutch release shaft 33. As shown in FIGS. 5 to 7, the clutch release shaft 33 is pivotally supported in the sprocket cover 15 at an angle inclined forward, for example, so as to be orthogonal to the axial direction of the countershaft 18. As shown in FIGS. 8 and 9, a clutch release cam 34 is integrally provided at the end. The clutch release cam 34 presses the tappet 29 provided at the left end of the push rod 28, and the amount of pressing of the push rod 28 increases as the rotation angle of the clutch release cam 34 increases.

  As shown in FIGS. 5 and 6, the speed reduction mechanism 32 is installed at the front upper end of the clutch release shaft 33, and the clutch actuator 12 is fixed to the speed reduction mechanism 32. For this reason, the rotation of the rotary shaft 12a of the clutch actuator 12 is decelerated in several stages by the speed reduction mechanism 32 to increase the torque and then transmitted to the clutch release shaft 33, and the clutch release cam 34 of the clutch release shaft 33 rotates. Accordingly, as shown in FIG. 9, the tappet 29 and the push rod 28 are pressed in the axial direction. As the pressing amount of the push rod 28 increases, the connection of the clutch mechanism 11 becomes slippery (half clutch), and when the pressing amount of the push rod 28 reaches a predetermined amount, the connection of the clutch mechanism 11 is completely disconnected.

  As shown in FIGS. 5 and 10, the clutch actuator 12 is provided with a clutch position sensor 36. The clutch position sensor 36 is a sensor that determines the degree of engagement of the clutch mechanism 11 by detecting the rotation angle of a specific gear of the speed reduction mechanism 32, for example, and the clutch position signal CP is a transmission control unit 80 (to be described later). , Abbreviated as TCU80) (see FIG. 10).

  By the way, as shown in FIG. 9, the clutch release cam 34 presses the push rod 28 to the maximum in the axial direction and the non-pressing angle α that does not press the push rod 28 (the tappet 29) at all in the axial direction. It rotates between the maximum pressing angle β. At the maximum pressing angle β, a line 34L connecting the rotation center shaft 33C of the clutch release shaft 33 and the apex 34T of the clutch release cam 34 is parallel to the axial direction of the push rod 28 as viewed in the axial direction of the clutch release shaft 33. The rotation center axis 33C is set so that That is, at the maximum pressing angle β, the mountain of the clutch release cam 34 is in a state of being in contact with the contact surface of the tappet 29 perpendicularly.

  Further, the clutch release cam 34 can rotate from a non-pressing angle α indicated by a two-dot chain line to an angle indicated by a one-dot chain line that slightly exceeds the maximum pressing angle β indicated by a solid line, and this angle is a rotation restriction angle γ. (Overstroke rotation angle). For example, a cam rotation restriction stopper (not shown) is provided on the shaft support portion of the speed reduction mechanism 32 or the clutch release shaft 33, and the clutch release cam 34 greatly exceeds the maximum pressing angle β by the cam rotation restriction stopper. The rotation angle is restricted so as not to rotate. The rotation restriction angle γ is set to an angle at which the clutch release cam 34 exceeds the maximum pressing angle β and the state where the clutch mechanism 11 is completely disconnected is maintained.

  On the other hand, the shift change actuator 13 is a servomotor, for example, and the axial direction of the rotation shaft 13a (see FIGS. 3, 4, 6, and 7) is parallel to the shift cam 23, the counter shaft 18, and the drive shaft 19. And installed on the left side surface of the engine case 2 via the sprocket cover 15 so as to be behind the cylinder assembly 3 and above the drive shaft 19.

  Further, as shown in FIG. 4, a speed reduction mechanism 42 composed of a multistage gear for reducing the rotation of the shift change actuator 13 is installed on the sprocket cover 15, and a shift change shaft 43 parallel to the counter shaft 18 and the drive shaft 19 is provided. It is pivotally supported.

  The rotation of the shift change actuator 13 (rotating shaft 13a) is decelerated by the speed reduction mechanism 42 to rotate the shift change shaft 43, and the rotation of the shift change shaft 43 moves to the other end (right end side) of the shift change shaft 43. It is transmitted to the shift cam 23 by the provided shift gear 44.

  The shift change actuator 13 is provided with a shift position sensor 47. The shift position sensor 47 is a sensor that determines the gear position by detecting the rotation angle of the shift change shaft 43, for example, and the shift position signal SP is received by the TCU 80 described later (see FIG. 10).

  On the other hand, a body frame (not shown) of the motorcycle is provided with a pair of left and right footrests 51 on which the driver puts his / her feet so as to be positioned behind the engine unit 1 (see FIGS. 1 and 6). And the shift lever 52 is provided in the left side surface of the engine unit 1 so that it may be located in the front lower direction of the left footrest 51 (refer FIG.1, FIG.2, FIG.6). The driver performs the shift operation of the AMT 5 by repeatedly rotating the shift lever 52 upward or downward with the toe of the left foot placed on the left footrest 51. For example, when the shift lever 52 is rotated upward, the AMT 5 is shifted up by one stage, and when it is rotated downward, the AMT 5 is shifted down by one stage.

  As shown in FIG. 1, the pivot shaft (not shown) of the shift lever 52 is pivotally supported by a shift lever bracket 54 attached to the lower left side surface of the engine case 2. The shift lever 52 does not directly and mechanically operate the transmission mechanism 10 like a shift lever of a general manual transmission, but only electrically detects that the shift lever 52 has been operated. is there.

  As shown in FIG. 2, for example, the rotation portion of the shift lever 52 is provided with a shift detection switch 60 such as a rotation angle sensor or a load sensor. The shift detection switch 60 is connected to the TCU 80. (See FIG. 10). As shown in FIG. 10, when the shift lever 52 is shifted up, a shift detection signal SU is transmitted from the shift detection switch 60. When the shift lever 52 is shifted down, the shift detection switch 60 outputs a shift detection signal. SD is transmitted.

FIG. 10 is a block diagram showing the overall configuration of AMT5.
A clutch control unit 12, a shift change actuator 13, an ignition controller 83, and an electronic control throttle controller 84 are connected to a transmission control unit (TCU) 80 that is a control unit of the AMT 5, and an operation signal transmitted from the TCU 80. Operates based on A1-A4.

  The TCU 80 is connected to a clutch position sensor 36, a shift position sensor 47, and a shift detection switch 60. A clutch position signal CP transmitted from the clutch position sensor 36 and a shift transmitted from the shift position sensor 47 are connected. Position signal SP and shift detection signals SU and SD transmitted from shift detection switch 60 are input to TCU 80, respectively.

  Further, the TCU 80 includes a countershaft speed sensor 85 that transmits a rotational speed signal CS of the countershaft 18, a vehicle speed sensor 86 that transmits a motorcycle speed signal VS, and an opening of a throttle grip that is operated by a motorcycle driver. A throttle position sensor 87 for transmitting a degree signal TPS, an accelerator position sensor 88 for transmitting an electronically controlled throttle opening signal APS, a shift cam position sensor 89 for transmitting a gear position signal GPS of the transmission mechanism 10, and a fuel injection system. Engine operating state detection sensors 90 (such as a cooling water temperature sensor, an intake air temperature sensor, an oil temperature sensor, and an O2 sensor) that transmit various other necessary signals ETC are connected.

  When the TCU 80 receives the shift detection signal SU or SD transmitted from the shift detection switch 60 as the shift lever 52 is turned, the TCU 80 receives various signals CP, SP, CS, VS, TPS, While controlling the output of the engine unit 1 while referring to the APS, GPS, and ETC, the clutch actuator 12 and the shift change actuator 13 are controlled to execute a shift.

  That is, the TCU 80 receives the shift detection signals SU and SD, and simultaneously operates the clutch actuator 12 to release the connection of the clutch mechanism 11, and then operates the shift change actuator 13 to rotate the shift cam 23 of the transmission mechanism 10. Then, the clutch actuator 12 is operated again to connect the clutch mechanism 11.

  When the TCU 80 operates the shift change actuator 13 to perform a shift, the TCU 80 determines the operating status of the engine unit 1 from the input signals of various sensors, and controls the ignition controller 83 at the time of upshifting, for example, to cut off ignition (decimated ignition). ) And ignition timing are retarded, and at the time of downshifting, the electronic control throttle controller 84 is controlled to perform blipping. As a result, the load applied to the shift dog 25 provided on the drive gear 20 and the driven gear 21 of the transmission mechanism 10 is removed, the shift is performed smoothly, and the time required for the shift is shortened.

  In addition, when the shift is completed and the clutch mechanism 11 is connected, the TCU 80 determines whether or not the shift shock accompanying the connection of the clutch mechanism 11 is large based on the input signals of various sensors, and the shock is large. If this is the case, the clutch actuator 12 is controlled to slowly connect the clutch mechanism 11, and the shift shock is reduced by lengthening the half-clutch state.

FIG. 11 shows a flowchart of AMT5 control by the TCU 80.
For example, even when the engine unit 1 is started, when the control is started by rotating the shift lever 52, first, the shift detection signal SU or SD is received from the shift detection sensor (or load sensor) 60 in step S1. It is determined whether or not there has been. If the determination result is Yes, the process proceeds to step S2, the clutch actuator 12 is operated, and the clutch mechanism 11 is disconnected.

  Next, the process proceeds to step S3, and it is determined whether or not the load applied to the gear change dog 25 is equal to or less than an allowable value. This determination is made with reference to data such as the counter shaft speed sensor 85, the vehicle speed sensor 86, an oil temperature sensor (not shown), and a shift dog load map. If the determination result in step S3 is Yes, that is, if it is equal to or less than the allowable value, the process proceeds to step S4, where the shift change actuator 13 is operated and a shift change is executed.

  Next, the process proceeds to step S5, and it is determined whether or not the shift shock (the number of gear stages) is large when the clutch mechanism 11 is connected. Whether or not the shift shock is large is determined based on a shift shock map obtained from data such as gear position, engine speed, and vehicle speed. If the determination result is Yes, that is, it is determined that the shift shock is large, the process proceeds to step S6, and the clutch mechanism 11 is slowly connected using the half clutch to absorb the shift shock.

  If the determination result in step S5 is No, that is, it is determined that the shift shock is small, the process proceeds to step S7, and the clutch mechanism 11 is quickly connected without using the half clutch. This completes the shift change and returns control.

  On the other hand, if the determination result in step S3 is No, that is, if the load applied to the shift dog 25 exceeds the allowable value, the routine proceeds to step S8 where it is determined whether the shift is up or down. Here, if the shift detection signal SU is received in step S1, it is determined that the shift is up, and if the shift detection signal SD is received, it is determined that the shift is down.

  If the load applied to the shift dog 25 is greater than or equal to the allowable value and the shift is up, the process proceeds to step S9, and the shift is increased while the engine torque is reduced. As a method for reducing the engine torque, ignition cut (decimation ignition) and ignition timing are retarded, and a shift change without a shift dock load is performed. By reducing the engine torque at the time of upshifting in this way, the load applied to the speed change dog 25 is reduced, and the time during which the speed change dog 25 is engaged is shortened, thereby enabling quick shift up.

  When step S8 is downshifting, the routine proceeds to step S10, where the electronic control throttle controller 84 is controlled to cause the engine unit 1 to be blipped and then downshifted, and the shift change without the shift dock load is performed. By causing the engine to idle during the downshift in this way, the time required for the gear dog 25 to mesh with the rotation of the drive gear 20 and the driven gear 21 of the transmission mechanism 10 is shortened, and a quick downshift is possible. .

  After the upshift is performed in step S9 or after the downshift is performed in step S10, the process proceeds to step S5. Thereafter, the routines of steps S5, S6, and S7 described above are executed, and the shift change is performed. Completion and control is restored.

  As described above, the AMT 5 includes the shift detection sensor 60 (shift lever rotation detection unit) that detects the start of the rotation operation of the shift lever 52 and transmits the shift detection signals SU and SD. The TCU 80 that controls the AMT 5 receives the shift detection signals SU and SD and controls the clutch actuator 12 and the shift change actuator 13 to perform a shift.

  For this reason, shift detection signals SU and SD are transmitted from the shift detection (shift lever rotation angle) sensor 60 almost simultaneously with the start of the rotation operation of the shift lever 52, and the shift detection signals SU and SD are received. Since the TCU 80 operates the clutch actuator 12 and the shift change actuator 13 to perform a shift, the time lag from the operation of the shift lever 52 to the start of the shift is shortened, and a sporty handling feeling similar to that of a manual transmission is obtained. be able to.

  The shift lever rotation angle sensor 60 transmits the shift detection signals SU and SD because the shift lever 52 passes through the rotation detection position provided between the rotation start position and the rotation end position. At the same time, the TCU 80 controls the clutch actuator 12 and the shift change actuator 13 until the shift lever 52 rotates to the rotation end position after receiving the shift detection signals SU and SD. Is supposed to be completed.

  According to the above configuration, the AMT 5 completes the shift from the start of the operation of the shift lever 52 to the shift since the shift lever 52 completes the rotation from the rotation start position to the rotation end position through the rotation detection position. The time to completion is greatly shortened, and a shift response comparable to or surpassing that of manual transmission (MT) can be obtained.

  As described above, the AMT 5 includes the clutch actuator 12 that intermittently operates the clutch mechanism 11 and the shift change actuator 13 that rotates the shift cam 23 of the transmission mechanism 10 to perform the shift operation of the transmission mechanism 10. The shift change actuator 13 is arranged behind the cylinder assembly 3 and above the drive shaft 19 so that the axial direction of the rotation shaft 13a is parallel to the shift cam 23, and the rotation of the shift change actuator 13 is a gear. It is configured to be transmitted to the shift cam 23 by the (deceleration mechanism 42).

  For this reason, the shift change actuator 13 can be installed in the engine case 2 in a low posture, and the engine case 2 and thus the engine unit 1 can be made compact. In addition, since the rotation of the shift change actuator 13 is transmitted to the shift cam 23 by a gear, it is not necessary to separately provide a power transmission means such as a link mechanism outside the engine case 2, and also in this respect, the engine case 2 and the engine unit 1. It can contribute to downsizing, and can be advantageous in terms of weight and cost.

  In addition, the clutch actuator 12 has an engine case that is located behind the cylinder assembly 3 and opposite to the clutch mechanism 11 in the vehicle width direction so that the axial direction of the rotary shaft 12a is orthogonal to the axial direction of the countershaft 18. 2, the rotation of the clutch actuator 12 is transmitted to a clutch release shaft 33 provided so as to be orthogonal to the axial direction of the countershaft 18, and is provided integrally with the clutch release shaft 33. The clutch release cam 34 is configured to release the connection of the clutch mechanism 11 by pressing the push rod 28 inserted through the axial center portion of the counter shaft 18 in the axial direction.

  For this reason, like the shift change actuator 13, the clutch actuator 12 can be installed in the engine case 2 in a low posture, and the engine unit 1 can be made compact. Moreover, since the rotation of the clutch actuator 12 is transmitted to the clutch mechanism 11 by the clutch release shaft 33 and the clutch release cam 34 provided so as to be orthogonal to the axial direction of the counter shaft 18, for example, the clutch actuator 12 Therefore, it is not necessary to separately provide power transmission means such as a cable, a hydraulic hose, and a link mechanism outside the engine case 2 in order to transmit the power of the engine, and this point can also contribute to making the engine unit 1 compact.

  Further, in this AMT 5, the clutch actuator 12 and the shift change actuator 13 are arranged inside the full width W of the engine unit 1 in the width direction of the engine unit 1. Therefore, the clutch actuator 12 and the shift change actuator 13 are prevented from being damaged when the motorcycle falls, and the durability of the actuators 12 and 13 is enhanced. It is possible to suppress an increase in the front projection area and prevent a decrease in the aerodynamic performance and deterioration of the riding position of the motorcycle.

  As in this embodiment, the ground clearance of the actuators 12 and 13 is set higher than the ground clearance of the tip of the generator cover 30 that protrudes most in the vehicle width direction. Since the sturdy generator cover 30 contacts the ground surface before the actuators 12 and 13, the actuators 12 and 13 can be protected from damage.

  Further, the AMT 5 includes a clutch actuator 12 and a shift change actuator 13 which are attached to a single sturdy sprocket cover 15 mounted on the side surface of the engine case 2. Compared with the case where the actuator 13 is directly attached to the engine case 2, the heat of the engine case 2 is not easily transmitted to the actuators 12 and 13, and the durability of the actuators 12 and 13 can be improved.

  Moreover, since the actuators 12 and 13 are combined into one unit via the sprocket cover 15, the accuracy of the mounting positions of the actuators 12 and 13 with respect to the engine case 2 is improved, and the actuators 12 and 13 with respect to the engine case 2 are improved. Detachability, that is, maintainability can be improved. In particular, when the engine unit 1 is attached to or detached from the body frame of the motorcycle, the actuators 12 and 13 can be protected from damage by removing the sprocket cover 15.

  It should be noted that when attaching / detaching the engine unit 1 to / from the vehicle body frame, an operation for attaching / detaching the drive chain is involved, and therefore, the sprocket cover 15 is usually removed. Therefore, by providing the clutch actuator 12 and the shift change actuator 13 in the sprocket cover 15, the attachment / detachment of the sprocket cover 15 and the attachment / detachment of both actuators 12, 13 can be performed at the same time, and the working efficiency is dramatically increased. be able to.

  Moreover, in this AMT5, as shown in FIG. 9, the clutch release cam 34 does not press the push rod 28 in the axial direction, and the maximum presses the push rod 28 in the axial direction. It rotates between the pressing angle β.

  The cam profile of the clutch release cam 34 as viewed in the axial direction of the clutch release shaft 33 has a line 34L connecting the central axis 33C of the clutch release shaft 33 and the apex 34T of the clutch release cam 34 at the maximum pressing angle β. It is set to be parallel to the axial direction of the push rod 28.

  For this reason, when the clutch release cam 34 is at the maximum pressing angle β, the end surface of the push rod 28 (the tappet 29) contacts the vertex 34T of the clutch release cam 34 in a tangential manner. That is, the clutch release cam 34 comes into contact with the end face of the tappet 29 at an angle that stands vertically.

  For this reason, even if a reaction force from the clutch mechanism 11 is applied to the clutch release cam 34 via the push rod 28, almost no torque is generated to rotate the clutch release cam 34 toward the non-pressing angle α. Therefore, it is almost unnecessary to energize the clutch actuator 12 in order to hold the clutch release cam 34 at the position of the maximum pressing angle beta. For this reason, for example, even when the time for which the clutch is disengaged is long when the vehicle is traveling in a traffic jam, the power consumption of the clutch actuator 12 can be greatly reduced.

  In addition, a cam rotation restricting stopper is provided for restricting the clutch release cam 34 from rotating significantly beyond the maximum pressing angle β, and the rotation restricting angle γ of the clutch release cam 34 by the cam rotation restricting stopper is: This is the angle at which the clutch release cam 34 exceeds the maximum pressing angle β and the clutch mechanism 11 is completely disconnected.

  Therefore, when the reaction force from the clutch mechanism 11 is applied to the clutch release cam 34 via the push rod 28 when the clutch release cam 34 is at the rotation restriction angle γ, the clutch release cam 34 is further moved to the rotation restriction angle γ. Torque is applied to cause the clutch release cam 34 to be locked at the rotation restriction angle γ.

  For this reason, it is possible to mechanically prevent the clutch release cam 34 from rotating beyond the maximum pressing angle β toward the non-pressing angle α, thereby maintaining the power consumption of the clutch actuator 12 at zero. The clutch mechanism 11 can be kept disconnected.

  As described above, the automatic manual transmission device 5 for a motorcycle according to the present invention has the actuators such as the clutch actuator 12 and the shift change actuator 13 installed in a compact manner with respect to the engine case 2 of the engine unit 1. The durability and position accuracy of the actuators 12 and 13 can be improved, and the power consumption when the clutch is disengaged can be reduced.

  It should be noted that the present invention is not limited to the configuration of the embodiment described above, and can be appropriately modified or improved within the scope not departing from the gist of the present invention. The form is also included in the scope of the right of the present invention.

  For example, in the above-described embodiment, an example in which the clutch actuator 12 and the shift change actuator 13 are installed on the left side surface of the engine case 2 is shown, but it is also possible to install the clutch actuator 12 and the shift change actuator 13 on the right side surface of the engine case 2.

1 Engine unit 2 Engine case 3 Cylinder assembly 5 Automatic manual transmission device (AMT)
8 Crankshaft 10 Transmission mechanism 11 Clutch mechanism 12 Clutch actuator 12a Rotary shaft 13 of clutch actuator Shift change actuator 13a Rotary shaft 15 of shift change actuator Sprocket cover (cover member)
18 Counter shaft 19 Drive shaft 22 Drive sprocket 23 Shift cam 28 Push rod 32 Deceleration mechanism 33 Clutch release shaft 33C Clutch release shaft center axis 34 Clutch release cam 34T Clutch release cam apex 34L Clutch release shaft center axis and clutch release cam Line 36 connecting the apex 36 Clutch position sensor 42 Deceleration mechanism 47 Shift position sensor W Full width α of engine unit Non-pressing angle β Maximum pressing angle γ Rotation restriction angle

Claims (6)

An automatic manual transmission device installed in an engine unit in which a cylinder assembly is installed at an upper front portion of an engine case, and a crankshaft extending in the vehicle width direction is axially supported inside the engine case,
A transmission mechanism having a countershaft parallel to the crankshaft, a drive shaft, and a shift cam, and shifting the rotation of the crankshaft to transmit it to the rear wheels;
A clutch mechanism provided at one end of the countershaft to transmit and block the rotation of the crankshaft to the countershaft;
A clutch actuator installed in the engine case for intermittently operating the clutch mechanism;
Similarly, a shift change actuator that is installed in the engine case and performs a shift operation of the transmission mechanism by rotating the shift cam;
Comprising
The shift change actuator is disposed behind the cylinder assembly and above the drive shaft so that the axial direction of the rotation shaft thereof is parallel to the shift cam, and the rotation is transmitted to the shift cam by a gear. on the other hand,
The clutch actuator has a side surface of the engine case that is located behind the cylinder assembly and opposite to the clutch mechanism in the vehicle width direction so that an axial direction of a rotation shaft thereof is orthogonal to an axial direction of the counter shaft. Installed in
The rotation of the clutch actuator is transmitted to a clutch release shaft provided so as to be orthogonal to the axial direction of the countershaft, and a clutch release cam provided integrally with the clutch release shaft is an axis of the countershaft. An automatic transmission device for a motorcycle, wherein the clutch mechanism is disconnected by pressing a push rod inserted through the portion in the axial direction. 2. The automatic transmission device for a motorcycle according to claim 1, wherein the clutch actuator and the shift change actuator are disposed inward of a full width of the engine unit in a width direction of the engine unit. The automatic transmission for a motorcycle according to claim 1 or 2, wherein the clutch actuator and the shift change actuator are collectively attached to a single cover member mounted on a side surface of the engine case. apparatus. The automatic manual transmission apparatus for a motorcycle according to claim 3, wherein the cover member is a sprocket cover that covers a drive sprocket provided on the drive shaft. The clutch release cam rotates between a non-pressing angle that does not press the push rod in the axial direction and a maximum pressing angle that presses the push rod to the maximum in the axial direction,
At the maximum pressing angle, as viewed in the axial direction of the clutch release shaft, a line connecting the center axis of the clutch release shaft and the apex of the clutch release cam is parallel to the axial direction of the push rod. The automatic transmission device for a motorcycle according to claim 1, wherein a cam profile of the clutch release cam is set. A cam rotation restricting stopper is provided for restricting the clutch release cam from rotating significantly beyond the maximum pressing angle, and the rotation restricting angle of the clutch release cam by the cam rotation restricting stopper is determined by the clutch release cam. 6. The automatic transmission apparatus for a motorcycle according to claim 5, wherein a cam exceeds the maximum pressing angle and an angle at which the coupling of the clutch mechanism is completely cut off is maintained.

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