JP6629258B2 - Vehicle power transmission device - Google Patents

Description

  The present invention relates to a vehicle power transmission device, and more particularly to a vehicle power transmission device that automatically connects and disconnects power using a clutch-by-wire or the like.

  In recent years, automatic transmission technology for straddle-type vehicles has been widely used. On the other hand, straddle-type vehicles have a tendency to enjoy driving. Patent Literature 1 discloses an automatic transmission for a motorcycle, in particular, a clutch that is automatically operated by automatic transmission control and can be manually operated by a driver's selection.

JP 2009-79607 A

  However, in the past, when switching the clutch operation by the automatic control to the manual clutch operation, there was only one manual clutch operation mode and the driver had no choice.

  On the other hand, due to the diversification of motorcycle enthusiasts, there are those who want to enjoy manual clutch operation easily on suburban roads, others who want to learn precise clutch operation like circuit driving, or skilled drivers with beginner drivers. An appropriately selectable manual clutch operation mode is expected depending on the variety of tastes of the persons and the like and the difference in driving skills.

  The present invention has been made in view of such a problem, and provides a vehicle power transmission device that can appropriately cope with the variety of drivers who want to enjoy a manual clutch operation and skill differences. Aim.

  The present invention has the following features.

First feature: A power transmission device (300) for a vehicle (10) including a control unit (120) for automatically controlling connection and disconnection of a clutch, wherein a clutch connection / disconnection manipulator (L) for manually connecting and disconnecting a clutch. An automatic mode in which the clutch is connected / disconnected by the driver's selection, regardless of the driver's connection / disconnection operation under the control of the control unit (120), and the driver's connection / disconnection operation, In the power transmission device (300) of the vehicle (10) having a manual mode for engaging and disengaging the clutch, in the manual mode, a plurality of control modes having different automatic control interventions can be selected.
In the manual mode, the clutch connection / disconnection operation can be operated even during gear shifting, and a mode having a driving assist control for reducing a shock at the time of connection of the clutch due to manual operation of the clutch connection / disconnection operation element; It is characterized by including at least a mode that allows a shock at the time of connection.

Second feature: In the mode in which the shock at the time of connection is allowed, a control for avoiding a specific limit event in an engine state of the vehicle (10) is operated.

Third feature: The limit event is that the half clutch is maintained for a predetermined time or more.

Fourth feature: The limit event is that the engine speed becomes equal to or lower than a predetermined value.

According to the first feature, an appropriate manual clutch connection / disconnection shift control mode is selected from a plurality of modes according to a plurality of uses such as a person who wants to enjoy a shift by manual clutch operation and a person who wants to practice. be able to. In addition, depending on the level of skill or various situations, such as the mode in which clutch operation can be performed comfortably even in various situations, and the mode in which precise clutch connection / disconnection operations are required, such as in circuit driving, can be performed according to the level of skill, the running path, etc. Can be selected.

According to the second feature, even in a mode in which a precise clutch connecting / disconnecting operation is required, it is possible to assist the driving of the driver or automatically protect the vehicle in a predetermined limit event.

According to the third feature, the clutch device can be appropriately protected even in a mode in which a precise clutch connection / disconnection operation is required.

According to the fourth feature, even in a mode in which a precise clutch connection / disconnection operation is required, engine stop (so-called engine stall) can be appropriately avoided.

FIG. 1 is a left side view of a saddle-ride type vehicle (hereinafter, referred to as a vehicle) equipped with a power transmission device according to the present embodiment. FIG. 2 is a right side view of an engine as a power source of the vehicle. FIG. 1 is a system configuration diagram of an automatic / manual transmission of a power transmission device and peripheral devices according to the present embodiment. It is an expanded sectional view of a power transmission device automatic / manual transmission concerning this embodiment. It is an expanded sectional view of a speed change mechanism. FIG. 4 is a development view showing a shape of a guide groove of the shift drum. 3 is a list of shift positions defined by a shift drum. 4 is a graph showing a relationship between an operation amount of a clutch lever and an output signal of a clutch operation amount sensor. FIG. 3 is a block diagram illustrating a configuration of an AMT control unit. FIG. 10A is a graph illustrating an example of clutch hydraulic pressure control in the comfort mode, and FIG. 10B is a graph illustrating an example of clutch hydraulic pressure control in the direct mode. It is a block diagram showing composition of a driving skill judging device. FIG. 12A is an explanatory diagram showing a display example of rank “master”, FIG. 12B is an explanatory diagram showing a display example of rank “3”, and FIG. 12C is an explanatory diagram showing a display example of icon “!”. . FIG. 11 is an explanatory diagram illustrating an example in which a determination result is displayed on a display of a portable information terminal. 6 is a time chart illustrating an example of an operation timing of a clutch lever, which is a reference when downshifting from second speed to first speed. 5 is a time chart illustrating an example of an operation timing of a clutch lever in a comfort mode. 6 is a time chart showing a case where the clutch lever is returned in a state where the engine speed is not sufficiently increased. 9 is a time chart showing a case where the throttle opening during blipping by the driver is too open and the release of the clutch lever is slower than a reference. 5 is a time chart showing a case where the release of a clutch is extremely slow and a half clutch continues. It is a flowchart which shows an example of a comfort mode process. It is a flowchart which shows the processing operation at the time of performing driving skill determination in the direct mode. It is a flowchart which shows the display processing of the determination result by driving skill determination.

  Hereinafter, an embodiment of a vehicle power transmission device according to the present invention will be described with reference to FIGS.

  FIG. 1 is a left side view of a saddle-ride type vehicle (hereinafter simply referred to as vehicle 10) equipped with a power transmission device according to the present embodiment. FIG. 2 is a right side view of the engine 100 as a power source of the vehicle 10. The body frame 14 of the vehicle 10 has a pair of left and right main pipes 36, and a head pipe 15 is provided on the front side of the main pipe 36 with respect to the vehicle body. A pair of left and right front forks 17 rotatably supporting the front wheel WF and supporting a steering handle 18 are rotatably supported with respect to the head pipe 15.

  The engine 100 suspended below the main pipe 36 is of a V-type four-cylinder type in which front and rear cylinders are arranged at a predetermined included angle. The piston 41, the valve train, and the like that slide in the cylinder block 40 have the same configuration in the four cylinders. A crankshaft 105 rotatably supports a connecting rod 41a (see FIG. 2) that supports the piston 41, and a main shaft (main shaft) 13 (see FIG. 2) to which a plurality of gear pairs constituting a transmission are attached. 2) and a counter shaft (counter shaft) 9 are housed therein.

  An air funnel 42 is provided between the front and rear cylinder blocks to introduce fresh air that has passed through an air cleaner box disposed below the fuel tank 19 into the intake port of each cylinder. Each air funnel 42 is provided with a fuel injection valve. Below the seat 53, a muffler 54 for discharging combustion gas guided to the rear of the vehicle body by an exhaust pipe 59 is provided.

  A swing arm 38, which is suspended by a shock unit 37 and rotatably supports the rear wheel WR, is swingably supported at a lower rear portion of the main pipe 36 in a swingable manner. Inside the swing arm 38, a drive shaft 58 that transmits the rotational driving force of the engine 100 output from the counter shaft 9 to the rear wheel WR is provided. A vehicle speed sensor SEV that detects the rotation speed of the rear wheel WR is provided near the axle of the rear wheel WR.

  On the left side of the steering handle 18 in the vehicle width direction, a clutch lever L as clutch manual operating means for connecting and disconnecting the driving force transmission between the engine 100 and the rear wheel WR is attached. A shift pedal P as a manual shift means for performing a shift change of the transmission TM is mounted near the stepping step.

  As shown in FIG. 2, the front bank BF and the rear bank BR constituting the engine 100 are mounted on the upper side of the cylinder block 40 and accommodate a cylinder head 44 for storing a valve operating mechanism, and cover the upper end of the cylinder head 44. And a head cover 45. The piston 41 slides on an inner peripheral portion of a cylinder 43 formed in the cylinder block 40. The crankcase 46 includes an upper case half 46a integrally formed with the cylinder block 40 and a lower case half 46b to which an oil pan 47 is attached.

  A water pump 49 for pumping the cooling water is rotationally driven by an endless chain 48 wound around a sprocket 13 a formed on the main shaft 13. A clutch cover 50 is attached to a right side surface of the crankcase 46 in the vehicle width direction.

  The power transmission device 300 (see FIG. 3) of the engine 100 according to the present embodiment includes a twin-clutch type hydraulic system that includes a first clutch and a second clutch as a hydraulic clutch that connects and disconnects a rotational driving force to and from a transmission. Has been applied. The hydraulic pressure supplied to the twin clutch TCL can be controlled by an actuator, and a first valve 107a and a second valve 107b as actuators for controlling both clutches are attached to the right side of the engine 100. The twin clutch TCL is connected and disconnected by a combination of automatic control according to the engine speed Ne, the vehicle speed, and the like, and a drive command of the occupant by operating the clutch lever L.

  A power transmission device 300 shown in FIG. 3 is a system configuration diagram of an automatic / manual transmission (hereinafter, AMT) 1 as an automatic transmission and peripheral devices thereof. The AMT 1 is a twin-clutch type automatic transmission control device that connects and disconnects the rotational driving force of the engine 100 by two clutches disposed on a main shaft (main shaft). The AMT 1 stored in the crankcase 46 is drive-controlled by the clutch hydraulic device 110 and the AMT control unit 120. The AMT control unit 120 includes a clutch control unit that drives and controls the valve 107 as a clutch actuator including the first valve 107a and the second valve 107b. The engine 100 has a throttle body 102 of a throttle-by-wire type provided with a throttle valve motor 104 for opening and closing a throttle valve.

  The AMT 1 includes a six-speed forward transmission TM, a twin clutch TCL including a first clutch CL1 and a second clutch CL2, a shift drum 30, and a shift motor (shift actuator) 21 for rotating the shift drum 30. The shift motor 21 is rotationally driven by a combination of automatic control according to the engine speed Ne, the vehicle speed, and the like, and an occupant drive command by operating the shift pedal P.

  Many gears constituting the transmission TM are connected or loosely fitted to the main shaft 13 and the counter shaft 9, respectively. The main shaft 13 includes an inner main shaft 7 and an outer main shaft 6. The inner main shaft 7 is connected to the first clutch CL1, and the outer main shaft 6 is connected to the second clutch CL2. The main shaft 13 and the counter shaft 9 are provided with shift gears that are displaceable in the axial direction of the main shaft 13 and the counter shaft 9, respectively. The shift gears and the plurality of guide grooves formed in the shift drum 30 are respectively shifted. The ends of the forks 71, 72, 81, 82 (see FIG. 5) are engaged.

  A primary drive gear 106 is connected to the crankshaft 105 of the engine 100, and the primary drive gear 106 is meshed with the primary driven gear 3. The primary driven gear 3 is connected to the inner main shaft 7 via a first clutch CL1, and is connected to the outer main shaft 6 via a second clutch CL2. The AMT 1 measures the rotation speed of a predetermined transmission gear on the counter shaft 9 to detect the rotation speeds of the inner main shaft 7 and the outer main shaft 6, respectively. A rotation speed (rotation speed) sensor 132 is provided.

  The inner main shaft rotation speed sensor 131 is meshed with a transmission gear non-rotatably mounted on the inner main shaft 7, and is rotatable with respect to the counter shaft 9 and non-slidably mounted on the driven side transmission gear C3. Detect the rotation speed of. The outer main shaft rotation speed sensor 132 is meshed with a transmission gear that is non-rotatably mounted on the outer main shaft 6, and is rotatable with respect to the counter shaft 9 and is non-slidably mounted on the driven side. The rotation speed of the gear C4 is detected.

  A bevel gear 56 is connected to an end of the counter shaft 9. The bevel gear 56 meshes with a bevel gear 57 connected to a drive shaft 58, so that the rotational driving force of the counter shaft 9 is reduced. It is transmitted to WR. In the AMT 1, an engine speed sensor 130 disposed opposite to the outer periphery of the primary driven gear 3, a gear position sensor 134 for detecting the gear position of the transmission TM based on the rotation position of the shift drum 30, A shifter sensor 27 for detecting the rotational position of the shifter 25 driven by the shift motor 21 and a neutral switch 133 for detecting that the shift drum 30 is at the neutral position are provided. The throttle body 102 is provided with a throttle opening sensor 103 for detecting a throttle opening.

  The clutch hydraulic device 110 has a configuration in which both the lubricating oil for the engine 100 and the operating oil for driving the twin clutch TCL are used. The clutch hydraulic device 110 includes an oil tank 114 and a pipeline 108 for supplying oil (operating oil) in the oil tank 114 to the first clutch CL1 and the second clutch CL2. A hydraulic pump 109 as a hydraulic supply source and a valve (electromagnetic control valve) 107 as a clutch actuator are provided on the pipeline 108, and a valve 107 is provided on a return pipeline 112 connected to the pipeline 108. A regulator 111 for keeping the hydraulic pressure supplied to the pump at a constant value is arranged. The valve 107 includes a first valve 107a and a second valve 107b that can individually apply hydraulic pressure to the first clutch CL1 and the second clutch CL2, each of which is provided with an oil return line 113.

  A first hydraulic pressure sensor 63 that measures a hydraulic pressure generated in the pipeline, that is, a hydraulic pressure generated in the first clutch CL1, is provided in a pipeline connecting the first valve 107a and the first clutch CL1. Similarly, a second hydraulic pressure sensor 64 that measures a hydraulic pressure generated in the second clutch CL2 is provided in a pipeline connecting the second valve 107b and the second clutch CL2. Further, a main oil pressure sensor 65 and an oil temperature sensor as oil temperature detecting means are provided in a pipeline 108 connecting the hydraulic pump 109 and the valve 107.

  The AMT control unit 120 includes an automatic shift mode processing unit AT for processing the transmission TM in the automatic shift mode, a manual shift mode processing unit MT for processing the transmission TM in the manual shift mode, an automatic shift mode and a manual shift mode. A shift mode changeover switch 116 for changing over to a shift mode, a shift switch 115 as a manual shift means for instructing a shift up (UP) or downshift (DN) shift, a neutral (N) and a drive (D). And a clutch control mode changeover switch 118 for changing over a clutch operation control mode. In the manual shift mode, the driver operates the clutch lever L to disconnect and connect power, and the shift operation is performed by a shift pedal SEP or a shift switch 115 described later without operating the clutch lever L. It has an automatic clutch control mode in which the clutch is automatically connected and disconnected when it is manually (including an operation by a foot). The clutch control mode changeover switch 118 is a push-type switch that switches from off to on only while being pressed. Under a predetermined condition, an automatic clutch control mode for automatically performing the clutch control and an operation of the clutch lever L according to the operation. Switching to the manual clutch operation mode for driving the clutch can be arbitrarily performed. The clutch control mode changeover switch 118 has a direct changeover button 119. The direct switching button 119 will be described later. Each switch and the direct switching button 119 are provided on a handle switch of the steering handle 18.

  The shift pedal P has no mechanical connection with the shift drum 30, and is electrically connected to the AMT control unit 120 via the shift pedal operation amount sensor SEP. That is, the shift pedal P functions as a switch that transmits a shift request signal to the AMT control unit 120, like the shift switch 115. Further, the clutch lever L has no mechanical connection with the twin clutch TCL, and is electrically connected to the AMT control unit 120 via the clutch lever operation amount sensor SEL. That is, the clutch lever L functions as a switch for transmitting a clutch operation request signal, and a signal corresponding to the operation amount of the clutch lever L is input to the AMT control unit 120.

  The AMT control unit 120 includes a central processing unit (CPU), controls the valve (clutch actuator) 107 and the shift motor (shift actuator) 21 according to the output signals of the above-described sensors and switches, and controls the shift stage of the AMT 1. Automatically or semi-automatically. When the AT mode is selected, the gear position is automatically switched in accordance with information such as the vehicle speed, the engine speed Ne, and the throttle opening. On the other hand, when the MT mode is selected, the shift position is changed according to the operation of the shift switch 115 or the shift pedal P. The transmission TM is shifted up or down. Note that, even when the MT mode is selected, auxiliary automatic speed change control for preventing the engine 100 from over-rotating or stalling can be executed.

  In the clutch hydraulic device 110, hydraulic pressure is applied to the valve 107 by a hydraulic pump 109, and is controlled by a regulator 111 so that the hydraulic pressure does not exceed an upper limit value. When the valve 107 is opened in accordance with an instruction from the AMT control unit 120, hydraulic pressure is applied to the first clutch CL1 or the second clutch CL2, and the primary driven gear 3 is driven through the first clutch CL1 or the second clutch CL2. It is connected to the main shaft 7 or the outer main shaft 6. That is, both the first clutch CL1 and the second clutch CL2 are normally open hydraulic clutches, and when the valve 107 is closed and the application of hydraulic pressure is stopped, a built-in return spring (not shown). As a result, the inner spindle 7 and the outer spindle 6 are urged in a direction in which they are disconnected.

  The valve 107 drives both clutches by opening and closing a pipe connecting the pipe 108 and both clutches. The valve 107 is configured such that the time from the fully closed state of the pipeline to the fully open state can be arbitrarily changed by adjusting the drive signal by the AMT control unit 120.

  The shift motor 21 rotates the shift drum 30 according to an instruction from the AMT control unit 120. When the shift drum 30 rotates, the shift forks 71, 72, 81, 82 are displaced in the axial direction of the shift drum 30 according to the shape of the guide groove formed on the outer periphery of the shift drum 30. The meshing of the gears on the counter shaft 9 and the main shaft 13 changes with this displacement.

  In AMT 1 according to the present embodiment, inner main shaft 7 connected to first clutch CL1 supports odd-numbered gears (1, 3, 5th speeds), and outer main shaft 6 connected to second clutch CL2 is connected to even-numbered gears. It is configured to support gears (2nd, 4th, 6th). Accordingly, for example, while the vehicle is traveling in the odd-numbered gear, the supply of the hydraulic pressure to the first clutch CL1 is continued and the connected state is maintained. Then, at the time of a shift change, by performing the clutch switching operation in a state where the transmission gears before and after the shift change are engaged, the transmission gear transmitting the driving force is switched.

  FIG. 4 is an enlarged sectional view of the transmission TM. The same reference numerals as those described above indicate the same or equivalent parts. The rotational driving force of the crankshaft 105 of the engine 100 is transmitted to the primary driven gear 3 via the primary driving gear 106. The primary driven gear 3 has a shock absorbing mechanism 5. The rotation driving force is transmitted from the twin clutch TCL to the main shaft 13 (the outer main shaft 6 and the inner main shaft 7). The inner main shaft 7 is rotatably supported by the outer main shaft 6. The rotation driving force is output to the counter shaft 9 via six gear pairs provided between the main shaft 13 and the counter shaft 9. A bevel gear 56 is attached to the counter shaft 9. The rotational driving force transmitted to the bevel gear 56 is meshed with the bevel gear 57 so that the rotation direction is bent rearward of the vehicle body and transmitted to the drive shaft 58.

  The transmission TM has six transmission gear pairs between the main shaft 13 and the counter shaft 9. The transmission TM is driven through any gear pair by a combination of a position of a slidable gear slidably mounted in the axial direction of each shaft and a connection / disconnection state of the first clutch CL1 and the second clutch CL2. It is possible to select whether to output a rotational driving force. The twin clutch TCL is provided inside a clutch case 4 that rotates integrally with the primary driven gear 3. The first clutch CL1 is non-rotatably attached to the inner main shaft 7. The second clutch CL2 is non-rotatably attached to the outer main shaft 6. Between the clutch case 4 and the two clutches, a clutch plate comprising four driving friction plates non-rotatably supported by the clutch case 4 and four driven friction plates non-rotatably supported by the two clutches. 12 are provided.

  When the hydraulic pressure is supplied from the hydraulic pump 109 (see FIG. 3), the first clutch CL1 and the second clutch CL2 are configured to generate a frictional force on the clutch plate 12 and switch to the connected state. On the wall surface of the clutch cover 50 attached to the crankcase 46, a distributor 8 that forms two double tubular hydraulic paths inside the inner main shaft 7 is embedded. Then, hydraulic pressure is supplied to the distributor 8 by the first valve 107a, and hydraulic pressure is supplied to the oil passage A1 formed in the inner main shaft 7. Thus, the piston B1 slides leftward in the drawing against the elastic force of the elastic member 11 such as a spring, and the first clutch CL1 is switched to the connected state. On the other hand, when the oil pressure is supplied to the oil passage A2, the piston B2 slides leftward in the drawing, and the second clutch CL2 is switched to the connected state. The pistons B1 and B2 of both clutches CL1 and CL2 are configured to return to the initial position by the elastic force of the elastic member 11 when the hydraulic pressure is no longer applied.

  With the above-described configuration, the rotational driving force of the primary driven gear 3 only rotates the clutch case 4 unless hydraulic pressure is supplied to the first clutch CL1 or the second clutch CL2. However, when the hydraulic pressure is supplied, the outer main shaft 6 or the inner main shaft 7 is driven to rotate integrally with the clutch case 4. In this case, an arbitrary half-clutch state can be obtained by adjusting the magnitude of the supply hydraulic pressure.

  The inner main shaft 7 connected to the first clutch CL1 supports the drive gears M1, M3, and M5 at odd-numbered speeds (1, 3, and 5 speeds). The first speed drive gear M1 is formed integrally with the inner main shaft 7. The third speed drive gear M3 is attached so as to be slidable in the axial direction by spline meshing and not to rotate in the circumferential direction. The fifth speed drive gear M5 is attached so as to be non-slidable in the axial direction and rotatable in the circumferential direction.

  On the other hand, the outer main shaft 6 connected to the second clutch CL2 supports the drive gears M2, M4, and M6 of the even-numbered gears (second, fourth, and sixth speeds). The second speed drive gear M2 is formed integrally with the outer main shaft 6. The fourth speed drive gear M4 is attached so as to be slidable in the axial direction and non-rotatable in the circumferential direction by spline meshing. The sixth speed drive gear M6 is mounted so as not to slide in the axial direction and rotatable in the circumferential direction.

  The counter shaft 9 supports driven gears C1 to C6 that mesh with the driving gears M1 to M6. The first to fourth speed driven gears C1 to C4 are mounted so as not to slide in the axial direction and rotatable in the circumferential direction. The fifth and sixth speed driven gears C5 and C6 are mounted so as to be slidable in the axial direction and non-rotatable in the circumferential direction.

Among the gear trains described above, the drive gears M3 and M4 and the driven gears C5 and C6, that is, the “slidable gears” that can slide in the axial direction are slid along with the operation of the shift fork described below. Is configured. Each of the slidable gears is formed with an engagement groove 51, 52, 61, 62 with which a claw portion of a shift fork is engaged. As described above, the inner main shaft rotation speed sensor 131 (see FIG. 3) detects the rotation speed of the third speed driven gear C3. The outer main shaft rotation speed sensor 132 detects the rotation speed of the fourth speed driven gear C4.

  The transmission gears (drive gears M1, M2, M5, M6 and driven gears C1 to C4) other than the slidable gears described above are "non-slidable gears" that cannot slide in the axial direction. These non-slidable gears are configured to connect and disconnect rotational driving force between adjacent slidable gears. With the above-described configuration, the twin clutch type transmission 1 can arbitrarily select one gear pair that transmits the rotational driving force according to the combination of the position of the slidable gear and the connection / disconnection state of both clutches CL1 and CL2. it can.

  In the present embodiment, the dog clutch mechanism is applied to the transmission of the rotational driving force between the slidable gear and the non-slidable gear. The dog clutch mechanism enables transmission of the rotational driving force with little loss by engaging the concave and convex shapes formed by the dog teeth 55 and the dog holes 35. In the present embodiment, for example, four dog teeth 55 formed on the sixth speed driven gear C6 are configured to mesh with four dog holes 35 formed on the second speed driven gear C2.

  FIG. 5 is an enlarged sectional view of the transmission mechanism 20. FIG. 6 is a developed view showing the shape of the guide groove of the shift drum 30. The transmission mechanism 20 includes four shift forks 71, 72, 81, 82 slidably mounted on the two guide shafts 31, 32 to drive the four slidable gears described above. The four shift forks have guide claws (71a, 72a, 81a, 82a) that engage with the slidable gear and cylindrical protrusions (71b, 72b, 81b) that engage with guide grooves formed in the shift drum 30. , 82b).

  A shift fork 71 that engages with the third speed drive gear M3 and a shift fork 72 that engages with the fourth speed drive gear M4 are attached to the guide shaft 31. A shift fork 81 that engages with the fifth speed driven gear C5 and a shift fork 82 that engages with the sixth speed driven gear C6 are attached to the guide shaft 32 on the other side.

  Guide grooves SM1 and SM2 and guide grooves SC1 and SC2 are formed on the surface of the shift drum 30 disposed in parallel with the guide shafts 31 and 32. The shift forks 71 and 72 on the main shaft side engage with the guide grooves SM1 and SM2. The shift forks 81 and 82 on the counter shaft side engage with the guide grooves SC1 and SC2. Thus, the slidable gears M3, M4, C5, and C6 are driven along the shapes of the four guide grooves as the shift drum 30 rotates.

  The shift drum 30 is rotationally driven to a predetermined position by a shift motor 21. The rotational driving force of the shift motor 21 is transmitted through a first gear 23 fixed to a rotating shaft 22 and a second gear 24 meshing with the first gear 23. 29. The shift drum shaft 29 is connected to the shift drum 30 via a lost motion mechanism 101.

The lost motion mechanism 101 is a mechanism that connects the shift drum shaft 29 and the shift drum 30 via a torsion coil spring 125 so that an excessive load is not generated on the shift motor 21. For example, even when the shift drum 30 cannot rotate as expected because the dog clutch does not engage, the movement of the shift motor 21 is temporarily absorbed by the torsion coil spring 125 .

The lost motion mechanism 101 includes a drive rotor 127 attached to an end of the shift drum shaft 29, a driven rotor 126 attached to an end of the shift drum 30, and a torsion coil for connecting the drive rotor 127 and the driven rotor 126. And a spring 125 . Thus, when the shift drum 30 becomes rotatable with the movement of the shift motor 21 temporarily absorbed, the shift drum 30 rotates to a predetermined position by the resilient force of the torsion coil spring 125 .

The gear position sensor 134 (see FIG. 3) is provided to detect the rotation angle of the shift drum 30 or the driven rotor 126 in order to detect the actual rotation angle of the shift drum 30. The shifter sensor 27 can detect whether or not the shift motor 21 is at a predetermined position based on the position of a cam 28 rotated by a pin 26 embedded in a shifter 25 fixed to a shift drum shaft 29. .

  The positional relationship between the rotational position of the shift drum 30 and the four shift forks will be described with reference to the developed view of FIG.

  The guide shafts 31 and 32 are arranged at positions about 90 ° apart in the circumferential direction with respect to the rotation axis of the shift drum 30. For example, when the rotation position of the shift drum 30 is in the neutral position (N), the shift forks 81 and 82 are at the position of the display “CN-N” on the left side in the figure. The shift forks 71, 72 are at the position of the display "MN-N" on the right side in the figure.

  In this figure, the positions of the cylindrical protrusions (71b, 72b, 81b, 82b) of each shift fork when in neutral are indicated by broken-line circles. Further, a predetermined rotation position following the display “C N-N” on the left side of the drawing and a predetermined rotation position following the display “M N-N” on the right side of the drawing are provided at intervals of 30 degrees. ing. In this figure, among the predetermined rotation angles, a “neutral waiting (N waiting)” position, which will be described later, is enclosed by a square.

  The sliding position of the shift fork determined by each guide groove is two positions of the guide grooves SM1 and SM2 on the main shaft side, that is, a “left position” or a “right position”. In the guide grooves SC1 and SC2 on the counter shaft side, there are three positions of “left position”, “middle position” or “right position”.

  When the shift drum 30 is in the neutral position, the shift forks are at the shift fork 81: middle position, the shift fork 82: middle position, the shift fork 71: right position, and the shift fork 72: left position. This is a state in which none of the four slidable gears driven by each shift fork is meshed with an adjacent non-slidable gear. Therefore, even if the first clutch CL1 or the second clutch CL2 is connected, the rotational driving force of the primary driven gear 3 is not transmitted to the counter shaft 9.

  Next, when the shift drum 30 is rotated from the neutral position to the positions (“C 1-N” and “M 1-N”) corresponding to the first gear, the shift fork 81 is moved from the middle position to the left position. , The fifth-speed driven gear C5 switches from the middle position to the left position. As a result, the fifth speed driven gear C5 meshes with the first speed driven gear C1 by the dog clutch, so that the fifth driving gear C5 can transmit the rotational driving force. In this state, when the first clutch CL1 is switched to the connected state, when the inner main shaft 7 → the first speed driving gear M1 → the first speed driven gear C1 → the fifth speed driven gear C5 → the counter shaft 9, the rotational driving force is increased in this order. Will be communicated.

  Then, when the shift command to the second speed is input after the shift to the first gear is completed, the shift drum 30 is automatically rotated by 30 degrees in the upshift direction. This turning operation is referred to as “up-side preliminary shift” for completing the shift only by switching the connection state of the twin clutch TCL when a shift command to the second speed is issued. Due to this up-side preliminary shift, the two guide shafts move to the positions of “C 1-2” and “M 1-2” on the left and right in the figure.

  The change of the guide groove due to the up-side preliminary shift is only that the guide groove SC2 switches from the middle position to the right position. As a result, the shift fork 82 moves to the right position, and the sixth speed driven gear C6 meshes with the second speed driven gear C2 via the dog clutch. When this up-side preliminary shift is completed, the second clutch CL2 is in the disengaged state, so that the outer main shaft 6 is driven to rotate by the viscosity of the lubricating oil filled between the outer main shaft 6 and the inner main shaft 7. Become.

  With the above-described up-side preliminary shift, preparation for transmitting the rotational driving force via the second speed gear is completed. When a shift command to the second speed is issued in this state, the first clutch CL1 is disconnected and the second clutch CL2 is switched to the connected state. The shifting operation to the second speed gear is immediately completed by the switching operation of the clutch without interruption of the rotational driving force.

  Subsequently, when a gearshift command to the third gear is input after the gearshift operation from the first gear to the second gear is completed, an up-side preliminary gearshift for completing the gearshift operation from the second gear to the third gear only by switching the clutch. Is executed. In the up-side preliminary shift from the second speed to the third speed, the guide shaft on the counter shaft side moves from the display “C 1-2” on the left side of the drawing to the position “C 3-2” and the guide shaft on the main shaft side. The axis moves from the display “M 1-2” on the right side of the figure to the position “M 3-2”. The change of the guide groove accompanying this is only that the guide groove SC1 switches from the left position to the right position. As a result, the shift fork 81 moves from the left position to the right position, and the fifth speed driven gear C5 and the third speed driven gear C3 mesh with the dog clutch.

When the preliminary upshifting from the second speed to the third speed is completed, the operation for switching the state of the twin clutch TCL from the second clutch CL 2 to the first clutch CL 1 is performed. In other words, the gear shift operation from the second speed to the third speed is completed only by performing the clutch switching operation. This up-side preliminary shift is performed similarly until the fifth gear is selected.

  At the time of the upshift from the second speed to the third speed, the guide groove SC1 passes through the middle position in the display “CN-2” on the left side of the drawing, that is, the position where the dog clutch does not engage. The rotational position of the shift drum 30 is detected by the gear position sensor 134, and the rotational speed of the shift drum 30 can be finely adjusted by the shift motor 21. Thereby, for example, the rotation speed from the display “C 1-2” to “C N-2” on the left side of the drawing and the rotation speed from “C N-2” to “C 3-2” are made different. be able to. It is also possible to perform a "neutral wait" in which the vehicle is stopped at the position "CN-2" for a predetermined time. Note that the above-described rotation speed from the display “C1-2” to “CN-2” is the speed at which the dog clutch is disengaged from the driven gears C1 and C5. The rotation speed from "CN-2" to "C3-2" is the speed at which the dog clutch is engaged between the driven gears C5 and C3. According to the configuration of the AMT 1 as described above, for example, while the vehicle is traveling in the second gear, the rotational position of the shift drum 30 is switched between “1-2”, “N−2”, and “3-2”. It can be changed arbitrarily.

  If the neutral waiting control for temporarily stopping at the "neutral waiting" position is executed at a predetermined timing, it is possible to reduce a shift shock that is likely to occur when the dog clutch is connected or disconnected. Note that the drive timing and drive speed of the shift drum 30 can be adjusted as appropriate in accordance with the number of shift steps during gear shifting, the engine speed, and the like.

  When the shift drum 30 is in the "neutral waiting" position, one of the transmission gear pairs on the odd-numbered side or the even-numbered side is in the neutral state. For example, at the position "CN-2", the dog clutch between the driven gears C2 and C6 is engaged, while the driven gear C5 is in a neutral state in which neither of the driven gears C1 and C3 is engaged. Therefore, even if the first clutch CL1 is switched to the connected state, only the rotation of the inner main shaft 7 does not affect the transmission of the rotational driving force to the counter shaft 9.

  FIG. 7 is a list of shift positions defined by the shift drum 30. The shift drum 30 changes one step at a time, for example, from NN to 1-N in one shift feed operation. Both the odd and even gears have a neutral waiting position indicated by "N" between each gear. For example, in "1-N", the odd-numbered gears are in the first-speed connectable state, whereas the even-numbered gears are in the neutral state in which the driving force is not transmitted even when the clutch is connected. On the other hand, in a position where there is no neutral wait such as “1-2”, one of the first clutch CL1 and the second clutch CL2 is connected to transmit the driving force.

  FIG. 8 is a graph showing the relationship between the operation amount of the clutch lever L and the output signal of the clutch operation amount sensor SEL. The clutch lever L (see FIG. 1) drives the clutch to the disengagement side according to the amount operated by the occupant from the clutch connected state in which the clutch lever L is released. The clutch lever L returns to the initial position when the occupant releases the hand. The operation of the clutch lever L includes, for example, squeezing the clutch lever.

  The clutch lever operation amount sensor SEL is set such that the state in which the clutch lever L is completely depressed is set to zero, and the output voltage (vcltlevin) increases as the clutch lever L is released. The release of the clutch lever L means an operation of gradually releasing the grip of the clutch lever L. In the present embodiment, of this output voltage, a lever play existing at the start of grasping and a margin for contact in consideration of the fact that the grasped lever contacts a handle grip formed of rubber or the like are excluded. The range is set to the range of the effective voltage.

  More specifically, the range from the operation amount S1 released from the state in which the clutch lever L is squeezed to the end of the abutment margin to the operation amount S2 at which the lever play starts is determined by the lower limit value E1 to the upper limit value ES2 of the effective voltage. The range of the lower limit value E1 to the upper limit value E2 is set in proportion to the range of the minimum value (zero) to the maximum value (MAX) of the manually operated clutch capacity calculation value (tqcltmt). ing. As a result, it is possible to reduce the effects of mechanical backlash, sensor variation in detection, and the like, and increase the reliability of the clutch drive amount required by manual operation.

  FIG. 9 is a block diagram showing a configuration of the AMT control unit 120. The same reference numerals as those described above indicate the same or equivalent parts. The shift control unit 180 of the AMT control unit 120 includes an automatic shift mode processing unit AT, a manual shift mode processing unit MT, a shift map M, a target gear position determination unit 181, a stop clutch off / start request determination unit 182, a manual operation. It includes a clutch determining unit 183, an automatic-shift connection-side clutch determining unit 184, a manually operated clutch capacity calculating unit 185, a clutch control mode determining unit 186, a shift motor drive output calculating unit 187, and a clutch capacity output value calculating unit 188.

  The shift control unit 180 includes a clutch lever operation amount sensor SEL for detecting an operation amount of the clutch lever L, a gear position sensor 134, an engine speed sensor 130, a throttle opening sensor 103, a vehicle speed sensor SEV, and a shift mode switch SW. (Switch) 116, clutch control mode switching SW (switch) 118, shift pedal operation amount sensor SEP for detecting the operation amount of shift pedal P, shift SW (switch) 115, main oil pressure sensor 65, first oil pressure sensor 63, Output signals from the second hydraulic pressure sensor 64 and the third hydraulic pressure sensor 66 are input.

  When both the clutch control mode and the shift mode are set to the automatic control, the shift control unit 180 mainly performs the control based on the output signals of the engine speed sensor 130, the throttle opening sensor 103, the gear position sensor 134, and the vehicle speed sensor SEV. A drive signal is transmitted to the shift actuator control section 190 and the clutch actuator control section 191 according to a shift map M composed of a dimension map and the like.

  On the other hand, the AMT control unit 120 according to the present embodiment performs a manual operation for driving the twin clutch TCL and the shift drum 30 in accordance with the operation of the clutch lever L as the manual operation means and the operation of the shift switch 115 or the shift pedal P. Is configured to be executable. This manual operation is performed when the manual mode is selected by the shift mode changeover switch 116 and the clutch control mode changeover switch 118, and when the manual operation means is operated during the automatic control, the operation of the manual operation means is given priority. It is also possible to make it. The AMT control unit 120 also controls the throttle valve motor 104 and the fuel injection device. For example, the AMT control unit 120 also executes automatic blipping (blank) control for adjusting the engine speed Ne during downshifting. .

  In the manual clutch operation mode of the AMT control unit 120 according to the present embodiment, a comfort mode and a direct mode can be selected. Switching to the direct mode is performed by operating a direct switching button 119 shown in FIG. Further, by long-pressing the direct switching button 119, a driving skill determination described later is started. When the driving skill determination is started, the display on the display 218 (see FIG. 11 and the like) changes.

  In the comfort mode, among the controls performed in the manual clutch mode by the automatic clutch control mode, auxiliary automatic controls such as shift shock reduction are performed. That is, as shown in FIG. 10A, in the comfort mode, even if the clutch lever L is released quickly as shown by the dashed line La, the clutch oil pressure is reduced by the engine rotation as shown by the solid line Lb in the comfort mode, as shown by the dashed line La. As the number Ne rises, the hydraulic pressure is gradually increased to engage the clutch, and assist the clutch operation so that the vehicle 10 starts smoothly.

  On the other hand, in the direct mode, the driver's operation of the clutch lever L is given higher priority, and the execution of auxiliary automatic control is suppressed so as to allow a certain degree of shift shock. For example, as shown by a solid line Lc in FIG. 10B, the hydraulic pressure is increased and the clutch is engaged according to the operation of the clutch lever L. For example, if the clutch is engaged too early at the start, the engine 100 stops or the start does not go smoothly, but this is allowed.

  The dent D on the right side of the hydraulic pressure diagrams in FIGS. 10A and 10B is generated when the driver slightly grips the clutch lever L without performing a shift change in steady running. In this case, in the comfort mode, the clutch oil pressure is not reduced (see FIG. 10A), but in the direct mode, the clutch oil pressure is changed according to the driver's operation (see FIG. 10B). The automatic blipping control at the time of downshifting executed in the comfort mode is not executed in the direct mode.

  Even in the direct mode, when the engine is likely to stall, the clutch is disengaged immediately before the engine 100 is restarted, the engine 100 is rotated again, and a warning is displayed. It may be. Examples of the event to enter the safety mode include a case where the half-clutch is continued for a long time in addition to the engine stall.

  Further, in the direct mode, the driver's skill can be determined based on the clutch lever operation and the throttle operation using the driving skill determining device 200 (see FIG. 11) by the driver's selection. Although not shown, the driving skill determination device 200 is incorporated in, for example, the AMT control unit 120.

  Next, the driving skill determination device 200 will be described with reference to FIGS. In FIG. 11, the AMT control unit 120 shows only the main functional units.

  As shown in FIG. 11, the driving skill determination device 200 includes an ON / OFF switch 202 that starts / stops the driving skill determination device 200, a downshift determination unit 204, an engine speed determination unit 206, and the clutch described above. Lever operation amount sensor SEL and throttle opening sensor 103 (see FIG. 9), engine speed sensor 130 (see FIG. 9), throttle operation determination unit 207, clutch connection / disconnection determination unit 208, and comfort mode command unit 210 , A direct mode processing unit 212, a memory 214, a driving skill determination unit 216, and a display 218.

  The shift-down determining unit 204 determines the shift-down based on the target gear position from the target gear position determining unit 181 (see FIG. 9) or the output of the shift pedal operation amount sensor SEP. The engine speed determination unit 206 determines an increase in the engine speed based on the engine speed from the engine speed sensor 130 (see FIG. 9). The clutch connection / disconnection determination unit 208 determines the clutch connection / disconnection point based on the output signal from the clutch lever operation amount sensor SEL (see FIG. 9). The throttle operation determining unit 207 determines a throttle operation such as a blipping operation based on the output of the throttle opening sensor 103.

  Comfort mode command section 210 outputs a command signal for performing the comfort mode processing to manual shift mode processing section MT and manual operation clutch capacity calculation section 185 (see FIG. 9). The manual shift mode processing unit MT performs a comfort mode process based on the input of the command signal from the comfort mode command unit 210. That is, based on the increase in the engine speed Ne, a data string of the capacity value for the preset comfort mode is read out from the shift map M (see FIG. 9) in time series, and based on the operation amount of the clutch lever L. Then, the manual operation clutch capacity calculation unit 185 calculates the target capacity by the calculation processing in the comfort mode, and outputs the calculated target capacity to the clutch actuator control unit 191 (see FIG. 9).

  The direct mode processing unit 212 includes a clutch connection state determination unit 220, a connection timing recording unit 222, a capacity value recording unit 224, and an engine speed recording unit 226.

  The clutch connection state determination unit 220 is based on the output from the clutch lever operation amount sensor SEL (see FIG. 9) or the capacity value from the manually operated clutch capacity calculation unit 185 (see FIG. 9), or based on the first hydraulic pressure. Based on the output signals from the sensor 63 and the second hydraulic pressure sensor 64, it is determined whether the clutch connection has been completed or the clutch connection state such as a half clutch.

  The connection timing recording unit 222 records a clutch connection start time (a capacity value increase start time) and a clutch connection completion time (a capacity value maximum value reach time) based on the time when the engine speed Ne increases. .

  The capacity value recording unit 224 records, in the memory 214, a change in the capacity value from the clutch connection start time to the clutch connection completion time in a time series.

  The engine speed recording unit 226 records the change in the engine speed Ne from the time when the clutch connection is started to the time when the clutch connection is completed in the memory 214 in chronological order.

  The driving skill determining section 216 has a capacity value change collating section 230 and a determination result display processing section 232.

  The capacity value change collation unit 230 includes time-series data of the capacity value corresponding to the comfort mode recorded in the shift map M (see FIG. 9) and time-series data of the capacity value recorded in the memory 214 (manual data of the driver). (The time-series data of the capacitance value by the operation), and outputs the matching rate.

  The determination result display processing unit 232 performs at least a fixed data rendering process, a capacitance value variation rendering process, a rotation speed variation rendering process, a rank rendering process, and a process of displaying an image rendered in the image memory 234 on the display 218. I do.

  The fixed data drawing processing includes, for example, as shown in FIGS. 12A to 12C, fixed data (FIG. 240 showing the clutch lever, FIG. 242 showing the rotation of the engine 100, and a change in an ideal capacity value before and after the clutch is disconnected. A diagram 244, a diagram 246 showing an ideal change in engine speed Ne before and after the clutch is disengaged, a display frame 248 for ranks, etc.) are drawn in the image memory 234.

  In the capacitance value variation drawing process, the time series data of the capacitance value recorded in the memory 214 is drawn in the image memory 234 as a diagram 250.

  In the rotation speed variation drawing process, the time series data of the engine rotation speed Ne recorded in the memory 214 is drawn as a diagram 252 in the image memory 234.

  In the rank drawing process, a character, an icon, or a number 254 corresponding to the rank recorded in the memory 214 is drawn in the image memory 234.

  Then, the determination result display processing unit 232 displays the diagrams, characters, and the like drawn in the image memory 234 on the display 218. At the time of this display, an animation may be displayed so that a diagram showing the capacity value and the engine speed Ne flows from left to right while leaving a locus. Of course, a diagram showing the capacity value and the engine speed Ne may be displayed in different colors. In this case, the ideal line of the change in the capacitance value may be displayed in a color different from the color of the diagram showing the change in the other capacitance values.

  In this case, the rank determination result is indicated by, for example, five levels. In the case of the highest rank “5”, as shown in FIG. 12A, for example, characters of “master” may be displayed instead of the number indicating the rank in a sense of respect for the driver. In this case, the entire display may be illuminated with a bluish color. When the rank is “1” to “4”, as shown in FIG. 12B, a number indicating the rank may be displayed below the character of “rank”. When displaying an error message or a message for coaching to the driver, as shown in FIG. 12C, for example, the icon "!" It may be displayed blinking.

  Further, the image data drawn in the image memory 234 may be transferred to the driver's portable information terminal 260 and displayed on the display 262 of the portable information terminal 260 as shown in FIG.

  Next, a processing operation of the driving skill determination device 200 will be described with reference to time charts of FIGS.

  As an example, it is assumed that the vehicle shifts from the second speed to the first speed while traveling in the manual mode.

  The time chart of FIG. 14 shows the operation timing of the clutch lever L as a reference when downshifting from the second speed to the first speed.

  This operation timing shows an example in which the clutch lever L is returned after shifting from the first gear to the second gear at a time t2 when a predetermined time Ta has elapsed from a time t1 when the rotation speed Ne of the engine 100 starts to increase. . This transition of the timing is a reference for the skill determination in the direct mode, and a driver who operates the clutch lever L close to this is determined as a driver having a high skill.

  The time chart of FIG. 15 shows the operation timing of the clutch lever L in the comfort mode. In the comfort mode, the clutch is engaged while the half clutch is being used efficiently while waiting for the engine speed Ne to increase.

  The operation timing shown in FIG. 15 is an example in which the clutch lever L is returned in a state where the engine speed Ne is not sufficiently increased (blipping) before the clutch is engaged at the time of downshifting.

  In the comfort mode, even when the clutch lever L is returned at the time point t3 when the predetermined time Ta has not elapsed from the time point t1 at which the engine speed Ne starts increasing, the predetermined time is maintained in the same manner as the reference in FIG. At time t2, the clutch lever L is returned after shifting from the second speed to the first speed.

  The timing charts in FIGS. 16 to 18 show the operation timing of the clutch lever L in the case of the direct mode, respectively.

  FIG. 16 shows a state where the engine speed Ne is not sufficiently increased, that is, a case where the clutch lever L is returned at a timing earlier than the reference time t2 (time t3). In the direct mode, unlike the comfort mode, the operation of the clutch lever L by the driver is directly reflected. Therefore, even if the engine speed Ne is not sufficiently increased, the clutch is engaged. In this case, the clutch is engaged in a state where the engine rotation rise (blipping) due to the opening of the throttle is not sufficient, so that the engine is rotated from the rear wheel WR, so that the engine speed Ne rapidly increases and the engine brake is applied. . That is, the vehicle speed V decreases momentarily, and the movement of the vehicle body is not smooth. The driver knows from the behavior of the vehicle body that the clutch connection was not the best.

  FIG. 17 shows a case where the throttle opening during the blipping by the driver is too wide, and the release (connection) of the clutch lever L is later than the reference. In the direct mode, as described above, the operation of the clutch lever L by the driver is directly reflected. Therefore, although the engine speed Ne increases, the clutch slips and the vehicle speed V does not increase. That is, the vehicle speed V does not increase with an increase in the engine speed Ne, and the driver feels a so-called upshift feeling of the engine 100 and sounds and vibrations caused by the half clutch.

  FIG. 18 shows a case in which the release of the clutch is much slower than that in the example of FIG. In this case, it is determined that the situation is such that the clutch is protected, and control for protecting the clutch is performed. That is, when the half-clutch state exceeds the predetermined time Tb, the clutch is engaged at an appropriate engine speed Ne by, for example, TBW (throttle-by-wire). In this case, a warning is notified to the driver on the display 218 or the like.

  Next, the comfort mode and the direct mode that can be selected in the manual clutch operation mode and the processing operation of the driving skill determination device 200 will be described with reference to the flowcharts of FIGS. When the manual switch operation mode is selected, pressing the direct switching button 119 (see FIG. 3) switches the mode from the comfort mode to the direct mode. Further, by pressing and holding the direct switching button 119, the driving skill determination is performed in the direct mode.

  First, comfort mode processing performed by the manual shift mode processing unit MT will be described with reference to FIG.

The process flow in FIG. 19 is started by the clutch connection state determination unit 220 determining that the driver has manually disconnected the clutch using the clutch lever L or the like. Then, in step S1, the downshift determination unit 204 determines whether there is a shift request to downshift. This determination is made based on, for example, whether or not the target gear position has been switched from “2” to “1”, as shown in FIG.

  If there is a downshift request, the process proceeds to the next step S2, where the engine speed determination unit 206 determines whether or not the engine speed Ne has started to increase with the increase in the throttle opening by the driver. Determine. If the engine speed Ne does not start increasing, the process proceeds to step S3, and it is determined whether or not the connection operation of the clutch lever L by the driver has been started. When the connection operation is started, the process proceeds to step S4, and a guidance (message) indicating that the throttle is automatically operated using the TBW with the clutch lever L disconnected is displayed on the display 218. Thereafter, the process returns to step S2, and the processing from step S2 is repeated.

  If it is determined in step S2 that the engine speed Ne has started to increase (step S2: YES), the process proceeds to the next step S5, in which the comfort mode commanding unit 210 determines whether the manual shift mode processing unit MT (FIG. 9). Command signal for performing the comfort mode processing with respect to the reference signal.

  In step S6, the manual transmission mode processing unit MT and the manual operation clutch capacity calculation unit 185 perform the comfort mode processing based on the input of the command signal from the comfort mode command unit 210. That is, based on the increase in the engine speed Ne, a data string of the capacity value for the preset comfort mode is read out from the shift map M (see FIG. 9) in time series, and based on the operation amount of the clutch lever L. Then, the manually operated clutch capacity calculating section 185 calculates the target capacity and outputs it to the clutch actuator control section 191 (see FIG. 9). Then, when the clutch connection is completed, the comfort mode process ends.

  Next, the direct mode performed by the manual shift mode processing unit MT and the process of driving skill determination will be described with reference to FIGS.

The process flow in FIG. 20 is started by the clutch connection state determination unit 220 determining that the driver has disconnected the clutch, as in FIG. 19. Then, in step S101, the downshift determining unit 204 determines whether there is a shift request to downshift. This determination is made based on, for example, whether or not the target gear position has been switched from “2” to “1”, as shown in FIG.

If there is a downshift request (step S101: YES), the process proceeds to the next step S102, where the engine speed determination unit 206 increases the engine speed Ne as the driver increases the throttle opening. It is determined whether or not it has started. If the engine speed Ne starts to increase (step S102: YES), the process proceeds to step S103, and the clutch connection state determination unit 220 waits for the release (connection) of the clutch lever L to be started. At the stage when the release of the clutch lever L is started (step S103: YES), the process proceeds to the next step S104, where the connection timing recording unit 222 records the release start time of the clutch lever L in the memory 214.

After that, in step S105, the clutch connection state determination unit 220 determines whether or not it is within a predetermined time Tb (>> Ta) from the time when the release of the clutch lever L is started. If it is within the predetermined time Tb (step S105: YES), the process proceeds to step S106, and the capacity value recording unit 224 and the engine speed recording unit 226 store the current capacity value and the engine speed Ne in the memory 214 in time series. Record.

Next, in step S107, the clutch connection state determination unit 220 determines whether the clutch connection by the operation of the clutch lever L has been completed. This determination is made, for example, based on whether the capacity value has reached the upper limit value. If the connection of the clutch has not been completed (step S107: NO), the process proceeds to step S105, and the processes after step S105 are repeated.

  Then, when the connection of the clutch by the operation of the clutch lever L is completed (step S107: YES), the process proceeds to the next step S108, and the connection timing recording unit 222 records the point of completion of the connection of the clutch in the memory 214.

  Thereafter, in step S109 in FIG. 21, the capacity value change collation unit 230 determines whether the time series data of the capacity value change recorded in the memory 214, the reference registered in the shift map M, and the manual operation clutch in the comfort mode. The capacity calculation unit 185 collates the time series data of the capacity value fluctuation derived.

  As a result of the comparison, when the matching rate is, for example, 90% or more, the process proceeds to step S110, and the determination result display processing unit 232 displays the fixed data on the display 218 and also displays, for example, “master” as a character corresponding to the rank. Then, the capacity value fluctuation and the engine speed fluctuation recorded in the memory 214 in time series are displayed.

  Similarly, when the matching rate is, for example, 80% or more and less than 90%, the process proceeds to step S111, and the determination result display processing unit 232 displays the fixed data on the display 218 and, for example, “4” as a character corresponding to the rank. Is displayed, and the capacity value fluctuation and the engine speed fluctuation recorded in the memory 214 in time series are displayed.

  Similarly, when the matching rate is, for example, 70% or more and less than 80%, the process proceeds to step S112, and the determination result display processing unit 232 displays the fixed data on the display 218 and, for example, “3” as a character corresponding to the rank. Is displayed, and the capacity value fluctuation and the engine speed Ne recorded in the memory 214 in time series are displayed.

  Similarly, when the matching rate is, for example, 60% or more and less than 70%, the process proceeds to step S113, and the determination result display processing unit 232 displays the fixed data on the display 218 and, for example, “2” as a character corresponding to the rank. Is displayed, and the capacity value fluctuation and the engine speed recorded in the memory 214 in time series are displayed.

  Similarly, when the match rate is less than 60%, for example, the process proceeds to step S114, and the determination result display processing unit 232 displays the fixed data on the display 218 and also displays “1” as a character corresponding to the rank, for example. Further, the capacity value fluctuation and the engine speed Ne recorded in time series in the memory 214 are displayed.

  On the other hand, if it is determined in step S102 of FIG. 20 that the engine speed Ne has not started increasing, the process proceeds to step S114 to determine whether or not the capacity value has increased. If the capacity value has increased, the process proceeds to step S115, where the fixed data is displayed on the display 218, the icon "!" Is displayed, and a message for coaching the blipping operation is displayed.

  On the other hand, if it is determined in step S105 of FIG. 20 that the predetermined time has elapsed, the process proceeds to step S116, in which the engine speed Ne is automatically adjusted by TBW (throttle-by-wire), and then, in step S117. , The clutch is forcibly connected.

  Further, in step S118, the fixed data is displayed on the display 218, and the icon "!" Is displayed, for example, a message indicating that the connection has been made forcibly. In this case, a message for coaching the release timing of the clutch lever L may be displayed. At this time, the capacity value fluctuation and the engine speed Ne recorded in time series in the memory 214 may be displayed.

  In the above-described example, the evaluation is performed in five stages, but the evaluation may be performed in more stages. In this case, the evaluation stage may be increased by comparing the clutch connection start time and the clutch connection completion time recorded in the memory 214 with the respective standards.

  As described above, the present embodiment is a power transmission device 300 of the vehicle 10 including the control unit 120 that automatically controls the connection and disconnection of the clutch. ). In addition, the power transmission device 300 has an automatic mode in which the clutch is connected / disconnected by the driver's selection, regardless of the driver's connection / disconnection operation under the control of the control unit 120, and a clutch connection / disconnection operation by the driver. And a manual mode for performing connection and disconnection. In the manual mode, a plurality of control modes having different automatic control interventions can be selected. Thereby, an appropriate manual connection / disconnection control mode of the clutch can be selected from a plurality of modes according to a plurality of uses such as a person who wants to enjoy shifting by manual clutch operation and a person who wants to practice.

  In the present embodiment, a plurality of control modes having different automatic control interventions include a mode having a driving assist control for reducing a shock at the time of clutch engagement (comfort mode) and a mode at which a shock at the time of connection is allowed (direct mode). ). In this way, the skill level and the mode in which the clutch can be operated comfortably even in various situations, and the mode in which a precise clutch connection / disconnection operation is required in circuit driving etc. are changed to various situations such as the skill level and the running path. Can be selected accordingly.

  In the present embodiment, the mode in which the shock at the time of connection is permitted activates a control for avoiding a specific limit event in the state of the engine of the vehicle 10. Thus, even in a mode in which a precise clutch connection / disconnection operation is required, the driver can be assisted in driving or the vehicle can be automatically protected in a predetermined limit event.

  In the present embodiment, one of the limit events is to keep the half-clutch for a predetermined time or more. As a result, the clutch can be appropriately protected even in a mode in which a precise clutch connection / disconnection operation is required.

  In the present embodiment, the limit event is that the engine speed becomes equal to or lower than a predetermined value. Thus, even in a mode in which a precise clutch connection / disconnection operation is required, it is possible to appropriately avoid engine stop (so-called engine stall).

  The avoidance of the limit event as described above may not be performed. For example, it is also possible to allow the driver to experience and learn by allowing the engine to stall.

  Further, the present embodiment is a driving skill determination device 200 that determines the driving skill of the driver of the vehicle 10, and includes a clutch operation state detection device (clutch lever L, clutch lever operation) that detects the clutch operation state of the driver. An amount sensor SEL, a capacity value recording unit 224), and a throttle operation state detecting device (throttle opening sensor 103, engine speed sensor 130, engine speed recording unit 226) for detecting a throttle operation state of the driver.

  Thus, the driver's driving skill, for example, a driving skill such as a blipping operation, can be easily determined by the driver's direct operation.

  In the present embodiment, the driving skill of the driver is determined based on at least information on the state of the change in the engine speed of the vehicle 10 and the timing of the clutch operation by the driver. This makes it possible to directly determine the driving skill from the timing of the clutch operation with respect to the change in the engine speed at which the driver's driving skill tends to differ.

  In the present embodiment, the driving skill of the driver is determined from at least the driver's clutch operation and throttle operation during the driver's downshifting operation of transmission 1. As a result, the driving skill can be directly determined from the clutch operation and the throttle operation during the shift-down operation in which the driving skill of the driver tends to be different.

  In the present embodiment, the driving skill of the driver is determined from at least the increase in the engine speed due to the blipping operation during the downshifting operation and the clutch connection / disconnection timing due to the clutch operation. This makes it possible to directly determine the driving skill of the driver from the blipping operation and the downshift operation during the downshift operation.

  In the present embodiment, driving skill determination device 200 is incorporated in automatic transmission control device 120 installed in vehicle 10 and operates according to a driver's selection instruction. Thus, the driver's driving skill can be determined by effectively using the sensors and the like used in the automatic transmission control device 120.

In the present embodiment, the automatic shift control device 1 allows the driver to select an automatic shift mode and a manual shift mode, and further, in the manual shift mode, can select a manual clutch operation mode. The determination device 200 operates according to a driver's selection instruction when the manual clutch operation mode is selected. This makes it possible to determine the driver's driving skill in the manual clutch operation mode by effectively using a sensor or the like used in the automatic transmission control device capable of selecting the manual clutch operation mode.

In the present embodiment, the shift control performed at the time of skill determination is a part of the automatic shift control by the automatic shift control device 1 (for example, correction of clutch connection timing, automatic blipping control, and the like executed in the comfort mode). The control (for example, the direct mode) is performed so that the driving skill determination device 200 performs the control (for example, the comfort mode) in which the above-described part of the control is performed under a predetermined condition. The driving skill of the driver is determined by comparing a command that is not performed and is issued by control (the direct mode) based on the driving operation of the driver. Thus, the driving skill of the driver can be determined by effectively using the shift control program, the sensor, and the like used in the automatic shift control device 1.

  In the present embodiment, there is provided means (a determination result display processing unit 232) for notifying the driver of the determination result of the driving skill of the driver. This makes it possible to appropriately inform the driver of the driving skill determination result.

  In the present embodiment, the determination result is notified to the driver based on the behavior of the vehicle body at the time of shifting by the driver. This makes it possible to inform the driver of the determination result of the driving skill sensuously using the behavior of the vehicle body.

  The driving skill determination method according to the present embodiment includes a step of detecting a driver's clutch operation state and a step of detecting a driver's throttle operation state. Thus, the driver's driving skill can be determined by the driver's direct operation.

  The present invention is not limited to the above-described embodiment, and it is of course possible to adopt various configurations without departing from the gist of the present invention.

  That is, the number of selection modes by the manual clutch operation mode is not limited to two, and two or more modes may be provided in stages according to the ratio of driver assistance.

  The limit event is not limited to a long half-clutch state or engine stall, and may be any event relating to driver assistance or protection of parts of the vehicle. For example, an unnecessary clutch disengagement operation may be avoided according to a road surface condition such as a frozen road surface or cornering.

  The skill determination may be other than at the time of downshifting. For example, the driver's skill may be determined at the time of starting or shifting up.

  In the above-described example, an example in which the present invention is applied to the vehicle 10 having the automatic transmission control device 1 has been described. However, the automatic transmission control device 1 is provided because it has a clutch-by-wire device and various sensors and arithmetic devices. It may be applied to vehicles that do not.

  The shift control may be performed in a direction in which the behavior when the shift timing of the driver is shifted is further expanded.

  The skill determination may be performed in the comfort mode. In this case, the driver does not feel it physically, but can know the clutch lever operation timing on the display.

  Further, the haptic device may be used as the bodily sensation of the vehicle body behavior, for example, by generating a slight vehicle body behavior by controlling the clutch hydraulic pressure to make the driver feel the body.

  When displaying a message or a rank for coaching to the driver, a voice output may be accompanied.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 103 ... Throttle opening sensor 120 ... AMT control unit 130 ... Engine speed sensor 180 ... Shift control part 181 ... Target gear position determination part 183 ... Manual operation clutch determination part 185 ... Manual operation clutch capacity calculation part 188 ... Clutch Capacity output value calculation unit AT: automatic shift processing unit D: depression L: clutch lever M: shift map MT: manual shift processing unit SEL: clutch lever operation amount sensor SEV: vehicle speed sensor TCL: twin clutch TM: transmission

Claims (4)

A power transmission device (300) for a vehicle (10) including a control unit (120) for automatically controlling connection and disconnection of a clutch,
A clutch connecting / disconnecting operator (L) for manually connecting / disconnecting the clutch is provided, and the connection / disconnection of the clutch is controlled by the control unit (120) according to the driver's selection regardless of the driver's connecting / disconnecting operation. A power transmission device (300) for a vehicle (10) having an automatic mode to perform and a manual mode to connect and disconnect the clutch by the connection and disconnection operation of the driver;
In the manual mode, it is possible to further select a plurality of control modes with different automatic control interventions,
In the manual mode, the clutch connection / disconnection operation can be operated even during gear shifting, and a mode having a driving assist control for reducing a shock at the time of connection of the clutch due to manual operation of the clutch connection / disconnection operation element; A power transmission device for a vehicle, including at least a mode that allows a shock at the time of connection. The power transmission device for a vehicle according to claim 1,
A power transmission device for a vehicle, wherein, in the mode in which the shock at the time of connection is allowed, a control for avoiding a specific limit event in an engine state of the vehicle (10) is operated. The vehicle power transmission device according to claim 2,
The power transmission device for a vehicle, wherein the limit event is that the half-clutch is maintained for a predetermined time or more. The vehicle power transmission device according to claim 2,
The power transmission device for a vehicle, wherein the limit event is that the engine speed becomes equal to or lower than a predetermined value.

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