Method for determining an operating shift pattern of a drive mechanism of a transmission of a saddle-riding type vehicle

Abstract

The present invention relates to a method for determining the operating shift configuration of a drive mechanism (1) of a transmission (G) of a saddle-ride type vehicle (4). In particular, the method applies to a drive mechanism (1) comprising a pedal shift lever (12) and a quick shifter device (5) directly or indirectly connecting the lever to the transmission, the device including a rod (10) and first sensor means (SM0, SM1-SM2) for detecting a change in the extension state of the rod (10) following a gear shift. The method according to the present invention includes the steps of acquiring a first signal (S1) generated by the first sensor means and determining, based on the first signal, whether the rod is in a traction-extension state or a compression-extension state. The method also includes the steps of acquiring at least a second signal (S2) generated by a second sensor means (SM3) and, based on the second signal (S2), determining the gear engaged following the gear shift and / or the direction of the gear shift. Finally, the method includes a step of determining an operating shift configuration of the drive mechanism based on the extension state determined in step B) and the engaged gear and / or the direction of said gear shift determined in step D).

Description

Technical Field

[0001] The present invention belongs to the manufacturing field of a saddle-type motorcycle equipped with an automatic transmission that operates by a mechanism including a quick shifter device. More precisely, the present invention relates to a method for determining, by a control unit of a motor vehicle, an operating shift pattern of a drive mechanism of a transmission between a first pattern and a second possible pattern.

Background Art

[0002] In a saddle-type vehicle, the engagement of gears of a transmission (gearbox) is controlled via a drive mechanism having a pedal lever that is operated by a pilot (operator) with one foot. According to a first installation pattern defined as the "standard" of this mechanism, the first gear is engaged via a downward rotation (usually counterclockwise) of the pedal lever, and the second gear, generally a higher gear "upshift", is engaged via an upward rotation (usually clockwise) of the pedal lever. Downshifting is then performed following the rotation of the pedal lever (usually counterclockwise).

[0003] For a pilot of a sports motorcycle, it is practical to reverse the shift direction by changing the installation form of the drive mechanism to reverse the shift direction, so that the "upshift" gear engages through the downward rotation (preferably counterclockwise) of the pedal lever, and downshift is performed as the lever rotates upward. When the practicality of this second possible installation form, called "reverse", is particularly evaluated when the vehicle is used on a racetrack, precisely when the pilot needs to shift up gears with the vehicle at a high lean angle. In the standard form of the installation mechanism, the pilot uses the instep to operate the pedal lever to shift up gears. In this form, the foot is positioned between the pedal lever and the road surface. However, at a high lean angle, the foot may collide with the road surface, leading to dangerous consequences. This danger is eliminated when the mechanism is installed in the "reverse" form so that the pilot can shift (or upshift) to a high gear using the sole of the foot, that is, keep the foot in a safe position above the pedal lever and shift the lever downward.

[0004] These two installation forms are also called the "standard operation shift" form and the "reverse (reverse) operation shift" form, respectively.

[0005] In a conventional vehicle equipped with a transmission, that is, a vehicle in which the pilot needs to disengage the clutch and close the throttle to shift gears (change gears), the reverse operation shift form can be obtained by modifying the form of the link of the drive mechanism and indirectly connecting the pedal lever to the selector drum of the transmission. In practice, the form is changed through a simple mechanical modification of the drive mechanism.

[0006] However, when the vehicle is equipped with an electronic transmission (also called automatic) that minimizes shift times as is well known, and both upshifts and downshifts are made faster, the above modifications are not sufficient to enable the vehicle to be driven. In particular, this transmission uses a drive mechanism for a transmission equipped with a device commonly known as a "quick shifter" (shift lever or gear lever), whereby gears can be engaged without closing the accelerator, and thus the clutch can be disengaged (released) without taking the hand off the handlebar.

[0007] Specifically, the quick shifter consists of a rod that is interposed between the pedal lever and the selector drum of the transmission. Usually, this rod is accompanied by at least a first microswitch (SM1) that generates a signal each time the transmission lever is operated to shift up (upshift). This signal is sent to a control unit acting on the engine, which stops (cuts off) the supply of the required torque for the duration of the time required to engage the higher gear. In many cases, the quick shifter rod is accompanied by a second microswitch (SM2) that generates a corresponding signal when the transmission lever is operated to shift down (downshift). In this case, in response to the signal generated by the second microswitch, the control unit then opens the throttle valve that supplies torque to the engine. To generate the corresponding signal, the microswitch detects the tension or compression state of the accompanying rod.

[0008] Figure 1 shows the control of the drive mechanism of a transmission provided with a quick shifter. Rod 10 includes a first end 10A (which moves like a hinge) hinged (axis X1) to the end of a transmission lever 11 that rotates around the axis of rotation X together with a pedal lever 12 operated by the pilot. The second end 10B of rod 10 is rotatably connected (about axis C) to the first end of connection lever 13. The second end of connection lever 13 is connected to the selector drum of the transmission, typically via a connection by splines. The mechanism described defines a standard shift pattern. To upshift, control lever 12 is rotated clockwise (upward) about axis of rotation X, causing a traction state in rod 10. This state is detected by a first microswitch SM1 associated with rod 10. On the other hand, during downshift (counterclockwise rotation of pedal lever 12), rod 10 is in a compressed state detected by a second microswitch SM2.

[0009] Referring to Figure 2, to obtain a reverse shift pattern, connection lever 13 is disconnected from the selector drum, rotated by a predetermined angle, and reconnected to the selector drum at a position that is mirror-symmetrical (inverted position) with respect to the position occupied in the standard pattern, and this position is evaluated with respect to a reference plane passing through axis X1 relative to the first end 10A and the axis of rotation Y of the selector drum. After this mechanical adjustment, rod 10 is compressed each time pedal lever 12 is pushed downward, i.e., each time an upshift is required. On the other hand, during downshift, rod 10 is in a traction state.

[0010] In the case of an electronic transmission, in order to enable the correct operation of the engine, the control unit must adapt the engine control strategy to the effective operating shift mode (standard or reverse) of the drive mechanism so that it can cut off the torque transmitted by the engine when the gear is effectively (efficiently) upshifted, or alternatively, so that it can transmit this torque when the gear is effectively downshifted. In other words, the control unit must correctly analyze the signals transmitted by the microswitches (SM1, SM2). In the case of the "reverse" mode, if the control unit regards the signals supplied from the sensors SM1, SM2 in the same way as in the case of the "standard" mode, it will operate in a completely inappropriate way, cutting off the torque transmission during downshifting or allowing this transmission during upshifting.

[0011] Therefore, it is necessary to set the operation of the control unit based on the effective operating shift mode (standard or reverse) of the drive mechanism of the transmission. In the current state of the art, the correct setting of the control unit, and thus the correct setting of any change in the control strategy, is substantially entrusted to the pilot or the operator responsible for the preparation of the vehicle. In practice, after a mechanical modification, i.e., a change in form from standard to reverse, the pilot, or the person entrusted with this task, must not forget to make the control unit recognize the change in form and intervene in the control unit in order to finally set the correct engine control strategy. This solution seems clearly dangerous (risky) because it depends entirely on human ability. Summary of the Invention Means for Solving the Problems

[0012] The main object of the present invention is to provide a solution that can solve the above problems. Within the scope of this object, a first object is to provide a method that can be implemented by a control unit of a motor vehicle and that determines at least two possible operating shift forms (standard or reverse) of a drive mechanism without relying on human factors. Another object of the present invention is to provide a method by which a control unit can determine an effective (efficient) operating shift form (standard or reverse) of a gearshift mechanism and autonomously set its operation. Another object of the present invention is to provide a method that is reliable and can be easily implemented at a competitive cost.

[0013] The applicant has found that the above-mentioned objects and targets can be achieved by a method for determining an effective (efficient) operating shift form of a drive mechanism of a transmission between at least two possible forms, based on a first signal acquired during or after a gearshift (gear change), which is a characteristic of the tension state of a rod of a quick shifter device, and a second signal useful for directly or indirectly determining the engaged gear or the direction of the gearshift.

[0014] In particular, the applicant has found that the above-mentioned objects and targets are achieved by a method for determining an operating shift form of a drive mechanism of a transmission of a saddle-type vehicle, the drive mechanism including a pedal shift lever and a quick shifter device that directly or indirectly connects the pedal lever to the transmission, the quick shifter device including a rod and first sensor means for detecting a change in the extended state of the rod after a gearshift. In particular, the method according to the present invention comprises A) acquiring a first signal generated by the first sensor means and indicating the extended state of the rod following the gearshift; B) determining, based on the first signal, whether the rod is in a traction extended state or a compression extended state; C) acquiring at least a second signal generated by second sensor means following a gearshift by the pedal shift lever; D) determining, based on the at least second signal, the gear to be engaged following the gear shift and / or the direction of the gear shift; E) determining an operating shift mode of a drive mechanism of the transmission selected from a standard operating shift mode and a reverse operating shift mode of a pedal shift lever, the operating shift mode being determined based on a combination of the extended state determined in step B) and the gear or the direction of the gear shift determined in step D); comprising.

[0015] Preferably, in the standard operating shift mode of the pedal shift lever, the first gear is engaged by a counterclockwise rotation of the pedal lever, and the second and subsequent gears are engaged by a clockwise rotation of the pedal lever. Instead, in the reverse operating shift mode of the pedal shift lever, the first gear is engaged by a clockwise rotation of the pedal lever, and the second and subsequent gears are engaged by a counterclockwise rotation of the pedal lever.

[0016] In its first possible embodiment, the first sensor means of the rod includes a first sensor for detecting the traction extension state of the rod and a second sensor for detecting the compression state of the rod. In particular, step B) - a sub-step of determining that the rod is in a traction extension state when the first signal is transmitted by the first sensor; - the second sensor and the 1st a sub-step of determining that the rod is in a compression extension state when the signal is transmitted; comprising.

[0017] In its alternative embodiment, the first sensor means includes a sensor that generates a signal indicating an axial tension value received by the rod. In this case, step B) - a sub-step of determining that the rod is in a traction extension state when the value of the signal generated by the sensor is included in a first range of values; - a sub-step of determining that the rod is in a compression extension state when the signal index is included in a second range of values; comprising.

[0018] According to the first embodiment, the second sensor means detects the rotation direction of the selector drum of the transmission at the first gearshift starting from the neutral state, and step D) is as follows: - A sub-step of determining that the first gear is engaged when the rotation of the selector drum is in the first direction; - A sub-step of determining that the second gear is engaged when the rotation of the selector drum is in the second direction opposite to the first direction; and includes.

[0019] Referring to this embodiment again, preferably, in step E), - When it is determined to be in the traction extension state in step B) and the engagement of the first gear is determined in step D), or - When it is determined to be in the compression extension state in step B) and the engagement of the second gear is determined in step D), the standard operation shift form is determined; - When it is determined to be in the compression extension state in step B) and the engagement of the first gear is determined in step D), or - When it is determined to be in the traction extension state in step B) and the engagement of the second gear is determined in step D), the reverse operation shift form is determined.

[0020] According to an alternative embodiment of the method according to the present invention, step D) is as follows: d1) A sub-step of acquiring a second signal indicating the speed of the vehicle; d2) A sub-step of acquiring a third signal indicating the rotational speed of the engine of the vehicle; d3) A sub-step of acquiring a fourth signal indicating the neutral state of the transmission; d4) A sub-step of acquiring a fifth signal indicating the state of the clutch of the vehicle; d5) A sub-step of determining whether the transmission is in a neutral state or not based on the fourth signal; d6) A sub-step of determining whether the clutch is in an engaged state or a disengaged state based on the fifth signal; Here, in the sub-step d5), if it is determined that the transmission is not in a neutral state, and in the sub-step d6), it is determined that the clutch is in a disengaged state not then the step D) includes a further sub-step di; d7) A sub-step of calculating a reference parameter M based on the relationship; M = K * (V / rpm) - K is a constant depending on the vehicle transmission - V is the speed of the vehicle - rpm is the rotational speed of the drive shaft of the vehicle engine d8) Defining a series of reference intervals (sections) for the parameter (M), each reference interval indicating the engaged gear; d9) Determining the engaged gear based on the reference interval to which the parameter (M) corresponds; d10) Based on the comparison between the engaged gear determined in step d9) and the engaged gear before the gear shift a sub-step of determining the direction of the gear shift; and includes.

[0021] Preferably, in this second embodiment, in the step E), the standard operation shift form is - when a traction extension state is determined in step B) and an upshift direction is determined in step D), or - when a compression extension state is determined in step B) and a downshift is determined in step D), is determined, the second reverse operation shift form is - In step B), a traction and extension state is determined, and in step D), a downshift direction is determined, or alternatively, - When a compression and extension state is determined in step B) and an upshift direction is determined in step D), it is determined.

[0022] The present invention also relates to a control method for a saddle-type vehicle including a transmission operated by a drive mechanism having an engine, a lever shift pedal, and a quick shifter device that directly or indirectly connects the lever pedal to the transmission. The method includes: T1) A step of determining an operating shift mode of the drive mechanism by the method according to the present invention; T2) A step of controlling the motor based on the form of the drive mechanism determined in step T1); and includes.

[0023] In a possible embodiment, the control method includes: - U1) A step of storing the operating shift mode of the drive mechanism determined by the method according to the present invention before the engine stops; - U2) A step of controlling the engine based on the operating shift mode stored in step U1) after the engine is restarted; - U3) A step of re-determining the operating shift mode of the drive mechanism (1) by the method according to the present invention; - U4) A step of determining whether the operating shift mode of the drive mechanism stored in step U1) corresponds to that re-determined in step U3); - U5) A step of changing the control strategy of the engine based on the operating shift mode re-determined in step U3) when the operating shift mode re-determined in step U3) and the operating shift mode stored in step U1) do not match; and includes.

[0024] Preferably, the method includes a further step U6) of providing a signal indicating a mismatch between the operation shift pattern determined in step U3) and the operation shift pattern stored in step U1).

Brief Description of the Drawings

[0025] Further features and advantages of the present invention will become more apparent from the following detailed description of some preferred but non-limiting embodiments of the method according to the present invention, illustrated by way of non-limiting example using the accompanying drawings. Here, - FIG. 1 is a schematic view showing a first operation shift pattern of a drive mechanism of a known type of transmission of a known type of saddle-riding vehicle according to the present invention, - FIG. 2 is a schematic view showing a second operation shift pattern of a drive mechanism of a known type of transmission of a saddle-riding vehicle, - FIGS. 3, 4 and 5 are diagrams respectively related to the first, second and third possible embodiments of the method according to the present invention, - FIGS. 6 and 7 are further explanatory diagrams respectively showing the steps of the method according to the present invention in the embodiments of FIGS. 4 and 5. The same reference numerals and characters in the drawings denote the same elements and components.

Embodiments for Carrying out the Invention

[0026] The present invention relates to a method for determining an operation shift pattern of a drive mechanism of a transmission of a saddle-riding vehicle provided with a quick shifter device. The expression "operation shift pattern" substantially indicates the installation form of the mechanism. In particular, the method according to the present invention aims to determine the form between the "standard" form and the "reverse" form as defined above.

[0027] In particular, in the standard operation shift pattern, the first gear is engaged by rotating the pedal lever counterclockwise, and the second gear and subsequent gears are engaged by rotating the pedal lever clockwise. On the other hand, in the reverse operation shift mode, the first gear is engaged by rotating the pedal lever clockwise, and the second gear and subsequent gears are engaged by rotating the pedal lever counterclockwise.

[0028] For the purposes of the present invention, the expression "saddle-riding type vehicle" generically means any two-wheeled moped (bicycle with an engine) or motorcycle (motorized two-wheeler) having front and rear wheels. Generally, according to a well-known principle, the vehicle 4 includes an engine E connected to a transmission G via a clutch F, and a mechanical transmission that connects the output of the transmission G to the drive wheels W (see FIGS. 4 and 5). Hereinafter, in this specification, the vehicle 4 may also be denoted by the terms automobile 4 or motorcycle 4.

[0029] In particular, the method according to the present invention can be used to determine the operation shift mode of a drive mechanism 1 including a pedal shift lever 12 that is operated by a pilot (operator) and can be directly or indirectly connected to a transmission G via a quick shifter device 5, the operation and operating principle of which are well known to those skilled in the art.

[0030] The quick shifter device 5 includes a rod 10 and first sensor means SM0, SM1 to SM2 that detect a change in the extended state of the rod 10 following a gear shift (gear change) controlled by a pilot of the motorcycle 1 via the pedal lever 12.

[0031] The method according to the present invention A) obtaining first signals S0, S1 generated by the first sensor means S0, SM1, SM2 and indicating the extended state determined in the rod 10 of the quick shifter mechanism 5 following the gear shift requested by the pilot; B) determining, based on the first signals S0, S1, whether the rod 10 of the quick shifter mechanism 5 is in a traction or compression extended state; C) obtaining at least a second signal S2 generated by the second sensor means SM3; D) determining, based on at least the second signal S2, the gear that engages following the gearshift and / or the direction of the gearshift; E) determining an operating shift mode of the drive mechanism 1 of the transmission G based on the extended state determined in step B) and the gear and / or the direction of the gearshift determined in step D); and including.

[0032] Accordingly, the method according to the invention includes the step of determining the operating shift mode by combining information regarding the extended state of the rod 10 of the quick shifter and information regarding the gear to be engaged or the direction of the gearshift.

[0033] As will become apparent in the following description, both sets of information can advantageously be obtained through devices already present (installed) in the motor vehicle 1, such as sensors belonging to the quick shifter device.

[0034] For the purposes of the present invention, the expressions "following a gearshift" and / or "following a shift" mean both a transition from an engaged gear to a different engaged gear (upshift or downshift) and a state between a state where the transmission is in neutral (no engaged gear (gear not engaged)) and a state where the transmission is not in neutral (i.e., there is an engaged gear (gear engaged)). The expression "direction of the gearshift" or "direction of the shift" means the direction of the transition regarding the gearshift, upshift or downshift.

[0035] The method according to the present invention is preferably implemented by a control unit 100 provided for controlling the operation of the engine of the motor vehicle 4 (i.e., engine start / stop) in accordance with the known principles shown above. Referring to the schematic diagram of FIG. 3, according to the first embodiment, the control unit 100 is electrically connected to a first sensor SM1 and a second sensor SM2 (collectively defining first sensor means) associated with the rod 10 of the quick shifter device 5. The first sensor SM1 detects any traction state of the rod 10, while the second sensor SM2 detects any compression state thereof. Preferably, the two sensors SM1, SM2 are configured as two microswitches, and when the first microswitch (first sensor SM1) generates a signal indicating the traction state of the rod 10, the second microswitch (second sensor SM2) does not generate a signal, and vice versa.

[0036] According to step A) shown above, the signals sent by the two sensors SM1, SM2 are acquired by the control unit 100, and preferably, based on the sensors SM1, SM2 that send signals to the control unit 100, the extended state (traction or compression) is determined. Thus, in step B) shown above, when the control unit 100 determines that the rod 10 is in the traction state when the first signal S1 is sent by the first sensor SM1, while when the first signal S1 is sent by the second sensor SM2, the control unit 100 determines that the rod 10 is in the compression state.

[0037] According to an alternative embodiment schematized in FIG. 4, the first sensor means includes a single sensor (designated SM0) associated with the rod 10 and is configured to generate a single signal (designated S0) characteristic of the axial extension received by the rod. In this embodiment, the control unit 100 determines the extended state (traction or compression) of the rod 10 based on the value of this signal S0 generated by the single sensor SM0.

[0038] Referring to FIG. 6, specifically, when the value of the signal S0 generated by the sensor SM0 is included in the value I1 of the first range, the control unit 100 determines that the rod 10 is in the compression and extension state, and when the value of the signal S0 is included in the value I2 of the second range, the control unit 100 determines that the rod is in the traction and extension state.

[0039] The values I1 and I2 of each range are the minimum value V 1min , V 2min and the maximum value V 1max , V 2max are defined between. Preferably, the two ranges I1 and I2 are continuous such that the maximum value of the first range I1 coincides with the minimum value of the second range I2 (condition V 1max = V 2min ).

[0040] Therefore, regarding the embodiment of FIG. 3, in this case, the determination of the extension state of the rod 10 is performed via one sensor SM0. Advantageously, the value of the signal S0 can also be utilized by the control unit 100 to optimize the control of the engine E. In fact, during driving, the gear shift can be determined based on the extension value, and the control unit 100 can be adjusted to anticipate or delay the intervention in the engine.

[0041] According to an embodiment of the present invention, in step B), the second sensor means SM3 is configured to detect a signal indicating the direction of rotation (clockwise or counterclockwise) of the selector drum TS of the transmission G to which the drive mechanism 1 is connected (see FIGS. 3 and 4). The rotation of the selector drum TS is clearly determined after the pilot operation with respect to the pedal lever 12 of the drive mechanism 1.

[0042] The second sensor means SM3 detects the rotation of the selector drum TS of the transmission G starting from the neutral state of the transmission. Therefore, the second signal S2 is advantageously acquired after the "first shift", that is, following the first gear shift.

[0043] As is apparent from comparing FIGS. 1 and 2, the direction of rotation of the selector drum TS is determined by the operating shift mode of the drive mechanism 1. In fact, the direction of rotation of the selector drum TS coincides (corresponds) with the direction of rotation of the connecting lever 13 of the drive mechanism 1. To detect the rotation of the selector drum TS, the second sensor means SM3 can comprise, for example, an encoder (code (conversion) machine) sensor or other functionally equivalent sensor.

[0044] In this embodiment, which is diagrammatically represented in FIGS. 3 and 4, according to step D) of the method according to the invention, the control unit 100 determines that the first gear has engaged when the detected rotation of the selector drum TS is in a first direction (for example clockwise), and determines that a second gear (different from the first gear) has engaged when the rotation of the selector drum is in a second direction opposite to the first direction (therefore, counterclockwise if we continue the example). Substantially, each direction of rotation indicates the engagement (meshing) of a gear.

[0045] In this regard, the expressions "first gear" and "second gear" mean that they generically denote two gears whose engagement (meshing) requires rotation of the selector drum TS in opposite directions, and these definitions are not intended to label the effectively meshing gears of the transmission G.

[0046] In this embodiment of the method according to the invention, based on the previous determination regarding the extended state of the rod 10 and the engaged gear, the control unit 100 determines whether the drive mechanism 1 of the transmission G is installed according to a first operating shift mode corresponding to the standard mode defined above, or whether it is installed according to a second operating shift mode corresponding to the reverse mode also defined above. In particular, the control unit 100 - if a traction extended state is determined in step B) and the engagement of the second gear is determined in step D) (counterclockwise rotation of the selector drum TS), or - if a compression extended state is determined in step B) and the engagement of the first gear is determined in step D) (clockwise rotation of the selector drum TS), It is determined that the drive mechanism 1 of the transmission G is in the first form (standard).

[0047] Instead, the control unit 100, when either of the following two combinations occurs, - When the traction extension state is determined in step B) and the engagement of the first gear is determined in step D) (clockwise rotation of the selector drum), or as an alternative - When the compression extension state is determined in step B) and the engagement of the second gear is determined in step D) (counterclockwise rotation of the selector drum TS), It is determined that the drive mechanism 1 of the transmission G is in the second form (reverse).

[0048] Based on the above, in this embodiment, in order to determine the effective operation shift form of the drive mechanism 1, the control unit 100 combines information regarding the extension state of the rod (provided by the first sensor means SM0, SM1 - SM2 associated with the rod 10) and information regarding the direction of rotation of the selector drum SL strictly determined by the operation shift form (provided by the second sensor means SM3). Advantageously, both sets of information are provided by sensors that can be SM1 - SM2, SM3 which are typically already present (installed) in an automobile having an automatic transmission at least partially.

[0049] In a possible alternative embodiment schematized in FIG. 5, in step D), the shift direction is determined based on a plurality of signals S2, S3, S4, S5 generated by the associated sensor means SM5, SM4, SM6, SM7 and acquired by the control unit 100. Specifically, the shift direction is determined based on a calculation executed by the control unit 100, and the calculation is performed based on the relationship between the speed of the vehicle 4 and the rotational speed of the engine E.

[0050] More precisely, in this alternative embodiment, step D) is d1) A sub - step of acquiring a second signal S2′ indicating the speed of the vehicle 4, d2) A sub-step of acquiring a third signal S3 indicating the rotational speed of the engine E; d3) A sub-step of acquiring a fourth signal S4 indicating the neutral state of the transmission G; d4) A sub-step of acquiring a fifth signal S5 indicating the state of the clutch F; d5) A sub-step of determining, based on the fourth signal S4, whether the transmission G is in a neutral state or in a state where the gears are engaged; d6) A sub-step of determining, based on the fifth signal S5, whether the clutch F is in an engaged state or in a disengaged (separated) state; including; Here, when it is determined in sub-step d5) that the transmission G is not in a neutral state and in sub-step d6) that the clutch is in a disengaged (separated) state none and it is determined, step D) further includes d7) A sub-step of calculating a reference parameter (M) based on a relational expression; M = K * (V / rpm) - K is a constant determined by the vehicle transmission 4 - V is the speed of the vehicle - rpm is the rotational speed of the drive shaft of the engine E of the vehicle 4 d8) A series of reference intervals I for the parameter M rif1 - I rif2 ... I rifn are defined, and each reference interval I rif1 - I rif2 ... I rifn indicates the engaged gears m1--- m n in a sub-step; d9) Based on the reference interval I to which the parameter M corresponds rif1 - I rif2 ... I rifn determine the engaged gear as m1--- m n in a sub-step; d10) A sub-step of determining the gear shift direction (up-shift or down-shift) based on a comparison between the gear determined in step d9) and the gear engaged before the gear shift; It includes.

[0051] Different from the first embodiment in which information regarding the rotation of the selector drum TS is utilized, in this case, determining the operation shift form of the drive mechanism requires that the vehicle is moving (in motion), that is, not starting from a neutral state. Therefore, this determination is made following the first gear shift.

[0052] According to the sub-steps d5) and d6) shown above, the "moving" state of the vehicle 4 is determined based on signals sent by appropriate sensor means MS7 for detecting the state of the clutch (disengaged or engaged) and other sensor means MS6 for detecting any neutral state of the transmission instead. Advantageously, these sensors MS7, MS6 are also normally present (installed) in a motor vehicle equipped with an automatic transmission or can be easily installed anyway.

[0053] As described above, in this embodiment, the engaged gear m1---m is determined only when the transmission G is not in the neutral state and the clutch F is effectively engaged (i.e., not in the disengaged (separated) state). According to sub-step d7), the method is based on calculating a parameter M represented by the product of a constant K and the relationship between the speed V of the vehicle and the engine speed rpm. n The constant K is determined by the transmission of the vehicle 1 and can be expressed, for example, as the product of the ratio between the main transmission and the auxiliary transmission and the final ratio between the pinion (small gear) and the ring gear. Since the values of the speed V and the speed (rpm) can be easily detected via appropriate sensor means MS5 and MS4, they represent information available to the control unit 100.

[0054]

[0055] ​According to sub-step d9), the control unit 100 compares the value of the parameter M calculated in sub-step d7) with a predefined series of intervals I rif1 -I rif2 ... I rifn , each of which indicates the engaged gear (sub-step d8), and determines the engaged gears m1---m n . Referring to FIG. 7, each interval I rif1 -I rif2 ... I rifn is defined between a maximum value and a minimum value, and the maximum value M rifn of a certain interval I n-max is the same as the minimum value M rifn+1 of the next interval I n+1-min .

[0056] The control unit 100 determines that the engaged gears m1---m n correspond to one of the reference intervals I rif to which the value of the parameter M calculated according to step d7) belongs. Referring to FIG. 7 again, for example, if M falls within the second reference interval I 2min determined between the values M 2max and M rif2 , the control unit 10 determines that the engaged gear is the second gear indicated by m2.

[0057] According to step d10), the control unit 100 determines the direction of the gear shift (or the direction of the shift) based on a comparison between the gear determined in step d9) (i.e., the gear determined following the said gear shift) and the gear engaged before the gear shift, i.e., determines whether the shift is an upshift or a downshift.

[0058] According to step E) of the method according to the present invention, the control unit 100 combines the information regarding the direction of the gear shift determined in sub-steps d7) to d10) with the information (traction or compression state) provided by the first sensor means SM0, SM1, SM2 associated with the rod 10 of the quick shifter device 5, and determines whether this combination indicates a standard or, instead, a reverse operating shift pattern.

[0059] In particular, the control unit 100 - if a traction extension state is determined in step B) and an upshift direction is determined in step D), or alternatively, - if a compression extension state is determined in step B) and a downshift direction is determined in step D), determines that the drive mechanism 1 of the transmission G is in the first operating shift mode (standard).

[0060] Alternatively, the control unit 100 determines for the following two combinations - if a traction extension state is determined in step B) and a shift-down direction is determined in step D), or alternatively, - if a compression extension state is determined in step B) and an upshift direction is determined in step D), that the drive mechanism 1 of the transmission G is in the second operating shift mode (reverse) when either one occurs.

[0061] As already shown above, in this embodiment, the control unit 100 combines information regarding the direction of the shift (based on the determination of the engaged gear) with information regarding the extension state of the rod 10 that occurs following the shift (provided by the first sensor means SM0, SM1 - SM2). It is specified that the first sensor means can be of both the type shown in FIG. 5 (i.e., comprising two sensors SM1 to SM2) and the type shown in FIG. 4 (i.e., comprising a single sensor SM0 generator for the signal S0 indicating the value of the axial tension (extension) of the rod 10).

[0062] Referring again to the second embodiment of this method, preferably, step e) is carried out after at least two repetitions of a series of sub-steps d7) to d10). This is especially the case when the value of the parameter M is at the limit value (upper limit M rifn or lower limit M n-max of a predetermined range of the interval (section) I n+1-min) When it is close to , it is to more surely determine the engaged effective gear. The present invention also relates to a control method for a saddle-type vehicle including an engine E, a transmission G operated by a drive mechanism 1 including a pedal shift lever 12, and a quick shifter device 5 that directly or indirectly connects the pedal lever 12 to the transmission G. This method includes T1) a step of determining an operation shift form of the drive mechanism 1 by the method according to the present invention; T2) a step of controlling the engine E based on the form of the drive mechanism 1 determined in step T1); and includes.

[0063] Advantageously, after the control unit 100 implements one of the two embodiments of the method for determining the above-described operation shift form (one of the above-described embodiments, or another functionally equivalent embodiment, and thus belongs to the scope of the present invention), based on the determined operation shift form (standard or reverse) of the drive mechanism 1, the engine E of the vehicle 4 is controlled. In other words, by recognizing the effectively adopted operation shift form, the control unit 10 can correctly interpret the signals provided by the first sensor means MS0, MS1 to MS2 related to the rod 10 of the quick shifter device 5. In this way, the control unit 10 can correctly act on the transmission of the engine E and thus the torque generated thereby.

[0064] According to a possible embodiment, the vehicle control method according to the present invention also includes - U1) a step of storing the operation shift form of the transmission G determined by the method for determining the operation shift form according to the present invention before the engine E stops; - U2) a step of controlling the engine E based on the operation shift form of the drive mechanism stored in step U1) after the engine E is restarted; - U3) a step of re-determining the operation shift form of the drive mechanism 1 of the transmission G by the method for determining the operation shift form according to the present invention; - Step U4): A step of determining whether the operation shift form of the drive mechanism 1 of the transmission G memorized in step U1) corresponds to the one re-determined in step U3); - Step U5): A step of changing the control strategy of the engine E based on the operation shift form re-determined in step U3) when the operation shift form re-determined in step U3) and the operation shift form memorized in step U1) do not match (are not compatible); It includes.

[0065] A series of steps U1 to U5 can be implemented regardless of the mode (manner) in which the method according to the present invention for determining the operation shift form of the drive mechanism is implemented. However, when this determination is based on the determination of the shift direction based on the calculation of the parameter M, the above steps can be more widely applied.

[0066] Substantially, step U1) includes a step of memorizing the operation shift form of the drive mechanism before the engine E stops, using this form to control the engine E, and re-determining the effective operation shift form once again by the above-described determination method (step U3)). When the previous operation shift form is reconfirmed in this way, the control unit 100 maintains the same operation mode as the engine E adopted before the stop. Otherwise, that is, when the shift mode (state) has changed effectively, the control unit 100 applies its operation mode so as to match the effective operation shift form.

[0067] According to a possible embodiment, the control method of the engine E includes a further step U6) of providing a signal indicating a mismatch (inconsistency) between the form determined in step U3) and the form memorized in step U1). The purpose of this signal is to inform the pilot of the change applied to the drive mechanism of the transmission G, that is, the different shift mode adopted.

[0068] By the method according to the present invention, the objectives and targets are fully achieved. In particular, this method enables the control unit to utilize signals provided by sensors that are normally present (mounted) or can be easily applied in a motor vehicle equipped with an automatic transmission based on the use of a quickshifter device to determine the operating shift mode of the drive mechanism.

Claims

1. A method for determining an operating shift pattern of a drive mechanism (1) of a transmission (G) of a straddle-type vehicle (4), the drive mechanism (1) including a pedal shift lever (12) and a quick shifter device (5) that directly or indirectly connects the pedal shift lever (12) to the transmission (G), the quick shifter device (5) including a rod (10) and first sensor means (SM0, SM1 to SM2) for detecting a change in the extended state of the rod (10) following a gear shift, the method comprising: A) obtaining a first signal (S0, S1) generated by the first sensor means (SM0, SM1, SM2) and indicating an extended state determined in the rod (10) following the gear shift; B) determining, based on the first signal (S0, S1), whether the rod (10) is in a traction extended state or a compression extended state; C) obtaining at least a second signal (S2, S2′, S3, S4, S5) generated by second sensor means (SM3, SM5, SM4, SM6, SM7) following a gear shift by the pedal shift lever (12); D) determining, based on the at least second signal (S2), the gear engaged following the gear shift and / or the direction of the gear shift; E) determining an operating shift pattern of the drive mechanism (1) of the transmission (G) selected from a standard operating shift pattern and a reverse operating shift pattern of the pedal shift lever (12), and determining the operating shift pattern based on a combination of the extended state determined in step B) and the engaged gear and / or the direction of the gear shift determined in step D). A method for determining an operating shift pattern of a drive mechanism (1) of a transmission (G) of a straddle-type vehicle (4), comprising the steps above.

2. The method according to claim 1, wherein in the operating shift pattern of the pedal shift lever (12), a first gear is engaged by a counterclockwise rotation of the pedal lever, while a second and subsequent gears are engaged by a clockwise rotation of the pedal lever, and in the reverse operating shift pattern of the pedal shift lever (12), a first gear is engaged by a clockwise rotation of the pedal lever, while a second and subsequent gears are engaged by a counterclockwise rotation of the pedal lever.

3. The first sensor means includes a first sensor (SM1) for detecting the tensile and stretching state of the rod (10) and a second sensor (SM2) for detecting the compressive and stretching state, and step B) comprises: - a step of determining that the rod (10) is in a tensile and stretching state when the first signal (S1) is transmitted by the first sensor (SM1); - a step of determining that the rod (10) is in a compressive and stretching state when the first signal (S1) is transmitted by the second sensor (SM2); The method according to claim 1 or 2, comprising:

4. The first sensor means includes a sensor (SM0) for generating a signal (S0) indicating the axial tension value received by the rod (10), and step B) comprises: - A sub-step of determining that the rod (10) is in a traction and extension state when the value of the signal (S0) generated by the sensor (SM0) is included in the values of the first range (I １ ) when included; - A sub-step of determining that the rod (10) is in a compressed and extended state when the value of the signal (S0) generated by the sensor (SM0) is included in the value (I) of the second range ２ ), and a sub-step of determining that the rod (10) is in a compressed and extended state when the value of the signal (S0) generated by the sensor (SM0) is included in the value (I) of the second range The method according to claim 1 or 2, comprising:

5. The second sensor means (SM3) detects the direction of rotation of the selector drum (TS) of the transmission (G) during a first gear shift starting from a neutral state, and step D) comprises: - a sub-step of determining that the first gear is engaged when the rotation of the selector drum (TS) is in a first direction; - a sub-step of determining that the second gear is engaged when the rotation of the selector (TS) drum is in a second direction opposite to the first direction; The method according to any one of claims 1 to 4, comprising:

6. In step E), - when the tensile and stretching state is determined in step B) and the engagement of the first gear is determined in step D), or - when the compressive and stretching state is determined in step B) and the engagement of the second gear is determined in step D), the standard operation shift pattern) is determined; - when the compressive and stretching state is determined in step B) and the engagement of the first gear is determined in step D), or - when the tensile and stretching state is determined in step B) and the engagement of the second gear is determined in step D), the reverse operation shift pattern is determined. The method according to claim 5.

7. Step D) comprises: d1) a sub-step of obtaining a second signal (S2) indicating the speed of the vehicle (4); d2) a sub-step of obtaining a third signal (S3) indicating the rotational speed of the engine (E) of the vehicle (1); d3) a sub-step of obtaining a fourth signal (S4) indicating the neutral state of the transmission (G); d4) A sub-step of obtaining a fifth signal (S5) indicating the state of a clutch (F) of the vehicle (4); d5) A sub-step of determining whether the transmission (G) is in a neutral state or not based on the fourth signal (S4); d6) A sub-step of determining whether the clutch (F) is in an engaged state or not based on the fifth signal (S5); including; Here, when it is determined in the sub-step d5) that the transmission (G) is not in a neutral state and it is determined in the sub-step d6) that the clutch (F) is not in a disengaged state, the step D) is: d7) A sub-step of calculating a reference parameter (M) based on a relational expression; M = K ＊ (V / rpm) -K is a constant determined by the vehicle transmission (4) -V is the speed of the vehicle -rpm is the rotational speed of the drive shaft of the engine (E) of the vehicle (4) d8) For the parameter (M), a series of reference intervals (Irif １ -Irif ２ ... Irif ｎ ) is defined, and each reference interval (Irif １ - Irif ２ ... Irif ｎ ) is Engaged gear (m １ --- m ｎ ) indicates a sub-step, and d9) the reference interval (Irif) to which the parameter (M) corresponds １ - Irif ２ ... I rif ｎ ), based on the engaged gear (m １ --- m ｎ ) to determine a sub-step and 、 d10) A sub-step of determining the gear shift direction based on a comparison between the engaged gear determined in the step d9) and the gear engaged before the gear shift; The method according to any one of claims 1 to 4, further comprising.

8. In the step E), - When a traction extension state is determined in the step B) and an upshift direction is determined in the step D), or - When a compression extension state is determined in the step B) and a downshift direction is determined in the step D), The standard operation shift form is determined; - When a traction extension state is determined in the step B) and a downshift direction is determined in the step D), or alternatively, - When a compression extension state is determined in the step B) and an upshift direction is determined in the step D), The reverse operation shift form is determined. The method according to claim 7.

9. A control method for a saddle-riding type vehicle (4) including an engine (E), a transmission (G) operated by a drive mechanism (1) including a lever shift pedal (12), and a quick shifter device (5) that directly or indirectly connects the lever (12) to the transmission (G), T1) A step of determining the operation shift form of the drive mechanism (1) by the method according to any one of claims 1 to 8; T2) Based on the operation shift form of the drive mechanism (1) determined in step T1), controlling the engine (E); A control method including this.

10. The method includes: - U1) Before the engine (E) stops, storing the operation shift form of the drive mechanism (1) determined by the method according to any one of claims 1 to 7; - U2) After the engine (E) restarts, controlling the engine (E) based on the operation shift form of the drive mechanism (1) stored in step U1); - U3) Re-determining the operation shift form of the drive mechanism (1) by the method according to any one of claims 1 to 7; - U4) Determining whether the operation shift form of the drive mechanism (1) stored in step U1) corresponds to that re-determined in step U3); - U5) When there is a discrepancy between the operation shift form re-determined in step U3) and the operation shift form stored in step U1), changing the control strategy of the engine (E) based on the operation shift form re-determined in step U3); The method according to claim 9, including this.

11. The method according to claim 10 includes a further step U6) of providing a signal indicating the discrepancy between the operation shift form determined in step U3) and the operation shift form stored in step U1).

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