JP2009275760A - Speed change control device for transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed change control device for a transmission can eliminate a dog contact state in a dog clutch by driving a clutch connecting and disconnecting rotary drive force of an engine. <P>SOLUTION: A clutch control part 130 shifts a control state of a clutch to a disengagement state C if speed change demand is detected by a speed change demand detection means 140 and a dog contact state of the dog clutch is detected by a dog contact detection means 160 in a disengage control state B in which the clutch 6 is disengaged. First control driving a liquid pressure modulator 20 and shifting liquid pressure to a first liquid pressure value P3 at an engagement state side from a boundary liquid pressure P4 between a disengagement state and the engagement state of the clutch 6 and second control shifting liquid pressure to a second liquid pressure value P2 at the engagement state side from the first liquid pressure value P3 in prescribed time are executed in a weak engagement control state C. The dog connection detection means 160 detects the dog contact state based on an output signal of a gear position sensor 92. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a transmission control device for a transmission, and more particularly to a transmission control device for a transmission that can eliminate a dog contact state of a dog clutch by driving a clutch that connects and disconnects the rotational driving force of an engine.

  2. Description of the Related Art Conventionally, there has been known a transmission in which a shift stage is changed by intermittently rotating a shift drum and connecting / disconnecting a dog clutch provided on a transmission gear.

In Patent Document 1, in an automatic transmission in which a shift drum is intermittently rotated by a shift actuator, when a dog contact state occurs where the dog teeth of the dog clutch do not enter the dog hole, the driving torque of the shift actuator is temporarily set. A configuration is disclosed in which the position of the dog teeth and the dog hole is relatively decreased and then the dog clutch is engaged by increasing the driving torque again.
Japanese Patent Laid-Open No. 11-82710

  However, in the technique of Patent Document 1, in the state where the main shaft and the counter shaft of the transmission are stopped due to, for example, the vehicle being stopped and the clutch being disengaged, even if the drive torque of the shift actuator is changed, There was a problem that the position of the dog did not move and the dog contact state could not be eliminated.

  Further, in a transmission in which a clutch is automatically connected / disconnected by an actuator and a driver operates a shift pedal to rotate a shift drum to perform a shift operation, the shift actuator is driven in a predetermined procedure. The technique of 1 could not be applied.

  SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems of the prior art and to provide a transmission control device for a transmission that can eliminate the dog hit state of the dog clutch by driving a clutch that connects and disconnects the rotational driving force of the engine. .

  In order to achieve the above-mentioned object, the present invention relates to a transmission in which a shift drum is intermittently rotated and a gear clutch is changed by connecting and disconnecting a dog clutch provided on a transmission gear, and a drive wheel from a vehicle engine. A clutch for connecting / disconnecting the rotational driving force transmitted to the actuator, an actuator for controlling the hydraulic pressure for connecting / disconnecting the clutch, a hydraulic pressure detecting means for detecting the hydraulic pressure, a control means for controlling the actuator, A rotation angle detection means for detecting a rotation angle of the shift drum, a dog contact detection means for detecting that the concave and convex portions of the dog clutch are not engaged with each other based on the rotation angle of the shift drum, and a shift request And a shift request detecting means for detecting the shift, the control means detects the dog request after detecting the shift request. A first control state in which the actuator is driven to shift the hydraulic pressure from the boundary hydraulic pressure between the disengaged state of the clutch and the connected state to the first hydraulic pressure value on the connected state side. There is a first feature in that there is provided a second control state in which a predetermined time is passed from the first hydraulic pressure value to shift to the second hydraulic pressure value on the connection state side further than the first hydraulic pressure value.

  Further, the control means has a second feature in that, when the dog hit state is eliminated, the actuator is driven to shift to the hydraulic pressure value in the cut state.

  In addition, at least vehicle state detection means for detecting the operating state of the engine is provided, and the control means does not shift to the first control state and the second control state while detecting the stop of the engine. There is a third feature.

  The dog hit detection means detects that the dog is in the dog hit state when the rotation angle of the shift drum is within a predetermined range, and the predetermined range is a range that is different between the shift-up side and the shift-down side. The fourth feature is that it is set to.

  A fifth feature is that a shift pedal for rotating the shift drum is provided, and the shift request detecting means detects the shift request when an operation amount or an operation force of the shift pedal exceeds a predetermined value. .

  Furthermore, a shift actuator controlled by the control means to rotate the shift drum, and a shift instruction input means for inputting a shift instruction, the shift request detecting means is based on an output signal of the shift instruction input means. According to a sixth aspect of the present invention, the shift request is detected, and the control means controls the actuator and the shift actuator to execute a shift operation when the shift request is detected.

  According to the first feature, when the dog contact state is detected after detecting the speed change request, the control means drives the actuator to move the actuator closer to the connection state side than the boundary hydraulic pressure between the clutch disengagement state and the connection state. A first control state in which the fluid pressure is shifted to the first fluid pressure value, and a second control state in which a predetermined time is passed from the first fluid pressure value to a second fluid pressure value on the connection state side further than the first fluid pressure value. Even if a dog hit state occurs, the clutch is driven in the connecting direction in the first control state and the second control state, so that the driving side and the driven side of the dog clutch are rotated relative to each other. The hit state can be eliminated. In addition, since the actuator is controlled based on the hydraulic pressure detected by the hydraulic pressure detection means, the effect of the clutch plate wear, etc., compared to the case where the clutch connection state is controlled by the clutch connection position and stroke. Therefore, the clutch control in the first control state and the second control state can be executed with high accuracy.

  According to the second feature, since the control means drives the actuator to shift to the hydraulic pressure value in the disconnected state when the dog contact state is canceled, only the necessary period until the dog contact state is canceled, Clutch control in the first control state or the second control state can be executed. This makes it possible to return to the running state smoothly and continue running.

  According to the third feature, at least vehicle state detecting means for detecting the operating state of the engine is provided, and the control means does not shift to the first control state and the second control state while detecting the stop of the engine. Therefore, when the engine cannot be canceled even when the clutch is driven, it is possible to avoid wasteful power consumption by preventing the actuator from performing an operation for eliminating the dog hitting.

  According to the fourth feature, the dog hit detection means detects that the dog is in the dog hit state when the rotation angle of the shift drum is within the predetermined range, and the predetermined range is detected on the shift up side and the shift down side. Since the different ranges are set, compared with the case where the predetermined ranges on the shift-up side and the shift-down side are set to the same setting, the respective predetermined ranges can be narrowed to increase the accuracy of detection per dog.

  According to the fifth feature, the shift pedal is provided for rotating the shift drum, and the shift request detecting means detects the shift request when the operation amount or the operation force of the shift pedal exceeds a predetermined value. Is appropriately detected, and clutch control for eliminating the dog hit state can be started.

  According to a sixth feature, the apparatus includes a shift actuator that is controlled by the control means to rotate the shift drum, and a shift instruction input means that inputs a shift instruction, and the shift request detection means outputs an output signal of the shift instruction input means. When the shift request is detected, the control means controls the actuator and the shift actuator to execute the shift operation. Therefore, even in the transmission in which both the clutch and the shift drum are driven by the actuator, It is possible to appropriately detect the shift request and to execute clutch control for canceling the dog hit state.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram illustrating a configuration of a transmission control device for a transmission and peripheral devices thereof according to an embodiment of the present invention. A transmission 1 applied to a motorcycle includes a main shaft 2 as an input shaft that has axes parallel to each other and is rotatably supported by an engine case (not shown), and a counter shaft 4 as an output shaft. Are provided with first to sixth transmission gear pairs for transmitting rotational driving force. Note that the constantly meshing transmission 1 that sequentially switches the transmission gear pair by intermittently rotating the shift drum has a well-known general configuration as a sequential multi-stage transmission for a motorcycle.

  A clutch 6 is provided between the main shaft 2 of the transmission 1 and the crankshaft (not shown) of the engine, which is a power source, for switching the connection / disconnection state of the rotational driving force of the engine. The rotational driving force of the engine is transmitted to the main shaft 2 via the clutch 6 from the primary driven gear 5 meshed with a primary driving gear (not shown) fixed to the crankshaft. The rotational driving force transmitted to the main shaft 2 is transmitted to the counter shaft 4 through one transmission gear pair selected by the transmission mechanism 10 described later. A drive sprocket 3 is fixed to one end portion of the counter shaft 4, and the engine rotates on a rear wheel (not shown) as a drive wheel via a drive chain (not shown) wound around the drive sprocket 3. Driving force is transmitted.

  The clutch 6 is fixed to the primary driven gear 5 and holds a plurality of driving friction plates. The clutch 6 is fixed to the main shaft 2 and holds a driven friction plate that is in contact with the driving friction plates and generates a frictional force. And a pressure plate 16 (see FIG. 2) attached to the main shaft so as to be movable in the axial direction. The pressure plate 16 is always pressed to the left in the figure by the elastic force of the clutch spring, and the friction force that can transmit the rotational driving force of the engine between the driving friction plate and the driven friction plate by this pressing force. Has occurred.

  The pressure plate 16 can be moved in the axial direction by sliding the push rod 7 penetrating the main shaft 2. Thus, the clutch 6 is in a connected state when the push rod 7 is not slid, while when the push rod 7 is pressed by a force that resists the elastic force of the clutch spring and slides to the right in the figure, The pressure plate 16 moves in a direction in which the driving friction plate and the driven friction plate are separated from each other, and the clutch 6 operates in the disconnection direction. At this time, a half-clutch state between the connected state and the disconnected state can be obtained by adjusting the pressing force applied to the push rod 7. The push rod 7 is in contact with the end of the hydraulic piston 9 of the clutch slave cylinder 8 fixed to the engine case, and when the predetermined hydraulic pressure is supplied to the oil passage 123, the hydraulic piston 9 is moved to the push rod 7. Is pressed to the right in the figure.

  A transmission mechanism 10 that selects one gear train for transmitting a rotational driving force is housed in the engine case in the same manner as the transmission 1. The speed change mechanism 10 operates a shift pedal (not shown) swingably attached to the motorcycle body and rotates the shift drum 42 with an operating force applied during the shift operation to perform a speed change operation. It is something to execute. In the present embodiment, the shift pedal operated by the occupant with the left foot is connected to a shift lever 51 fixed to one end of the shift spindle 50.

  On the surface of the hollow cylindrical shift drum 42, three engagement grooves are formed to engage with one end sides of the first to third shift forks 37, 38, 39, respectively. The other end sides of the first to third shift forks 37 to 39 are respectively engaged with three slidable transmission gears attached to the main shaft 2 and the counter shaft 4 so as to be slidable in the axial direction. ing. When the shift drum 42 is rotated, the first to third shift forks 37 to 39 slide to predetermined positions in the axial direction corresponding to the respective shift speeds, so that the slidable transmission gear and the slidable gear are slidable. The connection / disconnection state of the dog clutch disposed between the transmission gear and the transmission gear adjacent to the transmission gear is switched. As a result, the speed change gear pair for transmitting the rotational driving force of the engine is selectively switched, and the speed change operation is executed. The dog clutch described above is a well-known general mechanism that transmits rotational driving force between adjacent gears on the same axis when a plurality of dog teeth (convex portions) and dog holes (concave portions) mesh in the axial direction. It is.

  The transmission mechanism 10 includes a gear position sensor 92 serving as a rotation angle detection unit that detects the rotation angle of the shift drum 42 and a neutral position that is turned on when the shift drum 42 is in the neutral position and detects the neutral state of the transmission 1. A shift spindle rotation amount sensor 100 that detects the rotation amount of the switch 110 and the shift spindle 50 is provided. The gear position sensor 92 can detect the gear position of the transmission 1 based on the rotation angle (rotation amount) of the shift drum.

  A hydraulic modulator 20 for supplying hydraulic pressure (hydraulic pressure) to the clutch slave cylinder 8 is driven by a motor 21 as an actuator. When the motor 21 is driven based on the drive signal from the driver 116, the worm gear 26 engaged with the rotating shaft 22 rotates. A worm wheel 28 that rotates about a swing shaft 27 is engaged with the worm gear 26, and one end of the worm wheel 28 can swing about the swing shaft 27. The roller at one end of the swinging member 23 is in contact with the first hydraulic piston 24. With this configuration, when the motor 21 is rotationally driven in a predetermined direction, one end portion of the swing member 23 can press the first hydraulic piston 24 to generate hydraulic pressure in the oil passage 123.

  On the other hand, in the present embodiment, there is provided a clutch master cylinder 30 that is attached to the left handle (not shown) of the motorcycle and that is operated by the occupant with the left hand. The clutch master cylinder 30 is configured such that when an occupant grips the clutch lever 31, the hydraulic piston 32 is pressed to generate hydraulic pressure in the oil passage 124. The oil passage 124 is connected to the hydraulic pressure modulator 20, and is configured such that when a predetermined hydraulic pressure is generated in the oil passage 124, the second hydraulic piston 25 housed in the hydraulic pressure modulator 20 is pressed. One end portion of the second hydraulic piston 25 is disposed so as to contact the roller on the other end side of the swing member 23 described above. The swing member 23 swings independently of the worm wheel 28 and is provided so as to press the first hydraulic piston 24. Thus, when the second hydraulic piston 25 is pressed, the first hydraulic piston 24 is pressed regardless of the operating state of the motor 21, and the hydraulic pressure is generated in the oil passage 123 with priority given to the occupant's operation. It becomes possible.

  The hydraulic pressure modulator 20 is provided with a worm wheel rotation amount sensor 117 that detects the rotation amount of the worm wheel 28 and a hydraulic pressure sensor 118 that detects the hydraulic pressure generated in the oil passage 123. The clutch master cylinder 30 is provided with a clutch operation amount sensor 119 that detects the operation amount of the clutch lever 31.

  The ECU 120 receives signals from a throttle opening sensor 113 that detects the throttle opening that is linked to the occupant's throttle operation, a vehicle speed sensor 114 that detects the vehicle speed of the motorcycle, and an engine speed sensor 115 that detects the engine speed. In addition to the input, a shift spindle rotation amount sensor 100 as a shift pedal operation amount detection means provided in the transmission mechanism 10, a gear position sensor 92 and a neutral switch 110, and a worm wheel provided in the hydraulic pressure modulator 20 Signals from the rotation amount sensor 117 and the hydraulic pressure sensor 118 are input. The ECU 120 drives and controls the ignition device 111, the fuel injection device 112, and the driver 116 based on signals from the various sensors described above.

  According to the configuration described above, the shift drum can be rotated with the operating force of the occupant, and the manual shift operation without the clutch operation can be performed by automatically controlling the connection / disconnection of only the clutch. Thereby, unlike the automatic transmission in which the rotation operation of the shift drum is also executed by the motor, it is possible to obtain an operational feeling of actually rotating the shift drum by the shift pedal.

  FIG. 2 is a cross-sectional view of the transmission 1 and the transmission mechanism 10. FIG. 3 is an enlarged cross-sectional view of the speed change mechanism 10. The transmission 1 includes first to sixth speed gear trains G <b> 1 to G <b> 6 between the main shaft 2 and the counter shaft 4. The first to sixth gear trains G1 to G6 are housed in the engine case 12. A clutch 6 that switches connection / disconnection of the rotational driving force from the crankshaft is provided at the end of the main shaft 2.

  The clutch 6 is disposed at the center of the clutch outer 71 from which power is transmitted from the crankshaft via the primary driven gear 5 and the torque damper 77, and is coupled to the main shaft 2 so as not to be relatively rotatable. A clutch inner 72, a plurality of drive friction plates 34 that are spline-fitted to the inner peripheral wall of the clutch outer 71 so as to be slidable in the axial direction, and the drive friction plates 34 are alternately overlapped with each other and shafts are provided on the outer periphery of the clutch inner 72. A pressure receiving plate 11 provided integrally with the inner end of the clutch inner 72 in contact with a plurality of driven friction plates 33 that are spline-fitted so as to be slidable in the direction and the innermost drive friction plate 34 (left side in the drawing). A pressure plate 16 slidably attached to the outer end of the clutch inner 72 so that the outermost drive friction plate 34 can be pressed, and the pressure plate 16 And a clutch spring 13 for biasing the pressure receiving plate 11 side.

  When the driving friction plate 34 and the driven friction plate 33 are held between the pressure plate 16 and the pressure receiving plate 11 by the urging force of the clutch spring 13, the clutch 6 moves between the clutch outer 71 and the clutch inner 72. It will be in the connection state which carries out friction coupling to.

  A release member 15 having a release bearing 14 interposed between the clutch inner 72 and the pressure plate 16 is disposed at the center of the clutch inner 72. The release member 15 is inserted into the main shaft 2 so as to be movable in the axial direction. The push rod 7 is connected. As described above, the clutch slave cylinder 8 is in contact with the end of the push rod 7, and when the push rod 7 is pushed by driving the hydraulic modulator 20, the pressure plate 16 is the spring of the clutch spring 13. The drive friction plates 34 and the driven friction plates 33 are brought into a free state by being retracted against the force. Thus, the clutch 6 is in a disconnected state in which the rotational driving force is not transmitted with the clutch outer 71 and the clutch inner 72 disconnected.

  One end portion of the countershaft 4 opposite to the clutch 6 protrudes from the engine case 12, and the drive sprocket 3 is fixed to the protruding end portion of the countershaft 4 from the engine case 12. The drive sprocket 3 constitutes a part of the transmission means 19 together with the drive chain 18, and the power output from the counter shaft 4 is transmitted to a rear wheel (drive wheel) (not shown) via the transmission means 19. .

  The first speed gear train G1 is a first speed drive gear 73 formed integrally with the main shaft 2, and a first speed drive gear 73 that is mounted on the counter shaft 4 so as to be relatively rotatable and meshes with the first speed drive gear 73. And a speed driven gear 74. The second speed gear train G2 meshes with the second speed drive gear 96 while allowing relative rotation between the second speed drive gear 96 mounted on the main shaft 2 so as not to rotate relative to the main shaft 2 and the counter shaft 4. And a second speed driven gear 97. The third-speed gear train G3 is mounted on a third-speed drive gear 84 that cannot rotate relative to the main shaft 2 and on the countershaft 4 so as to be capable of relative rotation. And a third speed driven gear 85 meshing with the gear.

  The fourth-speed gear train G4 is mounted with a fourth-speed drive gear 82 that cannot rotate relative to the main shaft 2, and a counter-shaft 4 that can be rotated relative to the fourth-speed drive gear 82. And a fourth speed driven gear 83 meshing with the gear. Further, the fifth-speed gear train G5 prevents the relative rotation between the fifth-speed drive gear 75 mounted on the main shaft 2 so as to be capable of relative rotation and the countershaft 4, and the fifth-speed drive gear 75. And a fifth speed driven gear 76 meshing with the gear. The sixth-speed gear train G6 makes the sixth-speed drive gear 94 mounted on the main shaft 2 capable of relative rotation and the sixth-speed drive gear 94 while disabling relative rotation between the countershaft 4 and the sixth-speed drive gear 94. And a sixth speed driven gear 95 meshing with the first gear.

  A fifth / sixth speed switching shifter 91 is splined to the main shaft 2 between the fifth speed driving gear 75 and the sixth speed driving gear 94 so as to be axially slidable. The third speed drive gear 84 is formed integrally with the fifth / sixth speed switching shifter 91 so as to face the sixth speed drive gear 94, and the fourth speed drive gear 82 is formed at the fifth speed. It is formed integrally with the fifth / sixth speed switching shifter 91 so as to face the driving gear 75. Further, a first / fourth speed switching shifter 35 in which a fifth speed driven gear 76 is integrally formed on the counter shaft 4 between the first speed driven gear 74 and the fourth speed driven gear 83 is axially provided. The sixth-speed drive gear 95 is integrally formed on the countershaft 4 between the second-speed driven gear 97 and the third-speed driven gear 85. The three-speed switching shifter 36 is spline-fitted so that it can slide in the axial direction.

  When the fifth and sixth speed switching shifter 91 is slid in the axial direction and engaged with the fifth speed driving gear 75, the fifth speed driving gear 75 causes the fifth and sixth speed switching shifter 91 to move. The fifth speed gear train G5 is selected as a gear train for transmitting a rotational driving force. Further, when the fifth / sixth speed switching shifter 91 is slid in the axial direction and engaged with the sixth speed driving gear 94, the sixth speed driving gear 94 causes the fifth / sixth speed switching shifter 91 to move. The sixth speed gear train G6 is selected by being connected to the main shaft 2 through the non-rotatable connection.

  When the first / fourth speed switching shifter 35 is slid in the axial direction and engaged with the first speed driven gear 74, the first speed driven gear 74 is switched to the first / fourth speed switching gear. The first speed gear train G1 is selected by being coupled to the countershaft through the shifter 35 so as not to be relatively rotatable. Further, when the first / fourth speed switching shifter 35 is slid in the axial direction and engaged with the fourth speed driven gear 83, the fourth speed driven gear 83 is switched to the first / fourth speed switching. The fourth speed gear train G4 is selected by being connected to the counter shaft 4 through the shifter 35 so as not to be relatively rotatable.

  When the second / third speed switching shifter 36 is slid in the axial direction and engaged with the second speed driven gear 97, the second speed driven gear 97 passes through the second / third speed switching shifter 36. Thus, the counter gear 4 is connected to the counter shaft 4 so as not to be relatively rotatable, and the second speed gear pair G2 is selected. When the second / third speed switching shifter 36 is slid in the axial direction and engaged with the third speed driven gear 85, the third speed driven gear 85 is moved to the second / third speed switching shifter 36. Is connected to the countershaft 4 so as not to be relatively rotatable, and the third speed gear pair G3 is selected.

  The engagement between each shifter and the adjacent gear is performed by a dog clutch including dog teeth (35a, 35b, 36a, 36b...) And dog holes (74c, 83c, 85c, 97c...). For example, when the first speed gear pair G1 is selected, four dog teeth 35a formed on the side surface of the first / fourth speed switching shifter 35 are formed on the side surface of the first speed driven gear 74. It is configured to mesh with the formed four dog holes 74c to transmit the rotational driving force.

  The fifth / sixth speed switching shifter 91 is rotatably held by the first shift fork 37, the first / fourth speed switching shifter 35 is rotatably held by the second shift fork 38, The speed switching shifter 36 is rotatably held by the third shift fork 39.

  Referring to FIG. 3, a shift drum 42 having an axis parallel to the first and second shift fork shafts 40 and 41 is rotatably supported on the engine case 12, and is mounted on the outer surface of the shift drum 42. The first to third shift forks 37, 38, 39 are engaged with the three engagement grooves 43, 44, 45 provided, respectively. The first shift fork 37 is supported by a first shift fork shaft 40 that has an axis parallel to the main shaft 2 and the counter shaft 3 and is supported by the engine case 12 so as to be slidable in the axial direction. The second and third shift forks 38 and 39 are supported by a second shift fork shaft 41 supported in parallel with the first shift fork shaft 40 so as to be slidable in the axial direction.

  The engagement grooves 43 to 45 of the shift drum 42 determine the positions of the first to third shift forks 37 to 39 on the first and second shift fork shafts 40 and 41 according to the rotational position of the shift drum 42. It is formed as follows. Then, when the shift drum 42 rotates, one transmission gear pair that transmits the rotational driving force is selected according to the rotation position. Note that the rotation angle of the shift drum 42 between the respective shift speeds is set to 60 degrees, and is configured to perform intermittent rotation every 60 degrees during the shift operation.

  Both ends of the shift drum 42 pass through bearing holes 46 and 47 provided in the engine case 12 so as to freely rotate. Between the inner periphery of the bearing holes 46 and 47 and the shift drum 42, there is a ball. Bearings 48 and 49 are interposed. The shift drum 42 is rotationally driven by a shift mechanism 52 that operates according to the rotation of the shift spindle 50 according to the shift operation. A shift lever 51 connected to a shift pedal (not shown) is fixed to one end of a shift spindle 50 having an axis parallel to the shift drum 42.

  At one end of the shift drum 42, a shift cam 60 having six driven pins 59 corresponding to the number of transmission gear stages is fixed coaxially by bolts 61 so as to be seen in the working chamber 53. The shift mechanism 52 disposed so as to cover the one end portion of the shift drum 42 and the shift cam 60 is rotated by engaging with one of the driven pins 59 to rotate the shift drum 42. It is configured.

  The engine case 12 is integrally provided with a wall portion 12a surrounding the shift spindle 50 and the shift mechanism 52 in an endless manner. A shift cover 54 that forms a working chamber 53 that houses a part of the shift spindle 50 and the shift mechanism 52 with the engine case 12 is fastened to the wall portion 12 a by a plurality of bolts 55. One end of the shift spindle 50 protrudes from the shift cover 54 and is rotatably supported by the engine case 12 and the shift cover 54. A gear cover 57 is attached to the shift cover 54 with bolts 58. The gear cover 57 covers a part of the shift cover 54 so as to form a gear chamber 56 between the gear cover 57 and the shift cover 54.

  The shift mechanism 52 includes a master arm 64 whose one end is pivotally supported by the shift spindle 50, an arm 65 supported so as to be slidable in a predetermined direction with respect to the master arm 64, and the arm 65. The first return spring 66 is urged in a direction close to the shift spindle 50.

  A cylindrical support cylinder 64 a surrounding the shift spindle 50 is provided at one end of the master arm 64, and the support cylinder 64 a is pivotally supported with respect to the shift spindle 50. The master arm 64 is formed with a long guide hole extending in the linear direction at positions spaced apart from each other on a straight line connecting the rotation axis of the shift spindle 50 and the rotation axis of the shift drum 42. On the other hand, one end of pins 69 and 70 that are respectively inserted into the guide holes is fixed to the arm 65, and flanges 69 a and 70 a that are in sliding contact with the surface of the master arm 64 are attached to the other ends of the pins 69 and 70. Is formed. With this configuration, the arm 65 is slidably supported within a range in which the pins 69 and 70 can move in the guide hole. Further, the first return spring 66 arranged so as to surround the pin 70 is attached to the end of the master arm 64 at both ends thereof, so that the arm 65 is attached in a direction close to the shift spindle 50. It is possible to generate a resilient force.

  The arm 65 is provided with a pair of engaging claws directed upward in the drawing in the vicinity of the pin 70. When the arm 65 is located closest to the shift spindle 50 by the spring force of the first return spring 66, the engaging pawls are adjacent to the two driven pins 59 among the six driven pins 59 provided on the shift cam 60. It is possible to engage from the outside so as to sandwich 59. In this state, when the master arm 64 rotates about the shift spindle 50 as the rotation axis, one side of the engaging claw engages with one driven pin 59 from the outside to drive the shift cam 60, that is, the shift drum. 42 is rotated.

  When the arm 65 returns to the neutral position together with the master arm 64 after the shift drum 42 is rotated by a predetermined rotation amount by one side of the engaging claw, the next of the driven pin 59 engaged during the speed change operation. An inclined surface (not shown) formed on the engaging claw comes into contact with the driven pin 59. At this time, the arm 65 supported so as to be slidable with respect to the master arm 64 slides in a direction away from the driven pin 59 when the inclined surface comes into contact with the driven pin 59. As a result, the engaging claw gets over the driven pin 59, and the master arm 64 and the arm 65 return to the neutral position.

  The master arm 64 is biased in a direction to return to the neutral position by the second return spring 76. Further, the shift spindle 50 is rotated to realize a lost motion function that temporarily absorbs the rotation amount of the shift spindle 50 when the shift spindle 50 is rotated in a state where the shift drum 42 cannot rotate. The member 78 is fixed.

  A lost motion spring 80 is provided between the rotating member 78 and the master arm 64. The lost motion spring 80 has a coil portion 80a that winds a cylindrical sleeve 81 into which the shift spindle 50 is inserted.

  For example, when the shift operation is performed when the rotation of the shift drum 42 is restricted, if the shift operation is stopped halfway, the shift pedal returns to the neutral position by the elastic force of the lost motion spring 80. Further, when the shift drum 42 becomes rotatable while the shift operation is continued, the master arm 64 (shift drum 42) is rotated in a predetermined shift direction by this elastic force. According to this lost motion mechanism, even when a large shift pedal operation force is input when the rotation of the shift drum 42 is restricted, a part of this operation force can be absorbed by the lost motion spring 80. It becomes.

  A detected member 86 for detecting the amount of rotation of the shift drum 42 by the gear position sensor 92 is disposed on the rotation shaft at one end of the shift drum 42. An engagement pin 87 is inserted into one end of the detected member 86 in a direction orthogonal to the rotation axis, and the shift cam 60 has a fitting groove 88 into which both ends of the engagement pin 87 are fitted. Is formed. As a result, the detected member 86 rotates as the shift cam 60 rotates.

  On the other hand, the other end of the detected member 86 is inserted through an opening 89 that communicates with the master arm 64 and the arm 65. The opening 89 is shaped so that the arm 65 does not contact the detected member 86 when the arm 65 rotates with the master arm 64 or when the arm 65 slides relative to the master arm 64.

  A shift cover 54 that forms a working chamber 53 that houses the shift mechanism 52 and the like is fastened to the wall 12 a of the engine case 12. The other end portion of the detected member 86 passes through the shift cover 54 and is inserted into the gear chamber 56, and is rotated on the inner wall portion of the gear cover 57 that is fastened to the shift cover 54 and forms the gear chamber 56. It is supported freely.

  A gear position sensor 92 that detects the shift position by detecting the rotation amount of the detected member 86, that is, the rotation amount of the shift drum, is provided on the outer surface side of the gear cover 57. Between the detected member 86 and the gear position sensor 92, a speed reduction mechanism 93 for reducing the amount of rotation of the detected member 86 and transmitting it to the gear position sensor 92 is disposed. The speed reduction mechanism 93 is accommodated in the gear chamber 56.

  A shift spindle rotation amount sensor 100 that detects the rotation amount of the shift spindle 50 based on the rotation amount of the rotation member 78 is attached to the shift cover 54.

  As described above, the motor 21 of the hydraulic modulator 20 is controlled by the ECU 120. The ECU 120 receives the rotation amount of the shift drum 42 detected by the gear position sensor 92 and the rotation amount of the rotation member 78 detected by the shift spindle rotation amount sensor 100. The ECU 120 calculates the opening angle between the master arm 64 and the rotation member 78 based on the rotation amount of the shift drum 42 and the rotation amount of the shift spindle 50. The ECU 120 can calculate the operation force input to the shift spindle 50, that is, the shift pedal operation force, from the opening angle and the spring constant of the lost motion spring 80. This makes it possible to detect and detect the shift pedal operation force from the detection values of the two potentiometers.

  FIG. 4 is a block diagram showing a configuration of a transmission control device for a transmission according to an embodiment of the present invention. The same reference numerals as those described above denote the same or equivalent parts. The ECU 120 includes a clutch control unit 130 as a control unit that drives the hydraulic pressure modulator 20 to control connection / disconnection of the clutch 6, a shift request detection unit 140 that detects a shift request based on a shift operation of the occupant, and a shift operation. Shift completion detection means 150 for detecting the completion of the gear, dog contact detection means 160 for detecting that the dog clutch of the transmission gear is in the dog contact state using the dog contact determination map 161, and a vehicle for detecting the running state of the vehicle And state detection means 170. The clutch control unit 130 includes a first control unit 131 that executes first control (first control state), which will be described later, and a second control unit 132 that executes second control (second control state).

  As described above, the transmission 1 according to the present embodiment transmits the rotational driving force by engaging each shift shifter and the adjacent gear with the dog clutch. This dog clutch has a high transmission efficiency of the rotational driving force, but when the rotational speed difference between the shifter having the dog teeth and the speed change gear having the dog holes is large, the dog teeth smoothly enter the dog holes. Not a dog contact condition may occur. The shift control device for a transmission according to the present embodiment is capable of canceling the dog hit state by executing predetermined hydraulic control on the clutch when the dog hit detection unit 160 detects that the dog clutch is in the dog hit state. There is a feature.

  The dog hit detection means 160 estimates and detects that the dog clutch is in a dog hit state based on the output signal of the gear position sensor 92. The dog contact state is a state where the dog tooth does not enter the dog hole even when the shift shifter is slid, and the tip of the dog tooth is in contact with the side wall surface of the gear without the dog hole formed. . Therefore, the rotation angle of the shift drum that may cause a dog hitting state is not affected by the rotation speed of the shift drum or the like, and can be calculated based on the shape of each component constituting the transmission.

  The dog contact determination map 161 stores a predetermined rotation angle range in which a dog contact state may occur between the respective gear positions. The dog hit detection means 160 presumably detects that the dog clutch is in the dog hit state when the rotation angle of the shift drum detected by the gear position sensor 92 is within a predetermined range stored in the dog hit determination map 161. It is.

  The shift request detection means 140 is configured to determine that a shift request has been made by the occupant when the shift pedal operation force by the occupant exceeds a predetermined value. As described above, the operation force of the shift pedal can be calculated based on the output signals of the shift spindle rotation amount sensor 100 and the gear position sensor 92. Further, the shift request detecting means 140 is configured such that when the shift pedal operation amount detected by the shift spindle rotation amount sensor 100 exceeds a predetermined value, or the shift drum rotation angle detected by the gear position sensor 92 is a predetermined value. Even when the vehicle speed exceeds the limit, it can be determined that a shift request has been made by the passenger.

  Further, the shift completion detection means 150 is configured to determine that the shift operation has been completed based on the output signal of the gear position sensor 92 when the shift drum 42 rotates by a predetermined value or more from the rotation angle before the shift. Has been.

  Based on the output signals of the vehicle speed sensor 114 and the engine speed sensor 115, the vehicle state detection means 170 can detect various driving states of the vehicle (starting, stopping, running, engine running, engine stall, etc.). . For example, if the engine is operating and the vehicle speed starts to increase from zero, it can be determined that the vehicle has started, and if the engine is operating and the vehicle speed is equal to or higher than a predetermined value, it can be determined that the vehicle is running. . The vehicle state detection means can also detect whether or not a start operation by the occupant has been executed based on the output information of the throttle opening sensor 113 (see FIG. 1).

  Then, the clutch control unit 130 controls the hydraulic pressure generated by the hydraulic pressure modulator 20 based on output signals from the shift request detection unit 140, the shift completion detection unit 150, the dog hit detection unit 160, and the vehicle state detection unit 170. The clutch 6 is driven and controlled.

FIG. 5 is a state transition diagram showing the configuration of the clutch control according to the embodiment of the present invention.
The control state of the clutch 6 (hereinafter sometimes simply referred to as a clutch) includes a travel control state A in which the clutch is connected, a disengagement control state B in which the clutch is disengaged, and predetermined clutch hydraulic control. The weak connection control state C to be executed is set. The hydraulic control executed in the weak connection control state C is a second control in which the hydraulic pressure of the clutch is changed to the second hydraulic pressure over a predetermined time after the first control (first control state) to change the hydraulic pressure of the clutch to the first hydraulic pressure. (Second control state) is executed. Transition between the respective control states is executed by the clutch control unit 130.

  In the present embodiment, when in the traveling control state A, when the shift request is detected or the vehicle is stopped, the state transits to the cutting control state B. Further, when the vehicle is in the cutting control state B and the vehicle is traveling and the completion of the shift (shift change) or the departure of the vehicle is detected, the state is set to transit to the traveling control state A.

  First, when a shift request is detected during traveling with the clutch connected, the clutch is disengaged in order to perform a shifting operation, and the vehicle is traveling while the clutch is disengaged and the completion of the shift is detected. And a series of operations until the clutch is connected in order to continue running with the gear after shifting. In addition, the clutch is disengaged when a stop of the vehicle is detected during traveling with the clutch connected, and the clutch is disengaged to transmit the rotational driving force when the start operation of the vehicle is detected with the clutch disengaged. It also supports a series of operations until connection.

  And when it is in the cutting | disconnection control state B, if a shift request is detected and a dog hit state is detected, it will change to the weak connection control state C. Further, when the shift request is not detected or the dog hit state is not detected in the weak connection control state C, the state is set so as to transit to the disconnection control state B. First, when there is a shift request during traveling and a dog hit is detected, a predetermined control is performed on the clutch to cancel the dog hit state, thereby completing the shift operation and returning to the running state. It corresponds to a series of operations up to. Even if there is a shift request when the clutch is disengaged while the vehicle is stopped, control is performed on a predetermined clutch to complete the shift operation while eliminating the dog hit state, and the clutch is disengaged again. It also supports a series of operations until it returns to the normal state.

  Further, when the shift request is not detected during execution of the first control or the second control, it corresponds to an operation of determining that the shift operation by the occupant has been stopped and returning to the cutting control state B, and further, the first control or the first control. If the non-detection of the dog contact is detected during the execution of the second control, it is determined that the dog clutch is engaged and the shift operation is completed, and the operation returns to the cutting control state B.

  According to the first control and the second control in the weak connection control state C, when the dog hit state occurs, the clutch is weakly connected so that the dog teeth and the dog hole are relatively rotated to mesh the dog clutch. it can. Specifically, when a dog hit state is generated by the operation of the shift pedal, a frictional force is generated between the tip of the dog teeth and the side wall surface of the gear by the operation force of the shift pedal, and the dog clutch is not engaged. Nevertheless, the shift shifter and the gear rotate synchronously. If this state is reached, the shifting operation will not be completed even if the operation of the shift pedal is continued.

  The weak connection operation of the clutch in the weak connection control state C is performed by applying a rotational torque larger than the frictional force between the tip of the dog tooth and the side wall surface of the gear in order to complete the speed change operation when the dog hit state occurs. The drive side and the driven side of the dog clutch are rotated relative to each other. Hereinafter, a clutch control method in the weak connection control state C will be described with reference to FIG.

  FIG. 6 is a graph showing a clutch control method in the weak connection control state C. This graph corresponds to the flow when shifting up to the second gear while the vehicle stops at the first gear. While the vehicle is stopped, the clutch is disengaged, and the oil pressure of the clutch is at the disengagement position oil pressure value P5. Next, when the rotation of the shift drum is started at time t1, the rotation angle of the shift drum reaches a dog contact determination lower limit value θ1 for determining the dog contact state at time t2. The shift request detected based on the operating force of the shift pedal is normally detected before the shift drum starts to rotate. Therefore, the clutch control unit 130 transitions the clutch control state from the disengagement control state B to the weak connection control state C, assuming that the shift request is detected and the dog hit state is detected when the time t2 is reached.

  At time t2, first control is executed to immediately reduce the clutch hydraulic pressure to the first hydraulic pressure value P3. In the present embodiment, the first hydraulic pressure value P3 is set to a value shifted to the connection side from the connection / disconnection boundary hydraulic pressure value P4 located at the boundary between the clutch disengagement state and the connection state. The first hydraulic pressure value P3 may be set substantially the same as the connection / disconnection boundary hydraulic pressure value P4.

  When the first control is executed, the first hydraulic pressure value P3 is shifted from the first hydraulic pressure value P3 to the second hydraulic pressure value P2 on the connection side over a predetermined time T1 (for example, 0.3 seconds). 2 control is executed. According to this second control, regardless of the magnitude of the operating force of the shift pedal by the occupant, the clutch transmission torque at any point during the transition from the first hydraulic pressure value P3 to the second hydraulic pressure value P2. Exceeds the friction torque of the dog clutch, and the dog clutch is engaged. Then, at time t3, the second control ends with the passage of the predetermined time T1. In the present embodiment, the second hydraulic pressure value P2 is set to be held until time t4 after the end of the second control. Note that the transition of the hydraulic pressure in the second control can be executed in stages or while changing the rate of change.

  In the present embodiment, after the dog hitting state is detected at time t2, the dog hitting state is continued at the dog hitting angle θ2. When the shift drum 42 starts to rotate again, the dog hit determination upper limit value θ3 is reached at time t4. Thereby, in this operation example, at the time t4, the non-detection state is detected per dog, and the transition is made from the weak connection control state C to the disconnection control state B, and the clutch is returned to the disconnection state.

  FIG. 7 is a flowchart showing a flow of clutch control shown in FIG. This flowchart is executed by the control unit 130. First, in step S1, the clutch is in a connected state (travel control state A). In step S <b> 2, it is determined whether a shift request is detected by the shift request detection unit 140 or whether a vehicle stop is detected by the vehicle state detection unit 170. If a positive determination is made in step S2, the process proceeds to step S3. In step S3, the hydraulic pressure modulator 20 is driven to disconnect the clutch 6 (disengagement control state B) in order to disconnect the rotational driving force at the time of shifting or to stop the vehicle in an in-gear state. If a negative determination is made in step S2, the process returns to step S1, and the clutch 6 is maintained in the connected state.

  In the subsequent step S4, it is detected whether the vehicle is running by the vehicle state detection means 170 and the completion of the shift change is detected by the shift completion detection means 150, or the vehicle state detection means 170 detects the vehicle. It is determined whether or not a departure is detected. If a negative determination is made in step S4, the process proceeds to step S5. If an affirmative determination is made in step S4, the process returns to step S1 to connect the clutch in order to continue running with the gear after the shift or to transmit the rotational driving force at the time of departure.

  In step S <b> 5, it is determined whether a shift request is detected by the shift request detection unit 140 and whether a dog hit state is detected by the dog hit detection unit 160. If an affirmative determination is made in step S5, in order to cancel the dog hitting state, the hydraulic pressure modulator 20 is driven to change the hydraulic pressure of the clutch 6 to the first hydraulic pressure. The second control to change to the hydraulic pressure is started (weak connection control state C). In step S5, the first control and the second control are executed gradually. If a negative determination is made in step S5, the process returns to step S3, and the clutch 6 is maintained in the disconnected state.

  In the subsequent step S7, it is determined whether or not the shift request detected by the shift request detecting means 140 has been undetected, or whether or not the dog hit state detected by the dog hit detecting means 160 has not been detected. The If an affirmative determination is made in step S7, it is determined that the occupant stopped the shift operation halfway or the dog hit state has been resolved, and the routine returns to step S3 and the clutch 6 is disengaged. If a negative determination is made in step S7, the process returns to step S6. In addition, when the negative determination is made in step S7 during execution of the second control for changing the hydraulic pressure of the clutch 6 to the second hydraulic pressure over a predetermined time, it is possible to set the second control to be continued. It is.

  FIG. 8 is a graph showing the configuration of the dog contact determination map 161 included in the dog contact detection means 160. As described above, the dog hit detection means 160 can determine whether or not the dog clutch is in the dog hit state based on the output signal of the gear position sensor 92 that detects the rotation angle of the shift drum 42. In this embodiment, as shown in FIG. 6, a dog per-determination lower limit value (θ1) and a dog per-determination upper limit (θ3) sandwiching the drum angle (θ2) per dog are set, and the rotation angle of the shift drum is set. Is within the predetermined range (θ1 to θ3), it is determined that the dog hit state has occurred.

  As shown in the upper part of FIG. 8, this predetermined range can be set to a predetermined predetermined range on the upshift side and the downshift side. However, in a dog clutch type transmission in which a shift fork is engaged with the guide groove of the shift drum and the shift drum is rotated to slide the shift fork in the axial direction, in order to perform a shifting operation smoothly, The engagement of the dog clutch is started at a position closer to the rotation angle after the shift than the rotation angle. Therefore, when the gear position sensor 92 that detects the rotation angle of the shift drum detects the dog contact state, the predetermined range on the shift-up side and the shift-down side is set to different ranges as shown in the lower part of FIG. Thereby, each predetermined range can be narrowed and the detection accuracy per dog can be improved.

  In the example of FIG. 8, the predetermined range for determining the dog hit state between the third speed and the fourth speed is set as the predetermined range D (for example, 137 to 163 degrees) when the dog hit detection range is not changed in the shift direction. Yes. On the other hand, when the detection range per dog is changed in the shift direction, the upshift side is set to a predetermined range E (for example, 157 to 163 degrees), and the downshift side is set to a predetermined range F (for example, 137 to 143 degrees). can do. As a result, the accuracy of detection of the dog hitting is improved. For example, when shifting up from the third speed to the fourth speed, the actual dowel hitting state is started without starting unnecessary clutch control when the start point of the predetermined range D is reached. Clutch control can be started when a predetermined range E where there is a possibility of occurrence of occurrence is reached. As a result, the accuracy of clutch control can be further increased. It should be noted that the predetermined range for determining the dog hit state may be a different value for each gear position.

  FIG. 9 is a block diagram showing the configuration of the transmission control apparatus for a transmission according to the second embodiment of the present invention. The same reference numerals as those described above denote the same or equivalent parts. In the present embodiment, a shift actuator 231 that rotates the shift drum 42 is provided, and a shift operation can be executed only by operating a shift switch 230 as a shift instruction input means attached to a vehicle handle or the like. The shift request detection means 140 is configured to detect a shift request based on the output signal of the shift switch 230. Therefore, even in the above-described configuration, when the shift switch 230 is operated in the disengagement control state B and the gear shift request is detected, and the dog clutch contact state is detected, the clutch control state is disengaged. Transition to the state C can eliminate the state per dog.

  As described above, according to the transmission control device for a transmission according to the present invention, the disconnection control state B and the weak connection control state C are set as the clutch control state, and the disconnection control state B when the clutch 6 is disconnected. At this time, when the shift request is detected by the shift request detecting means 140 and the dog hit state of the dog clutch is detected by the dog hit detecting means 160, the clutch control state is changed to the cut control state C, and the cut control state C Then, a first control for driving the hydraulic pressure modulator 20 to shift the hydraulic pressure from the boundary hydraulic pressure P4 between the clutch disengaged state and the connected state to the first hydraulic pressure value P3 on the connected state side, and the first hydraulic pressure Since the second control for shifting from the first hydraulic pressure value P3 to the second hydraulic pressure value P2 on the connected state side over the predetermined time from the value P3 is executed, even if the dog hit state occurs, the first control and First Control it is possible to eliminate the state dog abutment by driving the clutch connection direction by.

  Note that the arrangement and configuration of the transmission, the transmission mechanism, the hydraulic pressure modulator, the ECU, and various sensors are not limited to the above-described embodiments, and various changes can be made. In addition, the set hydraulic pressure value of the first control and the second control executed in the weak connection control state, the predetermined time, the predetermined range of the shift drum that performs the dog clutch hitting determination, etc. are arbitrarily set in accordance with the configuration of the transmission and the like. It is possible to change. The transmission control device for a transmission according to the present invention is not limited to the motorcycle described above, but can also be applied to a three-wheeled vehicle or a four-wheeled vehicle using an engine as a power source.

1 is a block diagram illustrating a configuration of a transmission control device for a transmission and peripheral devices thereof according to an embodiment of the present invention. It is sectional drawing of a transmission and a transmission mechanism. It is an expanded sectional view of a speed change mechanism. It is a block diagram which shows the structure of the transmission control apparatus of the transmission which concerns on one Embodiment of this invention. It is a state transition diagram showing a configuration of clutch control according to an embodiment of the present invention. It is a graph which shows the method of clutch control in a weak connection control state. It is a flowchart which shows the flow of clutch control. It is a graph which shows the structure of the determination map per dog. It is a block diagram which shows the structure of the transmission control apparatus of the transmission which concerns on 2nd Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Transmission, 5 ... Primary driven gear, 6 ... Clutch, 10 ... Transmission mechanism, 20 ... Hydraulic pressure modulator, 21 ... Motor (actuator), 42 ... Shift drum, 50 ... Shift spindle, 51 ... Shift lever, 92 ... Gear position sensor (rotation angle detection means), 100 ... shift spindle rotation amount sensor, 118 ... hydraulic sensor (hydraulic pressure detection means), 120 ... ECU, 130 ... clutch control section (control means), 131 ... first control section, 132: second control unit, 140: shift request detection means, 150: shift completion detection means, 160: dog hit detection means, 161 ... dog hit detection map, 170 ... vehicle state detection means, A ... travel control state, B ... Disconnection control state, C ... Weak connection control state

Claims (6)

A transmission that intermittently rotates the shift drum and changes the gear position by connecting and disconnecting a dog clutch provided on the transmission gear; and
A clutch for connecting and disconnecting the rotational driving force transmitted from the engine of the vehicle to the driving wheel;
An actuator for controlling the hydraulic pressure for connecting and disconnecting the clutch;
Fluid pressure detecting means for detecting the fluid pressure;
Control means for controlling the actuator;
Rotation angle detection means for detecting the rotation angle of the shift drum;
A dog contact detection means for detecting that the uneven portions of the dog clutch are in a dog contact state where they do not mesh with each other based on the rotation angle of the shift drum;
In a transmission control device for a transmission comprising a shift request detection means for detecting a shift request,
When the dog contact state is detected after detecting the shift request, the control means drives the actuator to further connect the first on the connection state side than the boundary hydraulic pressure between the disengagement state and the connection state of the clutch. A first control state in which the fluid pressure is shifted to a fluid pressure value, and a second control in which a transition is made from the first fluid pressure value to a second fluid pressure value on the connection state side over a predetermined time from the first fluid pressure value. A transmission control device for a transmission.   2. The transmission control device for a transmission according to claim 1, wherein when the dog contact state is eliminated, the control unit drives the actuator to shift to a hydraulic pressure value in a disconnected state. Vehicle state detection means for detecting at least the operating state of the engine,
The transmission control device for a transmission according to claim 1 or 2, wherein the control means does not shift to the first control state and the second control state while the stop of the engine is detected. The dog contact detection means detects that the dog is in the dog contact state because the rotation angle of the shift drum is within a predetermined range,
The transmission control device for a transmission according to any one of claims 1 to 3, wherein the predetermined range is set to a different range between a shift-up side and a shift-down side. A shift pedal for rotating the shift drum;
5. The transmission shift control according to claim 1, wherein the shift request detection unit detects the shift request when an operation amount or an operation force of the shift pedal exceeds a predetermined value. 6. apparatus. A shift actuator controlled by the control means to rotate the shift drum;
Shift instruction input means for inputting a shift instruction;
The shift request detecting means detects the shift request based on an output signal of the shift instruction input means,
The transmission control device for a transmission according to any one of claims 1 to 4, wherein when the shift request is detected, the control means controls the actuator and the shift actuator to execute a shift operation. .

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