Speed change gear shifting system for automotive vehicle

Abstract: A gear shifting system for an automotive vehicle equipped with an internal combustion engine (1) comprises a load sensor (S M ) for sensing the shift load generated by a shifting motion of a driver or rider, a power adjusting means (7) for adjusting the engine power of the internal combustion engine, and a control unit (36) for controlling the power adjusting means, the control unit being actuated in response to the signal from the load sensor when the sensed load is equivalent to or greater than a predetermined value and outputting a control signal to the power adjusting means so as to adjust the engine power. In the above described shifting system, the load sensor is assmbled on a linkage system connected between a shift shaft of the power transmission and the shift pedal so that the load sensor can detect stretching load or depressing load caused by shifting operation in shift-up mode or shift-down mode and discriminate between them.

Description: The present invention relates to an improvement in speed change gear shifting system for an automotive vehicle, particularly for a motorcycle. The invention will be described hereinafter in connection with a motorcycle in which it has found its most valuable application so far, but other applications will suggest themselves to those skilled in the art. In a commonly used motorcycle, the clutch must be frequently disconnected whenever a speed change gear is shifted to vary the rate of power transmission. On the same occasion, the engine speed must be adjusted by throttle operation to facilitate the shifting work effectively and smoothly. Particularly, frequent and quick gear shifting and throttle work are required when highest performance is desired as in racing. Manually operated gear shifting mechanism mounted on conventional motorcycles can not satisfy such requirements. On the other hand, electronically aided gear shifting systems without clutch operation are taught by Japanese Patent Application Laid-Open Publication No. 54-57724, corresponding to USP 4,270,414; and Japanese Patent Application No. 1-275489, corresponding to EP-A-0 424 883. In such electronically aided gear shifting systems, a sensing means can sense the load applied to the shift lever or shift pedal when a driver or rider intends to shift the gear, and the ignition system is controlled in response to the data from the sensing means. However, these systems can not correctly discriminate between two types of the shift load in shift-up operation mode and shift-down operation mode. Alternatively these systems must be equipped with a complicated sensing means for discriminating the shifting operation between for the shift-up and for the shift-down. For example, the shifting system provided by above mentioned Japanese Patent Application No. 1-275489 needs-a shift load sensor set on the shift pedal for sensing the shift load caused by the driver's shifting motion and a torque sensor set on a drive chain to transmit the engine power to a drive wheel for sensing the torque direction. These sensors will cause a complicated assembling work, thereby increasing cost and time in the manufacturing scene. Further, the sensor set on the shift pedal can not correctly discriminate whether the sensed load is caused by actual shifting work or the driver's foot only rested on the shift pedal. This will cause some disadvantages such as unnecessary power decrease or power increase, or mis-shifting and so on. GB-A-2 058 255 discloses a control apparatus for engine and transmission on motor vehicles provided with an automatic stepped gear transmission, in accordance with the preamble of claim 1. The known control apparatus is designed in such a manner that the transmission control unit receives signals indicating the transmission input speed, the transmission output speed, the engine speed and the load (throttle pedal setting). The engine control unit is operative during a shift operation in order to reduce the torque output by varying the ingnition and/or the fuel supply to one or more cylinders of the engine. With these problems in mind, it is a primary object of the invention to provide a gear shifting system capable of correctly sensing actual shifting motion or load by a driver or rider to facilitate in quickly, smoothly and certainly shifting variable speed ranges of a power transmission in an automotive vehicle. Another object of the invention is to provide a gear shifting system including a simple sensing means capable of discriminating between the shifting motion or load for shift up and for shift down. To accomplish the above described objects, according to a primary aspect of the invention, a gear shifting system in accordance with claim 1 is provided. In this gear shifting system, the load sensor can be assembled on a linkage system connecting between a shift shaft of the power transmission and the shift pedal so that the load sensor can detect stretching load or depressing load caused by shifting operation in shift-up mode or shift-down mode and discriminate between them. In thus constituted system, the load sensor can correctly discriminate actual shift load and output a shifting signal representing shift-up mode or shift-down mode. A control signal is succeedingly outputted from the control unit in response to the shifting signal, and thus the power adjusting means can adjust the engine power suitable for either the shift-up mode or the shift-down mode. Accordingly, in the shift-up mode, the shifting operation can be achieved, with keeping the throttle valve open without any clutch work, and in the shift-down mode, the shifting operation can be achieved, with keeping the throttle valve closed without any clutch work. Other features and advantages of the invention will be apparent from the following description taken in connection with the accompanying drawings. Fig. 1 is a schematic illustration showing the overall constitution of the shifting system according to the first embodiment of the invention; Fig. 2 is a fragmentary cross sectional view showing the power transmission which is applied with the shifting system according to first embodiment of the invention; Fig. 3 is a flow chart showing one example of shifting operation control process in the shift-up mode according to the first embodiment of the invention; Fig. 4 is a graph showing the relationship between the change of shift load and the shifting time; Fig. 5 is a graph showing the relationship between the change of ignition timing in response to the change of shift load and the shifting time; Fig. 6 is a schematic illustration showing the overall constitution of the shifting system according to the second embodiment of the invention; Fig. 7 is a fragmentary cross sectional view showing the power transmission which is applied with the shifting system according to the second embodiment of the invention; Fig. 8 is a flow chart showing one example of shifting operation control process in the shift-down mode according to the second embodiment of the invention; Fig. 9(a), (b) and (c) are graphs showing the change of shift load with time, and the valve alternation with time, respectively; and Fig. 10 is a flow chart showing one example of shifting operation control process in the shift-down mode succeeding to the process shown in Fig. 8. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings in detail, and initially to Fig. 1, there is shown an overall constitution of the shiftng system according to the invention. In Fig. 1, the numeral 1 denotes a two cycle engine which is generally assembled on a motorcycle. The engine 1 includes an air intake pipe 2 in which a reed valve 3 is installed and a throttle valve 4 is also set at the upperstream of the reed valve 3. The throttle valve 4 is provided with a throttle sensor S TH which detects throttling degree ϑ TH ;i.e., opening degree of the throttle valve 4. An ignition plug 6 is set at the top of an engine body 1a so that the ignition terminal of the plug 6 faces a combustion chamber 5 of the engine 1. The ignition plug 6 is electrically connected to an ignition control device 7 as an engine power adjusting means. On the other hand, the engine 1 further includes a crank shaft 8 which is mechanically connected to a transmission unit 10 through a power output mechanism 9. The crank shaft 8 is provided with a speed sensor S NE for detecting the revolving speed N E of the engine 1. The transmission unit 10 is further mechanically connected to a shifting mechanism 13 including a shift pedal 12 through which a driver or rider of this motorcycle can supply shifting load M to the transmission unit 10. The shifting mechanism 13 further includes a shifting load sensor S M which can sense the shifting load M. Referring to Fig. 2, there is shown one example of the transmission unit 10 with six variable speed ranges. In a transmission housing 15 of this transmission unit 10, a main shaft 16 connected to the crank shaft 8 through the power output mechanism 9, a counter shaft 17 connected to a rear drive wheel through a drive chain, not shown, and a shift drum 18 are rotatably arranged in parallel with each other. Further, a shifter guide shaft 19 is stationarily assembled within the housing 15 and also in parallel with the main shaft 16, the counter shaft 17 and the shift drum 18. Between the main shaft 16 and the counter shaft 17, a plurality of gear units 20₁, 20₂, 20₃, 20₄, 20₅ and 20₆ are so arranged as to act as a first speed range, a second speed range, a third speed range, a fourth speed range, a fifth speed range and a sixth speed range, respectively. On the shifter guide shaft 19 three shifters 24, 25 and 26 are slidably mounted in the axial direction and respectively engaged with shift gears 21, 22 and 23. The shifters 24, 25 and 26 are integrally fixed with guide pins 24a, 25a and 26a which are relatively and movably engaged with lead grooves 27, 28 and 29 formed in the external surface of the shift drum 18. In such constituted transmission unit 10, the shift drum 18 is revolvingly moved at angles of regular interval by the shifting motion of the shifting mechanism 13. The shifters 24, 25 and 26 are selectively driven in response to the revolving motion of the shift drum 18 and thus one of the gear units 20₁, 20₂, 20₃, 20₄, 20₅ and 20₆ is set up for varying the revolution speed to be transmitted to the rear wheel. Returning to Fig. 1, the shifting mechanism 13 makes ready for shift-up mode when the driver or rider depresses the shift pedal 12 in the direction represented by arrow 30. On the contrary, the shifting mechanism 13 makes ready for shift-down mode when the shift pedal 12 is moved in the counter direction of the arrow 30. The shift pedal 12 is figured in a substantially L-shape whose one end is provided with a foot step 12a and cranked section is pivotedly supported on the motorcycle body through a pivot 31. The shifting mechanism 13 further includes an arm 33 whose one end is secured to a shift shaft 32 supported by the transmission housing 15, and a link 34 connected between the other end of the arm 33 and the shift pedal 12. The shift load sensor S M is interposed at the essentially intermediate section of the link 34. The shift shaft 32 and the shift drum 18 is mechanically connected through a commonly known linkage mechanism 35 so that the shift drum 18 is actuated by the shifting motion of the shift pedal 12 through the linkage mechanism 35. In such constituted shifting mechanism 13, the shift load sensor S M is subjected to stretching force in the shift-up mode. The sensor S M outputs an electric signal representing a shift-up load M1 in response to the load owing to the stretching force. On the other hand, in the shift-down mode, since the sensor S M is subjected to depressing force, the sensor S M outputs another electric signal representing a shift-down load M2 in response to the load owing to the depressing force. The throttling degree ϑ TH detected by the throttle sensor S TH , the engine speed N E detected by the engine speed sensor S NE and the shift load M1 or M2 detected by the shift load sensor S M are fed to a control unit 36 mainly composed of a microcomputer. The control unit 36 outputs a control signal to the ignition control device 7 in response to the throttling degree ϑ TH , the engine speed N E , and the shift load M1 (or M2) so as to allow the transmission unit 10 to vary the revolution speed to be transmitted to the rear wheel, with keeping the throttle valve 4 open (or closed) are the clutch connected. Alternatively, the control unit 36 does not the control signal to the ignition control device 7 when the rate of increase in the shift load M1 (or M2) does not exceed a predetermined value, so that the engine power is not changed. Referring to Fig. 3, there is shown one example of a flow chart of the control process for shift-up operation performed by the control unit 36. In this drawing, at the first step S1 the rate of increase (dM/dt) in the shift load M1 is compared with a predetermined value α to discriminate whether the rate dM/dt is equivalent to or greater than the value α or not. When the rate dM/dt is smaller than the value α, the process progresses to the second step S2. Alternatively, when the rate dM/dt is at least the valve α, the process progresses to the third step S3. At the first step S1, the rate dM/dt is defined by the graph representing the relation between the increase of the shift load M1 and a certain period of time as shown in Fig. 4. A time difference ΔT between a first time t₁ when the shift load M1 reaches a first reference value M TH1 and a second time t₂ when the shift load M1 reaches a second reference value M TH2 greater than the first reference value M TH1 , is compared with a predetermined value. When the time difference ΔT exceeds the predetermined value; this case is represented by dM/dt < α , the control process progresses to the second step S2 where the shift control is prohibited. When the time difference ΔT does not exceed the predetermined value; this case is represented by dM/dt ≧ α , the control process progresses from the first step S1 to the third step S3. The third step S3 discriminates whether the shift load M1 exceeds the second reference load M TH2 or not. The control process progresses to a fourth step S4 only when the shift load M1 is equivalent to or greater than the second reference load M TH2 . At the fourth step S4, the throttling degree ϑ TH is compared with a throttling degree reference value A previously given to discriminate whether ϑ TH ≧A or not. The control process progresses to a fifth step S5 when the answer is YES. Alternatively, the control process progresses to a tenth step S10 when the answer is NO; i.e., ϑ TH < A . At the fifth step S5, the engine speed N E is compared with an engine speed reference value B previously given to discriminate whether N E ≧ B or not. The control process progresses to a sixth step S6 when the answer is YES. Alternatively, the control process progresses to an eighth step S8 when the answer is NO; i.e., N E < B . At the sixth step S6, an ignition timing compensation value Δϑ ig which is a control signal supplied to the ignition control device 7 to adjust the ignition timing of the ignition plug, is set to "C" which makes the engine power decrease. Succeeding to this sixth step S6, at a seventh step S7, a period T for maintaining the ignition timing compensation value Δϑ ig is set to "H". When the control process progresses from the fifth step S5 to the eighth step S8 and a ninth step S9, the ignition timing compensatin value Δϑ ig is set to "D" and the period T is set to "I", respectively. When the control process progresses from the fourth step S4 to the tenth step S10, the engine speed N E is compared with the engine speed reference value B to discriminate whether N E ≧ B or not. The control process progresses to an eleventh step S11 and a twelfth step S12 in regular sequence when the answer is YES. Finally, the ignition timing compensation value Δϑ ig is set to "E" and the period T is set to "J", respectively. Alternatively, the process sequently progresses to a thirteenth step S13 and a fourteenth step S14 when the answer is NO. The ignition timing compensation value Δϑ ig is set to "F" and the period T is set to "K" respectively. In the shifting operation by the shift pedal 12 in the shift-up mode wherein the throttle valve 4 is kept open and the clutch is kept connected, the shift drum 18 is actuated by the shifting force from the shift pedal 12. Then, in ordinary cases, the shift drum 18 selectively makes one of the shifters 24, 25 and 26 slide. But in this case, the main shaft 16 is supplied with the engine power from the crank shaft 8 and one of the gear units 20₁, 20₂, 20₃, 20₄, 20₅ and 20₆ is firmly engaged. This gear engagement provides a great resistance force against the sliding motion of the shifters 24 to 26 so that the shift drum 18 can not be revolved. Thus the stretching force applied by the shift pedal 12 is fully applied to the shift load sensor S M . This stretching force corresponds to the shift load M1 detected by the sensor S M , and the third step S3 discriminates whether the shift load M1 exceeds the second reference load M TH2 or not as shown in Fig. 4. When the shift load M is equivalent to or greater than the reference load M TH2 ; this means the driver or rider intends to shift the speed change gear, and the control unit 36 outputs a command signal to the ignition control device 7. According to this command signal, the ignition timing is varied in response to the ignition timing compensation value Δϑ ig and this varied state is continued for the period T as shown in Fig. 5. Further, if the throttling degree ϑ TH is equivalent to or greater than the throttling degree reference value A and the engine speed N E is equivalent to or greater than the engine speed reference value B; that is, the engine is revolved at a high speed and the throttle valve is fully opened, the control unit 36 will output a first command signal representing Δϑ ig = C and T = H . If the throttling degree ϑ TH is equivalent to or greater than the throttling degree reference value A and the engine speed N E is smaller than the engine speed reference value B; that is, the engine is revolved at a low speed and the throttle valve is fully opened, the control unit 36 will output a second command signal representing Δϑ ig = D and T = I . If the throttling degree ϑ TH is smaller than the throttling degree reference value A and the engine speed N E is equivalent to or greater than the engine speed reference value B; that is, the engine is revolved at a high speed and the throttle valve is regulated for a constant speed driving, the control unit 36 will output a third command signal representing Δϑ ig = E and T = J . If the throttling degree ϑ TH is smaller than the throttling degree reference value A and the engine speed N E is smaller than the engine speed reference value B; that is, the engine is revolved at a low speed and the throttle valve is regulated for a constant speed driving, the control unit 36 will output a fourth command signal representing Δϑ ig = F and T = K . According to the above four command signals in response to the throttling degree ϑ TH and the engine speed N E , the ignition timing compensation value Δϑ ig and its period T are correctly given to the ignition control device 7 to temporarily decrease the engine power of the engine 1. As the engine power is decreased, the set-up unit of the gear units 20₁, 20₂, 20₃, 20₄, 20₅ and 20₆ is temporarily free from the engine power and thus the friction force owing to the meshingly engagement among the gears also becomes poor. Then the shift drum 18 can be easily and smoothly revolved and the selected shifter 24, 25 or 26 can be also shifted to its shifted position. During this shifting operation, the throttle valve 4 is continuously opened. This ensures elimination of the delay in varying the engine power owing to the throttle operation, and to perform the shift-up operation without clutch work. An actual and sequential operation of this configured embodiment will be explained in detail. When the rate dM/dt of increase in the shift load M1 is smaller than the value α; this means the foot of the driver or rider is only rested on the shift pedal 12, the engine power is not lowered and the shifting operation for the transmission 10 is not caused. Alternatively, in the case that the driver or rider consciously depresses the shift pedal 12 to shift the gear ratio of the transmission 10, the ignition timing is vaied in response to the ignition timing compensation value Δϑ ig when the shift load M1 is equivalent to or greater than the second referece value M TH2 . Thus the engine power is decreased. As shown in Fig. 4, the shift-up operation starts at the first position P₁ and the shift load M1 is decreased. At the second position the shift-up operation is terminated and the shift load M1 is increased again. The above explanation was described on the shifting operation in shift-up mode, but the control unit 36 of this embodiment can be applied to the shift-down mode. The shift load sensor S M detects the depressed load owing to the shift-down motion of the shift pedal 12 when the throttle valve 4 is fully closed or slightly opened. When the rate of increase of the depressed load is equivalent to or greater than a predetermined value, the control unit 36 operates in essentially the same control process for the above described shift-up mode shown in Fig. 3 to temporarily and slightly increase the output power of the engine 1. Although the power of the engine 1 is controlled by adjusting the ignition timing to facilitate shifting in the above described first embodiment, the control for the engine power is not limited to this manner but various parameters such as mixture of fuel and air, intake rate of air, exhaust timing, and so on may be used for this control. Referring to Fig. 6, there is shown an overall view of the shifting system according to the second embodiment of the present invention which has the same constitution as the above described first embodiment except that the engine 1 is provided with two engine power control means C₁ and C₂ and the transmission 10 is also provided with a shift position sensor S G . The components and the electric signals outputted from these components of the second embodiment corresponding to that of the first embodiment are denoted by the same numerals and symbols so that the same explanation will not be repeated. The first control means C₁ corresponds to the ignition control device 7 shown in Fig. 1 and the second control means C₂ includes an air inlet tube 11 whose one end is connected to an air cleaner, not shown, and the other end is connected to the air intake pipe 2 between the reed valve 3 and the throttle valve 4, and an electromagnetic valve V interposed on the way of the air inlet tube 11. As shown in Fig. 7, the shift position sensor S G is assembled on the transmission housing 15 to detect the set-up of the gear units 20₁, 20₂, 20₃, 20₄, 20₅ and 20₆. In such constituted transmission 10 according to this second embodiment, the shift position sensor S G is so arranged as to detect the angular position of the shift drum 18 and output the detected position as a shift position signal G P to the control unit 36. Thus the control unit 36 outputs a first control signal to the first engine power control means C G and a second control signal to the electromagnetic valve V in the second control means C₂ in response to the throttling degree ϑ TH , the engine speed N E , the shift position G P , and the shift load M₁ or M₂. Referring to Fig. 8, there is shown one example of a flow chart of the control process for shift-down operation performed by the control unit 36. In this drawing, at a first step S₁ the shift load M₂ is compared with a predetermined value M TH to discriminate whether the shift load M₂ is equivalent to or greater than the value M TH or not. The process progresses to a second step S2 only when M₂ ≧ M TH . In the shifting operation by the shift pedal 12 in the shift-down mode wherein the throttle valve 4 is fully closed or slightly opened and the clutch is kept connected, the shift drum 18 is actuated by the shifting force from the shift pedal 12. Then, in ordinary cases, the shift drum 18 selectively makes one of the shifters 24, 25 and 26 slide. But in this case, the main shaft 16 and the counter shaft 17 are supplied with the counter power of engine brake effect owing to the difference between the engine revolving speed and the actual driving speed of the drive wheel at a higher speed than the engine, and one of the gear units 20₁, 20₂, 20₃, 20₄, 20₅ and 20₆ is firmly engaged. This gear engagement provides a great resistance force against the sliding motion of the shifters 24 to 26 so that the shift drum 18 can not be revolved. Thus the depressing force applied by the shift pedal 12 is fully applied to the shift load sensor S M . This depressing force corresponds to the shift load M₂ detected by the sensor S M , and the first step S1 discriminates whether the shift load M2 exceeds the predetermined load M TH or not as shown in Fig. 9(a). This can discriminate whether actual shifting operation in shift-down mode is starting. At the second step S2, the shift position G P detected by the shift position sensor S G is checked whether the shift position G P is positioned at the first speed range or not. When the answer is YES, the control process progresses to a third step S3. At the third step S3, the engine speed N E is compared with an engine speed reference value A previously given to discriminate N E < A or not. The control process progresses to a fourth step S4 only when the answer is YES. At the second step S2, the control process progresses to a fifth step S5 when the shift position is not positioned at the first speed range. At the fifth step S5, the shift position is checked whether it is positioned at the second speed range or not. The process progresses to a sixth step S6 when the answer is YES. At the sixth step S6, the engine speed N E is compared with an engine speed reference value B to discriminate whether N E < B or not. The process progresses to the fourth step S4 only when the answer is YES. In this control process, the same discriminating operations performed on the first and second speed ranges at the second and fifth steps will be repeatedly performed at from seventh step S7 to fourteenth step S14. When the answer is YES at each step, the control process progresses to the fourth step S4 when the engine speed N E is lower than each reference value; that is, N E < A at the first speed range, N E < B at the second speed range, N E < C at the third speed range, N E < D at the fourth speed range, N E < E at the fifth speed range, and N E < F at the sixth speed range. At the fourth step S4, a power shift-down operation will be performed in a succeeding control process as shown in Fig. 10, referred to later. In other words, the power shift-down operation will start only when the engine speed N E detected for each speed range is always lower than the engine speed reference value A, B, C, D, E or F previously determined for each engine speed range. This restriction ensures that the shift-down operation can be smoothly performed without excessive revolution of the engine 1. Fig. 10 is a flow chart showing one example of control process for the power shift-down operation performed at the fourth step S4 in the preceding control process shown in Fig. 8. At the first step SS1, the throttling degree ϑ TH is compared with a throttling degree reference value H previously given to discriminate whether ϑ TH ≧ H or not. The control process progresses to a second step SS2 when the answer is YES. Alternatively, the control process progresses to a seventh step SS7 when the answer is NO; i.e., ϑ TH < H . At the second step SS2, the engine speed N E is compared with an engine speed reference value I to discriminate whether N E ≧ I or not. The process progresses to a third step SS3 when the answer is YES. Alternatively, the control process progresses to a fifth step SS5 when the answer is NO; i.e., N E < I . At the third step SS3, an ignition timing compensation value Δϑ ig which is a control signal supplied to the ignition control device 7 as the first engine power control means C₁ to adjust the ignition timing of the ignition plug is set to "J" which makes the engine power increase. On the same occasion, a period T₁ for maintaining the ignition timing compensation value Δϑ ig is set to "P₁". Succeedingly, the control process progresses to a fourth step SS4 at which an actuating signal is output to the electromagnetic valve V as the second engine power control means C₂ to open the valve V, and a period T₂ for keeping the valve V opening is set to "P₂". When the control process progresses from the second step SS2 to the fifth step SS5, the ignition timing compensation value Δϑ ig is set to "K" and the period T₁ is set to "Q₁", and then the period T₂ for keeping the valve V opening is set to Q₂ through the fifth step SS5 and a sixth step SS6, respectively. When the control process progresses from the first step SS1 to the seventh step SS7, the engine speed N E is compared with the engine speed reference value I to discriminate whether N E ≧ I or not. The control process progresses to an eighth step SS8 and a ninth step SS9 in regular sequence when the answer is YES. The ignition timing compensation value Δϑ ig is set to "L" and the period T₁ is set to "R₁", and then the period T₂ for keeping the electromagnetic valve V opening is set to R₂, respectively. Alternatively, the process sequently progresses to a tenth step SS10 and an eleventh step SS11 when the answer is NO. The ignition timing compensation value Δϑ ig is set to N and the period T₁ is set to S₁, and then the period T₂ for keeping the electromagnetic valve V opening is set to S₂, respectively. When the shift load in the shift-down mode is detected, the control unit 36 outputs a command signal to the first engine power control C₁ only when the engine speed N E detected for each speed range is always lower than the engine speed reference value A, B, C, D, E or F previously determined for each engine speed range. According to this command signal, the ignition timing is varied, for example advanced in response to the ignition timing compensation value Δϑ ig and this varied state is continued for the period T₁ as shown in Fig. 9(b). Simultaneously, the control unit 36 also outputs a second command signal to the electromagnetic valve V as the second engine power control means C₂. According to this second command signal, the valve V opens to introduce ambient air into the air intake pipe 2 through the air inlet tube 11 and this valve V opening state is maintained for the period T₂ as shown in Fig. 9(c). In such a manner as described above, the engine power is temporarily increased by controlling the various paramaters such as the ignition timing compensation value Δϑ ig , the period T₁ for maintaining the value Δϑ ig , and the period T₂ for opening the valve V to control the rate of air intake. An actual and sequential operation of this configured embodiment will be explained in detail. In order to decelerate the running motorcycle, the driver or rider consciously depresses the shift pedal 12 to shift-down the gear ratio of the transmission 10 making the throttle valve fully closed or slightly open. The ignition timing is varied in response to the ignition timing compensation value Δϑ ig when the shift load M2 is equivalent to or greater than the reference value M TH and this state is maintained for the period T₁. Simultaneously, the electromagnetic valve V is opened for the period T₂ to introduce ambient air into the intake pipe 2. Thus the engine power is increased and the set-up unit of the gear units 20₁, 20₂, 20₃, 20₄, 20₅ and 20₆ is free from the counter force of engine branke effect. Then the shift drum 18 can be easily and smoothly revolved and the selected shifter 24, 25 or 26 can be also shifted to its shifted position. During this shifting operation, the adjusting operation for the throttle valve 4 and any clutch work is not required. This shift system allows the driver or rider of the motorcycle to operate only the shifting of the shift pedal 12 even when the running speed of the motorcycle is quickly decreased from the high speed running state. As explained above, this shift system ensures easy and smooth performance of the shifting operation without throttle work and clutch work, thereby reducing the driver's fatigue and improving his safety. In this second embodiment, the ignition timing control means and the intake air control means are simultaneously actuated to increase the engine power for the shifting operation in the shift-down mode. The present invention is not however limited to only this system, but it may employ either one of these control means capable of being actuated in isolation, or a combination of any engine power control means such as an exhaust gas control means or an air-fuel ratio control means. Further, it is needless to say that the shifting system disclosed in the second embodiment may be modified or adapted for the shift-up mode shifting operation by one skilled in the art.

Claims: A gear shifting system for an automotive vehicle equipped with an internal combustion engine (1) comprising: a power adjusting means (7; C₁, C₂) for adjusting the engine power of said internal combustion engine (1); and a control unit (36) for controlling said power adjusting means (7; C₁, C₂), characterized by a load sensor (S M ) for sensing the shift load (M) generated by a shifting motion of a driver or rider, and outputting a signal representing the shift load; said control unit (36) being actuated in response to the signal from said load sensor (S M ) when the sensed load is equivalent to or greater than a predetermined value (M TH2 ; M TH ) and outputting a control signal to said power adjusting means (7) so as to adjust the engine power. The shifting system as set forth in claim 1, wherein said load sensor (S M ) outputs either a first signal in response to the shift load in a shift-up mode, or a second signal in response to the shift load in a shift-down mode. The shifting system as set forth in claim 1 or 2, wherein said load sensor (S M ) is assembled on a linkage system (33, 34) mechanically connected between a shift shaft (32) of a power transmission and a shift pedal (12) so that said load sensor (S M ) can detect stretching load or depressing load caused by shifting operation in shift-up mode or shift-down mode and discriminate between them. The shifting system as set forth in anyone of the preceding claims, wherein said power adjusting means (7; C₁, C₂) causes the engine power of said internal combustion engine (1) temporarily to decrease for the shifting operation in shift-up mode, or to increase for the shifting operation in shift-down mode. The shifting system as set forth in anyone of the preceding claims, wherein said power adjusting means (7; C₁, C₂) includes an ignition timing adjusting means (7; C₁). The shifting system as set forth in claim 5, wherein said power adjusting means (7; C₁, C₂) includes an air intake rate adjusting means (C₂). The shifting system as set forth in anyone of the preceding claims, wherein said control unit compares the rate of increase (dM/dt) in the shift load (M) with a predetermined value (α) to discriminate whether the rate is equivalent to or greater than the predetermined value (α) or not, and starts the shift operation control process previously determined depending on the shift-up mode and the shift-down mode when the rate (dM/dt) is equivalent to or greater than the predetermined value (α). The shifting system as set forth in anyone of the preceding claims, wherein said control unit (36) is electrically connected to an engine speed sensor (S NE ) of said internal combustion engine (1) and to a throttle sensor (S TH ) for detecting the throttling degree of a throttle (4) so that said control unit (36) receives a third signal representing the engine speed and a fourth signal representing the throttling degree, and thus said control unit (36) can output a command signal to said power adjusting means (7; C₁, C₂) to decrease or increase the engine power to the optimum value. The shifting system as set forth in anyone of the preceding claims 1 to 7, wherein said control unit (36) is electrically connected to an engine speed sensor (S NE ) for detecting the engine speed (N E ) of said internal combustion engine, a throttle sensor (S TH ) for detecting the throttling degree of a throttle (4), and a shift position sensor (S G ) for detecting which gear unit (20₁ to 20₆) is positioned at set-up state in a transmission (10) so that said control unit (36) receives a third signal representing the engine speed (N E ), a fourth signal representing the throttling degree (ϑ H ) and a fifth signal representing the shift position (G P ), and thus said control unit (36) can output a command signal to said engine power adjusting means (C₁, C₂) to decrease or increase the engine power to the optimum value.

Inventors: ADACHI TAKAHIKO, KANEMURA SHINJI, KUSANO KATSUYUKI, TAKEMURA HIROO, TOMODA AKIHIKO, ADACHI, TAKAHIKO, KANEMURA, SHINJI, KUSANO, KATSUYUKI, TAKEMURA, HIROO, TOMODA, AKIHIKO
Applicants: HONDA MOTOR CO LTD, HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 1991
Main classification: B60K41
IPC codes: F16H61, F16H59, B60W30, B60W10, F16H63