JP2009085349A - Transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a shift drum from coming into a neutral position even if the shifting operation is stopped in midstream and prevent excessively large shifting operation load from acting on the shift drum side in a transmission for a vehicle enabling a shift position changing drive means including an arm member capable of turning around an axis of a shift spindle to drive and turn the shift drum in response to turning of the shift spindle. <P>SOLUTION: This transmission includes a lost motion spring 90 provided with gripping portions 90b, 90c gripping a pressing portion 92 projectingly provided on a turning member 88 fixed on the shift spindle 60 from both sides on both sides of a coil portion 90a surrounding the shift spindle 60. The arm member 74 of the shift position changing drive means is provided with a pressure-receiving portion 94 which is gripped by both gripping portions 90b, 90c in such a manner that when the turning member 88 is turned, in response to the turning direction, the pressing portion 92 abuts against one of the gripping portions 90b, 90c for turning, the other of the gripping portions abuts against the pressure-receiving portion. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a gear transmission mechanism in which a gear train of a plurality of shift stages that can be selectively established is provided between a transmission input shaft and a transmission output shaft, and a power transmission interruption between the power source output shaft and the transmission input shaft. A clutch for switching contact, a shift drum that is rotatably supported on the engine case so as to selectively establish the gear train according to the rotation position, and a rotation according to a shift operation. A shift spindle that is rotatably attached to the engine case, and an arm member that can be rotated about the axis of the shift spindle, and the shift drum is driven to rotate according to the rotation of the shift spindle. The present invention relates to a transmission apparatus for a vehicle including shift position change driving means that can be used.

A transmission device for a vehicle in which an arm member fixed to a shift spindle is rotated by rotating the shift spindle to drive the shift drum to rotate is known from Patent Document 1 and the like.
Japanese Patent Laid-Open No. 02-212675

  In the above-mentioned patent document 1, when the shift operation is stopped in a state where the clutch is in the power transmission state during the shift operation for rotating the shift spindle, the shift is stopped at the neutral position or the engine When the control for reducing the output torque is performed, if the control is stopped at the neutral position as described above, it is determined that the speed change operation has not been completed, and the control is continued, and an excessive speed change operation load is applied. It is necessary to consider the possibility of acting on parts such as the shift drum.

  The present invention has been made in view of such circumstances, and prevents the shift operation from being neutral even if the shift operation is stopped halfway, and prevents an excessively large shift operation load from acting on the shift drum side. An object of the present invention is to provide a vehicle transmission that can be used.

  In order to achieve the above object, a first aspect of the present invention provides a gear transmission mechanism in which a gear train of a plurality of shift stages that can be selectively established is provided between a transmission input shaft and a transmission output shaft, and a power source output. A clutch that switches connection / disconnection of power transmission between the shaft and the speed change input shaft, and a shift drum that is rotatably supported on the engine case so as to selectively establish the gear train according to the rotational position. A shift spindle that is rotatably attached to the engine case so as to rotate in response to a shift operation, and an arm member that can rotate around the axis of the shift spindle, And a shift position change driving means capable of rotating the shift drum in response to the rotation. A rotating member having a pressing portion projecting therefrom, and a lost motion spring in which sandwiching portions sandwiching the pressing portion from both sides are provided at both ends of a coil portion surrounding the shift spindle, When the rotating member is rotated, the both pressing portions are brought into contact with each other when the pressing portion is in contact with one of the both sandwiching portions according to the rotating direction of the rotating member. A pressure receiving portion sandwiched between the sandwiching portions is provided.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect of the present invention, a working chamber for accommodating a part of the shift spindle, the rotating member, the lost motion spring, and the shift position changing drive means is provided. A shift cover formed between the engine case and the engine case is attached to the engine case, and a rotation member rotation amount detecting means for detecting a rotation amount of the rotation member is fixed to the shift cover.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect of the invention, a drum rotation amount detecting means for detecting a rotation amount of the shift drum, a detection value of the drum rotation amount detection means, and the rotation member An opening angle calculating means for calculating an opening angle between the arm member and the rotating member based on a detection value of the rotation amount detecting means, and an operation input to the shift spindle based on the calculated value of the opening angle calculating means And an operation load calculating means for calculating a load.

  In addition to the configuration of the invention described in claim 3, the invention described in claim 4 is a clutch actuator for switching the clutch on and off, and the calculated value of the operation load calculating means exceeds a predetermined value. And a clutch operation control means for controlling the operation of the clutch actuator so as to put the clutch in a power cut-off state.

  The main shaft 12 of the embodiment corresponds to the transmission input shaft of the present invention, the camshaft 13 of the embodiment corresponds to the transmission output shaft of the present invention, and the master arm 74 of the embodiment corresponds to the arm member of the present invention. The shift position sensor 102 of the embodiment corresponds to the drum rotation amount detection means of the present invention.

  According to the first aspect of the present invention, the pressing portion projecting from the rotating member fixed to the shift spindle is sandwiched by the sandwiching portions at both ends of the lost motion spring, and the arm member of the shift position changing drive means In this case, when the rotating member is rotated, the pressing portion is brought into contact with one of the both sandwiching portions according to the rotation direction, and the other sandwiching portion is brought into contact with the other sandwiching portion when rotating. Therefore, when the shift spindle is rotated, the rotational force of the rotating member that rotates with the shift spindle is transmitted to the arm member of the shift position changing drive means via the lost motion spring. When the shift operation is performed when the clutch is in the power transmission state, the arm member is left behind and the rotation member rotates in advance, so if the shift operation is stopped halfway, the spring of the lost motion spring The rotating member and the shift spindle by it will be returned to the original position, it is possible to prevent to become neutral position. Even if the shift operation load acting on the shift spindle is excessively large, a part of the shift operation load can be absorbed by the motion spring.

  According to the second aspect of the present invention, a working chamber for accommodating a part of the shift spindle, the rotating member, the lost motion spring, and the shift position changing drive means is formed between the engine case and attached to the engine case. Since the rotation member rotation amount detecting means for detecting the rotation amount of the rotation member is fixed to the shift cover, the operation from the start to the end of the shifting operation is ensured by detecting the rotation amount of the rotation member. Can be detected.

  According to the third aspect of the present invention, based on the detection value of the drum rotation amount detection means for detecting the rotation amount of the shift drum and the detection value of the rotation member rotation amount detection means, the arm member and the rotation member are Since the opening angle is calculated and the operation load input to the shift spindle is calculated based on the opening angle, the shift operation load can be calculated without using an expensive load sensor.

  According to a fourth aspect of the present invention, the operation of the clutch actuator for switching the clutch between disengagement and engagement is performed so that the clutch is in a power cut-off state when the calculated value of the operation load calculating means exceeds a predetermined value. Since the control is performed by the clutch operation control means, when the shift operation load exceeds a predetermined value, it is determined that there is a willingness to perform the shifting operation, and the clutch is in the power cut-off state so that a reliable shifting operation can be performed.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

  1 to 11 show an embodiment of the present invention. FIG. 1 is a longitudinal sectional view of a main part of a motorcycle transmission, and FIG. 2 is an enlarged view of the main part of FIG. 2 is a cross-sectional view taken along line -2, FIG. 3 is a perspective view seen from the direction of arrow 3 of FIG. 1, FIG. 4 is a view of arrow 4 in FIG. 2 with the shift cover and gear cover omitted, and FIG. FIG. 6 is a perspective view of the inside of the shift cover with the gear cover omitted, and FIG. 7 is a perspective view of the inside of the shift cover with the speed reduction mechanism omitted. FIG. 8 is a cross-sectional view taken from the opposite side of the engine case in a direction different from FIG. 6, FIG. 8 is a sectional view taken along line 8-8 in FIG. 4, and FIG. FIG. 10 is a perspective view showing the gear chamber when the gear cover is removed from the shift cover, and FIG. It is a block diagram showing a configuration of a control system for controlling the operation of the clutch actuator.

  First, in FIG. 1, this transmission is for a motorcycle, for example, and has a main shaft 12 and a transmission output shaft as a transmission input shaft that have mutually parallel axes and are rotatably supported by an engine case 11. A gear train G1, G2, G3, G4, G5, and G6 having a plurality of shift speeds, for example, six speeds that can be selectively established, are provided between the countershaft 13 and the countershaft 13. A gear transmission mechanism 10 is provided, and the first to sixth speed gear trains G <b> 1 to G <b> 6 are housed in the engine case 11.

  Between the crankshaft (not shown) of the engine, which is a power source output shaft, and one end of the main shaft 12, a clutch 14 for switching power transmission / disconnection is provided. A clutch outer 17 to which power is transmitted from the shaft via the primary speed reducer 15 and the torque damper 16, a clutch inner 18 disposed in the center of the clutch outer 17 and coupled to the main shaft 12 in a relatively non-rotatable manner; A plurality of drive friction plates 19 that are spline-fitted to the inner peripheral wall of the clutch outer 17 so as to be axially slidable, and these drive friction plates 19 are alternately stacked and axially slid on the outer periphery of the clutch inner 18. A plurality of driven friction plates 20 that are movably spline-fitted, and an innermost drive friction plate 19 are received. A pressure receiving plate 21 provided integrally with the inner end of the latch inner 18, a pressure plate 22 slidably attached to the outer end of the clutch inner 18 so that the outermost driving friction plate 19 can be pressed, and the pressure plate 22 receiving pressure. And a clutch spring 23 that urges toward the plate 21 side.

  Thus, when the driving friction plates 19 and the driven friction plates 20 are clamped between the pressure plate 22 and the pressure receiving plate 21 by the urging force of the clutch spring 23, the clutch 14 is connected between the clutch outer 17 and the clutch inner 18. The clutch is engaged (power transmission state).

  Further, a release member 25 having a release bearing 24 interposed between the clutch inner 18 and the pressure plate 22 is disposed. The release member 25 can move in the axial direction within the main shaft 12. The push rod 26 to be inserted is connected. A clutch actuator 30 capable of exerting a pressing force is connected to the push rod 26. When the push rod 26 is pushed by the clutch actuator 30, the pressure plate 22 moves backward against the spring force of the clutch spring 23. As a result, the drive friction plates 19 and the driven friction plates 20 are freed, and the clutch 14 is in a clutch-off state (power cut-off state) in which the clutch outer 17 and the clutch inner 18 are not connected. .

  A part of the countershaft 13 protrudes from the engine case 11 on the side opposite to the clutch 14, and a drive sprocket 27 is fixed to the protruding end of the countershaft 13 from the engine case 11. Thus, the drive sprocket 27 constitutes a part of the transmission means 29 together with the endless chain 28 wound around the drive sprocket 27, and the power output from the countershaft 13 passes through the transmission means 29. To a rear wheel (not shown).

  By the way, the first speed gear train G1 is a first speed drive gear 31 formed integrally with the main shaft 12 and a counter shaft 13 that is mounted so as to be relatively rotatable and meshed with the first speed drive gear 31. The second-speed gear train G2 is composed of a first-speed driven gear 32. The second-speed gear train G2 allows the second-speed drive gear 33 and the countershaft 13 that are mounted on the main shaft 12 to be relatively non-rotatable while being relatively rotatable. The third speed gear train G3 is composed of a second speed driven gear 34 meshing with the speed drive gear 33, and the third speed gear train G3 cannot be rotated relative to the main shaft 12. The third-speed driven gear 36 is mounted so as to be capable of relative rotation and meshes with the third-speed drive gear 35. The fourth-speed gear train G4 cannot be rotated relative to the main shaft 12. The fourth-speed drive gear 37 and the counter-shaft 13 are mounted so as to be capable of relative rotation and are engaged with the fourth-speed drive gear 37. The fifth-speed gear train G5 includes: A fifth-speed drive gear 39 that is mounted on the main shaft 12 so as to be capable of relative rotation, and a fifth-speed driven gear 40 that meshes with the fifth-speed drive gear 39 while disabling relative rotation with the counter shaft 13. The sixth-speed gear train G6 meshes with the sixth-speed drive gear 41 while disabling relative rotation with the sixth-speed drive gear 41 and the countershaft 13 that are mounted on the main shaft 12 so as to be capable of relative rotation. And a sixth speed driven gear 42.

  Between the fifth speed drive gear 39 and the sixth speed drive gear 41, the main shaft 12 is spline-fitted with a fifth / sixth speed switching shifter 44 to enable sliding in the axial direction. The third speed drive gear 35 is formed integrally with the fifth and sixth speed switching shifter 44 so as to face the sixth speed drive gear 41, and the fourth speed drive gear 37 is the fifth speed drive gear. It is formed integrally with the fifth / sixth speed switching shifter 44 so as to oppose 39. Further, a first / fourth speed switching shifter 45 in which a fifth speed driven gear 40 is integrally formed on the countershaft 13 between the first speed driven gear 32 and the fourth speed driven gear 38 is axially provided. And a sixth-speed driven gear 42 is formed integrally with the counter shaft 13 between the second-speed driven gear 34 and the third-speed driven gear 36. The third-speed switching shifter 46 is splined to enable axial sliding.

  When the fifth / sixth speed switching shifter 44 is slid in the axial direction and engaged with the fifth speed driving gear 39, the fifth speed driving gear 39 shifts to the fifth / sixth speed switching shifter 44. Is connected to the main shaft 12 so as not to be relatively rotatable, and a fifth gear train G5 is established. When the fifth / sixth speed switching shifter 44 is slid in the axial direction and engaged with the sixth speed driving gear 41, the sixth speed driving gear 41 is moved to the fifth / sixth speed switching shifter. The sixth gear train G6 is established by being connected to the main shaft 12 through 44 so as not to be relatively rotatable.

  When the first / fourth speed switching shifter 45 is slid in the axial direction and engaged with the first speed driven gear 32, the first speed driven gear 32 is moved to the first / fourth speed switching shifter 45. Is connected to the countershaft 13 through a non-rotatable relationship to establish a first gear train G1. When the first / fourth speed switching shifter 45 is slid in the axial direction and engaged with the fourth speed driven gear 38, the fourth speed driven gear 38 is switched to the first / fourth speed switching shifter. The fourth speed gear train G4 is established by being connected to the countershaft 13 through 45 so as not to be relatively rotatable.

  When the second / third speed switching shifter 46 is slid in the axial direction and engaged with the second speed driven gear 34, the second speed driven gear 34 is moved to the second / third speed switching shifter 46. Is connected to the countershaft 13 so as not to be relatively rotatable, and a second gear train G2 is established. When the second / third speed switching shifter 46 is slid in the axial direction and engaged with the third speed driven gear 36, the third speed driven gear 36 is moved to the second / third speed switching shifter 36. The third speed gear train G3 is established by being connected to the countershaft 13 through 46 so as not to be relatively rotatable.

  The fifth / sixth speed switching shifter 44 is rotatably held by the first shift fork 47, and the first / fourth speed switching shifter 45 is rotatably held by the second shift fork 48. The third-speed switching shifter 46 is rotatably held by a third shift fork 49, and the first shift fork 47 is supported by the engine case 11 with an axis parallel to the main shaft 12 and the counter shaft 13. The first shift fork shaft 50 is slidably supported in the axial direction, and the second and third shift forks 48 and 49 are supported by the engine case 11 with an axis parallel to the first shift fork shaft 50. The second shift fork shaft 51 is supported so as to be slidable in the axial direction.

  Referring also to FIG. 2, a shift drum 52 having an axis parallel to the first and second shift fork shafts 50 and 51 is rotatably supported on the engine case 11. The first to third shift forks 47 to 49 are engaged with the three engagement grooves 53, 54 and 55 provided on the outer surface of the first and third shift forks 47 to 49, respectively. Thus, the engagement grooves 53 to 55 determine the positions of the first to third shift forks 47 to 49 on the first and second shift fork shafts 50 and 51 according to the rotational position of the shift drum 52. When the shift drum 52 rotates, the first to sixth speed gear trains G1 to G6 are selectively established according to the rotation position.

  Both ends of the shift drum 52 pass through bearing holes 56 and 57 provided in the engine case 11 so as to be rotatable. Ball bearings 58 and 59 are provided between the inner periphery of the bearing holes 56 and 57 and between the shift drums 52. Is installed.

  The shift drum 52 is rotationally driven by the operation of the shift position change driving means 62 that can be operated according to the rotation of the shift spindle 60 according to the shift operation, and an axis parallel to the shift drum 52 is provided. A shift lever 61 that is linked to and coupled to a change pedal (not shown) is fixed to one end of the shift spindle 60 that is provided.

  Referring also to FIG. 3, a wall 11 a that surrounds the shift spindle 60 and the shift position change driving means 62 in an endless manner is integrally provided in the engine case 11 on one end side of the shift drum 52. A shift cover 64 that forms a working chamber 63 for housing a part of the shift spindle 60 and the shift position changing drive means 62 with the engine case 11 is fastened to the wall portion 11a with a plurality of bolts 65. One end of the shift spindle 60 protrudes from the shift cover 64 and is rotatably supported by the engine case 11 and the shift cover 64. The shift cover 64 is interposed between the shift cover 64 and the shift cover 64. A gear cover 67 covering a part of the shift cover 64 so as to form a gear chamber 66 is fastened by a plurality of bolts 68. That.

  At one end of the shift drum 52, a shift cam 70 having a number of driven pins 69, 69,... Corresponding to the number of gears (in this embodiment) is implanted with bolts 71 so as to face the working chamber 53. The shift position change driving means 62 fixed coaxially and arranged to cover one end of the shift drum 52 and the shift cam 70 is engaged with one of the driven pins 69, 69. Thus, the shift drum 52 is configured to be driven to rotate.

  4 to 9 together, the shift position change driving means 62 has a master arm 74 whose one end is rotatably supported by the shift spindle 60, and is orthogonal to the axis of the shift spindle 60. An arm 75 supported by the master arm 74 that is capable of sliding operation within a limited range in the direction to be moved, and a first return spring 76 that biases the arm 75 toward the side close to the shift spindle 60. Consists of.

  A cylindrical support cylinder 74 a surrounding the shift spindle 60 is provided at one end of the master arm 74, and the support cylinder 74 a is rotatably supported by the shift spindle 60. The master arm 74 is provided with a pair of guide holes 77, 78 arranged at positions spaced from each other on a straight line passing through the axis of the shift spindle 60. 78 are formed in the shape of a long hole extending long along the straight line. On the other hand, one end of pins 79 and 80 inserted through the guide holes 77 and 78 is fixed to the arm 75 disposed between the master arm 74 and the shift cam 70, respectively. At the other end, flanges 79a and 80a slidably contacting the surface of the master arm 74 opposite to the arm 75 are integrally provided so as to project outward in the radial direction. Therefore, the arm 75 is supported by the master arm 74 so as to be slidable in a direction perpendicular to the axis of the shift spindle 60 within a range in which the pins 79 and 80 can move within the guide holes 77 and 78. become. The first return spring 76 is disposed so as to surround the pin 80, and both ends of the first return spring 76 abut on the end of the master arm 74 opposite to the shift spindle 60. As a result, the arm 75 is spring-biased toward the side close to the shift spindle 60.

  A pair of engaging claws 81, 82 are provided at the end of the arm 75 opposite to the shift spindle 60, and these engaging claws 81, 82 are caused by the spring force of the first return spring 76. In a state where the arm 75 is in the position closest to the shift spindle 60, it is possible to engage with two driven pins 69, 69 adjacent to each other in the circumferential direction among the driven pins 69, 69. is there. In this state, when the master arm 74 rotates to one side around the axis of the shift spindle 60, one of the engagement claws 81 and 82 engages with one driven pin 69 from the outside, and the shift cam 70, that is, the shift drum 52 is engaged. And the other of the engaging claws 81 and 82 is not engaged with the driven pin 69.

  In addition, inclined surfaces 83 and 84 are formed on the side surfaces of the engaging claws 81 and 82 on the shift spindle 60 side so as to be separated from the shift spindle 60 toward the outside. On the other hand, for example, in a state where the shift drum 52 is rotated by a predetermined rotation amount by 81, the following driven pin 69 has moved to the position of the driven pin 69 engaged by the engaging claw 81, so that the arm 75 is moved. When rotating together with the master arm 74 to return to the original position, the arm 75 shifts against the spring force of the first return spring 76 by the next driven pin 69 coming into contact with the inclined surface 83. It moves to the side away from the spindle 60, and the engaging claw 81 gets over the next driven pin 69. Also, when the shift drum 52 is rotated by a predetermined rotation amount by the other of the engaging claws 81, 82, for example, 82, the arm 75 is rotated to the side returning to the original position together with the master arm 74 as described above. When moving, the arm 75 moves to the side away from the shift spindle 60 against the spring force of the first return spring 76 by the next driven pin 69 coming into contact with the inclined surface 84, and the engaging claw. 82 gets over the next driven pin 69.

  In the vicinity of the shift spindle 60, the master arm 74 is provided with an arc-shaped restriction hole 87 centering on the axis of the shift spindle 60, and a stopper pin 85 implanted in the engine case 11 is provided with the restriction hole. 87 is inserted. Therefore, the rotation range of the master arm 74 around the axis of the shift spindle 60 is restricted by the stopper pins 85 coming into contact with both ends of the restriction hole 87 in the circumferential direction.

  The master arm 74 is urged by the second return spring 86 so as to return to the neutral position. The second return spring 86 is provided on the master arm 74 so as to surround the shift spindle 60b. Clamping portions 86b and 86c sandwiching the stopper pin 85 from both sides are integrally connected to both ends of the coil portion 86a surrounding the support cylinder 74a. On the other hand, an engaging portion 74b disposed between the both sandwiching portions 86b and 86c is integrally provided.

  Thus, when the master arm 74 rotates about the axis of the shift spindle 60, the engaging portion 74b of the master arm 74 comes into contact with and engages one of the sandwiching portions 86b and 86c, and the sandwiching portions 86b and 86c. The other one of the two is brought into contact with the stopper pin 85 so that the other pin is rotated while being bent away from the stopper pin 85, and the load acting on the master arm 74 is released. Then, the master arm 74 returns to the neutral position in which the engaging portion 74b is positioned outside the stopper pin 85 by the spring force of the sandwiched portion of the both sandwiched portions 86b and 86c.

  A rotation member 88 facing the master arm 74 is fixed to the shift spindle 60 at a position where a part of the master arm 74 near the shift spindle 60 is sandwiched between the master arm 74 and the arm 75. The member 88 is provided with an arc-shaped restriction hole 89 centered on the axis of the shift spindle 60 so that the outer end portion of the stopper pin 85 is inserted.

  A lost motion spring 90 is provided between the master arm 74 of the shift position change driving means 62 and the rotating member 88. The lost motion spring 90 includes a sandwiching portion 90b that sandwiches a pressing portion 92 projecting from the rotating member 88 from both sides of a coil portion 90a that surrounds a cylindrical sleeve 91 into which the shift spindle 60 is inserted. , 90c, and the master arm 74 is provided with a pin 94 as a pressure receiving part sandwiched between the two sandwiching parts 90b, 90c. Thus, the pressing portion 92 is formed by raising a part of the outer periphery of the rotating member 88 so as to form a recess 93 in which the pin 94 is disposed.

  According to such a lost motion spring 90, when the rotating member 88 rotates, when the pressing portion 92 contacts one of the clip portions 90b and 90c and rotates according to the rotating direction, the rotating member 88 rotates. The other of the sandwiching portions 90b and 90c comes into contact with the pin 94 from the same rotation direction as the pressing portion 92, and the shift drum 52 is caused by friction caused by engine torque when the clutch 14 is in a power transmission state. When the rotation is constrained, the rotation of the master arm 74 is also constrained. Therefore, the rotation member 88 includes the sandwiching angles of the both sandwiching portions 90b and 90c, that is, the rotation member 88 and the master. The master arm 74 is left behind and rotated so as to increase the opening angle between the arms 74, and there is a gap between the master arm 74 and the rotation member 88. Spring bias acts on the side to reduce the opening angle between al.

  A rod-like detection member 96 extending in the axial direction of the shift drum 52 is connected to one end of the shift drum 52 coaxially and in a relatively non-rotatable manner. That is, the engagement pin 97 is inserted into one end of the detection member 96 so as to be orthogonal to each other, and the engagement grooves 98 and 98 into which both ends of the engagement pin 97 are fitted are one end of the shift drum 52. The shift cam 70 is fixed to the shift cam 70.

  The other end of the detected member 96 extends to the opposite side of the shift drum 52 and passes through an opening 99 provided in the shift position change driving means 62 so as to be rotatable. The opening 99 is composed of a first through hole 100 provided in the arm 75 in the shift position change driving means 62 and a second through hole 101 provided in the master arm 74 in the shift position change driving means 62. The first through hole 100 is formed so that the arm 75 does not contact the detected member 96 when the arm 75 rotates with the master arm 74 and slides with respect to the master arm 74. The through hole 101 is formed so that the master arm 74 does not contact the detected member 96 when the master arm 74 rotates around the axis of the shift spindle 60.

  By the way, the wall portion 11a of the engine case 11 accommodates a part of the shift drum 60, the shift position change driving means 62, the first return spring 76, the rotating member 88, and the lost motion spring 90. A shift cover 64 that forms the chamber 63 with the engine case 11 is fastened, and the detected member 96 is formed between the shift cover 64 and the gear cover 67 fastened to the shift cover 64. The shift cover 64 is pivotably penetrated at a position corresponding to the gear chamber 66, and the other end portion, that is, the outer end portion of the detected member 96 is covered with the gear cover 67 and is rotatably supported by the gear cover 67. .

  A shift position sensor 102 that detects the shift rotation position of the shift drum 52 so as to detect the rotation amount of the detected member 96 and the shift drum 52 is fixed to the outer surface of the gear cover 67. Between the protruding portion of the detected member 96 from the shift cover 64 and the shift position sensor 102, a speed reduction mechanism 103 that decelerates and transmits the rotational operation amount of the detected member 96 to the shift position sensor 102 side is interposed. The speed reduction mechanism 103 is accommodated in the gear chamber 66.

  Referring also to FIG. 10, the speed reduction mechanism 103 is fitted to the detected member 96 so as not to be relatively rotatable, and the drive gear 104 is sandwiched between the shift cover 64 and the gear cover 67, and the drive And a sector gear 105 meshing with the gear 104. The sector gear 105 is rotatably supported by the shift cover 64 via a support shaft 106 having an axis parallel to the detected member 96.

  The sector gear 105 is provided with a pair of engagement pins 107 and 107 that are offset from the rotation axis thereof, and the shift position sensor 102 is a detection unit that is sandwiched between the engagement pins 107 and 107. (Not shown), and a sensor case 108 of the shift position sensor 102 is fastened to the gear cover 67 by a plurality of screw members 109.

  The shift cover 64 is provided with a rotation member rotation amount detection means 110 for detecting the rotation amount of the rotation member 88, and the case 111 of the rotation member rotation amount detection means 110 includes a plurality of screws. The shift cover 64 is fastened by the members 112.

  Thus, a pin 113 is implanted at a position offset from the shift spindle 60 of the rotating member 88, and a shaft 114 provided on the other end side of the operating member 114 that engages one end of the pin 113. Is engaged with a detection portion (not shown) of the rotation member rotation amount detection means 110 so as not to be relatively rotatable.

  In FIG. 11, the operation of the clutch actuator 30 is controlled by a control unit 116, and the control unit 116 includes a rotation amount of the shift drum 52 detected by the shift position sensor 102, and the rotation member. The rotation amount of the rotation member 88 detected by the rotation amount detection unit 111 is input.

  Thus, the control unit 116 shifts the shift drum 52 based on the rotation amount of the shift drum 52 detected by the shift position sensor 102 and the rotation amount of the rotation member 88 detected by the rotation member rotation amount detection means 111. An opening angle calculation unit 117 that calculates an opening angle between the master arm 74 and the rotation member 88 in the position change driving unit 62, and an operation load that is input to the shift spindle 60 based on the calculated value of the opening angle calculation unit 117. And an operation load calculation unit 118 for calculating the clutch, and a clutch operation control for controlling the operation of the clutch actuator 30 so that the clutch 14 is in a power cut-off state when the calculated value of the operation load calculation unit 118 exceeds a predetermined value. Means 119.

  Next, the operation of this embodiment will be described. The detected member 96 that is rotated together with the shift drum 52 and is connected to one end of the shift drum 52 so as not to be relatively rotatable is connected to the shift position change driving means 62. An opening 99 is rotatably passed through and extends to the opposite side of the shift drum 52, covers the outer end of the member 96 to be detected, and is attached to the outer surface of the gear case 67 attached to the engine case 11. The shift position sensor 102 that detects the amount of rotation of the member 96 is fixed, and the amount of rotation of the member 96 to be detected that rotates together with the shift drum 52 is detected by the shift position sensor 102. The shift position can be detected. Further, although the shift position change driving means 62 covers one end portion of the shift drum 52, the detected member 96 rotatably passes through the opening 99 provided in the shift position change driving means 62, and the detected member Since the shift position sensor 102 is fixed to the outer surface of the gear member 67 that covers the outer end portion of the 96, the shift position sensor 102 can be connected to the engine without making a significant design change to the engine case 11 and the shift position changing drive means 62. It can be disposed outside the case 11, and the maintenance of the shift position sensor 102 is not required during maintenance of the shift position sensor 102, so that maintainability can be improved, and the thermal effect on the shift position sensor 102 from the engine side is reduced. can do.

  Further, since the detected member 96 is formed in a rod shape extending in the axial direction of the shift drum 52 and is arranged coaxially with the shift drum 52, the opening area of the opening 99 provided in the shift position changing drive means 62 is reduced. In addition, the periphery of the shift position sensor 102 can be made compact.

  In addition, since the speed reduction mechanism 103 that decelerates and transmits the rotational operation amount of the detected member 96 to the shift position sensor 102 side is interposed between the detected member 96 and the shift position sensor 102, the detection width is small, and the size is small. An inexpensive shift position sensor 102 can be used.

  A shift cover 64 covering the shift position changing means 62 is attached to the engine case 11, and the shift position sensor 102 is attached to the shift cover 64 so as to cover a part of the shift cover 64. Therefore, the shift position sensor 102 is disposed outside the engine case 11 and outside the shift cover 64, so that the thermal influence from the engine is more difficult to shift by the shift position sensor 102, and the shift position sensor The maintainability of 102 can be further enhanced.

  The shift spindle 60 has a rotation member 88 on which a pressing portion 92 is protruded, and a lost motion spring 90 provided between the master arm 74 and the rotation member 88 in the shift position change driving means 62 is connected to the shift spindle 60. Clamping portions 90b and 90c sandwiching the pressing portion 92 from both sides are provided at both ends of the coil portion 90a that surrounds the master arm 74, and the master arm 74 corresponds to the rotating direction when the rotating member 88 rotates. Thus, a pin 94 is provided to be sandwiched between the two sandwiching portions 90b and 90c such that when the pressing portion 92 contacts and rotates with one of the sandwiching portions 90b and 90c, the other sandwiching portion contacts. ing.

  Therefore, when the shift spindle 60 rotates, the rotational force of the rotation member 88 that rotates together with the shift spindle 60 is transmitted to the master arm 74 of the shift position change drive means 62 via the lost motion spring 90. When the shift operation is performed when the clutch 14 is in the power transmission state, the rotation member 88 is rotated with the master arm 74 left behind. Therefore, when the shift operation is stopped halfway, the rotation is stopped by the spring force of the lost motion spring 90. The moving member 88 and the shift spindle 60 are returned to the original positions, and the shift drum 52 can be prevented from remaining in the neutral position. Even if the shift operation load acting on the shift spindle 60 is excessively large, a part of the shift operation load can be absorbed by the lost motion spring 90.

  A shift cover 64 that forms a working chamber 63 for housing a part of the shift spindle 60, the rotating member 88, the lost motion spring 90, and the shift position changing drive means 62 with the engine case 11 is attached to the engine case 11. Since the rotation member rotation amount detection means 110 for detecting the rotation amount of the rotation member 88 is fixed to the shift cover 64, the rotation amount of the rotation member 88 is detected, so that from the start to the end of the speed change operation. The operation can be reliably detected.

  Further, the opening angle between the master arm 74 and the rotating member 88 is opened based on the detection value of the shift position sensor 102 for detecting the rotation amount of the shift drum 52 and the detection value of the rotating member rotation amount detecting means 110. Since the operation load calculated by the angle calculation unit 117 and input to the shift spindle 60 is calculated by the operation load calculation unit 118 based on the calculated value of the opening angle calculation unit 117, the shift is performed without using an expensive load sensor. An operation load can be calculated.

  Further, the clutch operation control means 119 causes the clutch 14 to be in a power cut-off state when the operation of the clutch actuator 30 for switching the connection / disconnection of the clutch 14 exceeds the predetermined value. Therefore, when the shift operation load exceeds a predetermined value, it is determined that there is a willingness to perform the shifting operation, and the clutch 14 can be brought into a power cut-off state to perform a reliable shifting operation.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

1 is a longitudinal sectional view of a main part of a transmission for a motorcycle. FIG. 5 is an enlarged view of a main part of FIG. 1 and a cross-sectional view taken along line 2-2 of FIG. It is the perspective view seen from the 3 arrow direction of FIG. FIG. 4 is a view taken along arrow 4 of FIG. 2 in a state where a shift cover and a gear cover are omitted. It is the perspective view which looked at the inside of a shift cover from the engine case side. It is the perspective view seen from the engine case inside the shift cover in the state which omitted the gear cover. FIG. 7 is a perspective view of the inside of the shift cover with the speed reduction mechanism omitted, as viewed from the opposite side to the engine case in a direction different from FIG. 6. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 4. It is the figure which looked at the shift position change drive means from the 9-9 line arrow direction of FIG. It is a perspective view which removes a gear cover from a shift cover and shows a gear chamber. It is a block diagram which shows the structure of the control system for controlling the action | operation of a clutch actuator.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Gear transmission mechanism 11 ... Engine case 12 ... Main shaft 13 which is a transmission input shaft ... Camshaft 14 which is a transmission output shaft ... Clutch 30 ... Clutch actuator 52 ... Shift drum 60 ... Shift spindle 62 ... Shift position change drive means 63 ... Work chamber 64 ... Shift cover 74 ... Master arm 88 as arm member ... Rotating member 90 ... Lost motion spring 90a ... Coil portions 90b, 90c ... Clamping portion 92 ... Pressing portion 94 ... Pin 102 as pressure receiving portion ... Shift position sensor 110 as drum rotation amount detecting means ... Rotating member rotation amount detection means 117... Opening angle calculation means 118... Operation load calculation means 119... Clutch operation control means G1, G2, G3 G4, G5, G6 ··· gear train

Claims (4)

  A gear transmission mechanism (10) in which a gear train (G1, G2, G3, G4, G5, G6) that can be selectively established is provided between a transmission input shaft (12) and a transmission output shaft (13). ), A clutch (14) for switching power transmission / disconnection between the power source output shaft and the transmission input shaft (12), and the gear train (G1 to G6) according to the rotational position is selectively established. A shift drum (52) rotatably supported on the engine case (11), and a shift spindle rotatably mounted on the engine case (11) so as to rotate in response to a shift operation. (60) and an arm member (74) capable of rotating around the axis of the shift spindle (60), and the shift drum (52) according to the rotation of the shift spindle (60) In a vehicle transmission apparatus including a shift position change driving means (62) that can be rotationally driven, a rotational member that is fixed to the shift spindle (60) and has a pressing portion (92) protruding therefrom. And a lost motion spring (90) in which pinching portions (90b, 90c) sandwiching the pressing portion (92) from both sides are provided at both ends of the coil portion (90a) surrounding the shift spindle (60). The pressing member (92) is applied to one of the clip portions (90b, 90c) according to the rotating direction of the rotating member (88) when the rotating member (88) rotates. A transmission for a vehicle, characterized in that a pressure receiving portion (94) sandwiched between both the sandwiching portions (90b, 90c) is provided so that the other sandwiching portion abuts when rotating in contact.   A working chamber (63) that houses a part of the shift spindle (60), the rotating member (88), the lost motion spring (90), and the shift position changing drive means (62) is provided in the engine case (11). A shift cover (64) formed between the rotary member and the engine case (11) is attached to the engine case (11), and a rotation member rotation amount detecting means (110) for detecting the rotation amount of the rotation member (88) is provided to the shift cover ( 64. The vehicle transmission according to claim 2, wherein the transmission is fixed to 64).   The drum rotation amount detection means (102) for detecting the rotation amount of the shift drum (52), the detection value of the drum rotation amount detection means (102), and the detection value of the rotation member rotation amount detection means (110). An opening angle calculating means (117) for calculating an opening angle between the arm member (74) and the pivoting member (88) based on the calculated value of the opening angle calculating means (117) and the shift spindle ( The vehicle transmission according to claim 2, further comprising an operation load calculation means (118) for calculating an operation load input to 60).   When the calculated value of the clutch actuator (30) for switching the on / off state of the clutch (14) and the operation load calculating means (118) exceeds a predetermined value, the clutch (14) is set in a power cut-off state. The vehicle transmission according to claim 3, further comprising clutch operation control means (119) for controlling the operation of the clutch actuator (30).

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