BR102013007649B1 - VEHICLE TRANSMISSION - Google Patents

Abstract

vehicle transmission. the present invention relates to a vehicle transmission (50) in which a single gearshift axle (55) is provided with a master arm (83) for operating the transmission (50) by means of an accumulation mechanism and a lever. clutch (72) for operating a clutch (60) which can more reliably perform clutch disengagement (60) upon completion of the accumulation necessary for a shifting operation. a vehicle transmission (50) includes a master arm (83) provided on a shift shaft (55) for transmitting a rotational force to a shift drum (90) of a transmission to rotate and operate the shift drum (90) with a clutch lever (72) provided on the shift shaft (55), to operate the clutch. an accumulation mechanism that can accumulate the rotational force transmitted from the shift shaft (55) to the master arm (83). the master arm (83) and the clutch lever (72) are interlocked with each other. a delay mechanism is provided which delays the clutch disengagement operation with the clutch lever (72) before accumulation is completed between the shift shaft (55) and the clutch (60).

Description

CROSS REFERENCE TO RELATED ORDERS

[001] The present application claims priority under 35 USC 119 of Patent Application No. JP 2012-082443, filed March 30, 2012, from Patent Application No. JP 2012-205673, filed March 19, 2012, and Patent Application No. JP 2012-082442 filed March 30, 2012, the entire contents of which are incorporated herein by reference.

BACKGROUND OF THE INVENTION Field of Invention

[002] The present invention relates to a vehicle clutch interlock transmission.

Description of the Background Art

[003] JP-A document n° 2001-280493 describes, as a vehicle clutch interlock transmission, a structure in which a (single) gearshaft is provided with a master arm to operate a transmission by means of a accumulation mechanism and a clutch lever to operate a clutch. In the accumulation mechanism, the master arm is swiveled in relation to the gear shaft. The clutch lever is attached to the shift shaft. Furthermore, a secondary arm is attached to the shift shaft and a preload spring exists between the master arm and the secondary arm. According to this structure, it is possible to rotate the clutch lever while accumulating a force to operate the transmission and rotating strokes (accumulation) on the master arm with the preload spring between the master arm and the secondary arm. Then, when enough buildup to operate the transmission is completed at the preload spring (a rotational angle of the gearshaft at this time is also referred to as a "buildup completion angle"), the clutch is disconnected and buildup stops. the master arm is released, so it is possible to quickly change gears.

[004] However, in the transmission in JP-A document N° 2001 280493, as the secondary arm and clutch lever are respectively attached to the shift shaft, at the same moment of rotation of the shift shaft, the secondary arm and the clutch lever also start to rotate. In this way, accumulation and clutch operation with the preload spring are started approximately simultaneously.

[005] However, in the transmission in JP-A No. 2001-280493, there is a probability of a clutch disconnection before the completion of build-up in the master arm due to clutch actuation and the like. In a case where the clutch is disconnected before the accumulation completion angle is established, as the rotation strokes required for transmission operation are insufficient with the preload spring open, it is necessary to wait for the shift shaft to rotate. at a predetermined angle. In this case, as the clutch disconnect situation continues for a comparatively long time, the situation in which the actuation force is released is prolonged.

SUMMARY AND OBJECTIVES OF THE INVENTION

[006] The present invention has an object to provide a vehicle transmission with a master arm for operating a transmission by means of an accumulation mechanism and a clutch lever for operating a clutch, on a single gearshift shaft, which can perform most reliably disconnecting the clutch after completion of the accumulation necessary for shifting operation.

[007] According to an embodiment of the present invention, a vehicle transmission includes a single gearshift axle; a master arm, provided on the shift shaft, which transmits a rotational force from the shift shaft to a shift drum of the transmission to rotate and operate the shift drum; a clutch lever provided on the shift shaft for operating a clutch; and an accumulation mechanism that can accumulate the rotational force transmitted from the shift shaft to the master arm. The master arm and clutch lever are interlocked with each other. The transmission also includes a retard mechanism that delays a clutch disengage operation with the clutch lever until accumulation is complete between the shift shaft and the clutch.

[008] According to an embodiment of the present invention, the retarding mechanism functions as a lost mechanism to not contribute a part of the rotational angle of the shift shaft to the clutch disengagement operation with the clutch lever.

[009] In accordance with an embodiment of the present invention, the clutch lever is pivotally supported by the shift shaft with a retard member attached to the shift shaft. Furthermore, the clutch lever and the retard member have a peg tooth and a peg hole connected together. Furthermore, the retarding mechanism is formed with a gap in a circumferential direction between the doweled tooth and the doweled hole.

[0010] In accordance with an embodiment of the present invention, the retarding mechanism is formed with play in a direction of movement in a clutch hanger mechanism which performs clutch disengagement by movement with respect to the clutch.

[0011] In accordance with an embodiment of the present invention, the shift shaft and the retard member are integrally rotated.

[0012] According to an embodiment of the present invention, the accumulation mechanism is formed with a coil spring and is provided so as to directly cover a peripheral surface of the shift shaft.

[0013] In accordance with one embodiment of the present invention, the clutch lever is connected to a clutch hanger cam that lifts the clutch to disconnect or connect it through a guide hole provided in the clutch hanger cam and the retarding mechanism is provided as a guide hole clearance hole.

[0014] In accordance with one embodiment of the present invention, the clutch lever is connected to a clutch lifter cam that lifts the clutch to disconnect or connect the same, and the clutch lifter cam has a plurality of angled plates in shape. of valley connected to a clutch hanger plate by means of a ball-shaped member, furthermore, the retarding mechanism is provided as a flat part formed on the inclined valley-shaped plate.

[0015] In accordance with one embodiment of the present invention, the clutch lever is connected to a clutch hanger cam that raises the clutch to disconnect or connect it, and the clutch hanger cam is connected to a clutch hanger plate. clutch by means of a ball-shaped member. Furthermore, the clutch hanger plate has an interrupted anchor rotation with respect to the transmission. Additionally, the retarding mechanism is provided as an elliptical locking hole to lock the anchor.

[0016] In accordance with an embodiment of the present invention, the clutch lever is connected to a clutch lifter cam which lifts the clutch to disconnect or connect it with a cam surface provided on the clutch lifter cam and the mechanism of delay is provided as an idle cam from the cam surface.

[0017] In accordance with an embodiment of the present invention, the clutch lever is provided as a linkage to which a plurality of arm members are attached and an arm member in the linkage mechanism has a limiter for limiting a rotational angle. of the other arm member. Furthermore, the delay mechanism is provided as a swivel band for the respective arm members in the linkage mechanism.

[0018] According to an embodiment of the present invention, as it is possible to complete the accumulation before the clutch disconnection operation, it is possible to more reliably carry out the clutch disconnection after the completion of the accumulation necessary for the shifting operation. In this way, it is possible to more reliably and quickly carry out the shifting operation after the clutch is disconnected.

[0019] In accordance with an embodiment of the present invention, the retarding mechanism functions as a lost mechanism to not contribute a part of the rotational angle of the shift shaft to the clutch disengagement operation with the clutch lever. In this way, it is possible to easily carry out the completion of the accumulation before the clutch disconnection operation with the lost mechanism.

[0020] According to an embodiment of the present invention, the accumulation collar as the clutch lever and the retard member mutually connect the second peg tooth and the second peg hole. The delay mechanism is formed with gaps between the second pegged tooth and the second peg hole in a circumferential direction. Thus, the delay mechanism has a compact and simple structure.

[0021] In accordance with an embodiment of the present invention, the retarding mechanism is formed with play in a direction of movement of the clutch hanger mechanism which performs clutch disengagement by movement with respect to the clutch. Thus, the delay mechanism has a simple structure.

[0022] In accordance with an embodiment of the present invention, the shift shaft and the retard member are integrally rotated. In this way, when the shift shaft rotates, it is possible to quickly rotate the master arm by means of the retard member, accumulation mechanism and the like.

[0023] According to an embodiment of the present invention, the accumulation mechanism is formed with a coil spring and is provided so as to directly cover a peripheral surface of the shift shaft. In this way, the accumulation mechanism has a compact structure.

[0024] In accordance with an embodiment of the present invention, the delay mechanism is provided with a clearance hole in the guide hole. In this way, it is possible to increase the size of the guide hole (especially it is possible to extend the guide length). In this way, you can easily define and manage the accuracy of a delay function of the delay mechanism.

[0025] According to an embodiment of the present invention, the delay mechanism is provided as a flat part formed in a valley-shaped inclined plate. In this way, it is possible to realize the delay mechanism with a simple structure.

[0026] According to an embodiment of the present invention, the clutch hanger plate has an interrupted rotation of the anchor with respect to the transmission and the retarding mechanism is provided as an elliptical locking hole for locking the anchor. In this way, it is possible to realize the delay mechanism with a simple structure.

[0027] In accordance with an embodiment of the present invention, the clutch hanger cam is provided with a cam surface and the retarding mechanism is provided as an idle cam of the cam surface. In this way, it is possible to realize the delay mechanism with a simple structure.

[0028] In accordance with an embodiment of the present invention, the clutch lever is provided as a linkage mechanism connected with a plurality of arm members and the retarding mechanism is provided as a rotational band for the respective arm members on the mechanism. binding. When the retarding mechanism is provided on the clutch side, it is generally necessary to provide a structure to realize a large size retard on the clutch hanger cam or the like. On the other hand, as the clutch lever is formed with a linkage mechanism and the retarding mechanism is provided as the swivelable band for the respective arm members in the linkage mechanism, it is possible to define the retarding mechanism as a compact structure.

[0029] The additional scope of applicability of the present invention will become apparent from the detailed description given later in this document. However, it is to be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, as various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The present invention will become more fully understood from the detailed description given below in the present document and the accompanying drawings which are given by way of illustration only, and thus are not limiting of the present invention and wherein:

[0031] Figure 1 is a side view of a motorcycle 1 having a transmission 50 according to the present embodiment;

[0032] Figure 2 is a left side view of a power unit P;

[0033] Figure 3 is a left side view of the power unit P from which a left unit box and the like are omitted;

[0034] Figure 4 is a partial cross-sectional view (cross-sectional view of line IV-IV in Figure 2) showing the interior of a unit box 20 of the power unit P;

[0035] Figure 5 is a right side view of the power unit P where the right side unit box cover is removed;

[0036] Figure 6 is a right side view of the power unit P in which a push clutch, a clutch and the like are still omitted from the situation shown in Figure 5;

[0037] Figure 7 is a cross-sectional view (cross-sectional view of line VII-VlI in Figures 5 and 6) of a power unit P transmission mechanism;

[0038] Figure 8 is a partially enlarged view of the periphery of a clutch hanger plate 77 in Figure 7;

[0039] Figure 9 is a cross-sectional view of main transmission elements 50 cut along an axial direction of a shift shaft 55;

[0040] Figure 10 is a partially enlarged perspective view of a master arm 83 and the like in Figure 9, seen from the side of a shift return spring 85;

[0041] Figure 11 is a partially enlarged perspective view of a gear shift arm 81 and the like in Figure 9, from which a clutch lever 72 is removed and viewed from the side of an accumulation collar 71;

[0042] Figure 12 is a partially enlarged perspective view of the master arm 83 and the like in Figure 9, from which a preload stop collar 56 and the like are removed and seen from the side of the gear shift arm 81;

[0043] Figure 13 is a diagram showing a part of the shift shaft 55;

[0044] Figures 14(a) and 14(b) are diagrams showing the master arm 83, a locking bar 87 and the like. Figure 14(a) is a front view and Figure 14(b) is a cross-sectional view of the line A-A shown in Figure 14(a);

[0045] Figures 15(a) and 15(b) are diagrams showing the gear shift arm 81. Figure 15(a) is a front view and Figure 15(b) is a cross-sectional view of the line A-A shown in Figure 15(a);

[0046] Figures 16(a) and 16(b) are diagrams showing the preload stop collar 56. Figure 16(a) is a front view and Figure 16(b) is a sectional view. transverse line A-A shown in Figure 16(a);

[0047] Figure 17 is a perspective view of an accumulation spring 57;

[0048] Figures 18(a) and 18(b) are diagrams showing the accumulation collar 71. Figure 18(a) is a front view and Figure 18(b) is a cross-sectional view of the line A-A shown in Figure 18(a);

[0049] Figures 19(a) and 19(b) are diagrams showing clutch lever 72 and the like. Figure 19(a) is a front view and Figure 19(b) is a cross-sectional view of the line A-A shown in Figure 19(a);

[0050] Figures 20(a) and 20(b) are diagrams showing clutch lever 72 and the like. Figure 20(a) is a rear view and Figure 20(b) is a diagram showing a second transparently illustrated peg hole 72b in Figure 19(a);

[0051] Figures 21(a) and 21(b) are diagrams that show a change in positional relationship and the like of the respective constituent elements that accompany an exchange transaction. Figure 21(a) is a diagram showing the positional relationship on the master arm 83 side instead of the accumulation spring 57 and Figure 21(b) is a diagram showing the positional relationship on the clutch lever side 72 to the instead of accumulation spring 57;

[0052] Figures 22(a) and 22(b) are diagrams that show a situation in which the exchange operation progressed from Figures 21(a) and 21(b);

[0053] Figures 23(a) and 23(b) are diagrams that show a situation in which the exchange operation progressed from Figures 22(a) and 22(b);

[0054] Figures 24(a) and 24(b) are diagrams that show a situation in which the exchange operation progressed from Figures 23(a) and 23(b);

[0055] Figures 25(a) and 25(b) are diagrams that show a situation in which the exchange operation progressed from Figures 24(a) and 25(b);

[0056] Figures 26(a) and 26(b) are diagrams that show a situation in which the exchange operation progressed from Figures 25(a) and 25(b);

[0057] Figure 27 is a diagram showing the relationship between a shift shaft angle, an accumulation spring angle, a clutch lift amount, a shift drum angle, and the like that track the progress of shifting operation. exchange;

[0058] Figures 28(a) to 28(c) are right side views showing structures and operations of main parts of a delay mechanism according to a first modification;

[0059] Figures 29(a) and 29(b) are diagrams showing the main parts of the delay mechanism according to a second modification. Figure 29(a) is a right side view and Figure 29(b) is a cross-sectional view of the line A-A shown in Figure 29(a);

[0060] Figures 30(a) to 30(c) are right side views showing the structures and operations of the main parts of the delay mechanism according to a third modification;

[0061] Figure 31 is a diagram of the interior of a right side unit box cover 49 in the third modification, seen from the left side;

[0062] Figures 32(a) to 32(c) are right side views showing the structures and operations of the main parts of the delay mechanism according to a fourth modification;

[0063] Figures 33(a) to 33(c) are right side views showing the structures and operations of the main parts of the delay mechanism according to a fifth modification; and

[0064] Figure 34 is a diagram that corresponds to Figure 27, which explains the gearshift shaft control upon the occurrence of toothed reinforcement.

DETAILED DESCRIPTION OF THE PREFERRED MODALITIES

[0065] Hereafter, a motorcycle 1 having a clutch interlock transmission 50 according to an embodiment of the present invention will be described based on Figures 1 to 20.

[0066] Note that in the following description, the description of front/rear, left/right and up/down directions follows a direction seen by a cyclist riding the motorcycle, unless explicitly stated. Furthermore, in the figures, an arrow FR indicates the front/rear direction with respect to the vehicle; an arrow LH, the direction to the left with respect to the vehicle; an UP arrow, the direction up with respect to the vehicle.

[0067] As shown in Figure 1, a vehicle body frame 2 of motorcycle 1 has a front tube 3, a main tube 4, a center frame 5, a pair of left and right rear tubes 6,6 and a pair of left and right rear supports 7.7. Front tube 3 is positioned on the front side of the vehicle body (FR side). The main tube 4 extends diagonally backwards and downwards from the front tube 3. The central structure 5 extends downwards from a rear part of the main tube 4 while expanding left and right. The pair of left and right rear tubes 6,6 extend diagonally backwards and upwards from a position in front of the central frame 5 on the main tube 4 and bend approximately horizontally in the middle and extend towards the rear. The pair of left and right rear supports 7,7 are provided between the left and right sides of the central frame 5 which expands to the left and right and the rear parts of the rear tubes 6,6.

[0068] A steering axle 8 is pivotally articulated with the front tube 3. A front fork 9 which has a suspension that extends on the underside of the steering axle 8. A front wheel Fw is steered to a lower end of the steering axle 8. front fork 9. A handle bar 8b extending to the left and right is attached to an upper part of the steering axle 8.

[0069] A rear fork 11 is directed to the central frame 5 by a pivot shaft 10 at its front end. The rear fork 11 extends backwards. A rear wheel Rw is directed to a rear end of the rear fork 11 to oscillate up/down. A shock absorber 12 is provided between the rear of the rear fork 11 and the rear tube 6.

[0070] The power unit P, supported with the main tube 4 and the central frame 5, is supported on a lower part of the main tube 4. The power unit P has a unit box 20, an internal combustion engine 21 integrally provided with the unit box 20 and the transmission 50.

[0071] An output sprocket 13 is fitted to an output shaft (as described below, a secondary shaft 52 of the transmission (50)) of the power unit P. The output sprocket 13 is positioned directly opposite the shaft of articulation10. A chain 15 is placed between the output sprocket 13 and a drive sprocket 14 on the side of the rear wheel Rw.

[0072] A fuel tank 16 is installed on slopes of the rear pipes 6,6. A seat 17 covers the fuel tank 16 and the horizontal parts on the rear side of the rear tubes 6,6. A vehicle body cover 18 covers approximately the entire vehicle body structure 2. A rear fulcrum of a main stand 19 is directed to a lower end of the central structure 5.

[0073] The power unit P is mainly formed by supplying the internal combustion engine 21 on the front side of the unit box 20 and the transmission 50 on the rear side. The 21 internal combustion engine is an air-cooled, single-cylinder, four-stroke internal combustion engine. Transmission 50 is a shift gear engagement mechanism with 4-stage speed change.

[0074] As shown in Figures 2 and 3, the internal combustion engine 21 has a unit housing 20 that functions as a sump. A crankshaft 22 is oriented in a vehicle-length direction (in a left and right direction) and rotatably directed to the drive housing 20. A cylinder block 23 and a cylinder head 24 are integrally attached to a front portion of the drive box 20. The cylinder block 23 and cylinder head 24 protrude despite being inclined forward approximately horizontally. A cylinder head cover 25 is placed on the cylinder head 24.

[0075] An inlet tube 26 extends upward from an approximately horizontally projecting upper surface of the cylinder head 24. The inlet tube 26 is connected to an air filter 28. The air filter 28 is suspended from a front part of the main tube 4 through the throttle body 27.

[0076] An exhaust pipe 30 extends downward from a lower surface of the cylinder head 24. The downward-extending exhaust pipe 30 immediately bends horizontally, then extends back to the right side diagonally, passes through a lower surface of a unit box part 20, to the right of the vehicle body, then directly extends to the rear and is connected to a right-hand muffler 31 on the right-hand side of the Rw rear wheel.

[0077] A stirrup bar 33 is attached to the bottom surface of the unit box 20. On the stirrup bar 33, both sides of a central horizontal portion 33a oriented in the vehicle's length direction fold up to form the left arms and right 33b, 33b. Furthermore, the stirrup bar 33 bends outward in the lengthwise direction of the vehicle to form the left and right horizontal stirrups 33c, 33c. The central horizontal part 33a is attached to the lower surface of the unit box 20.

[0078] The left and right arms 33b, 33b of the stirrup bar 33 extend diagonally forward and upward from the central horizontal part 33a along the left and right side surfaces of the power unit P. The stirrup members 34 , 34 are attached to the left and right horizontal stirrups 33c, 33c which bend outwards at the upper ends of the left and right arms 33b, 33b. The stirrup member 34 has a rectangular parallelepiped shape in the longitudinal direction. Note that the right side of the central horizontal part 33a bends through the exhaust pipe 30 which extends in the longitudinal direction from a position under the exhaust pipe 30.

[0079] As shown in Figure 4, the drive box 20 is divided into a left drive box 20L and a right drive box 20R. By integrating the left unit box 20L and the right unit box 20R, the internal space is formed. The internal space has a 20c crankcase on the front side and a 20m gearbox on the rear side. In the crankcase 20c, the crankshaft 22 is rotatably provided with the left and right drive housings 20L, 20R by means of the main bearings 22b, 22b. A transmission mechanism such as the transmission 50 is accommodated in the transmission case 20m.

[0080] In a cylinder liner 23c integrally molded into cylinder block 23, a piston 35 slides reciprocally. Piston 35 and crankshaft 22, connected with a connecting rod 36, form a crank mechanism.

[0081] A drive sprocket 40 of a valve drive system is fitted to a left hand crankshaft 22L which projects from the left drive housing 20L to the left hand side in proximity to a main bearing 22b. An AC generator 41 is provided at the left end of the left hand crankshaft 22L. A driven gear 42 of a starter is fitted between the drive sprocket 40 and the AC generator 41.

[0082] The AC generator 41 protruding from the left side of the left drive box 20L is covered with the ACG cover 43 as a left side drive box cover cover from the left side.

[0083] On the other hand, a centrifugal drive clutch 45 is provided on a right hand crankshaft 22R which projects from the right drive box 20R to the right hand side. In clutch and drive 45, a clutch exterior 45o is pivotally supported around a clutch interior 45i integrally secured with the right hand crankshaft 22R. When the number of revolutions (number of engine revolutions) of crankshaft 22 exceeds a predetermined number of revolutions, a clutch shoe on the inside of clutch 45i is pressed against the outside of clutch 45o, which transmits the force.

[0084] Note that a one-way clutch 44 is provided between the outside of the clutch 45o and the inside of the clutch 45i. With this arrangement, an engine brake is directly effective without the push clutch 45.

[0085] On the right hand crankshaft 22R, a primary drive gear 46, which is in contact with the left hand side of the clutch exterior 45o and rotates together with the clutch exterior 45o, is rotatably directed to the right hand crank 22R.

[0086] As shown in Figure 4, in the gearbox 20m as the internal space on the rear side of the drive box 20, a mainshaft 51 extends in parallel with the crankshaft 22 in a position behind the crankshaft 22 and swivelly installed in left and right drive housings 20L, 20R by means of bearings 51b, 51b. In a position further back from the mainshaft 51, the slaveshaft 52 extends parallel to the mainshaft 51 and is pivotally installed in the left and right drive housings 20L and 20R by means of bearings 52b, 52b. Crankshaft 22, mainshaft 51 and slaveshaft 52, in that order, are provided in a linearly arranged state from the front.

[0087] The transmission 50 is formed with the first to fourth shift gears always mutually engaged of a gear arrangement 51G disposed on the main shaft 51 and a gear arrangement 52G disposed on the secondary shaft 52. One of the gear arrangement 51G and the 52G gear arrangement rotates together with the shaft and the other rotates freely with respect to the shaft.

[0088] A gear shift position in either the first to fourth shift position or a neutral state is established by combining motion of a shift gear engaged by splines 51gs of gear arrangement 51G on mainshaft 51 in direction axial to be disconnected from the adjacent gear and movement of a gear engaged by tooth 52gs of gear arrangement 52G on the secondary shaft 52 in the axial direction to be disconnected from an adjacent gear.

[0089] Mainshaft 51 projects from the right drive box 20R to the right side. A clutch 60 is provided on the protruding portion of the mainshaft 51. An exterior of the clutch 61 of the clutch 60 is relatively pivotally directed to the mainshaft 51 by means of a sleeve 59. A primary driven gear 47 is attached to the outside of the clutch 61. by means of a damper member 48. A primary drive gear 46 decelerates the primary driven gear 47 engaged with the drive gear and rotates along with the outside of the clutch 61.

[0090] An interior of the clutch 62 is integrally fitted with a right end of the main shaft 51. A plurality of drive friction plates 63 are spline-engaged with an outer periphery of a peripheral wall of the interior of the clutch 62 and friction plates of Drives 64 engaged by splines with an inner periphery of the outer peripheral wall of the clutch 61 are alternately arranged in the axial direction. The pressure plate 65, which retains the driving friction plates 63 and the driven friction plates 64 between the pressure plate 65 and an outer disk periphery of the clutch interior 62, is slidably supported with the clutch interior. 62 in the axial direction.

[0091] As shown in Figures 4 and 7, the pressure plate 65 which is slidable in the axial direction is positioned on the inside of the inside of the clutch 62 in the axial direction inside the outside of the clutch 61. On the disc member of the inside of the clutch 62, a plurality of support shoulders 65b projecting from pressure plate 65 are inserted through the plurality of through holes in a circumferential direction. At a leading end of the support shoulder 65b, a ring-shaped release flange 66 is secured with a bolt 67.

[0092] A clutch spring 68 which is a disc spring is provided between the release flange 66 and the inside of the clutch 62. With the clutch spring 68, the pressure plate 65 is pressed to the right integrally with the flange. release plate 66. Pressure plate 65 retains drive friction plates 63 and driven friction plates 64 between pressure plate 65 and the inside of clutch 62. With this arrangement; clutch 60 is held in a connected condition and rotation from outside clutch 61 is transmitted to inside clutch 62 and further to mainshaft 51.

[0093] When the release flange 66 is pushed to the left and the pressure plate 65 moves to the left against the clutch spring 68, the gap between the pressure plate 65 and the inside of the clutch 62 is increased. With this arrangement, the retention of the driving friction plates 63 and the driven friction plates 64 is loosened and the connected situation of the clutch 60 is released.

[0094] The clutch 60 is formed with a slip clutch that has a rear torque limiting mechanism (also called a rear torque reduction mechanism). The after torque limiting mechanism is a mechanism for, when excessive torque (after torque) acts on the clutch 60 in a direction opposite to a direct steering power transmission, returns the clutch 60 from the connected situation to a connection loosened situation ( clutch half-engaged situation). As the later torque limiting mechanism, a mechanism having a well-known structure can be used. According to the rear torque limiting mechanism, it is possible to reduce the shock due to the rear torque by reducing the gears.

[0095] The rotation of crankshaft 22 of internal combustion engine 21 is transmitted through push clutch 45 and clutch 60 to mainshaft 51 of transmission 50.

[0096] The push clutch 45 provided at the right end of the right hand crankshaft 22R and the clutch 60 provided at the right end of the mainshaft 51 are covered with a right hand drive box cover.

[0097] Note that the output sprocket 13 fitted with the end of the subshaft 52, inserted through the left drive housing 20L to the left, is covered with a sprocket cover 53, except for a rear part where the chain 15 extends from the left side.

[0098] As shown in Figures 2, 5 and 6, shift shaft 55 is provided diagonally down and to the rear of crankshaft 22 and diagonally down and forward of slaveshaft 52 and mainshaft 51. As shown in Figure 7, shift shaft 55 is inserted through left and right drive housings 20L and 20R in left and right directions. Furthermore, the right-hand part is inserted through a bearing shoulder 49a of the right-hand drive box cover 49 and rotatably directed.

[0099] The shift shaft 55 is provided in a lower part of the drive box 20 and positioned below a stirrup member 34 in a side view shown in Figure 2.

[00100] Rotation of the shift shaft 55 drives a clutch operating mechanism 70 and a shift operating mechanism 80. The clutch operating mechanism 70 operates the clutch 60 to perform the disconnection and connection of the clutch 60. The mechanism shift operation 80 operates transmission 50 to shift the shift position of transmission 50.

[00101] The clutch operating mechanism 70 will be described based on Figures 4 and 7.

[00102] As shown in Figures 4 and 7, on the shift shaft 55, the clutch lever 72 is held oscillatingly in proximity to the bearing boss 49a of the right-hand drive box cover 49. The structure and operation of the swinging the clutch lever 72 in accordance with the rotation of the shift shaft 55 will be described in detail below.

[00103] On the other hand, as shown in Figures 4, 7 and 8, the outer ring of the ball bearing 75 is fitted to an inner peripheral surface of the ring-shaped release flange 66 of the clutch 60. rear anchor 74a at the rotational center of operating lever 74 or clutch hanger cam 74, is snap-inserted and secured to an inner ring of ball bearing 75. Clutch hanger cam 74 is a cam for lifting clutch 60 for disconnection or connection. The rear anchor intrusion member 74a penetrates two stirrups of the leading end small diameter and large diameter portion. The small diameter part of the leading end is fitted to the inner ring of the ball bearing. A roller 73 projecting from the leading end of clutch lever 72 is engaged with a swivel cam hole 74c of operating lever or clutch hanger 74.

[00104] The clutch adjustment screw 76 is attached to an extended portion of the main shaft 51 of the right-hand drive box cover 49. The clutch adjustment screw 76 is inserted into the large diameter portion of the intrusion member of rear anchor 74a of the operating handle 74 on the right side and supports the operating handle 74 rotatably and slidably in the axial direction. In a rear anchor disc member 74b around the rear anchor intrusion member 74a of the operating lever 74, the right-facing clutch hanger plate 77 which is rotationally regulated with the cover unit box housing 49, is held with clutch adjustment screw 76. Operating lever 74 is relatively rotatable with respect to rotationally regulated clutch hanger plate 77 and is movable in axial direction. Operating lever 74 is pressed to the right by operating the spring force of clutch spring 68 from clutch 60 through ball bearing 75.

[00105] In other words, the clutch adjusting screw 76 is a part of the right-hand drive box cover 49 and is fixed to an extended part of the mainshaft 51. The clutch adjusting screw 76 is inserted into the diameter of the rear anchor intrusion member 74a of the clutch hanger cam 74 on the right side and holds the clutch hanger cam 74 rotatably and slidably in the axial direction. In a rear anchor disc member 74b around the rear anchor intrusion member 74a of the clutch hanger cam 74, the clutch hanger plate 77, opposite the right side, is rotationally regulated with the gearbox cover. right side unit 49, is supported with clutch adjustment screw 76. As shown in Figures 7 and 8, clutch hanger plate 77 has a rotation limited (rev regulated) anchor 77a with respect to the transmission (plus particularly, the locking hole 49b of the right-hand drive box cover 49). Locking hole 49b is provided inside the right-hand drive box cover 49. Clutch hanger cam 74 is relatively swivelable for rotationally regulated clutch hanger plate 77 with anchor 77a and movable in axial direction. Clutch hanger cam 74 is pressed to the right by operating the spring force of clutch spring 68 from clutch 60 through ball bearing 75.

[00106] It is possible to increase/decrease the gap between the opposing surfaces of the clutch hanger plate 77 and the rear anchor disc member 74b of the operating lever 74 by changing a relative position (engagement position) between a female thread formed in the rotational axis portion of the clutch hanger plate 77 and a male thread of the clutch set screw 76b. With this arrangement, it is possible to increase/decrease the play in the direction of movement in a 74 to 79 clutch lifter mechanism.

[00107] Groove lines 74v, 77v are formed at three positions in a radial pattern in the circumferential direction on mutually opposing surfaces of rear anchor disc member 74b, operating lever 74 and clutch hanger plate 77. Three balls release levers 79 rollably retained with a retainer 78 exist between the rear anchor disc member 74b and the clutch hanger plate 77 pressed with the clutch spring 68 between the rear anchor disk member 74b and the hanger plate clutch 77.

[00108] When the clutch 60 is in the connected situation, the three groove lines 74v, 77v on the opposite surfaces of the rear anchor disc member 74b and the clutch hanger plate 77 are opposite each other. The three release balls 79 respectively fall into the mutually opposite groove lines 74v, 77v.

[00109] Then, when the shift shaft 55 rotates in the transmission, the clutch lever 72 swings and the operating lever 74 rotates through engagement between the roller 73 and the engagement cam hole 74c. With this arrangement, the groove line 74v of the rear anchor disc member 74b of the operating lever 74 rotates relatively in the groove line 77v of the clutch hanger plate 77.

[00110] Therefore, the release balls 79 retained between the rear anchor disc member 74b of the operating lever 74 and the clutch hanger plate 77 roll, while rising smoothly on the slopes of the groove lines 74v, 77v, to press and move operating lever 74 to clutch side 60 (left side). In this way, the release flange 66 moves to the left against the biasing force of the clutch spring 68 via the ball bearing 75 and the pressure plate 65 moves to the left. With this arrangement, in clutch 60, the connected situation is released and disconnected.

[00111] As described above, the clutch hanger mechanisms 74 to 79 for effecting the disconnection of the clutch 60 by movement with respect to the clutch 60 are formed with the operating lever 74, the ball bearing 75, the adjustment screw of clutch 76, clutch hanger plate 77, retainer 78, release balls 79 and the like.

[00112] As shown in Figure 7, the clutch operating mechanism 70 is formed on the outside (right side) of the clutch 60 and on the inside (left side) of the right side unit box cover 49. On the other hand , the gear operating mechanism 80 operates the transmission 50 to change the gear position is formed on the inner side (left side) of the clutch 60.

[00113] Shift forks 91, 92 move shift gear 51gs on mainshaft 51 and shift gear 52gs on subshaft 52 of transmission 50 in axial direction. As shown in Figure 3, the shift forks 91, 92, in an upper position between the main shaft 51 and the slave shaft 52, operate by rotating a shift drum 90 pivotally supplied between the left and right drive housings. 20L, 20R.

[00114] As shown in Figure 7, the shift forks 91, 92 are pivotally directed relative to the shift drum 90 at the rear anchor. On shift forks 91, 92, cocking pins 91p, 92p projecting towards the rear anchor are slidably engaged with predetermined shaped shift grooves formed on an outer peripheral surface of shift drum 90. leading ends of shift forks 91, 92 are respectively engaged with shift gears 51gs, 52gs. In this way, when the shift drum 90 rotates, the shift forks 91, 92 move in the axial direction by means of the hitch pins 91p, 92p guided with the shift groove and moved in the axial direction to change the shift position of the transmission 50.

[00115] As shown in Figures 6 and 7, the right end of the shift drum 90 is slidably supported with the right drive housing 20R on the outer peripheral surface. A right side wall 90r of shift drum 90 is exposed to the right side of a bearing opening of right drive housing 20R. A pentagram-shaped star plate 93 is secured to a central shoulder of the right-hand wall 90r with a screw 94. Five locking pins 95 are built around screw 94 of the right-hand wall 90r. Locking pins 95 are provided between right-hand wall 90r and star plate 93.

[00116] As shown in Figure 6, the stop arm 96 is directed to the pivot 96p and oscillated and pressed with the spring 98. The lock roller 97 is directed towards the leading end of the stop arm 96. The lock roller 97 is pressed against the outer peripheral surface of the star plate 93 which has five spikes in a radial pattern. The shift drum 90 is positioned in a predetermined position with the lock roller 97 fitted and stabilized between the peaks of the star plate 93.

[00117] A mechanism for rotating by operating the shift drum 90 to the locking pins 95 is formed along the right side surface of the right drive box 20R. As shown in Figures 6, 7 and 9 to 11, the gear shift arm 81 is externally pivotally engaged in the sleeve 81d relative (oscillatingly) to the shift shaft 55. The master arm 83 is pivotally engaged externally relative (oscillatingly) to sleeve 81d of gear shift arm 81.

[00118] The master arm 83 has a helix-shaped rear swing anchor 83a and an arm 83b that extends from an upper position of the rear swing anchor 83a. A regulating opening 83h is formed in the rear swing anchor 83a superimposed with the gear shift arm 81 in a side view. A spring locking piece 83f is formed to bend to the left on one side on the center swing side of the regulation opening 83h. Gear shift arm 81 has a spring locking piece 81f formed to bend to the left. The spring locking piece 81f is inserted through the adjustment opening 83h of the master arm 83.

[00119] Adjustment pin 84 protruding to the right from right unit housing 20R is inserted through adjustment opening 83h of rear swing anchor 83a of master arm 83. Leading end of adjustment pin 84 is at proximity of the gear shift arm 81. Then, both ends of the shift return spring 85 wrapped around the outer periphery of the sleeve 81d extend so as to retain the adjustment pin 84. The spring locking piece 81f of the gear shift arm 81 and the spring locking piece 83f of the master arm 83 have a width equal to the diameter of the adjustment pin 84 and are retained, together with the adjustment pin 84, between both ends of the return spring. exchange 85.

[00120] In proximity to an upper end of the arm 83b that extends above the master arm 83, a locking bar 87, which is connected to a front end with a connecting pin 86, extends to the rear. Locking bar 87 extends to the rear below the five locking pins 95 built between shift drum 90 and star plate 93.

[00121] A tension spring 88 is placed between the upper end of the arm 83b of the master arm 83 and the lock bar 87. The tension spring 88 swings the lock bar 87, which extends to the rear and up and presses the same and causes the locking pins 95 positioned on a lower side to abut the locking bar 87. At the upper side edge of the locking bar 87, the longitudinally separated locking jaws 87f, 87r project upwards. .

[00122] As indicated with a solid line in Figure 6, when force is not applied to the shift shaft 55, both ends of the shift return spring 85 retain the adjustment pin 84 between them and at the same time retain the spring locking part 81f of gear shift arm 81 and spring locking part 83f of master arm 83. Furthermore, gear shift arm 81 and master arm 83 are positioned so that shift shaft 55 , the spring locking piece 83f, the adjusting pin 84 and the spring locking piece 81f are arranged in line. At this time, the locking bar 87 places the two locking pins 95, 95 positioned on the underside to butt on a top edge between the front and rear locking jaws 87f, 87r by a tension spring biasing force. 88.

[00123] When force is applied to shift shaft 55 and it rotates, gear shift arm 81 oscillates against shift return spring 85. When spring locking piece 81f acts on master arm 83, then on the master arm 83, an upwardly extending arm 83b swings in front and rear directions. Then, the locking bar 87 connected to the master arm 83 with the connecting pin 86 moves in the front and rear directions and one of the locking jaws 87f, 87r at the front and rear of the locking bar 87 is locked with the locking pin. 95 to rotate the shift drum 90 together with the star plate 93.

[00124] When the lock roller 97 at the leading end of the stop arm 96 is over a peak of the star plate 93 by the rotation of the star plate 93, the star plate 93 rotates at a predetermined angle together with the drum 90 with the pressing force of the lock roller 97 until the lock roller 97 is seated in the valley.

[00125] In this way, the movement of the locking bar 87 in the front and rear directions with the swing of the master arm 83 can be stopped when the locking jaws 87f, 87r are locked with the locking pins 95 and the locking roller 97 it is over the top of the peak of the star plate 93. Therefore, the master arm 83, the gear shift arm 81 and the shift shaft 55 can be returned to their initial situations.

[00126] The shift forks 91, 92, guided with the shift grooves and moved in the axial direction by rotating the shift drum 90 at the predetermined angle, move the shift gears 51gs, 52gs of the transmission 50 to change the position of exchange.

[00127] Note that, as described below, as the clutch connection 60 is released prior to shifting the shift position in the transmission 50, the shift position is shifted smoothly.

[00128] The shift shaft 55 which drives both the above-described shift operating mechanism 80 and the clutch operating mechanism 70 rotate by the shift motor drive 100 transmitted through the shift force transmission mechanism 110. The Shift power transmission mechanism 110 will be described below.

[00129] As shown in Figure 2, the shift shaft 55 is provided in a position on a lower diagonal and to the rear of the crankshaft 22 and in the lower diagonal to the front of the slaveshaft 52 and the main shaft 51 and is inserted through the left and right drive boxes 20L, 20R out in the left and right directions.

[00130] As shown in Figure 7, the right-hand part of the shift shaft 55 inserted through the right-hand drive housing 20R is further inserted through the bearing shoulders 49a of the right-hand drive housing cover 49. The right end The gear shaft 55 inserted through the bearing boss 49a of the right-hand drive box cover 49 is provided with an angle sensor 121 for detecting a rotational angle of the right end of the gear shaft 55.

[00131] The left side of the shift shaft 55 inserted through the left drive housing 20L is provided with the shift power transmission mechanism 110. The shift power transmission mechanism 110 is accommodated in a power transmission box of gear 102 which has a longitudinally long and horizontally narrow flat shape.

[00132] 102 Shift Power Transmission Box is formed by combination of 102L Left Shift Power Transmission Box and 102R Right Shift Power Transmission Box. Shift shaft 55 is inserted into a front end of shift power transmission case 102 and extends to the rear. Then, as shown in Figure 2, the shift power transmission box 102 is provided below the ACG cover 43 as a drive box cover to cover the AC generator 41 on the crankshaft side 22 and the wheel cover. sprocket 53 to cover the output sprocket 13 on the side of the secondary shaft 52.

[00133] In the shifting force transmission mechanism 110, when the shifting motor 100 is driven and a drive gear shaft 100a rotates, the rotation is decelerated by means of a deceleration gear 111 and transmitted to the rotation of a gear crankshaft 112. Rotation of crank gear 112 oscillates a swingarm 116 by means of a crankpin 114p, to rotate the shift shaft 55 integral with the swingarm 116. Then, as shift shaft 55 rotates, the shift shaft 55 clutch operating mechanism 70 operates clutch 60 to perform clutch disconnect/connect and transmission operating mechanism 80 operates transmission 50 to shift gear position.

[00134] Next, the structure of a delay mechanism and a lost transmission mechanism 50 will be described with reference to Figures 9 to 20.

[00135] As shown in Figures 9 to 12, the transmission 50 mainly has, as a structure with respect to the retarding mechanism and the lost mechanism, a single shift shaft 55, the master arm 83, the gear shift arm 81 , shift return spring 85, preload limiter collar 56, accumulation spring 57, accumulation collar 71 and clutch lever 72.

[00136] In the transmission 50, the accumulation spring 57 functions as an accumulation mechanism that can accumulate a rotational force transmitted from the shift shaft 55 to the master arm 83. A delay mechanism for delaying a disconnection operation of the clutch 60 with the clutch lever 72 until the accumulation of rotational force with the accumulation spring 57 is completed is provided between the shift shaft 55 and the clutch 60. This retarding mechanism functions as a lost mechanism to not contribute a part of the rotational angle of the gear shaft 55 for the operation of disconnecting clutch 60 with clutch lever 72.

[00137] As shown in Figure 13, the shift shaft 55 has an abutment member 55a provided at a central part in the axial direction, a splined member 55b adjacent the abutment member 55a in the axial direction and provided on the left side and a knurled member 55c provided on the opposite side (right side) to knurled member 55b spaced from abutment member 55a with a gap, retaining abutment member 55a therebetween.

[00138] As shown in Figures 9 to 12 and 14(b), the master arm 83 is oscillatingly supported with the shift shaft 55. The master arm 83 transmits the rotational force from the shift shaft 55 to the shift drum 90 to operate shift drum 90 by rotating it as described above. Master arm 83 has rear swing anchor 83a, arm 83b, adjustment opening 83h, spring locking piece 83f, sleeve 83d and insertion hole 83c.

[00139] The rear swing anchor 83a has a helix shape that spreads towards the leading end. Arm 83b extends from an upper part of rear swing anchor 83a. The regulating opening 83h is formed in an overlapping position with the gear shifting arm 81 in a side view in the regulating opening 83h. The spring locking piece 83f is formed to bend (protrude) to the left on the side of the regulating opening 83h on the center swing side. The sleeve 83d is provided to extend to the center of swing of the master arm 83 along the axial direction and to project in the direction of projection of the spring locking piece 83f. Insertion hole 83c is provided to be inserted through the inside of sleeve 83d along the axial direction of master arm 83. In insertion hole 83c, sleeve 81d (to be described below) of gear shift arm 81 is inserted through it.

[00140] Lock bar 87 is as described above.

[00141] As shown in Figures 9 through 12 and 15(a) and 15(b), the gear shift arm 81 abuts the master arm 83 and is pivotally supported with the shift shaft 55. The shift arm The gear arm 81 has an oscillating rear anchor 81e, the spring locking piece 81f, a gear shift arm side locking member 81a, a first peg hole 81b, an insertion hole 81c and the sleeve 81d.

[00142] The swinging rear anchor 81e is shaped to contract towards the leading end side. The swing back anchor 81e is provided adjacent the swing back anchor 83a of the master arm 83 on the right side. The spring locking piece 81f is formed by bending (extending) the leading end side of the gear shift arm 81 to the left. The spring locking piece 81f is inserted through the adjustment opening 83h of the master arm 83 from the right to the left.

[00143] The sleeve 81d is provided to extend to the center of swing of the gear shift arm 81 along the axial direction and to project in the projection direction of the spring lock piece 81f. Insert hole 81c is provided to be inserted through the inside of sleeve 81d along the axial direction of gear shift arm 81. Shift shaft 55 is inserted through insert hole 81c.

[00144] Gear shift arm side locking member 81a projects to the right to a peripheral part on swinging rear anchor 81e away from insertion hole 81c in radial direction. The gear shift arm side locking member 81a is, when the gear shift arm 81 is viewed from the right to the left side in the axial direction, provided in the lower left region and extends in a circular arc shape. in the circumferential direction. The first doweled hole 81b is connected to a first doweled tooth 56a (to be described below) of the preload stop collar 56. The first doweled hole 81b is formed as a left-hand recess in a portion adjacent to the dowel hole 81b. insert 81c into swinging rear anchor 81e. The first dowel hole 81b is, when the gear shift arm 81 is viewed from the right to the left side in the axial direction, provided in the lower right region and extends in a circular arc shape in the circumferential direction and its central angle is about 60°.

[00145] Preload stop collar 56 pivots integrally with shift shaft 55 by engagement with serrated member 55b. As shown in Figures 9 to 12 and 16(a) and 16(b), the preload stop collar 56 has a collar main body 56b, the first peg tooth 56a, and an inner peripheral serrated member 56c. The collar main body 56b is approximately cylindrical in shape. The first peg tooth 56a projects from a left end surface of the collar main body 56b to the left. The first peg tooth 56a extends in a circular arc shape in the circumferential direction and its central angle is about 45°.

[00146] The center angle of the first pegged tooth 56a is less than the central angle of the first peg hole 81b. More specifically, there is a circular arc clearance (span, space) between the first pegged tooth 56a and the first pegged hole 81b in the circumferential direction.

[00147] The inner peripheral knurled member 56c is provided on the inner peripheral member of the collar main body 56b and is knurled engaged with the knurled member 55b of the shift shaft 55. In a situation where the inner peripheral knurled member 56c is engaged by knurling with the knurled member 55b of the shift shaft 55, the right end surface of the collar main body 56b abuts the abutment member 55a of the shift shaft 55.

[00148] Accumulation spring 57 presses master arm 83 in an oscillating direction while accumulating the rotational force of shift shaft 55 between shift shaft 55 and master arm 83. The phrase "accumulate rotational force" arbitrarily includes " accumulate the rotational angle (turn angle)". The accumulation spring 57 can accumulate the rotational force transmitted from the shift shaft 55 to the master arm 83.

[00149] As shown in Figures 9, 11 and 17, the accumulation spring 57 has a coiled shape and is provided so as to directly cover a peripheral surface of the shift shaft 55. "Directly cover" means that there is no member between the accumulation spring 57 as an accumulation mechanism and the shift shaft 55.

[00150] On the accumulation spring 57, its one end 57a is locked with the gear shift arm side locking member 81a and its other end 57b is locked with an accumulation collar side locking member 71a of the collar accumulation spring 71. The accumulation spring 57 generates a biasing force to rotate the shift drum 90 to the upper shift side.

[00151] As described above, the gear shift arm side locking member 81a and the accumulation collar side locking member 71a are formed with a shoulder that extends parallel to the axial direction of the shift shaft. 55.

[00152] As shown in Figures 9, 11 and 18(a) and 18(b), the accumulation collar 71 is provided on the clutch lever side 72 with respect to the gear shift arm 81 and secured to the shift shaft 55 and fully rotated (pivoted).

[00153] The accumulation collar 71 has a collar main body 71d, the accumulation collar side locking member 71a, a second peg tooth 71b and an inner peripheral serrated member 71c.

[00154] The collar main body 71d is approximately cylindrical in shape. The accumulation collar side locking member 71a projects from a left end surface of the collar main body 71d to the left side. The accumulation collar side locking member 71a extends in a circular arc shape in the circumferential direction and its central angle is about 60°.

[00155] The second pegged tooth 71b projects from the right end surface of the collar main body 71d to the right and is connected to the second pegged hole 72b (to be described below) of the clutch lever 72. The second tooth peg 71b extends in a circular arc shape in the circumferential direction and its central angle is about 30°. The second peg tooth 71b is provided in three positions spaced apart in the circumferential direction. The angle between adjacent second peg teeth 71b in the circumferential direction is about 90°. When the accumulation collar 71 is viewed in the axial direction, the accumulation collar side locking member 71a and the three second peg teeth 71b are provided in non-overlapping positions.

[00156] The inner peripheral knurled member 71c is provided on the inner peripheral part of the collar main body 71d and is knurled engaged with the knurled member 55c of the shift shaft 55.

[00157] Note that in the present embodiment, the accumulation collar 71 is integrally formed, however, it is not limited to that arrangement. For example, the accumulation collar 71, in a position indicated with an alternating long line and two short dashes D in Figure 9, can be formed with separate body members split in the axial direction on the locking member side of the collar side. accumulator 71a and the side of the pegged second tooth 71b.

[00158] As shown in Figures 9, 19(a), 19(b) and 20(a) and 20(b), clutch lever 72 is pivotally supported with shift shaft 55 and operates clutch 60 Clutch lever 72 has a rear anchor 72d, lever 72e, wall 72a, second peg hole 72b and insertion hole 72c.

[00159] Lever 72e extends from rear anchor 72d. Three second peg holes 72b and three walls 72a are provided on the left end side of the rear anchor 72d.

[00160] The three second peg holes 72b are provided in positions corresponding to the three second peg teeth 71b in the accumulation collar 71. The second peg tooth 71b is inserted into the second peg hole 72b. That is, the second pegged tooth 71b and the second pegged hole 72b are connected together.

[00161] The second peg hole 72b extends in a circular arc shape in the circumferential direction and its central angle is about 40° which is wider than the central angle of the second peg tooth 71b. More specifically, there is a gap (gap, space) in a circular arc shape between the second peg tooth 71b and the second peg hole 72b in the circumferential direction. The delay mechanism described above is formed with a gap (span, space) in the circumferential direction.

[00162] Wall 72a is provided between adjacent second peg holes 72b in the circumferential direction.

[00163] Insertion hole 72c is provided to be inserted through the inside of rear anchor 72d along the axial direction of gear lever 72. Shift shaft 55 is inserted through insertion hole 72c.

[00164] In addition, as shown in Figures 7 and 9, the gear shift arm side locking member 81a and the accumulation collar side locking member 71a are provided on the side opposite the clutch 60 with respect to the axial direction of shift shaft 55. Clutch lever 72 and master arm 83 are provided opposite each other in axial direction of shift shaft 55, with clutch 60 therebetween. In shifting operation, master arm 83 and clutch lever 72 are interlocked with each other. The details of the interlocked operation will be described later.

[00165] Next, the interlocked operation between master arm 83 and clutch lever 72 in shifting operation with transmission 50 will be described with reference to Figures 21(a) to 27.

[00166] In this example, the foreign exchange operation by means of foreign exchange will be described. Figures 21(a) and 21(b) show a situation before the start of the exchange transaction. It is a situation that corresponds to the "beginning" in Figure 27.

[00167] Note that Figure 27 shows changes of shift shaft angle 55 (Ang), accumulation spring angle 57 (Ang), clutch lift amount, shift drum angle 90 (Mg) that tracks the progress of the exchange transaction and its relationship.

[00168] As shown in Figure 21(a), prior to the start of shifting operation, a gap (play) in an SU upshift direction exists between the spring locking piece 81f of the gear shift arm 81 and the adjustment opening 83h of the master arm 83. There is a gap (play) in the upshift direction SU between the first pegged tooth 56a of the preload limiter collar 56 and the first pegged hole 81b of the gear shift arm 81. There is no gap (play) in the upshift direction SU between an end 57a of the accumulation spring 57 and the gear shift arm side locking member 81a of the gear shift arm. 81. Note that the SU upshift direction is a clockwise direction in Figures 21(a) to 26(b).

[00169] Furthermore, as shown in Figure 21(b), there is a gap (play) in the SU upshift direction between the second pegged tooth 71b of the accumulation collar 71 and the second pegged hole 72b of the clutch lever 72. There is no gap (play) in the upshift direction SU between the accumulation collar side locking member 71a of the accumulation collar 71 and the other end 57b of the accumulation spring 57.

[00170] When the rotation of the shift shaft 55 starts from the situation before the start of the shifting operation shown in Figure 21, the situation becomes that shown in Figures 22(a) and 22(b). Figures 22(a) and 22(b) show the situation corresponding to [1] in Figure 27.

[00171] When the shift shaft 55 rotates, the accumulation collar 71 integrated with the shift shaft also rotates. In the previous situation, the start of the shifting operation shown in Figures 21(a) and 21(b), the accumulation spring 57 touches the accumulation collar 71 and the gear shifting arm 81. Thus, in the situation shown in Figures 22(a) and 22(b), when the accumulation collar 71 rotates, the accumulation spring 57 that abuts the accumulation collar 71 also integrally and immediately rotates the gear shift arm 81 that abuts the accumulation spring 57 also rotates.

[00172] As shown in Figure 22(a), the gear shift arm 81 rotates in the SU upshift direction, the spring locking piece 81f abuts the adjustment opening 83h of the master arm 83. In addition, the collar The preload stop 56 (integrated with the shift shaft 55) rotates in the SU upshift direction, the first pegged tooth 56a of the preload stop collar 56 moves into the first peg hole 81b of the shift arm. 81 gear shift in circumferential direction. As shown in Figure 22(b), the accumulation collar 71 (integrated with the shift shaft 55) rotates in the upshift direction SU and further causes the accumulation spring 57 to rotate in the upshift direction. SU via the accumulation collar side locking member 71a and the other end 57b.

[00173] This is arranged so that the gear shift arm 81 does not rotate when the clutch 60 is in the connected situation and the driving force is generated. That is, the gear shift arm side locking member 81a does not move. In this way, accumulation is initiated at the accumulation spring 57 at which one end 57a is locked with the gear shift arm side locking member 81a.

[00174] Note that in Figure 22(a), as the rotational angle of the preload stop collar 56 is minimal, it almost does not appear. In Figure 22(a), as the rotational angle of the accumulation collar 71 is minimal, it almost does not appear.

[00175] When the rotation of the shift shaft 55 proceeds from the situation shown in Figures 22(a) and 22(b), the situation is as shown in Figures 23(a) and 22(b). Figures 23(a) and 23(b) correspond to a situation between [1] and [2] in Figure 27.

[00176] As shown in Figure 23(a), the preload limiting collar 56 still rotates in the SU upshift direction from the position shown in Figure 22(a) and the first pegged tooth 56a of the stop collar preload 56 still moves in the circumferential direction within the first peg hole 81b of the gear shift arm 81 from the position shown in Figure 22(a). As a result, accumulation continues on the accumulation spring 57.

[00177] Furthermore, as shown in Figure 23(b), the second pegged tooth 71b of the accumulation collar 71 moves in the circumferential direction until there is no gap (play) with respect to the second pegged hole 72b of the clutch lever 72.

[00178] When the rotation of the shift shaft 55 proceeds from the situation shown in Figures 23(a) and 23(b), the situation is as shown in Figures 24(a) and 24(b). Figures 24(a) and 24(b) correspond to a situation between [2] and [3] in Figure 27.

[00179] As shown in Figure 24(a), the preload limiter collar 56 still rotates in the SU upshift direction from the position shown in Figure 23(a) and the first pegged tooth 56a of the preload stop 56 still moves in the circumferential direction within the first peg hole 81b of the gear shift arm 81 from the position shown in Figure 23(a). As a result, accumulation proceeds on accumulation spring 57, so accumulation in an amount sufficient to rotate master arm 83 is completed.

[00180] Furthermore, as shown in Figure 24(b), when there is no gap (play) with respect to the second bolt hole 72b of the clutch lever 72, rotation of the clutch lever 72 is initiated and, as a result, disconnection (clutch lift) of clutch 60 is initiated via roller 73, operating lever 74 and the like.

[00181] When the rotation of the shift shaft 55 proceeds from the situation shown in Figures 24(a) and 24(b), the situation is as shown in Figures 25(a) and 25(b). Figures 25(a) and 25(b) correspond to [3] in Figure 27.

[00182] As shown in Figure 25(a), the preload limiter collar 56 still rotates in the SU upshift direction from the position shown in Figure 24(a) and the first pegged tooth 56a of the preload stop 56 still moves in the circumferential direction within the first peg hole 81b of the gear shift arm 81 from the position shown in Figure 24(a). As a result, accumulation in the accumulation spring 57 continues until there is no gap (play) between the first pegged tooth 56a and the first pegged hole 81b and accumulation in an amount sufficient to rotate the master arm 83 is performed.

[00183] Furthermore, when clutch 60 is sufficiently disconnected, the actuation force is reduced to a released situation. As a result, rotation of shift drum 90 and rotation of gear shift arm 81 become possible.

[00184] When the rotation of the shift shaft 55 proceeds from the situation shown in Figures 25(a) and 25(b), the situation is as shown in Figures 26(a) and 26(b). Figures 26(a) and 26(b) correspond to a situation between [3] and [4] in Figure 27.

[00185] In the situation where the drive force is released, the accumulation in the accumulation spring 57 is released and with the accumulation, the master arm 83 immediately rotates. With the rotation of the master arm 83, the shift drum 90 rotates and upshifting is performed. When the rotational angle of shift drum 90 exceeds a predetermined reverse start threshold value, shift shaft 55 starts reverse gear (initiates rotation in a downshifting direction). Furthermore, the rotation of the master arm 83 stops when the adjustment pin 84 touches the adjustment opening 83h.

[00186] As described above, the retard mechanism delays the disconnection operation of clutch 60 with clutch lever 72 until accumulation in accumulation spring 57 is complete. Furthermore, the retarding mechanism functions as a lost mechanism to not contribute a part of the rotational angle of the shift shaft 55 to the disengagement operation of the clutch 60 with the clutch lever 72.

[00187] Furthermore, by changing the relative position between the clutch hanger plate 77 and the clutch adjustment screw 76, it is possible to increase and decrease the gap between the opposing surfaces of the clutch hanger plate 77 and the disc member Anchor lever 74b of the operating lever 74. With this arrangement, it is possible to increase and decrease the play in the direction of movement in the clutch hanger mechanisms 74 to 79. For example, when the play is large, the amount of movement of the mechanisms of clutch hanger 74 to 79 required to disconnect clutch 60 becomes larger compared to a case where the clearance is small. By using this relationship; the delay mechanism may be arranged in accordance with the play in the direction of movement in the clutch lifter mechanisms 74 to 79 to effect the disconnection of the clutch 60 by movement with respect to the clutch 60.

[00188] According to the transmission 50 in the present embodiment, for example, the following advantages are obtained.

[00189] The transmission 50 in the present embodiment has the master arm 83 which transmits the rotational force from the shift shaft 55 to the shift drum 90 in order to rotate and operate the shift drum 90, the clutch lever 72 to operate the clutch 60, the accumulation spring 57 as an accumulation mechanism that can accumulate the rotational force transmitted from the shift shaft 55 to the master arm 83, and the retarding mechanism to delay the disconnection operation of the clutch 60 with the clutch lever 72 until the accumulation is complete.

[00190] Then, according to the transmission 50 in the present embodiment, as the accumulation can be completed before the clutch 60 disconnection operation, it is possible to more reliably carry out the clutch 60 disconnection after the completion of the accumulation necessary for the clutch operation. exchange. In this way, it is possible to perform shifting operation more reliably and quickly after the clutch 60 is disconnected.

[00191] In the transmission 50 in the present embodiment, the retarding mechanism functions as a lost mechanism does not contribute a part of the rotational angle of the shift shaft 55 to the disengagement operation of the clutch 60 with the clutch lever 72. Then, according to with the transmission 50 in the present embodiment, it is possible with the lost mechanism to easily complete the accumulation before the clutch 60 disconnection operation.

[00192] In the transmission 50 in the present embodiment, the clutch lever 72 and the accumulation collar 71 as a retarding member have the second peg tooth 71b and second peg hole 72b mutually interlocked. The delay mechanism is formed with the gap in the circumferential direction between the second peg tooth 71b and the second peg hole 72b. Then, according to the transmission 50 in the present embodiment, the delay mechanism has a compact and simple structure.

[00193] In the transmission 50 in the present embodiment, the retarding mechanism is formed with play in the direction of movement in the clutch hanger plate 77 as a clutch hanger member which performs the disconnection of the clutch 60 by movement with respect to the clutch 60. Then, according to the transmission 50 in the present embodiment, the delay mechanism has a simple structure.

[00194] In the transmission 50 in the present embodiment, the shift shaft 55 and the accumulation collar 71 rotate integrally. In this way, when the shift shaft 55 rotates, it is possible to quickly rotate the master arm 83 by means of the accumulation collar 71, the accumulation spring 57 and the like.

[00195] In the transmission 50 in the present embodiment, the accumulation spring 57 as an accumulation mechanism is provided so as to directly cover the peripheral surface of the shift shaft 55. In this way, the accumulation mechanism has a compact structure.

[00196] Next, the first to fifth modifications of the motorcycle according to the present invention will be described with reference to the drawings. The retarding mechanism is not limited to a mechanism that functions as a lost mechanism in order not to contribute a part of the rotational angle of the shift shaft 55 to the disengagement operation of the clutch 60 with the clutch lever 72, as in the case of the described embodiment. above. Note that in the description of the modifications, the same constituent elements as those in the embodiment described above have the same reference numerals and explanations thereof will be omitted or simplified.

[00197] Figures 28(a) to 28(c) are right side views showing structures and operations of main parts of the delay mechanism according to a first modification. In the first modification, as shown in Figures 28(a) to 28(c), clutch lever 72 is connected to clutch hanger cam 74 via guide hole 74c provided in clutch hanger cam 74. the retarding mechanism is supplied as a clearance hole 74d from the guide hole 74c.

[00198] More particularly, roller 73 of clutch lever 72 is provided and engaged with guide hole 74c. The distorted long hole type guide hole 74c has the clearance hole 74d in that central part. Clearance hole 74d extends along the rotational direction (the direction of movement of roller 73) R1 of clutch lever 72. In this way, even when clutch lever 72 rotates in a situation where roller 73 is positioned in the clearance hole 74d, the roller 73 merely moves in the direction of extension of the clearance hole 74d, and the clutch hanger cam 74 does not rotate or does not rotate at all.

[00199] On the other hand, in the guide hole 74c, a part adjacent to the clearance hole 74d extends in a direction other than the rotational direction (the direction of movement of the roller 73) R1 of the clutch lever 72. Thus, in a situation where the roller 73 is positioned on the adjacent part, when the clutch lever 72 rotates, then interlocked with rotation, the roller 73 presses against the adjacent part and the clutch lifter cam 74 immediately rotates.

[00200] Next, the operation of clutch lifter cam 74 in modification 1 will be described. As shown in Figure 28(a), roller 73 of clutch lever 72 is positioned in clearance hole 74d. As shown in Figures 28(a) and 28(b), when the clutch lever 72 rotates in the rotational direction R1, the roller 73 moves in the direction of extension of the clearance hole 74d. Before the roller 73 reaches the end of the clearance hole 74d, the clutch hanger cam 74 does not rotate or does not rotate at all. That is, the delay function works.

[00201] When the clutch lever 72 still rotates from the situation where the roller 73 has reached the end of the clearance hole 74d shown in Figure 28(b), the roller 73 begins to press the guide hole 74c. Thus, as shown in Figure 28(c), clutch hanger cam 74 rotates in rotational direction R2 and, by extension, clutch hanger plate 77 (not shown in Figure 28) also rotates in rotational direction R2. With this arrangement, disconnection (clutch lifting) of clutch 60 is performed.

[00202] According to the first modification, the retarding mechanism is provided as clearance hole 74d from guide hole 74c. In this way it is possible to increase the size of the guide hole 74c (especially it is possible to extend the guide length). In this way, you can easily define and manage the accuracy of the delay function of the delay mechanism.

[00203] Figures 29(a) and 29(b) are diagrams showing the main parts of the delay mechanism according to a second modification. Figure 29(a) is a right side view. Figure 29(b) is a view taken along the cross-sectional view of line A-A shown in Figure 29(a). In the second modification, as shown in Figure 29(a), the clutch lever 72 is connected to the clutch hanger cam 74. Note that unlike the first modification, the long warped shaped guide hole 74c of the hanger cam clutch 74 in modification 2 does not have clearance hole 74d.

[00204] Clutch hanger cam 74 has groove lines 74v and a plurality of (three) valley-shaped inclined plates. As shown in Figures 29(a) and 29(b), the groove lines 74v are connected to the clutch hanger plate 77 via the three release balls 79 as ball-shaped members. A flat portion 74w which extends in the rotational direction R2 of the clutch hanger cam 74 is formed in the valley portions of the groove lines 74v.

[00205] Furthermore, the clutch hanger plate 77 has a plurality of (three) valley groove lines 77v on the surface of the clutch hanger cam 74 opposite the groove lines 74v. As shown in Figure 29(b), a flat part 77w extending in the rotational direction R2 of the clutch hanger cam 74 is formed in the valley parts of the groove lines 77v.

[00206] More specifically, the 74v groove lines of the 74 clutch lifter cam and the 77v groove lines of the 77 clutch lifter plate have a similar valley shape. The retarding mechanism is supplied as the 74w flats formed in the 74v groove lines of the clutch hanger cam 74 and the 77w flats formed in the 77v groove lines of the clutch hanger plate 77.

[00207] Note that in the second modification, the flat part 77w of the clutch hanger plate 77 may not be supplied.

[00208] Next, the operation of clutch lifter cam 74 in the second modification will be described. As shown in Figure 29(b), release balls 79 are provided between the flats 74w formed in the groove lines 74v of the clutch hanger cam 74 and the flats 77w formed in the groove lines 77v of the clutch hanger plate. clutch 77. When the clutch lever 72 rotates in the rotational direction R1, the release balls 79 move in the extension direction of the flat 74w and the flat 77w. Before the release balls 79 reach the end of the 74w flat or the 77w flat, the clutch hanger cam 74 does not rotate or does not rotate at all. That is, the delay function works.

[00209] When the clutch lever 72 still rotates from the situation where the release balls 79 have reached the end of the flat 74w and the flat 77w, the release balls 79 start to press the groove lines 77v of the plate hanger plate 77. In this way, the clutch hanger plate 77 rotates in the rotational direction R2. With this arrangement, disconnection (clutch lifting) of clutch 60 is performed.

[00210] According to the second modification, the delay mechanism is provided with the flat parts 74w formed in the valley furrow lines 74v and the flat parts 77w formed in the furrow furrow lines 77v. In this way, it is possible to realize the delay mechanism with a simple structure.

[00211] Figures 30(a) to 30(c) are right side views showing the structures and operations of the main parts of the delay mechanism in accordance with a third modification. Figure 31 is a diagram of the interior of a right side unit box cover 49 seen from the left in the third modification.

[00212] In the third modification, as shown in Figures 30(a) to 30(c), clutch lever 72 is attached to clutch hanger cam 74. Clutch hanger cam 74 is attached to clutch hanger plate 74. clutch 77 via the three release balls 79 as ball-shaped members. As shown in Figures 7, 8, 30(a) and 31(a), the clutch hanger plate 77 has the anchor 77a for limited rotation with respect to the transmission. The delay mechanism is provided as an elliptical locking hole 49b for locking the anchor 77a.

[00213] As shown in Figures 30(a) to 30(c), the anchor 77a is provided on an upper part of the clutch hanger plate 77. The anchor 77a has a pair of support members 77b, 77b respectively on both the ends of clutch lever 72 in the rotational direction R1.

[00214] As shown in Figure 31, the elliptical locking hole 49b is provided on the left inner surface of the right-hand drive box cover 49. The locking hole 49b has an elliptical shape that is long in the rotational direction R1 of the lever 72. Note that a virtual line 49c shown in Figure 31 is a virtual line indicating the shape when the locking hole is a full round shape.

[00215] Next, the operation of clutch lifter cam 74 in the third modification will be described. As shown in Figures 30(a) and 30(b), when clutch lever 72 rotates in rotational direction R1, clutch lifter cam 74 must rotate in rotational direction R2 and in the same, clutch lifter plate 77 must also rotate in the rotational direction R2 by means of the release balls 79. However, as the locking hole 49b has an elliptical shape which is long in the rotational direction R1 of the clutch lever 72, the anchor 77a of the clutch hanger plate 77 moves in the direction of movement R3 until the abutment member 77b abuts the locking hole 49b. Therefore, when clutch lever 72 rotates in rotational direction R1, clutch hanger plate 77 rotates in rotational direction R2 with anchor 77a as a center of rotation. More specifically, the delay function works. Then, the disconnection (clutch lift) of clutch 60 is performed.

[00216] According to the third modification, the clutch hanger plate 77 has the anchor 77a limited by rotation with respect to the transmission and the retarding mechanism is provided as the elliptical locking hole 46b for locking the anchor 77a. In this way, it is possible to realize the delay mechanism with a simple structure.

[00217] Figures 32(a) to 32(c) are right side views showing the structures and operations of the main parts of the delay mechanism according to a fourth modification. In the fourth modification, as shown in Figures 32(a) to 32(c), the clutch lever 72 is attached to the clutch hanger cam 74 with a cam surface 74e provided on the clutch hanger cam 74. lag is provided as an idle cam 74f from cam surface 74e.

[00218] Clutch hanger cam 74 has cam surface 74e at its lower end. Cam surface 74e has idle cam 74f at its center. The idle cam 74f extends along the rotational direction R1 of the clutch lever 72. On the other hand, a top 72f of the clutch lever 72 abuts and presses the cam surface 74e. In a situation where the top 72f of the clutch lever 72 is positioned on the idle cam 74f, even as the clutch lever 72 rotates, the top 72f merely moves in the direction of extending the idle cam 74f and the clutch lifter cam 74 does not move or hardly moves.

[00219] On the other hand, on the cam surface 74e, a portion adjacent to the clearance hole 74f extends in a different direction from the rotational direction R1 of the clutch lever 72. Thus, in a situation where the roller 72f of the lever clutch lever 72 is positioned in the adjacent part, when the clutch lever 72 rotates, the top 72f of the clutch lever 72, interlocked with rotation, presses against the adjacent portion and the clutch hanger cam 74 immediately rotates.

[00220] Next, the operation of clutch lifter cam 74 in modification 4 will be described. As shown in Figure 32(a), top 72f of clutch lever 72 is positioned on idle cam 74f. As shown in Figures 32(a) and 32(b), when clutch lever 72 rotates in rotational direction R1, top 72f moves in idle cam extension direction 74f. Before the top 72f of the clutch lever 72 reaches the end of the idle cam 74f, the clutch hanger cam 74 does not rotate or does not rotate at all. That is, the delay function works.

[00221] When the clutch lever 72 still rotates from a state shown in Figure 32(b) in which the top 72f of the clutch lever 72 has reached the end of the idle cam 74f, the top 72f begins to press against the clutch surface. cam 74e. Thus, as shown in Figure 32(c), clutch lifter cam 74 rotates in rotational direction R2 and, by extension, clutch lifter plate 77 also rotates in rotational direction R2. With this rotation, disconnection (clutch lifting) of clutch 60 is performed.

[00222] According to the fourth modification 4, the clutch hanger cam 74 is provided with the cam surface 74e and the retard mechanism is provided as an idle cam 74f of the cam surface 74e. In this way, it is possible to realize the delay mechanism with a simple structure.

[00223] Figures 33(a) to 33(c) are right side views showing the structures and operations of the main parts of the delay mechanism according to a fifth modification. In the fifth modification, as shown in Figures 33(a) to 33(c), the clutch lever 72 is provided as a linkage mechanism to which a plurality of arm members 721, 722 (first arm member 721 and second member arm 722) are connected. In the linkage mechanism, one member, first arm member 721 has a stopper 721a for limiting the rotational angle of the other member, second arm member 722. The delay mechanism is provided as a rotatable band for the respective first arm member. 721 and the second arm member 722 in the linkage mechanism.

[00224] Clutch hanger cam 74 has cam surface 74e at its lower end. Cam surface 74e has a concave circular arc member 74g in its central part.

[00225] The clutch lever 72 is formed with the first arm member 721 on the clutch side 60 and the second arm member 722 on the shift shaft side 55 connected together. The first arm member 721 has the stops 721a, 721a on a connecting part between the first arm member 721 and the second arm member 722. The stops 721a, 721a are provided as a part in the rotational direction R1 of the clutch lever. 72. The stopper 721a functions as an abutment means for abutting a side surface of the second arm member 722 to limit the rotational angle of the second arm member 722.

[00226] Top 72f of clutch lever 72 (first arm member 721) abuts cam surface 74e (including concave circular arc member 74g) and presses thereon. In a situation where the top 72f of the clutch lever 72 is positioned on the concave circular arc member 74g, even as the clutch lever 72 rotates, the top 72f merely moves within the concave circular arc member 74g and the cam cam clutch lifter 74 does not move or barely rotates.

[00227] On the other hand, on the cam surface 74e, a portion adjacent to the concave circular arc member 74g extends approximately linearly. Thus, in a situation where the roller 72f of the clutch lever 72 is positioned in the adjacent part, when the clutch lever 72 rotates, the top 72f of the clutch lever 72, interlocked with the rotation, presses the adjacent part and the clutch lifter cam 74 rotates in rotational direction R2.

[00228] Next, the operation of clutch lifter cam 74 in the fifth modification will be described. As shown in Figure 33(a), the top 72f of the clutch lever 72 is positioned on the concave circular arc member 74g. As shown in Figures 33(a) and 33(b), as the second arm member 722 of the clutch lever 72 rotates, the second arm member 722 rotates until it abuts the stopper 721a of the first arm member 721. At this time, the clutch lifter cam 74 does not rotate or does not rotate at all. That is, the delay function works.

[00229] When the second arm member 722 still rotates from the situation where the second arm member 722 abuts the stopper 721a of the first arm member 721 shown in Figure 33(b), the top 72f begins to press the surface cam 74e. Thus, as shown in Figure 33(c), clutch lifter cam 74 rotates in rotational direction R2 and, by extension, clutch lifter plate 77 rotates in rotational direction R2. With this arrangement, disconnection (clutch lifting) of clutch 60 is performed.

[00230] According to the fifth modification, the clutch lever 72 is provided as a linkage mechanism to which the plurality of arm members 721, 722 are attached and the retarding mechanism is provided as a rotatable band for the respective members. arm 721, 722 on the linkage mechanism. When the retarding mechanism is provided on the clutch side 60, it is generally necessary to provide a structure to realize a large-sized retard on the clutch hanger cam 74 or the like. On the other hand, it is possible to define a compact retarding mechanism by forming the clutch lever 72 with a linkage mechanism and providing the retarding mechanism as a rotatable band for the respective arm members 721, 722 on the linkage mechanism.

[00231] The plurality of gears of the 52G gear arrangement is formed with a claw clutch having a claw clutch tooth (convex member) and a claw clutch hole (concave member), wherein a rotational driving force is transmitted between coaxially adjacent gears with the jaw clutch tooth engagement and the jaw clutch hole in the axial direction. In this case, upon shifting operation, there is a probability that a "jaw meeting" situation occurs in which the jaw clutch tooth is not inserted into the tooth jaw clutch hole and the shift drum 90 is not positioned at an intermittent predetermined exchange position.

[00232] Furthermore, an angle sensor (position sensor) for detecting the rotational angle of shift drum 90 is provided. Based on the detected rotational angle, it is determined in which shift position the shift drum 90 is positioned or whether or not it is positioned in any shift position due to toothed reinforcement or the like, i.e. it is determined whether or not the Shifting operation on shift drum 90 was carried out normally.

[00233] Figure 34 is a diagram corresponding to Figure 27, which explains the gearshift shaft control upon the occurrence of toothed reinforcement. In this example, shifting from first gear to second gear will be explained. When gear shifting has been carried out normally, as indicated in [4] in Figure 27, the rotational angle of shift drum 90 is quickly changed. On the other hand, when tooth reinforcement occurs in the middle of gear shifting, as shown in Figure 34, the rotational angle of shift drum 90 is an angle between a rotational angle that corresponds to the first gear and a rotational angle that corresponds to the second gear. gear and the angle continues. Thus, in accordance with this situation, it is determined that dent reinforcement has taken place.

[00234] Then, when the toothed reinforcement (not positioned in any shift position) is determined, in the range indicated in [12] in Figure 34, the following control (countermeasure) is performed.

[00235] When the toothed reinforcement is determined (see [11] in Figure 13), the shift motor 100 is rotated directly from the reverse situation. When the clutch lift amount is about an effective clutch spring range, the shift shaft 55 operation stops. Thus, the clutch 60 is gradually engaged until the shift drum 90 rotates (until the shift drum 90 position moves to the second gear position). The angle of shift shaft 55 upon rotation of shift drum 90 is stored (see [13] in Figure 34), then based on the stored angle, the forward rotation start timing of shift motor 100 is corrected.

[00236] In addition, an oil temperature sensor for oil temperature measurement is provided for the actuator disconnect/connect clutch 60. It is preferable that when the oil temperature measured with the oil temperature sensor is high, the amount operating time of the actuator is reduced, on the other hand, when the oil temperature measured with the oil temperature sensor is low, the operating amount of the actuator is increased.

[00237] As described above, preferred embodiments of the present invention have been described. The present invention is not limited to the embodiments described above, but can be implemented in a variety of ways.

[00238] For example, the vehicle to which the transmission of the present invention is applied is not limited to a motorcycle, but may be another ride-on type vehicle other than the motorcycle.

[00239] The invention having been thus described, it will be obvious that it can vary in various ways. Such variations should not be considered to depart from the spirit and scope of the invention and all such modifications as would be understood by one skilled in the art should be included within the scope of the following claims.

Claims (10)

1. Vehicle transmission (50) comprising: a single gearshift axle (55); a master arm (83) provided on the shift shaft (55), the master arm (83) transmitting a rotational force from the shift shaft (55) to a shift drum (90) of the transmission (50) to rotate and operate the exchange drum (90); a clutch lever (72) provided on the shift shaft (55) for operating a clutch (60); and an accumulation mechanism formed with a biasing member directly covering a peripheral surface of the shift shaft for accumulating the rotational force transmitted from the shift shaft (55) to the master arm (83); said master arm (83) and clutch lever (72) being interlocked with each other; characterized in that the transmission (50) further includes a retarding mechanism that delays a disconnection operation of the clutch (60) with the clutch lever (72) until accumulation is completed between the shift shaft (55) and the clutch. clutch (60); an accumulation collar (71) forming said retarding mechanism, said accumulation collar (71) having a main body (56b) secured to said single shift shaft (55) with a locking member (71a) that engages projecting from a first side of the main body (56b) to engage said accumulation mechanism, at least one tooth (56a) projecting outwardly from a second side of the main body (56b); and a rear anchor (74a) projecting from the clutch lever (72) in a direction to said main body (56b), said rear anchor (74a) including at least one hole (81b) for receiving the hair. at least one tooth (56a) projecting outwardly from the second side of the main body (56b); wherein said at least one tooth (56a) projecting outwardly from the main body (56b) is fitted into said at least one hole (81b) in said rear anchor (74a) to provide lost movement between said at least one tooth (56a) and said at least one hole (81b). 2. Vehicle transmission (50), according to claim 1, characterized in that the retarding mechanism works as a lost movement mechanism so as not to contribute a part of the rotational angle of the transmission shaft (55) to the clutch disconnect (60) operation with clutch lever (72). 3. Vehicle transmission (50) according to claim 2, characterized in that the clutch lever (72) is swivel supported by the gearshift shaft (55); and the delay mechanism is formed with a gap in a circumferential direction between the at least one tooth (56a) and the at least one hole (81b). 4. Vehicle transmission (50), according to claim 2, characterized in that the retarding mechanism is formed with play in a direction of movement in a clutch suspending mechanism that performs the disconnection of the clutch (60) by movement with respect to the clutch (60). 5. Vehicle transmission (50), according to claim 1, characterized in that the biasing member is a spiral spring (57). 6. Vehicle transmission (50) according to claim 2, characterized in that the clutch lever (72) is connected to a clutch lifter cam (74) that raises the clutch (60) to disconnect or connecting the clutch (60) through a guide hole (74c) provided in the clutch hanger cam (74); and the delay mechanism is provided as a clearance hole (74d) from the guide hole (74c). 7. Vehicle transmission (50) according to claim 2, characterized in that the clutch lever (72) is connected to a clutch lifter cam (74) that raises the clutch (60) to disconnect or connect the clutch (60); the clutch hanger cam (74) has a plurality of valley-shaped inclined plates connected to a clutch hanger plate (77) by means of a ball-shaped member; and the delay mechanism is provided as a flat part (77w) formed on the sloped valley plate. 8. Vehicle transmission (50) according to claim 2, characterized in that the clutch lever (72) is connected to a clutch lifter cam (74) that raises the clutch (60) to disconnect or connect the clutch (60); the clutch hanger cam (74) is connected to a clutch hanger plate (77) by means of a ball-shaped member; the clutch hanger plate (77) has an anchor (77a) set by rotation with respect to the transmission (50); and the delay mechanism is provided as an elliptical locking hole (49b) for locking the anchor (77a). 9. Vehicle transmission (50) according to claim 2, characterized in that the clutch lever (72) is connected to a clutch lifter cam (74) that raises the clutch (60) to disconnect or connecting the clutch (60) with a cam surface (74e) provided on the clutch hanger cam (74); and the delay mechanism is provided as an idle cam (74f) of the cam surface (74e). 10. Vehicle transmission (50) according to claim 2, characterized in that the clutch lever (72) is provided as a linkage mechanism to which a plurality of arm members (721, 722) are attached. ; an arm member (721, 722) in the linkage mechanism has a stop (96) for limiting a rotational angle of the other arm member (721, 722); and the delay mechanism is provided as a rotatable band for the respective arm members (721, 722) on the linkage mechanism.

Images