JP5837011B2 - Shift control device for motorcycle - Google Patents

Description

  The present invention relates to a shift control device for a motorcycle, and more particularly to a shift control device for a motorcycle that performs blipping control with an electronic throttle device during a downshift.

  2. Description of the Related Art Conventionally, a shift control device that performs blipping control that temporarily increases the output rotation speed of an engine by an electronic throttle device that drives a throttle valve with a motor when performing a downshift is known.

  In Patent Document 1, a downshift is required during power-off running in an automatic transmission having a torque converter with a lock-up clutch, in which the engine rotational speed is relatively decreased with respect to the rotational speed on the output side. Then, after performing the blipping control, the lockup clutch is securely engaged after waiting for the difference between the output side rotational speed and the input side rotational speed to be smaller than the predetermined value, so as to obtain an appropriate engine brake. This technique is disclosed.

Japanese Patent No. 4952182

  However, in the technique described in Patent Document 1, after the engine speed is increased by blipping control, the lockup clutch is engaged after waiting for the output speed to increase. There was a problem that the time was long.

  SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems of the prior art, and to provide a shift control device for a motorcycle that can generate an appropriate engine brake even during blipping control at the time of downshift and reduce the time during which idling occurs. It is to provide.

  In order to achieve the above object, the present invention provides a transmission (TM) having a plurality of gear pairs according to a gear position between an input-side main shaft (13) and an output-side counter shaft (9). A first clutch (CL1) and a second clutch disposed on the main shaft (13) or the counter shaft (9) and controlling connection / disconnection of power transmission between the transmission (TM) and the engine (100). A twin clutch (TCL) comprising a clutch (CL2), and the crank clutch (105) of the engine (100) and the transmission (TM) are controlled by the twin clutch (TCL) controlled by the control unit (120). In the shift control apparatus for a motorcycle configured to connect and disconnect the rotational driving force between the engine (100) and the engine (100) during the downshift of the transmission (TM) A blipping control means (123) for executing blipping control for temporarily increasing the force rotation speed by the electronic throttle device (102) is provided, and the control unit (120) includes the first clutch (CL1) or the first clutch (CL1). The first feature is that, among the two clutches (CL2), a transmission torque is generated during the blipping control for the clutch (CL2) on the side connected with the downshift.

  In the blipping control, the rotational speed (Ne) on the upstream side of the twin clutch (TCL) is converted to the rotational speed (Nc1) on the downstream side of the clutch (CL2) connected with the downshift. The second feature is that it is performed in a smaller period.

  Further, during the downshift, the first target hydraulic pressure (P1) as the target hydraulic pressure of the clutch (CL1) that is released along with the downshift is reduced, and at the same time, the downshift is accompanied. A third feature is that the second target hydraulic pressure (P2) as the target hydraulic pressure of the clutch (CL2) connected to the clutch is increased to a value (Pb) at which a transmission torque is generated.

Further, the control unit (120) is configured so that a connection-side instantaneous speed that is a difference between a downstream rotational speed (Nc1) and an engine rotational speed (Ne) of the clutch (CL2) that is connected in association with the downshift. The sliding rotation (A) and the starting instantaneous sliding rotation (A ₀ ), which is the sliding rotation at the start of blipping control, are calculated, and the connection-side instantaneous sliding rotation (A) and the starting instantaneous sliding rotation (A ₀ ) are calculated. There is a fourth feature in that the second target hydraulic pressure (P2) is reduced in accordance with a reduction rate (A / A ₀ ) that is a ratio of

Further, the control unit (120) stops the blipping control when the rate of decrease (A / A ₀ ) becomes a predetermined value or less, and sets the second target hydraulic pressure (P2) to the open hydraulic pressure. There are features.

  According to the first feature, the apparatus comprises a blipping control means for executing a blipping control for temporarily increasing the output rotation speed of the engine by the electronic throttle device during the downshift of the transmission. The transmission torque is generated during the blipping control for the clutch on the side of the first clutch or the second clutch that is connected with the downshift, so that the engine brake is applied during the downshift such as when the throttle is off. Can be maintained for a long time, and the passenger can be prevented from feeling uncomfortable.

  According to the second feature, the blipping control is performed in a period in which the rotation speed on the upstream side of the twin clutch is smaller than the rotation speed on the downstream side of the clutch on the side connected with the downshift. Even if the driving torque of the engine increases with the blipping control, this can be prevented from being transmitted to the downstream side of the clutch, and the vehicle can be prevented from accelerating with the blipping control.

  According to the third feature, at the time of the downshift, the first target oil pressure as the target oil pressure of the clutch that is disengaged along with the downshift is reduced, and at the same time, connected with the downshift. Since the second target hydraulic pressure as the target hydraulic pressure of the clutch on the clutch side is increased to a value at which the transmission torque is generated, the engine brake can be maintained even after the hydraulic pressure of the disengaged clutch is decreased.

  According to the fourth feature, the control unit starts the blipping control and the connection side instantaneous slip rotation that is the difference between the engine speed and the downstream rotation speed of the clutch that is connected in accordance with the downshift. Since the start instantaneous slip rotation that is the slip rotation at the time is calculated and the second target hydraulic pressure is reduced according to the decrease rate that is the ratio of the connection side instantaneous slip rotation and the start instantaneous slip rotation, the engine is gradually By weakening the brake, it is possible to prevent the passenger from feeling uncomfortable.

  According to the fifth feature, the control unit stops the blipping control when the rate of decrease is equal to or less than a predetermined value, and the second target hydraulic pressure is set to the open hydraulic pressure. Therefore, it is possible to prevent the rotational speed on the upstream side of the clutch from exceeding the rotational speed on the downstream side of the clutch to which the clutch is connected before closing the throttle, while speeding up the upstream side of the clutch by the blipping control.

1 is a left side view of a motorcycle to which a motorcycle shift control device according to an embodiment of the present invention is applied. It is a right view of an engine. It is a system configuration | structure figure of AMT and its peripheral device. 1 is a functional block diagram showing a main configuration of a transmission control device for a motorcycle. It is a graph which shows the relationship of blipping control and the clutch control accompanying this. FIG. 6 is an enlarged detailed explanatory view of a part of FIG. 5.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a left side view of a motorcycle 10 to which a transmission control device for a motorcycle according to an embodiment of the present invention is applied. FIG. 2 is a right side view of engine 100 as a power source of motorcycle 10. The body frame 14 of the motorcycle 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 in the body. A pair of left and right front forks 17 that rotatably support the front wheel WF and support the steering handle 18 are rotatably supported with respect to the head pipe 15.

  The engine 100 suspended below the main pipe 36 is a V-type four-cylinder type in which front and rear cylinders are arranged at a predetermined sandwich angle. The piston 41 and the valve mechanism that slide in the cylinder block 40 have the same configuration in the four cylinders. The crankcase 46 includes a crankshaft 105 that rotatably supports a connecting rod 41a (see FIG. 2) that supports the piston 41, a main shaft (main shaft) 13 to which a plurality of gear pairs constituting a transmission are attached, and a counter. A shaft (counter shaft) 9 is accommodated.

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

  A swing arm 38 that is suspended by a shock unit 37 and rotatably supports the rear wheel WR is pivotally supported at the lower rear portion of the main pipe 36. Inside the swing arm 38, a drive shaft 58 for transmitting the rotational driving force of the engine 100 output from the counter shaft 9 to the rear wheels WR is disposed. A vehicle speed sensor SEV that detects the rotational speed of the rear wheel WR is provided in the vicinity of the axle of the rear wheel WR.

  Referring to FIG. 2, front bank BF and rear bank BR constituting engine 100 cover cylinder head 44 that is attached to the upper side of cylinder block 40 and houses a valve mechanism, and covers the upper end of cylinder head 44. And a head cover 45. The piston 41 slides on the inner periphery of the cylinder 43 formed in the cylinder block 40. The crankcase 46 is composed of an upper case half 46a formed integrally 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 the right side surface of the crankcase 46 in the vehicle width direction.

  The engine 100 according to the present embodiment uses a twin clutch including a first clutch and a second clutch as a hydraulic clutch that connects and disconnects the rotational driving force with the transmission. The hydraulic pressure supplied to the twin clutch can be controlled by an actuator, and a first valve 107 a and a second valve 107 b 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 automatic control according to the engine speed, vehicle speed, and the like.

  FIG. 3 is a system configuration diagram of an automatic manual transmission (hereinafter referred to as AMT) 1 as an automatic transmission and its peripheral devices. The AMT 1 is a twin clutch type automatic transmission that connects and disconnects the rotational driving force of an engine by two clutches disposed on a main shaft (main shaft). The drive of the AMT 1 housed in the crankcase 46 is controlled by the clutch hydraulic device 110 and the AMT control unit 120. The AMT control unit 120 includes clutch control means for drivingly controlling the valve 107 as a clutch actuator including the first valve 107a and the second valve 107b. The engine 100 also has a throttle-by-wire electronic throttle device 102 provided with a throttle valve motor 104 that opens and closes a throttle valve.

  The AMT 1 includes a six-speed transmission TM, a twin clutch TCL including a first clutch CL 1 and a second clutch CL 2, a shift drum 30, and a shift motor (shift actuator) 21 that rotates the shift drum 30. The shift motor 21 is rotationally driven by a combination of automatic control according to the engine speed, vehicle speed, and the like, and an occupant's drive command by operating the shift switch 115.

  A number of gears constituting the transmission TM are coupled 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 coupled to the first clutch CL1, and the outer main shaft 6 is coupled to the second clutch CL2. The main shaft 13 and the counter shaft 9 are provided with transmission gears that are displaceable in the axial direction of the main shaft 13 and the counter shaft 9, respectively. A plurality of guide grooves formed in the transmission gear and the shift drum 30 are provided with a shift fork. The end is engaged.

  A primary drive gear 106 is coupled 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 the first clutch CL1, and is connected to the outer main shaft 6 via the second clutch CL2. In addition, the AMT 1 measures the rotational speed of a predetermined transmission gear on the counter shaft 9 to detect the rotational speeds of the inner main shaft 7 and the outer main shaft 6 respectively, and the inner main shaft rotation speed (rotational speed) sensor 131 and the outer main shaft. A rotation speed (rotation speed) sensor 132 is provided.

  The inner main shaft rotational speed sensor 131 is engaged with a transmission gear that is non-rotatably attached to the inner main shaft 7 and is rotated by a driven side transmission gear C3 that is rotatably and non-slidably attached to the counter shaft 9. Detect speed. The outer main shaft rotational speed sensor 132 is engaged with a transmission gear that is non-rotatably attached to the outer main shaft 6 and is driven and non-slidably attached to the counter shaft 9. Detects the rotation speed.

  A bevel gear 56 is coupled to the end of the counter shaft 9, and the bevel gear 56 meshes with a bevel gear 57 coupled to a drive shaft 58, so that the rotational driving force of the counter shaft 9 is rear wheel. Is transmitted to the WR. Further, 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 that detects the gear stage of the transmission TM based on the rotational position of the shift drum 30, A shifter sensor 27 that detects the rotational position of the shifter driven by the shift motor 21 and a neutral switch 133 that detects that the shift drum 30 is in the neutral position are provided. The electronic throttle device 102 is provided with a throttle opening sensor 103.

  The clutch hydraulic device 110 is configured to use both the lubricating oil of the engine 100 and the hydraulic oil that drives the twin clutch. The clutch hydraulic device 110 includes an oil tank 114 and a conduit 108 for feeding oil (operating oil) in the oil tank 114 to the first clutch CL1 and the second clutch CL2. A hydraulic pump 109 serving as a hydraulic supply source and a valve (electromagnetic control valve) 107 serving as a clutch actuator are provided on the pipe 108, and a valve 107 is provided on the return pipe 112 connected to the pipe 108. A regulator 111 that keeps the hydraulic pressure supplied to a constant value is arranged. The valve 107 includes a first valve 107a and a second valve 107b that individually apply hydraulic pressure to the first clutch CL1 and the second clutch CL2, and an oil return conduit 113 is provided for each.

  A pipe connecting the first valve 107a and the first clutch CL1 is provided with a first hydraulic sensor 63 that measures the hydraulic pressure generated in the pipe, that is, the hydraulic pressure generated in the first clutch CL1. Similarly, a second hydraulic pressure sensor 64 for measuring the hydraulic pressure generated in the second clutch CL2 is provided in a pipe line connecting the second valve 107b and the second clutch CL2. Further, a main oil pressure sensor 65 and an oil temperature sensor 66 as oil temperature detecting means are provided in a pipe line 108 connecting the hydraulic pump 109 and the valve 107.

  The AMT control unit 120 includes a shift mode changeover switch 116 that switches between an automatic shift (AT) mode and a manual shift (MT) mode of the transmission TM, and a shift up (UP) or shift down (DN) shift instruction. A shift switch 115 serving as a shift manual means for performing the shift, a neutral select switch 117 for switching between neutral (N) and drive (D), and a clutch control mode switch 118 for switching the clutch operation control mode are connected. Yes. Each switch is provided on a handle switch of the steering handle 18.

  The AMT control unit 120 includes a central processing unit (CPU), and controls the valve (clutch actuator) 107 and the shift motor (shift actuator) 21 in accordance with the output signals of the sensors and switches to automatically change the shift stage of the AMT1. Switch automatically or semi-automatically. When the AT mode is selected, the gear position is automatically switched according to information such as vehicle speed, engine speed, throttle opening, etc., while when the MT mode is selected, the transmission TM is switched according to the operation of the shift switch 115. Shift up or down.

  In the clutch hydraulic device 110, hydraulic pressure is applied to the valve 107 by the hydraulic pump 109, and the hydraulic pressure is controlled by the regulator 111 so that the hydraulic pressure does not exceed the 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 moved through the first clutch CL1 or the second clutch CL2. It is connected to the main shaft 7 or the outer main shaft 6. The first clutch CL1 and the second clutch CL2 are both normally open hydraulic clutches. When the valve 107 is closed and the application of hydraulic pressure is stopped, an internal return spring (not shown) The main shaft 7 and the outer main shaft 6 are biased in the direction of breaking the connection.

  The valve 107 that drives both clutches by opening and closing the pipes that connect the pipes 108 and both clutches is changed from a fully closed state to a fully open state by the AMT control unit 120 adjusting the drive signal. It is configured to be able to arbitrarily change the time until.

  The shift motor 21 rotates the shift drum 30 in accordance with an instruction from the AMT control unit 120. When the shift drum 30 is rotated, the shift fork is displaced in the axial direction of the shift drum 30 in accordance with the shape of the guide groove formed on the outer periphery of the shift drum 30, and accordingly, the gears on the counter shaft 9 and the main shaft 13 are engaged. The alignment changes.

  In the AMT 1 according to the present embodiment, the inner main shaft 7 coupled to the first clutch CL1 supports odd-numbered gears (1, 3, and 5 speeds), and the outer main shaft 6 coupled to the second clutch CL2 is disposed to the even-numbered gear. It is configured to support (2, 4th, 6th speed). Therefore, for example, while traveling with an odd-numbered gear, the hydraulic pressure supply to the first clutch CL1 is continued and the connected state is maintained, and the gears before and after the shift change are meshed during the shift change. In this state, the gear change gear that transmits the driving force is switched by changing the clutch.

  FIG. 4 is a functional block diagram showing the main configuration of the transmission control apparatus for a motorcycle according to the present invention. As described above, the control unit 120 as an AMT control unit drives the twin clutch TCL and the transmission TM with an actuator according to the shift operation by the shift switch 115 by the occupant when the MT mode is selected.

The controller 120 is provided with an instantaneous slip rotation detecting means 121, an instantaneous slip rotation reduction rate A / A ₀ calculating means 122, and a blipping control means 123. Here, the blipping control is mainly control for mitigating a deceleration shock when the clutch is reconnected at the gear stage after the shift at the time of downshifting during deceleration. For this reason, the blipping control is usually a control for increasing the engine speed by opening the throttle valve in a state where the clutch is released (disconnected), that is, by performing “blank”.

  The reason for releasing the clutch during this blipping control is that if the engine speed is increased while the clutch is connected, the engine driving force may increase despite the deceleration, and the vehicle may feel pushed. This was to eliminate, but the delay in clutch re-connection timing caused a feeling of free running.

  On the other hand, the applicant of the present invention, through repeated experiments and actual running tests, does not cause a push feeling of the vehicle body and does not cause a push feeling of the vehicle body even when the clutch is connected during execution of the blipping control. It came to know that the connection can generate engine brakes at an earlier timing and eliminate the feeling of running idle.

  The instantaneous slip rotation detecting means 121 of the control unit 120 is based on the information of the engine speed sensor 130, the inner main shaft speed sensor 131, and the outer main shaft speed sensor 132, and the engine speed Ne (engine speed Ne) on the upstream side of the clutch. Further, the rotational speeds Nc1 and Nc2 on the downstream side of the clutch are detected. In the present embodiment, the rotation speed on the downstream side of the clutch corresponds to the rotation speed of the counter shaft 9. That is, the rotational speed on the downstream side of the clutch is detected based on the output signal of the inner spindle speed sensor 131 when the odd-numbered gear is selected, and is detected based on the output signal of the outer spindle speed sensor 132 when the even-numbered gear is selected. Is done.

The instantaneous slip rotation detecting means 121 calculates the difference between the rotational speed Ne upstream of the clutch and the rotational speed Nc1 or Nc2 downstream of the clutch as the instantaneous slip rotation A. The instantaneous slip rotation reduction rate A / A ₀ calculating means sets the ratio (A / A ₀ ) between the calculated instantaneous slip rotation A and the slip rotation A ₀ at the start of blipping control as the decrease rate A / A _0. calculate. The control unit 120 in a predetermined period during blipping control, controls the hydraulic pressure of the connection-side clutch in accordance with the value of the reduction ratio A / A ₀ (the side of the clutch is connected after the downshift).

  The blipping control unit 123 performs blipping control by driving the throttle valve motor 104 of the electronic throttle device 102 in response to a downshift command from the shift switch 115. The operation of the throttle valve motor 104 in the blipping control is performed according to a predetermined map with parameters such as the current shift speed, vehicle speed, vehicle body deceleration, engine speed, and throttle opening. In the present embodiment, control is performed to maintain a predetermined throttle opening for a predetermined period.

  FIG. 5 is a graph showing the relationship between the blipping control and the accompanying clutch control. FIG. 6 is an enlarged detailed explanatory view of a part of FIG. 5 and 6 show an example of a downshift from the third speed to the second speed.

  First, referring to FIG. 5, at time t = 0, the motorcycle 1 is decelerating at the throttle opening Th = 0 while maintaining the third gear. At this time, the first target oil pressure P1 of the first clutch CL1 (hereinafter simply referred to as the first target oil pressure P1) is at the fully connected oil pressure Pc, while the second target oil pressure P2 (hereinafter simply referred to as the first target oil pressure P1) of the second clutch CL2. The second target hydraulic pressure P2) is a follow-up hydraulic pressure Pa that is large enough to cause the outer main shaft 7 of the main shaft 13 to rotate about the inner main shaft 6. The accompanying hydraulic pressure Pa is applied to prevent the outer main shaft 7 from being completely stopped while the driving force is transmitted through the inner main shaft 6.

  Further, at time t = 0, the transmission TM is in status 2 in which driving force is transmitted via the third speed gear. Further, Nc1 and Nc2 shown as the respective shaft rotation speeds are the rotation speed Nc1 on the downstream side of the clutch connected with the downshift and the downstream of the clutch released on the downshift. Side rotation speed Nc2. That is, in this figure when downshifting from the 3rd speed to the 2nd speed, Nc1 indicates the rotational speed on the downstream side of the second clutch CL2, and Nc2 indicates the rotational speed on the downstream side of the first clutch CL1.

  At time t1, a downshift command is issued by operating the shift switch 115. In response to this, the control unit sets the target hydraulic pressure P2 of the second clutch CL2 to P0 which is the clutch disengagement hydraulic pressure, and starts a down preliminary shift for switching the driving force transmission gear to the second speed.

  Next, at time t2, the down preliminary shift of the transmission TM is completed, the transmission status is switched to 1, and a decrease in the first target hydraulic pressure P1 is started. At the same time, the second target hydraulic pressure P2 is higher than the accompanying hydraulic pressure Pa, and is increased to the engine brake transmission hydraulic pressure Pb capable of transmitting the engine brake. Note that the decreasing speed of the first target hydraulic pressure P1 from the time t2 is a value determined by various parameters.

  At time t3, the blipping control is started with the first target oil pressure P1 as a trigger when the torque is lowered to a predetermined oil pressure at which torque transmission becomes zero. Specifically, the throttle opening degree Th is increased from zero to a predetermined value Th1, and thereafter, the engine speed Ne starts to increase at time t4. That is, in the present embodiment, the second clutch target hydraulic pressure P2 is at the engine brake transmission hydraulic pressure Pb in that the engine rotational speed Ne is increased by the blipping control, and the engine rotational speed Ne is increased while the engine brake is being generated. .

  After time t4, the control unit 120 gradually decreases the second target hydraulic pressure P2 in accordance with the relationship between the increasing engine speed Ne and the clutch downstream speed Nc1, and at time t5, the controller 120 decreases the clutch release hydraulic pressure. The This is because if the second clutch CL2 is kept connected, a push feeling is generated in the vehicle body when the engine speed Ne exceeds the speed Nc1 after time t5. Conversely, the present invention focuses on the fact that the push feeling of the vehicle body does not occur even when the second clutch CL2 is connected, as long as the engine rotational speed Ne does not exceed the rotational speed Nc1.

  At time t5, the second target oil pressure P2 is reduced to the clutch disengagement oil pressure, and at the same time, the throttle opening degree Th is returned to zero. 5 and 6, the response delay of the engine speed to the opening / closing operation of the throttle valve is expressed. However, the response delay of the actual hydraulic pressure with respect to the first target hydraulic pressure P1 and the second target hydraulic pressure P2 can be ignored. Therefore, it is not described.

  Next, at time t6, the second clutch CL2 is raised again, triggered by the difference between the engine speed Ne and the speed Nc1 being equal to or less than a predetermined value. At time t6, the transmission status is switched to 0 because the downshift is completed, and the control of the second clutch CL2 is also switched to the control based on the target hydraulic pressure calculated based on the estimated engine torque. At time t7, the target hydraulic pressure of the second clutch CL2 is increased to the fully connected hydraulic pressure Pc, triggered by the difference between the engine rotational speed Ne and the rotational speed Nc1 being equal to or less than a predetermined value, and the series of controls is terminated. To do.

  In this embodiment, as a series of control modes, time t1 to t2 is referred to as stage 1, time t2 to t3 is referred to as stage 2, time t5 to t6 is referred to as stage 3, and time t6 to t7 is referred to as stage 4. Among these, it is during the stage 2 that the throttle valve is opened as blipping control. Below, with reference to FIG. 6, the detail of the clutch control especially in a blipping control period is demonstrated.

  In FIG. 6, at time t2 which is the start point of the stage 1, the hydraulic pressure reduction control of the first target hydraulic pressure P1 is started and the second target hydraulic pressure P2 is increased to the engine brake transmittable hydraulic pressure Pb. As a result, engine braking occurs in the second clutch CL2. This is because torque transmission is performed only in the direction in which the engine brake acts in a situation where the engine rotational speed Ne is smaller than the rotational speed Nc1 in the initial stage of shifting. Therefore, even if the clutch is connected in this region, there is no push feeling on the vehicle body.

Next, at time t3, which is the start point of the stage 2, the opening operation of the throttle valve is performed as a blipping control with the first target oil pressure P1 being lowered to a predetermined oil pressure Pd that causes no torque transmission. At time _t3, the value of A 0 = Nc1-Ne beginning instantaneous slip rotation _{A 0} is a sliding rotation of the stage 2 start time by the calculation equation is calculated. The degree of decrease in the first target hydraulic pressure P1 in the stage 2 is assumed to be gentler than the degree of decrease in the stage 1.

On the other hand, from time t4, the value of the instantaneous slip rotation A is calculated by the calculation formula of A = Nc1-Ne. In this figure, the calculation formula is described at the position of time t4-2, but in actuality, it is calculated sequentially from time t4 and changes as the engine speed Ne increases. Then, the control unit 120 calculates the decrease rate A / A ₀ by the calculation formula of A ÷ A ₀ . The reduction rate A / A ₀ is calculated by the instantaneous slip rotation reduction rate A / A ₀ calculation means 122 (see FIG. 4) of the control unit 120.

In the present embodiment, in a period of stage 2 not only causes engine braking by the second clutch CL2, by reducing the second target pressure P2 in accordance with the value of the reduction ratio A / A _0, a suitable engine It is configured to achieve both the generation of the brake and the reduction of the idling feeling. That is, in the present embodiment, engine braking is obtained in both regions of the stages 1 and 2 (illustrated hatched hatching portion F).

At time t4-1, control for reducing the second target pressure P2 in accordance with the value of the reduction ratio A / A ₀ calculated is started. Then, at time t5, as a trigger that the decrease rate A / A ₀ is equal to or less than a predetermined value, the throttle valve is closed by the electronic throttle device 102 (throttle opening zero). At the same time, the second target hydraulic pressure P2 is set to the release hydraulic pressure. In this figure, the value is lower than the predetermined oil pressure Pd at which torque transmission is eliminated, and the action applied to the clutch is substantially the same as that at the oil pressure P0.

  In stage 3 starting from time t5, in a state where both the first clutch CL1 and the second clutch CL2 are disengaged, there is a region (shown hatched hatched portion G) in which only the engine speed Ne increases and exceeds the speed Nc1. Arise.

  At time t6 when the stage 4 is started, the second target hydraulic pressure P2 is triggered by the fact that the difference between the engine speed Ne and the engine speed Nc1 is less than a predetermined value (eg, 50 rpm or less) while the engine speed Ne is decreasing. The pressure is increased to a predetermined oil pressure Pe.

  In stage 4, the engine speed Ne once falls below the speed Nc1, and then converges to the same value. During this period, the second target hydraulic pressure P2 is calculated based on the estimated engine torque derived from the transmission gear stage and the engine speed Ne. At time t7, the second target hydraulic pressure P2 is increased to the fully connected hydraulic pressure Pc, triggered by the difference between the engine rotational speed Ne and the rotational speed Nc1 being equal to or less than a predetermined value (for example, 50 rpm or less). End the control.

  Note that the structure and configuration of the engine, clutch and transmission, the configuration of the clutch actuator and shift actuator, the configuration of the control unit, the input means for the shift command, the throttle opening of the blipping control, and the hydraulic pressure supplied during the blipping control The sheath supply timing and the like are not limited to the above embodiment, and various changes can be made. For example, the operation of connecting the clutch during the blipping control may be applied to a single clutch type automatic transmission. The speed change control device according to the present invention is not limited to a motorcycle, and can be applied to various vehicles such as a saddle riding type tricycle.

DESCRIPTION OF SYMBOLS 9 ... Counter shaft, 10 ... Motorcycle, 13 ... Main shaft, 100 ... Engine, 102 ... Electronic throttle device, 104 ... Throttle valve motor, 115 ... Shift switch, 120 ... AMT control unit (control part), 121 ... Instantaneous slip Rotation detecting means 122... Instantaneous slip rotation reduction rate A / A ₀ calculating means 123... Blipping control means 130. Engine speed sensor 131. Inner main spindle speed sensor 132 132 Outer main spindle speed sensor CL 1. first clutch, CL2 ... second clutch, TCL ... Twin clutch, TM ... transmission, A 0 _... start instantaneous slip rotation, A ... instantaneous slip rotation

Claims (3)

A transmission (TM) having a plurality of gear pairs according to the gear position between the input-side main shaft (13) and the output-side counter shaft (9);
A first clutch (CL1) and a second clutch which are disposed on the main shaft (13) or the counter shaft (9) and control connection / disconnection of power transmission between the transmission (TM) and the engine (100). (CL2) twin clutch (TCL),
An automatic motor configured to connect and disconnect the rotational driving force between the crankshaft (105) of the engine (100) and the transmission (TM) by the twin clutch (TCL) controlled by the control unit (120). In a two-wheeled vehicle transmission control device,
A blipping control means (123) for executing a blipping control for temporarily increasing the output rotational speed of the engine (100) by an electronic throttle device (102) during a downshift of the transmission (TM); Equipped,
The control unit (120) is performing the blipping control on the clutch (CL2) connected to the downshift in the first clutch (CL1) or the second clutch (CL2). To generate transmission torque ,
During the downshift, the first target hydraulic pressure (P1) as the target hydraulic pressure of the clutch (CL1) that is released along with the downshift is reduced, and at the same time, the downshift is connected. The second target hydraulic pressure (P2) as the target hydraulic pressure of the clutch (CL2) to be engaged is increased to a value (Pb) at which the transmission torque is generated,
The controller (120) is connected side instantaneous slip rotation which is the difference between the engine speed (Ne) and the engine speed (Ne) on the downstream side of the clutch (CL2) connected with the downshift. (A) and the instantaneous sliding rotation at start (A0), which is sliding rotation at the start of blipping control, are calculated,
The second target hydraulic pressure (P2) is reduced according to a reduction rate (A / A0) that is a ratio of the connection-side instantaneous sliding rotation (A) and the starting instantaneous sliding rotation (A0). Transmission control device for motorcycles.   In the blipping control, the rotational speed (Ne) on the upstream side of the twin clutch (TCL) is higher than the rotational speed (Nc1) on the downstream side of the clutch (CL2) connected with the downshift. The shift control device for a motorcycle according to claim 1, wherein the shift control device is performed in a small period. Wherein the control unit (120) according to claim 1, wherein the reduction rate (A / A0) stops blipping control becomes less than a predetermined value, characterized in that said second target hydraulic pressure (P2) open hydraulic Or a shift control apparatus for a motorcycle according to 2 ;