CN103649502B - Vehicle power transmission system - Google Patents

Abstract

The present invention provides a power transmission system for a vehicle, which enables the speed change operation of a speed change device to be performed quickly, and at the same time reduces the operator's discomfort caused by torque drop during the speed change operation. A vehicle power transmission system (100) includes an engine (110), a clutch (210), and a transmission (240) whose operations are controlled by an ECU (300). The engine (110) has a split passage (121), and the split passage (121) is in the following state: leading the mixed gas to the intake pipe (116) in the cylinder (111), and splitting the throttle valve (117). The shunt passage (121) is provided with a no-load adjustment valve (122). The no-load adjustment valve (122) divides the throttle valve (117) to adjust the amount of air supplied to the cylinder (111). The ECU (300) first opens the no-load adjustment valve (122) before the shifting action of the transmission device (240), so that the deceleration torque in the transmission device (240) is reduced.

Description

Vehicle Power Transmission System

technical field

The present invention relates to a vehicle power transmission system mounted on a self-propelled vehicle such as a two-wheeled vehicle or a four-wheeled off-road vehicle.

Background technique

Conventionally, a self-propelled vehicle such as a two-wheeled vehicle or a four-wheeled off-road vehicle has a power transmission device for transmitting the driving force generated by the engine (prime mover) to the drive wheels. The power transmission device is a mechanical device that connects and disconnects the rotating drive shaft (crank shaft) of the engine while changing the number of revolutions of the rotating drive shaft and transmitting it to the driving wheels. It is mainly composed of a clutch and a transmission. Here, the clutch is a mechanical device that transmits the rotational drive force of the rotational drive shaft of the engine to the transmission side while connecting and disconnecting the rotational drive shaft of the engine. In addition, the so-called transmission device is a mechanical device that converts the number of revolutions of the rotating drive shaft of the engine and transmits it to the driving wheel side with a plurality of gears (also known as gears).

In such a power transmission device, it is desired that the speed change operation of the speed change device be performed as quickly as possible. Therefore, for example, in the following patent document 1, a power transmission device is disclosed. During the shifting operation of the transmission device, the shift drum positioned at the rotational position corresponding to the shift gear is rotated in the direction of rotation. When the clutch is disengaged to cut off the transmission of driving force, the shift drum is immediately rotated to switch gears, that is, to switch gears.

prior art literature

patent documents

Patent Document 1: Japanese Patent Laid-Open No. 2001-280493

However, in the power transmission device described in the above-mentioned Patent Document 1, after the clutch is disengaged, the speed change operation of the speed change device is performed, that is, the gear sets constituting the shift speed need to perform a shifting step, so the speed change operation takes time. , At the same time, the so-called torque drop time in which the driving force from the engine is not transmitted to the driving wheels is very long, and there is a problem of giving the operator a sense of discomfort. In addition, in this case, the shifting step of the gear set is composed of a gear disengaging step and a gear connecting step. The aforementioned gear disengaging step releases the driving force transmission state of the gear set constituting the shift gear before shifting; and the gear connecting step is It is to set the gear set that constitutes the shift gear after the speed change in the driving force transmission state.

The present invention was developed to solve the above problems, and its object is to provide a power transmission system for a vehicle, which enables the speed change operation of the speed change device to be performed quickly, and at the same time reduces the damage caused by the so-called torque drop during the speed change operation. Operator discomfort.

Contents of the invention

In order to achieve the above object, the vehicle power transmission system of the present invention according to claim 1 is provided with: an engine mounted on the vehicle, an intake passage connected to the combustion chamber has a throttle valve, and the throttle valve is divided into a branch In addition to the throttle valve, the flow path also has a no-load intake air volume adjustment mechanism that adjusts the air intake volume of the combustion chamber; Between, a plurality of gear sets are provided to form a plurality of gears with different speed ratios, so as to change the rotational speed of the engine and transmit the driving force to the drive wheels; the clutch, by making use of the power transmitted from the engine The friction plate driven by the driving force is in close contact with and separated from the clutch plate connected to the transmission device and receiving the driving force, so as to transmit the driving force of the engine to the transmission device and disconnect it from the transmission device; The on-load intake air volume adjustment mechanism is characterized in that the control means increases the air intake to the combustion chamber by the no-load intake air volume adjustment mechanism before the driving force between the main shaft and the auxiliary shaft starts to be disconnected during the speed change operation of the transmission device. quantity.

According to the feature of the present invention according to claim 1 constituted in this way, the power transmission system for a vehicle uses the power of the engine before the transmission of the driving force between the main shaft and the counter shaft starts to be cut off during the speed change operation of the transmission device. The no-load intake air volume adjustment mechanism increases the intake air volume to the combustion chamber. With this feature, since the deceleration torque (torque generated by the so-called engine braking) in the transmission device is reduced due to the action of the no-load intake air volume adjustment mechanism during the speed change operation of the transmission device, the structure of the transmission gear is reduced. The changing step of the gear set is easy to carry out. That is to say, in the power transmission system for a vehicle according to the present invention, when the transmission is shifted up or down, the gears constituting the shift stages of the transmission can be turned The group begins to perform the transformation action. As a result, compared with the conventional power transmission device in which the shifting action of the transmission device is started after the driving force transmission of the clutch is disconnected, the shifting action of the transmission device can be quickly completed, and at the same time, the so-called torque drop can be reduced during the shifting action. Loss of discomfort to the operator.

In addition, the above-mentioned Patent Document 2 discloses a control device for an internal combustion engine. In order to ensure the running stability of the vehicle, the control device executes a control system when the vehicle decelerates, that is, when the transmission device shifts down. The so-called synchronous gear shifting control in which the intake air volume in the combustion chamber of the engine is increased to increase the number of revolutions. However, in the synchronous shift control described in the above-mentioned Patent Document 2, the opening degree of the throttle valve provided on the intake passage communicating with the combustion chamber is controlled by a computer to increase the intake air amount in the combustion chamber. The so-called DBW (wire transmission control, drive-by-wire). Therefore, the overall configuration of the internal combustion engine system including the internal combustion engine and a control device for controlling the internal combustion engine has problems of becoming more complicated, larger, and heavier. In particular, in relatively small self-propelled vehicles such as motorcycles and off-road vehicles, there are strong demands for simplification, miniaturization, and weight reduction of the internal combustion engine system. Therefore, there is a problem that it is difficult to adopt DBW.

On the other hand, according to the feature of the present invention according to claim 1, the vehicle power transmission system is configured to adjust the air supply amount to the combustion chamber by using the no-load intake air amount adjusting mechanism in order to control the number of revolutions of the engine at no load. The method of synchronous gear shifting control. In this case, in addition to four-wheeled vehicles, the no-load air intake adjustment mechanism can also be widely used in smaller self-propelled vehicles such as automatic two-wheeled vehicles or four-wheeled off-road vehicles. Therefore, in the vehicle power transmission system according to the present invention, synchronous shift control can be performed during the shifting operation of the transmission device without complicating, increasing the size and weight of the system configuration.

Furthermore, according to another feature of the present invention related to claim 2, in the aforementioned vehicle power transmission system, the speed change device completes the disconnection of the driving force between the main shaft and the countershaft before the disconnection of the driving force of the clutch is completed. open.

According to another feature of the present invention according to claim 2 constituted in this way, the speed change device of the vehicle power transmission system is to complete the disconnection of the driving force between the main shaft and the auxiliary shaft before the disconnection of the driving force of the clutch is completed. open. That is, in the power transmission system for a vehicle according to the present invention, when the speed change operation such as upshifting or downshifting of the transmission device is performed, regardless of the state of the driving force transmission of the clutch, the deceleration rotation in the transmission device can be performed. In the state where the torque is reduced, the shifting action of the gear is started, and before the driving force transmission of the clutch is disconnected, the driving force transmission state provided by the gear set constituting the pre-shifting gear of the transmission device is released. In this way, compared with the traditional power transmission device that starts the shifting action of the transmission device after the driving force transmission of the clutch is disconnected, the shifting action of the transmission device can be completed more quickly, and at the same time, it is possible to reduce the stress caused by the transmission during the shifting action. The loss of torque drop brings discomfort to the operator.

In addition, another feature of the present invention according to claim 3 is that in the vehicle power transmission system, the control means uses the no-load intake air amount adjustment mechanism to adjust the intake air to the combustion chamber before the clutch driving force is disconnected. Gas volume increased.

According to another feature of the present invention according to claim 3 constituted in this way, the control means of the speed change device of the vehicle power transmission system is to use the no-load intake air volume adjustment mechanism before the drive force of the clutch is disconnected. Increase the air intake to the combustion chamber. Therefore, before the driving force of the clutch is completely disconnected, that is, in the state where the clutch is fully or incompletely connected, the gear sets constituting the shift gears of the transmission device can all start to change actions. Compared with the traditional power transmission device, it can Quickly complete the shifting action of the speed changer.

Furthermore, another feature of the present invention according to claim 4 is that in the power transmission system for a vehicle, the control means uses the no-load intake air volume adjustment mechanism to increase the air intake to the combustion chamber after the driving force transmission of the clutch is restored. reduced inspiratory volume.

According to another feature of the present invention according to claim 4 constituted in this way, the control means of the vehicle power transmission system is to use the no-load intake air volume adjustment mechanism to make the combustion chamber The increased inspiratory volume decreases. In this way, after the transmission state of the driving force provided by the gear set constituting the shifted gear after the transmission is completed, the difference in the number of revolutions between the friction plate and the clutch plate when the driving force transmission of the clutch is restored can be reduced, and the coupling of the clutch can be performed smoothly. .

Description of drawings

FIG. 1 is a block diagram schematically showing the overall configuration of a vehicle power transmission system according to the present invention.

Fig. 2 is a plan view showing a partially cutaway front view of the power transmission device shown in Fig. 1 .

Fig. 3 is a schematic cross-sectional view of main parts of the power transmission device viewed from line A-A shown in Fig. 2 .

4 is a partially cutaway plan view schematically showing an internal state of the power transmission device shown in FIG. 2 before a downshift operation.

FIG. 5 is a time chart showing the operation process of the shift gear in the vehicle power transmission system shown in FIG. 1 during a downshifting operation.

detailed description

Hereinafter, an embodiment of the vehicle power transmission system according to the present invention will be described with reference to the drawings. FIG. 1 is a block diagram schematically showing the overall configuration of a vehicle power transmission system 100 according to the present invention. In addition, in each drawing referred to in this specification, in order to facilitate understanding of this invention, some components are shown schematically, etc. exaggeratedly. Therefore, there may be differences in dimensions, ratios, and the like among the constituent elements. The power transmission system 100 for a vehicle is a group of mechanical devices that transmit the rotational driving force generated by the engine as a prime mover to the drive wheels in a two-wheeled vehicle (so-called motorcycle). perimeter (for example, under the seat cushion or fuel tank).

(Configuration of Vehicle Power Transmission System 100 )

The vehicle power transmission system 100 includes an engine 110 . The engine 110 is a prime mover mounted on a vehicle (not shown), and generates rotational driving force by burning fuel. Specifically, the engine 110 introduces the mixed gas composed of fuel and air into the cylindrical cylinder 111, and at the same time uses the spark plug 112 to ignite and explode the mixed gas, so that the piston 113 reciprocates in the cylinder 111, A so-called reciprocating engine that generates rotational driving force from a crankshaft 114 connected to a piston 113 . In the present embodiment, the engine 110 is assumed to be a so-called 4-stroke engine, but of course, a so-called 2-stroke engine may also be used.

In this engine 110 , an intake pipe 116 is connected to a cylinder 111 constituting a combustion chamber via an intake valve 115 . The intake pipe 116 is a pipe for supplying a mixture of fuel and air into the cylinder 111 , and is provided with a throttle valve 117 and an injector 118 . The throttle valve 117 is a valve device that can be manually operated by a vehicle operator to adjust the amount of air supplied to the cylinder 111 . In addition, the injector 118 is a fuel injection device that supplies (injects) fuel into the cylinder 111 in a mist form. The operations of these injectors 118 and spark plugs 112 are controlled by ECU 300 which will be described later.

Simultaneously, the intake pipe 116 forms a branch passage 121 in a state where the throttle valve 117 is branched. The branch passage 121 is a pipe for branching the air flowing in the intake pipe 116 through the throttle valve 117 and introducing it into the cylinder 111 . The branch passage 121 is formed with a smaller inner diameter than the inner diameter of the intake pipe 116 , and supplies a smaller amount of air into the cylinder 111 through the intake pipe 116 than the amount of air supplied into the cylinder 111 via the throttle valve 117 .

Furthermore, the split flow passage 121 is provided with a no-load adjustment valve 122 . The no-load adjustment valve 122 is a valve device that can adjust the amount of air flowing through the branch passage 121 (that is, the amount of air that is branched by the throttle valve 117 and supplied into the cylinder 111 ). The unloaded regulating valve 122 is mainly composed of: a valve body 123 located in the diversion passage 121 to set the diversion passage 121 into a flow state and a disconnected state; Actuator 124 constitutes. At the same time, the idling adjustment valve 122 controls the operation of the actuator 124 by the ECU 300, so that the air supplied to the cylinder 111 is supplied to the air cylinder 111 when the engine 110 is idling and when the transmission 240 described later is shifting. The amount is adjusted.

The crankshaft 114 of the engine 110 is connected to the power transmission device 200 via the main drive gear 114a. The power transmission device 200 is a mechanical device that converts and transmits the rotational driving force generated by the engine 110 using a plurality of gears, and is mainly composed of a clutch 210 and a transmission device 240 .

The clutch 210 is a mechanical device disposed between the engine 110 and the transmission 240 on the transmission path of the rotational driving force generated by the engine 110 to transmit and disconnect the rotational driving force generated by the engine 110 to the transmission 240 . The detailed structure of this clutch 210, as shown in FIGS. 2 to 4, is provided on one (right side in the figure) end side of a main shaft 241 axially extending from a transmission 240, and is equipped with a friction member not shown in the figure. The plates 211 and the clutch plates 212 made of steel plates are housed in the clutch case 201 in a rotatable state in a state where a plurality of plates are alternately arranged one by one. In this case, the state where the friction plate 211 is fitted into the clutch housing 213 and the state where the clutch plate 212 is fitted into the clutch hub 214 is maintained, respectively.

Of these components, the clutch housing 213 holding the friction plate 211 is integrally fixed to the main drive gear 215 meshing with the aforementioned main drive gear 114a, and is rotationally driven integrally with the main drive gear 114a (ie, the crankshaft 114). Also, the clutch hub 214 holding the clutch plate 212 is integrally connected to the main shaft 241 , and is rotationally driven integrally with the main shaft 241 and the clutch plate 212 .

In addition, a pair of pressure plates 217a, 217b are respectively provided on the outer sides of the alternately arranged friction plates 211 and clutch plates 212 so that the friction plates 211 and clutch plates 212 are pushed into close contact with each other by the elastic force of the clutch spring 216 . Of the pair of pressure plates 217 a and 217 b , a fixed clutch lifter 220 is disposed opposite to each other via a movable clutch lifter 221 on the outer side (right side in the drawing) of the pressure plate 217 b . The fixed clutch elevating device 220 rotates a part of the components by interlocking with the rotation drive of the shift shaft 230 described later, and moves the pressure plate 217b toward the elastic force of the clutch spring 216 via the movable clutch elevating device 221 . A mechanical device that pushes in the direction. In addition, the movable clutch lifter 221 is integrally fixed to the aforementioned rotating part of the fixed clutch lifter 220 and extends to the bar member outside the fixed clutch lifter 220 .

That is, the clutch 210 rotates and drives the clutch housing 213 and the clutch hub 214 integrally by the close contact between the friction plate 211 and the clutch plate 212 , and transmits the rotational driving force of the engine 110 to the transmission 240 . Moreover, the clutch 210 utilizes the fixed clutch lifting device 220 to push the pressure plate 217b through the movable clutch lifting device 221, so that the elastic force of the clutch spring 216 is weakened, so that the close contact state between the friction plate 211 and the clutch plate 212 is released, so that the engine 110 is responsive to the speed change. The rotational drive of the device 240 is disconnected.

The fixed clutch lifter 220 of the clutch 210 is connected to a shift shaft 230 via a movable clutch lifter 221 and a clutch lifter rod 222 . The clutch lifter rod 222 is a bar member connecting the movable clutch lifter 221 and the shift shaft 230 , one end thereof is connected to the movable clutch lifter 221 , and the other end is integrally fixed to the shift shaft 230 .

The movable clutch lifter 221 and the clutch lifter rod 222 are connected to each other through a clutch drive play L1 in a free manner. More specifically, a through hole 221a is formed at the end of the movable clutch lifter 221, and a protrusion 222a having a smaller diameter than the through hole 221a protrudes from the end of the clutch lifter rod 222. Also, a protrusion 222 a formed at the end of the clutch lifter rod 222 is movably fitted into a through hole 221 a formed at the end of the movable clutch lifter 221 . In addition, the clutch drive play L1 is formed on both sides of the protrusion 222 a in response to each shifting operation of the shifting device 240 for upshifting and downshifting.

The shift shaft 230 is a shaft body that is driven to rotate in the corresponding rotation direction according to the shifting operation of the vehicle operator for shifting up or down, and one end thereof passes through the clutch lifting device rod 222 and the movable clutch lifting device. 221 is connected to the fixed clutch lifting device 220, while the other end is connected to the shift shaft drive motor 231. The shift shaft drive motor 231 is an electric motor that is rotationally driven by the operation control performed by the ECU. That is, even when the shift shaft 230 is rotationally driven by the shift shaft drive motor 231 , the fixed clutch lifter 220 does not start to operate until the clutch driving play L1 is released.

The transmission device 240 is a mechanical device for converting the rotational driving force generated by the engine 110 in a plurality of gears (for example, 4-speed gear) and transmitting it to the drive wheels. The configuration of this transmission 240 is such that a main shaft 241 connected to the crankshaft 114 of the engine 110 via a clutch 210 and a counter shaft 242 (not shown in FIG. 3 ) connected to the driving wheels are arranged in parallel with each other, and the two main shafts Between 241 and the countershaft 242 are provided a plurality of gear sets for forming a plurality of gears with different gear ratios. The plurality of gear sets provided between the main shaft 241 and the counter shaft 242 are composed of a plurality of main shaft gears 241 a provided on the main shaft 241 and a plurality of counter shaft gears 242 a provided on the counter shaft 242 . These main shaft gears 241a and counter shaft gears 242a are gears that face each other as a pair and always mesh with each other.

In addition, the main shaft gear 241a or the counter shaft gear 242a constituting one of the pair of gears is fixedly supported on the main shaft 241 or the counter shaft 242, and at the same time, the counter shaft gear 242a or the main shaft 241 constituting the other pair of gears can be oriented in the axial direction. The way of sliding displacement is supported on the auxiliary shaft 242 or the main shaft 241 . Moreover, the main shaft gear 241a and the counter shaft gear 242a are formed with a detent 243a and a fitting hole 243b on the side surfaces facing each other. between the main shaft gears 241a and between the counter shaft gears 242a. In this way, adjacent main shaft gears 241a and counter shaft gears 242a constituting one shift stage are connected to and separated from each other on the main shaft 241 and the counter shaft 242 .

A shift fork 244 is provided on the outer side between the main shaft gears 241a connected to and separated from each other and between the counter shaft gears 242a. The shift fork 244 is a member that pushes the slidably displaceable main gear 241a and the counter gear 242a in the axial direction, and is composed of a bifurcated plate-shaped body surrounding the main gear 241a and the counter gear 242a. The shift fork 244 is formed of a cylindrical body with a groove 245 a formed on the outer peripheral surface of the cylindrical body, and supports a shift drum 245 positioned at a rotational position corresponding to a shift stage of the transmission 240 . In this case, the shift fork 244 is fitted in a groove 245a formed partly on the outer peripheral surface of the shift drum 245, and is moved along the groove 245a in the axial direction of the shift drum 245 by the rotational drive of the shift drum 245. Sliding displacement on the outer peripheral surface.

One (right side in the drawing) end in the longitudinal direction of the shift drum 245 is provided with five shift drum pins 246 a and a star-shaped index plate 246 b having five protrusions. Further, the shift drum 245 is elastically regulated by its rotational displacement by pressing the front end portion of the index arm 247 against the valley portion of the index plate 246b by the index spring 247a. Meanwhile, the shift shaft 230 is connected to the shift drum pin 246 a of the shift drum 245 via the shift arm 248 and the shift arm driving rod 249 .

The shift arm 248 is a rod member rotatably and slidably supported on the shift shaft 230 in a state where the hook 248 a hooked to the shift drum pin 246 a is rotatably mounted. In order to rotate the shift drum pin 246a in a rotational direction corresponding to each shift operation of the shifter 240 for upshifting and downshifting, the hook 248a has two hook-shaped portions on both sides of the shift drum pin 246a. In this case, shift operation play L3 is formed between each front end portion of the two hook-shaped portions of the hook 248a and the outer peripheral surface of the shift drum pin 246a. On the other hand, the shift arm driving rod 249 is a bar member connecting the shift arm 248 and the shift shaft 230, one end of which is connected to the shift arm 248 in a floating manner, and the other end is integrally fixed to the shift arm 248. Shift shaft 230 .

These shift arms 248 are connected to the shift arm drive lever 249 via the shift operation play L2. More specifically, the end of the shift arm 248 is formed with a through hole 248b, and the end of the shift arm drive rod 249 is formed with a bend narrower than the diameter of the through hole 248b and bent toward the through hole 248b. Sheet 249a. Furthermore, a bending piece 249a formed at the end of the shift arm driving lever 249 is movably fitted into a through hole 248b formed at the end of the shift arm 248 . In addition, these shift drive clearances L2 are also formed on the bending pieces 249a corresponding to the shifting operations of the shifting device 240, such as the upshifting and downshifting, similarly to the clutch driving clearance L1 and the shifting driving clearance L3 described above. sides.

In addition, these shift arm 248 and shift arm drive lever 249 are positioned at the neutral position by a shift return spring 250 supported by the shift shaft 230 . Specifically, the shift return spring 250 extends both ends of the coil spring in a straight line, and these two ends drive the neutral positioning pin 251 fixed to the unshown frame of the power transmission device 200 and the shift arm. The bending piece 249a of the lever 249 and the bending piece 248c formed in the through-hole 248b of the shift arm 248 are sandwiched. In this way, the shift return spring 250 causes the shifting spring 250 to rotate clockwise or counterclockwise as shown in the figure in order to shift the clutch 210 into a high gear when the gear set constituting the shift gear of the transmission 240 is shifting. The arm 248 and the shift arm drive lever 249 are reversed in the counterclockwise or clockwise direction shown in the figure, and return to the original neutral position. In addition, in FIG. 4 , the rotation directions of the clutch lifter rod 222 , the shift arm 248 , the shift arm drive rod 249 and the shift drum 245 when the shift gear of the transmission device 240 is in the downshift action are indicated by dotted arrows. express.

Here, the relationship among the clutch driving play L1, the shift operation play L2, and the shift operation play L3 will be described first. In the present embodiment, the clutch drive play L1, the shift operation play L2, and the shift operation play L3 are set so as to form a relationship of L1<(L2+L3). Therefore, the power transmission device 200 of the present embodiment is configured in such a way that the clutch 210 is first actuated by the rotational drive of the shift shaft 230 and then the transmission device 240 is actuated.

ECU300 (Engine Control Unit, Engine Control Unit) is composed of a microcomputer composed of CPU, ROM, and RAM, and controls the overall operation of the vehicle power transmission system 100 in an integrated manner according to a control program not shown in the figure stored in ROM in advance. Specifically, the ECU 300 controls the spark plug 112, injector 118, idling adjustment valve 122 and Each operation of the shift shaft drive motor 231 executes each shifting operation of upshifting and downshifting of the transmission device 240 .

In addition, this ECU 300 does not only control the vehicle power transmission system 100 , but performs overall control on the behavior of the vehicle on which the vehicle power transmission system 100 is mounted. Therefore, the ECU 300 is equipped with sensors (not shown) in each part of the engine 110 including the engine 110 and the power transmission device 200 to obtain information necessary for the operation control of the engine 110 (for example, the number of revolutions of the engine 110, the vehicle speed, the opening degree of the throttle valve 117, etc.) , the opening degree of the no-load adjustment valve 122, the amount of oxygen in the exhaust pipe, the rotation angle of the shift shaft 230, the shift position and the clutch lifting amount, etc.). Each control object including the engine 110 is controlled based on the information acquired from these sensors. In addition, in FIG. 1 , paths of information obtained from these sensors are indicated by dotted arrows. In addition, the portion where the power transmission device 200 is operated by the rotational drive of the shift shaft drive motor 231 is also indicated by dashed arrows.

(Operation of Vehicle Power Transmission System 100 )

Next, the operation of the vehicle power transmission system 100 configured as described above will be described. The vehicle power transmission system 100 is arranged under the seat cushion or the fuel tank of a motorcycle as described above, and is operated by a shift operation of the shift switch 302 by a vehicle operator (not shown). The upshift operation and downshift operation of the vehicle power transmission system 100 generated by the operator's upshift operation and downshift operation are performed in the direction of rotation of the shift shaft 230 and due to the rotation direction of the shift shaft 230. Other than that the actions are identical to each other. Therefore, in the following operation description, only the downshifting operation of the transmission device 240 will be described, but the upshifting operation is also the same.

Specifically, when the vehicle is running in any of the 2nd to 4th gears (also referred to as "2nd to 4th speeds") (see FIG. 4 ), the shifting gear is shifted down by 1 gear to 1st to 4th gears. In the low gear of the third gear (also referred to as “1st to 3rd gear”), the vehicle operator operates the shift switch 302 provided on the handlebar 301 to instruct the ECU 300 to shift down. Referring to the time chart shown in FIG. 5 , the downshift operation process performed by the vehicle power transmission system 100 in response to the downshift operation will be described.

When the operator performs a downshift operation on shift switch 302 , shift switch 302 outputs a downshift control signal indicating a shift control signal for downshifting to ECU 300 (timing T ₁ ). When the downshift control signal output from the shift switch 302 is input, the ECU 300 immediately outputs to the actuator 124 of the idle adjustment valve 122 the idle adjustment valve control signal required to move the idle adjustment valve 122 to the open side. . In this way, the unloaded regulating valve 122 displaces the valve body 123 through the actuator 124 to set the split passage 121 in a flow state.

When the operator performs a shift operation on the shift switch 302, the throttle valve 117 is normally closed and locked because the operator's acceleration operation is canceled in advance. Furthermore, the inside of the cylinder 111 of the engine 110 is in a state of a so-called idling level such that the amount of air supplied thereto does not cause the engine 110 to stop. Then, by opening the idling adjustment valve 122, the cylinder 111 of the engine 110 is supplied with air exceeding the required air supply amount at idling. Thereby, the engine 110 gradually increases the number of revolutions from the low rotation state due to the closing of the throttle valve 117 and releases the rotational driving force transmission state of the clutch 210 described later.

Next, ECU 300 outputs to shift shaft drive motor 231 a rotational drive signal for rotationally driving shift shaft 230 in a rotational direction corresponding to the shifting downshift operation of transmission device 240 . In response to this instruction, the shift shaft drive motor 231 starts to drive and rotate in the rotation direction corresponding to the downshifting operation of the transmission 240 , and drives the shift shaft 230 to rotate. With this action, when the shift shaft 230 is rotationally driven, the clutch lifter lever 222 and the shift arm drive lever 249 fixed to the shift shaft 230 are respectively rotationally driven (refer to dotted arrows in FIG. 4 ).

In this case, there is a clutch drive clearance L1 between the clutch lifter lever 222 and the movable clutch lifter 221, and there is a shift operation clearance L2 between the shift arm drive rod 249 and the shift arm 248. There is a shift operation play L3 between the hook 248a of the arm 248 and the shift drum pin 246a. Furthermore, among these clutch driving play L1, shift operation play L2, and shift operation play L3, there is a relationship of L1<(L2+L3). Therefore, in the power transmission system 100 for a vehicle, after the shift shaft 230 is rotated and driven, after the clutch lifter rod 222 fills up the failure stroke of the clutch driving clearance L1, first, the friction plate 211 of the clutch 210 is separated from the clutch plate 212, that is, , the lifting amount of the clutch 210 starts to increase (timing T ₂ ).

On the other hand, the transmission device 240 is connected to the shift arm 248 after passing through the dead stroke in which the shift arm drive lever 249 closes the shift operation clearance L2 and the dead stroke in which the shift operation clearance L2 is closed. The hook 248a closes the dead stroke of the shift operation play L3, and starts to operate. More specifically, the transmission device 240 releases the shift drum pin after two consecutive failure strokes of closing the shift operation play L2, L3, that is, after the lifting amount of the clutch 210 starts to increase (T ₂ ). The hook 246a starts to be pulled by the hook 248a, and the upshifting operation of the transmission gear starts (timing T ₃ ).

The downshifting operation of the shift stage of the transmission device 240 consists of a "gear disengagement step" for releasing the gear set connection state between the main shaft gears 241a and between the counter gears 242a before downshifting, and forming a step related to the downshifting. The "gear connection step" of the gear set connection state after the downshift is different before the connection state of the gear is formed. These two steps are performed while the index plate 246b rotates by one tooth.

The transmission device 240 after the downshift operation of the transmission gear is started, the shift drum 245 is rotationally driven through the rotational drive of the shift drum pin 246a and the index plate 246b, and the shift fork 244 is slid and displaced to perform Gear out of step. In this case, the gear disengagement step is performed by disengaging the detents 243a of the mutually fitted main shaft gears 241a and the counter shaft gears 242a from the fitting holes 243b.

Next, when the gear disengagement step is executed, the deceleration torque (torque generated due to so-called engine braking) in the transmission device 240 is reduced due to the opening of the idling adjustment valve 122, and at the same time, due to the start of the clutch 210, the gear is shifted to a higher speed. Since the rotational drive force transmitted from the engine 110 to the transmission 240 is reduced, the gear disengagement step becomes easy to perform. Thereby, the transmission device 240 reaches the state where the friction plate 211 and the clutch plate 212 are separated (that is, the clutch plate 211 is separated from the clutch plate 212) before the clutch 210 becomes unable to substantially transmit the rotational driving force from the engine 110 to the transmission device 240 side. Before the disconnected state) (timing T ₅ ), the step of disengaging the gear is completed (timing T ₄ ). That is, the speed change device 240 releases the driving force transmission state formed by the gear sets constituting the shift speed before shifting. In addition, the shaft torque of the auxiliary shaft 242 decreases simultaneously with the release of the driving force transmission state of the transmission device 240 .

Then, by the continuous rotational driving of the shift drum 245 , the speed change device 240 will perform the step of connecting the gears after the step of disengaging the gears. In this case, the gear connection step is performed by inserting the detents 243a between the main gears 241a and between the counter gears 242a constituting the downshifted shift speed into the fitting holes 243b. Moreover, when the gear connection step is performed, the clutch 210 is in a so-called clutch disengagement state, and at the same time, the deceleration torque in the transmission device 240 caused by opening the unloaded adjustment valve 122 is reduced, so that the gears of the gear set constituting the shift stage are reduced. The linking steps are carried out smoothly. Thereby, the downshifting operation of the shift gear of the transmission device 240 is completed (timing T ₆ ). In addition, in this embodiment, as shown in FIG. 5 , the gear connection step is completed before the clutch 210 lifts the maximum amount. It doesn't matter which one comes first.

Then, after the downshifting operation of the transmission device 240 is completed, the ECU 300 outputs control signals indicating recovery to the shift shaft drive motors 231 respectively. Specifically, the ECU 300 outputs a rotational drive signal to the shift shaft drive motor 231 to drive the drive motor 231 in a direction opposite to that used for the downshift operation, and this drive is the same as the rotational drive for the downshift. same amount. Thereby, the position of the shift shaft 230 in the rotational direction will return to the position before the downshift action, and at the same time, the clutch lifter rod 222 and the shift arm drive rod 249 fixed to the shift shaft 230 will also return to the shift position. Position before low gear action.

As a result, the lift amount of the clutch 210 gradually decreases, the friction plate 211 and the clutch plate 212 continue to be in close contact, and the state in which the rotational driving force of the engine 110 is transmitted, that is, the transition to the clutch-in state starts (timing T ₇ ). Since the clutch 210 is shifted toward the clutch cut-in state, the engine 110 is gradually connected to the driving wheels of the vehicle, so the rotation speed of the engine 110 is also gradually increased.

Then, when the friction plate 211 of the clutch 210 and the clutch plate 212 are completely in close contact, and the engine 110 is connected to the driving wheels of the vehicle, the ECU 300 controls the unloaded adjusting valve for moving the unloaded adjusting valve 122 to the closed side. The signal is output to the actuator 124 of the dead load adjustment valve 122 (timing T ₈ ). In this way, the no-load adjustment valve 122 will displace the valve body 123 through the actuator 124 to reduce the opening degree of the diversion passage 121 , so that the supply amount of air flowing from the diversion passage 121 into the cylinder 111 is reduced. Thereby, the reduction state of the deceleration torque (torque due to so-called engine braking) in the transmission device 240 due to the air supplied to the cylinder 111 through the branch passage 121 and the idle control valve 122 is released, A series of downshifting operations of the vehicle power transmission system 100 is completed. In addition, in this case, the amount by which the ECU 300 closes the idling adjustment valve 122 corresponds to the amount by which the idling adjustment valve 122 is opened at the time of this downshifting operation, and the air supply amount necessary for the engine 110 to be idling is ensured. amount.

It can also be understood from the above-mentioned operation description that according to the above-mentioned embodiment, since the power transmission system 100 for a vehicle starts to cut off the driving force transmission between the main shaft 241 and the counter shaft 242 when the transmission device 240 is downshifted, the vehicle The air intake amount to the cylinder 111 is increased by the idle control valve 122 of the engine 110 in the power transmission system 100 . In this way, when the speed change device 240 shifts down, the deceleration torque (torque generated by the so-called engine braking) in the speed change device 240 will be reduced by the action of the no-load adjustment valve 122, and the gear set constituting the speed change stage will be reduced. The transformation steps become easy to carry out. That is, in the power transmission system 100 for a vehicle according to the present invention, when the transmission device 240 is performing a shift operation such as upshifting or downshifting, regardless of the driving force transmission state of the clutch 210, the configuration of the shift stage of the transmission device 240 is The transformation action of the gear set can be started. As a result, compared with the conventional power transmission device in which the shifting action of the shifting device 240 is started only after the driving force transmission of the clutch 210 is disconnected, the shifting action of the shifting device 240 can be quickly completed, and at the same time, the time-consuming factor can be reduced during the shifting action. The so-called loss of torque brings discomfort to the operator.

In addition, when carrying out this invention, it is not limited to the said embodiment, As long as it does not deviate from the scope of the objective of this invention, various changes are possible.

For example, in the above-described embodiment, the shift shaft 230 is configured to be rotationally driven by the shift shaft drive motor 231 . However, the shift shaft 230 may also be mechanically driven to rotate by manual operation using hands and feet of the vehicle operator. At this time, the ECU 300 can control the operation of the idle adjustment valve 122 similarly to the above-mentioned embodiment by detecting the rotation angle of the shift shaft 230 .

Furthermore, in the vehicle power transmission system 100 of the above-mentioned embodiment, before the downshift operation is performed by the transmission device 240, the idle control valve 122 is opened and the upshift of the clutch 210 is started simultaneously. However, the vehicle power transmission system 100 is not limited to the above-mentioned embodiment as long as it is configured to open the idle regulating valve 122 before the downshift operation by the transmission device 240 . Therefore, for example, a configuration may be adopted in which the upshifting of the clutch 210 is started after the downshifting operation by the transmission device 240 is started.

That is, in the above-described embodiment, the amount of the clutch driving play L1 is set to be smaller than the total amount of the shift operation play L2, L3. In this way, the shifting shaft 230 can be driven by rotation, and the clutch 210 is activated before the transmission device 240 starts to operate. However, as long as the power transmission system 100 for a vehicle is configured such that the unloaded regulating valve 122 is opened before the transmission device 240 performs a downshift operation as described above, it may be configured so that the transmission device 240 performs a downshift. The configuration of the upshift of the clutch 210 is not started until the operation of the gear is started. In this case, the amount of the clutch driving play L1 is set to be larger than the total amount of the shift operation play L2, L3. In addition, the shift operation clearances L2 and L3 do not necessarily have to be composed of two clearances, and may be composed of the shift operation clearance L2 or the shift operation clearance L3, or may be composed of three or more clearances. In addition, the clutch driving clearance L1 may be composed of two or more clearances.

In addition, in the vehicle power transmission system 100 of the above embodiment, the driving force between the main shaft 241 and the counter shaft 242 of the transmission 240 is disconnected before the clutch 210 is disconnected. Thereby, compared with the conventional power transmission device in which the shifting action of the shifting device 240 is started after the transmission of the driving force of the clutch 210 is disconnected, the shifting action of the shifting device 240 can be completed more quickly. The discomfort to the operator caused by loss of torque drop can be alleviated. However, it is natural that the power transmission system 100 for a vehicle may be configured such that the driving force between the main shaft 241 and the counter shaft 242 of the transmission 240 is disconnected after the clutch 210 is disconnected.

In addition, in the vehicle power transmission system 100 of the above-mentioned embodiment, the air intake amount of the cylinder 111 is increased by the idle regulating valve 122 before the disengagement of the driving force of the clutch 210 is completed. Therefore, before the disconnection of the driving force of the clutch 210 is completed, that is, in the state where the clutch 210 is fully or incompletely connected, the conversion action of the gear sets constituting the shift gear of the transmission device 240 can start. device, the shifting action of the speed change device can be completed quickly. However, the power transmission system 100 for a vehicle may also be configured in such a way that the air intake amount to the cylinder 111 is increased by the idle regulating valve 122 after the driving force of the clutch 210 is disconnected. According to this method, at least the step of connecting the gears constituting the shift gear after shifting can be performed smoothly.

In addition, in the vehicle power transmission system 100 of the above-mentioned embodiment, the air intake amount to the cylinder 111 is reduced by the idle control valve 122 after the driving force transmission of the clutch 210 is restored. Thereby, after the step of connecting the gears constituting the post-shift gear stage of the transmission device 240, the rotational speed difference between the friction plate 211 and the clutch plate 212 when the transmission of the driving force of the clutch 210 is restarted can be reduced, and the connection of the clutch 210 can be performed smoothly. However, the air provided to the cylinder 111 by the idling adjustment valve 122, that is, by opening the idling adjustment valve 122, the state in which the deceleration torque in the transmission 240 is reduced, the gear of the transmission 240 can be disengaged from the step, At least one step of the gear connection step and the clutch 210 connection step is performed. Thereby, each step can be performed smoothly. Therefore, the reduction of the air intake amount to the cylinder 111 provided by the idling adjustment valve 122 may be performed, for example, when the state in which the clutch 210 substantially transmits the rotational driving force from the engine 110 is established (timing T _7' ). Way.

In addition, in the vehicle power transmission system 100 of the above-mentioned embodiment, the idle control valve 122 that supplies air to the cylinder 111 of the engine 110 through the throttle valve 117 is mainly composed of the valve body 123 and the actuator 124 . That is, the no-load adjustment valve 122 corresponds to the no-load intake air volume adjustment mechanism according to the present invention. However, the no-load intake air volume adjustment mechanism is not limited to the above-mentioned embodiment as long as it can adjust the air volume supplied to the cylinder 111 by branching through the throttle valve 117, and other configurations can be adopted, of course.

In addition, in the vehicle power transmission system 100 of the above-mentioned embodiment, after the idling adjustment valve 122 is opened, the engine 110 revolution number starts to rise due to the drive formed by the gear set constituting the pre-shift gear of the transmission 240 . After the force transmission state is released (timing T ₄ ). However, the timing at which the rotation speed of the engine 110 starts to increase after the no-load adjustment valve 122 is opened can be freely set by appropriately setting the inner diameter of the branch passage 121 or the opening degree of the no-load adjustment valve 122 . For example, the timing at which the engine 110 starts to turn up can be set after the idler valve 122 is opened, before the clutch 210 is upshifted, or before the gear set constituting the pre-shift gear of the transmission 240 starts the gear disengagement step.

Symbol Description

L1...Clutch driving clearance, L2, L3...Shift operation clearance, 100...Power transmission system for vehicles, 110...Engine, 111...Cylinder, 112...Spark plug, 113...Piston, 114...Crankshaft, 114a...Main Drive gear, 115...suction valve, 116...suction pipe, 117...throttle valve, 118...injector, 121...split channel, 122...no-load adjustment valve, 123...valve body, 124...actuator, 200 ...power transmission device, 201...clutch case, 210...clutch, 211...friction plate, 212...clutch plate, 213...clutch housing, 214...clutch hub, 215...main drive gear, 216...clutch spring, 217a, 217b...pressure Plate, 220...fixed clutch lifting device, 221...movable clutch lifting device, 221a...through hole, 222...clutch lifting device rod, 222a...protrusion, 230...shift shaft, 231...shift shaft drive motor, 240... Transmission device, 241...Main shaft, 242...Auxiliary shaft, 243a...Stop, 243b...Fitting hole, 244...Shift fork, 245...Shift drum, 245a...Groove, 246a...Shift drum pin, 246b...Point Scale plate, 247... Index arm, 247a... Index spring, 248... Shift arm, 248a... Hook piece, 248b... Through hole, 248c... Bending piece, 249... Shift arm drive rod, 249a... Bending piece , 250...Shift return spring, 251...Neutral positioning pin, 252...Preload spring, 300...ECU, 301...Handle, 302...Shift switch.

Claims (4)

1. A power transmission system for a vehicle, comprising: The engine is mounted on the vehicle, and the intake passage connected to the combustion chamber has a throttle valve, and at the same time, the branch passage that divides the throttle valve has an intake air volume that will be used for the combustion chamber in addition to the throttle valve. Adjusted no-load suction volume adjustment mechanism; The speed change device is provided with a plurality of gear sets constituting a plurality of gears with different speed ratios between the main shaft that is rotationally driven by the driving force generated by the aforementioned engine and the counter shaft connected to the driving wheels of the aforementioned vehicle, whereby the The rotation speed of the aforementioned engine is changed, and the aforementioned driving force is transmitted to the aforementioned drive wheels; The clutch transmits the driving force of the engine to the transmission by closely contacting and separating a friction plate rotationally driven by the driving force transmitted from the engine and a clutch plate connected to the transmission and receiving the driving force. and disconnected from the aforementioned transmission; and a control means for controlling the aforementioned no-load intake air volume adjustment mechanism of the aforementioned engine, It is characterized by: The control means increases the intake air volume to the combustion chamber by the no-load intake air volume adjustment mechanism before the driving force between the main shaft and the counter shaft starts to be disconnected during the shifting operation of the transmission device. 2. The power transmission system for a vehicle according to claim 1, wherein the speed change device completes the disconnection of the driving force between the main shaft and the auxiliary shaft before the disconnection of the driving force of the clutch is completed. . 3. The power transmission system for a vehicle according to claim 1 or 2, wherein the control means uses the no-load intake air volume adjustment mechanism to control the combustion air before the disconnection of the driving force of the clutch is completed. The suction capacity of the chamber increases. 4. The power transmission system for a vehicle according to claim 1, wherein the control means uses the no-load intake air volume adjustment mechanism to increase the amount of air intake to the combustion chamber after the transmission of the driving force of the clutch is restored. The aforementioned inspiratory volume is reduced.