JP2016191395A - Transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a linkage spindle type transmission device including an accumulation mechanism, capable of reducing a time for the loss of driving power during shifting operation.SOLUTION: The transmission device for a vehicle includes a shift spindle provided with a clutch lever for operating a clutch to be connected/disconnected and a master arm relatively rotatable for operating a change mechanism, the accumulation mechanism, a shift spindle angle sensor, and a control device. When allowing the turn of the shift spindle in the direction of activating the accumulation mechanism and then detecting that the shift spindle is turned up to a disconnection side target angle T1 on the clutch disconnection side from an output value of the shift spindle angle sensor, the control device performs turn control to return the shift spindle to the neutral position side.SELECTED DRAWING: Figure 20

Description

  The present invention relates to a transmission for a vehicle.

The conventional example discloses a peripheral structure of a shift spindle in a motorcycle transmission equipped with an AMT (Automated Manual Transmission) transmission (see, for example, Patent Document 1). Specifically, the shift spindle is a so-called interlocking spindle type that includes both a clutch lever that operates a clutch and a master arm that operates a change mechanism of the transmission. Between the shift spindle and the master arm, A power storage mechanism is provided. Here, the shift spindle is driven by a shift motor.
The change mechanism includes the master arm, a shift drum that is rotated by the master arm, and a shift fork that is driven by the shift drum and moves a shifter gear that is part of the gear train of the transmission in the axial direction. Prepare.

The power storage mechanism is provided on the shift spindle so as to be relatively rotatable, and a gear shift arm that rotates the master arm, a power storage collar that rotates together with the shift spindle, and a space between the gear shift arm and the power storage collar. And an accumulation spring provided.
In a motorcycle equipped with such a power storage mechanism, when a shift signal is output from the AMT control device and the shift spindle rotates during traveling, the gear shift arm is rotated from the power storage collar via a power storage spring. Receive the load in the direction of However, until the clutch lever is turned and the clutch is disengaged, the dog clutch tooth side surface (driving force transmission surface) between the shifter gear and the free gear of the transmission gear train has a frictional force due to the traveling driving force. The shift fork cannot move the shifter gear. For this reason, even if the shift spindle rotates until the clutch is disengaged, the gear shift arm does not rotate the master arm and the shift drum, and only the accumulator collar and the accumulator spring are rotated. Load is stored in the force spring. Thereafter, when the clutch lever disengages the clutch, the frictional force applied to the side surfaces of the gear teeth of the transmission is released, and the gear shift arm, master arm, and As a result, the time required for the gear change can be shortened. The clutch lift characteristic with respect to the shift spindle angle of the conventional example is set so that the clutch is disengaged after the shift spindle rotates and the accumulated force is completed at the time of shifting.

JP 2013-228079 A

By the way, in a vehicle equipped with an AMT transmission, a shift is automatically performed even if the driver does not perform a shift operation. However, since the driving force is lost during the time when the clutch is disengaged at the time of shifting, this driving force is lost. However, there is a problem that the driver tends to feel uncomfortable. In order to suppress the driver's uncomfortable feeling, the driving force removal time is shortened as much as possible, that is, the time when the shift spindle angle is on the clutch disengagement side (the spindle angle is equal to or greater than the clutch disengagement position angle) is minimized. This is very important.
Here, in the control of the conventional shift spindle, as shown in FIG. 27 of the conventional example, even after the shift spindle angle exceeds the clutch disengagement position, the shift drum angle shifts to an angle corresponding to the next shift stage. The specifications are such that the shift spindle does not reverse until it is. For this reason, from the viewpoint of shortening the driving force removal time, it becomes a problem to further shorten the time during which the shift spindle angle is on the clutch disengagement side.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to make it possible to shorten the time for removing the driving force at the time of shifting in an interlocking spindle type transmission including a power accumulation mechanism.

In order to achieve the above object, according to the present invention, the rotational power of the crankshaft (23) of the engine (21) is transmitted via the clutch (61) and a plurality of drive gear trains (67a, 67b, 67c, 67d). And a counter shaft (66) having a plurality of driven gear trains (68a, 68b, 68c, 68d) driven by the drive gear train (67a, 67b, 67c, 67d). The gear stage is moved by moving at least one of the transmission (60) and the plurality of drive gear trains (67a, 67b, 67c, 67d) or the driven gear train (68a, 68b, 68c, 68d). A change mechanism (89) to be changed and a clutch lever (82) for operating connection / disconnection of the clutch (61) are provided, and the change mechanism (89 A shift spindle (76) in which a master arm (80) for operating the rotation is provided so as to be relatively rotatable, and an accumulator arm (168) provided on the shift spindle (76) and rotating integrally with the shift spindle (76), An accumulator having a gear shift arm (140) rotatable relative to the shift spindle (76), and an accumulator spring (145) bridged between the accumulator arm (168) and the gear shift arm (140). A mechanism (81), an actuator (75) for driving the shift spindle (76), a shift spindle angle sensor (79) for detecting the rotation angle of the shift spindle (76), and the actuator (75) are controlled. And a clutch lever (82) is connected to the shift spindle (76). When the power storage mechanism (81) is rotated in the direction in which the power storage mechanism (81) is operated, the power storage spring (145) of the power storage mechanism (81) is operated with at least one gear (67b, 68c) in the gear train. In a vehicle transmission provided to disengage the clutch (61) after a sufficient rotation angle is stored, the control device (17) is configured to store the shift spindle (76). After the force mechanism (81) is rotated in the direction in which the force mechanism (81) is operated, the shift spindle angle sensor () indicates that the shift spindle (76) has rotated to the target angle (T1) on the clutch disengagement side of the clutch (61). 79), the rotation is controlled so as to return the shift spindle (76) to the neutral position side.
According to the present invention, when the control device detects from the output value of the shift spindle angle sensor that the shift spindle has rotated to the target angle on the clutch disengagement side, the control device controls the rotation so as to return the shift spindle to the neutral position side. Therefore, when the shift spindle reaches the target angle on the clutch disengagement side, the shift spindle returns to the neutral position side regardless of the operating state of the change mechanism, so that time for checking the operation of the change mechanism with a sensor or the like can be saved. The time on the clutch disengagement side can be shortened. For this reason, it is possible to shorten the driving force removal time during shifting.

Further, according to the present invention, the plurality of drive gear trains (67a, 67b, 67c, 67d) rotate integrally with the main shaft (65) and are movable in the axial direction, and a drive side shifter gear (67b), A drive-side free gear (67a, 67c) that is rotatable relative to the main shaft (65) and fixed in the axial direction; and the drive-side shifter gear (67b) and the drive-side free gear (67a, 67c). ) Is detachably provided by a dog clutch having dog teeth (67b1, 67c1) erected in the axial direction on the opposing surfaces, and the plurality of driven gear trains (68a, 68b, 68c, 68d) are The driven side shifter gear (68c) that rotates integrally with the counter shaft (66) and is movable in the axial direction, and is rotatable relative to the counter shaft (66). Driven-side free gears (68b, 68d) fixed in the axial direction, and the driven-side shifter gear (68c) and the driven-side free gears (68b, 68d) stand in the axial direction on the opposing surfaces. The change mechanism (89) includes the master arm (80), the driving side shifter gear (67b), and the driven side shifter gear (68c). A shift drum (70) in which a plurality of shift forks (69a, 69b) moved in the axial direction and a plurality of grooves (70a) with which the ends of the shift forks (69a, 69b) are engaged are formed on the outer periphery thereof A drum angle sensor (70b) for detecting a rotation angle of the shift drum (70), and the control device (17) includes the shift spindle (7). ) Is returned to the neutral position side, and when the output corresponding to the shallow engagement of the dog teeth (67b1, 67c1) is detected from the drum angle sensor (70b), the shift spindle (76) is clutched. The shift spindle angle sensor (79) is rotated to the cutting side at the target angle (T1a) on the back side with respect to the target angle (T1) immediately before the cutting angle, and is turned to the target angle (T1a) on the back side. When the output value is detected, the shift spindle (76) is controlled to return to the neutral position.
According to the present invention, when shallow biting occurs, the shift spindle is rotated to the clutch disengagement side at a target angle on the back side with respect to the target angle immediately before the occurrence of shallow biting. It is possible to ensure a longer time for the gears to shift than when they are moved. Therefore, while the clutch is disengaged again and the driving force is released, the shift drum can be rotated to the normal engagement position of the dog clutch by the accumulated force, and the shift can be completed. Further, when the shift spindle is rotated to the target angle on the back side, the shift spindle is controlled so as to return to the neutral position regardless of the operating state of the change mechanism.

In the present invention, the target angle (T2) of the shift spindle (76) in the first rotation control for returning the shift spindle (76) to the neutral position side is determined by the capacity of the clutch (61). After the shift spindle (76) has reached the target angle (T2) in the first rotation control, the dog teeth (67b1, 67c1) are judged to be shallowly engaged after the shift spindle (76) reaches the target angle (T2). It is characterized by being.
According to the present invention, the target angle of the shift spindle in the first rotation control for returning the shift spindle to the neutral position is set to a position where the clutch capacity becomes the intermediate capacity, and the shift spindle is controlled for the first rotation control. After the target angle is reached, the superficial biting of the dog teeth is determined. As a result, even if a dog hit occurs when the shift drum rotates, the clutch capacity becomes the intermediate capacity by the first rotation control for returning the shift spindle to the neutral position side. A difference in rotation occurs between the free gear and the shifter gear, and the dog contact can be eliminated quickly. In addition, since the shallow biting determination is performed after the dog hit is eliminated, the shallow biting determination can be appropriately performed.

In the transmission according to the present invention, when the shift spindle reaches the target angle on the clutch disengagement side, the shift spindle returns to the neutral position side regardless of the operating state of the change mechanism, so the time on the clutch disengagement side can be shortened, It is possible to shorten the driving force removal time during shifting.
Further, when shallow biting occurs, the shift spindle is rotated toward the clutch disengagement side at a deeper target angle, so that the shallow biting can be eliminated. In addition, it is possible to shorten the driving force removal time when the shallow biting is eliminated.
Moreover, even if the dog hit occurs when the shift drum rotates, the dog hit can be eliminated at an early stage. In addition, it is possible to appropriately perform the shallow biting determination after eliminating the dog hitting.

1 is a left side view of a motorcycle including an automatic transmission according to an embodiment of the present invention. It is sectional drawing of a power unit. It is sectional drawing which shows a gear change mechanism, an actuator mechanism, a change clutch, and a clutch operation mechanism. It is a side view which shows the operating state of a clutch lever and a lifter cam plate. It is sectional drawing of a change clutch. It is a figure which shows the clutch capacity | capacitance of the change clutch with respect to the rotation angle of a shift spindle, and the rotation angle of a shift drum. It is a figure which shows the lift amount of the lifter cam plate with respect to the rotation angle of a shift spindle. It is a figure which shows the clutch capacity | capacitance of the change clutch with respect to the rotation angle of the shift spindle at the time of downshifting, and the rotation angle of a shift drum. It is a block diagram which shows the structure of an automatic transmission. It is sectional drawing of a power storage mechanism. It is XI-XI sectional drawing of FIG. 10, and is a figure which shows the peripheral part of a power storage mechanism. It is a figure which shows a gear shift arm, (a) is a front view, (b) is XII-XII sectional drawing. It is XIII-XIII sectional drawing of FIG. It is XI-XI sectional drawing of FIG. It is a figure which shows the position state of the dog tooth | gear of a collar for downshift, (a) is a neutral state, (b)-(d) is the state which the rotation amount of the shift spindle further increased in order. It is a figure which shows the state which advanced in the upshift direction rather than the neutral state. It is a figure which shows the state which advanced in the upshift direction rather than the power storage preparation state. It is a side view of a change mechanism. It is a figure which shows the operation state of a change mechanism, (a) is the state which sent out normally in the downshift direction, (b) has shown the state which returns to the neutral position side from the state of (a). It is a time chart of operation of an automatic transmission at the time of upshifting. It is a time chart of operation of an automatic transmission at the time of upshifting. It is a flowchart which shows the process of the automatic transmission device at the time of shifting up. It is a time chart of operation of an automatic transmission at the time of upshifting in a comparative example. It is a flowchart of a shallow bite elimination process. It is a graph which shows the torque of the countershaft and the capacity | capacitance of a change clutch before and after a shift up. It is a time chart of operation | movement of the automatic transmission at the time of upshifting, (a) is when the engine torque is large, (b) is when the engine torque is medium, (c) is when the engine torque is small Is the case.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a left side view of a motorcycle 10 provided with an automatic transmission 25 according to an embodiment of the present invention.
The motorcycle 10 (vehicle) includes a handle 11 that is pivotally supported by a head pipe (not shown), a front wheel 12 that is steered by the handle 11, a rear wheel 13 that is a driving wheel, and a driver that is seated. A power unit 16 that supplies driving force to the rear wheel 13 via a chain 15, a control unit 17 (control device) that controls the power unit 16, and a battery 18.

  The motorcycle 10 is configured based on a body frame (not shown), and the body frame is covered with a body cover 19. The control unit 17 and the battery 18 are disposed inside the vehicle body cover 19 below the seat 14. The power unit 16 is provided approximately in the middle between the front wheel 12 and the rear wheel 13 and slightly below the seat 14. The driver's step 20 is provided at the bottom of the power unit 16 as a pair of left and right.

Next, the configuration of the power unit 16 will be described.
FIG. 2 is a cross-sectional view of the power unit 16. In FIG. 2, the left-right direction of the paper corresponds to the vehicle width direction, the upward direction corresponds to the front of the vehicle, and the downward direction corresponds to the rear of the vehicle.
The power unit 16 generates the driving force of the engine 21, the generator 22, the starting clutch 24 provided on the crankshaft 23 of the engine 21, and the driving force of the crankshaft 23 output via the starting clutch 24. And an automatic transmission 25 (transmission device) for shifting and outputting.

The engine 21 is configured by integrally connecting a crankcase 26 (case member), a cylinder 27, and a cylinder head 28.
As shown in FIG. 1, an intake pipe 52 extending from an air cleaner box (not shown) is connected to the intake port of the cylinder head 28. The intake pipe 52 is provided with an electronically controlled throttle valve 53 that adjusts the amount of air supplied to the engine 21. A fuel injection valve 54 is provided downstream of the throttle valve 53 in the intake pipe 52.

The crankcase 26 is divided into left and right parts that are divided into two in the vehicle width direction on a plane orthogonal to the crankshaft 23, and includes a left side case half 26L and a right side case half 26R. . The engine 21 includes a generator cover 29 that covers the one-side case half 26L from the left side, and a clutch cover 30 that covers the other-side case half 26R from the right side.
The one-side case half body 26L and the other-side case half body 26R are joined together by a mating surface 26F (matching portion) and coupled by a plurality of case connecting bolts (not shown) extending in the vehicle width direction.

A crank chamber 31 that houses the crankshaft 23 is provided in the front portion of the crankcase 26, and a transmission chamber 32 is provided in the crankcase 26 and behind the crank chamber 31. The transmission chamber 32 includes a wall portion 37 (a wall portion and an outer wall of the case member) of the one-side case half body 26 </ b> L constituting the left side surface of the crankcase 26 and the other-side case half body constituting the right side surface of the crankcase 26. 26R wall portion 36 (inner wall).
A clutch chamber 34 is provided on the right side of the crank chamber 31 and the transmission chamber 32, and a generator chamber 35 is provided on the left side of the crank chamber 31. The clutch chamber 34 is defined by the outer surface of the wall portion 36 of the other case half 26 </ b> R and the inner surface of the clutch cover 30. The generator chamber 35 is partitioned by the outer surface of the wall portion 37 of the one-side case half 26L and the inner surface of the generator cover 29.

The crankshaft 23 includes a crank web 23a and a shaft portion 23b extending from the crank web 23a to both sides in the vehicle width direction. The crank shaft 23 has a crank web 23 a disposed in the crank chamber 31, and the shaft portion 23 b is pivotally supported by bearing portions 36 a and 37 a provided on the wall portion 36 and the wall portion 37, respectively. A connecting rod 38 is connected to the crank web 23 a via a crank pin, and a piston 39 connected to the tip of the connecting rod 38 reciprocates in the cylinder bore 27 a of the cylinder 27.
One end of the shaft portion 23b of the crankshaft 23 extends into the generator chamber 35, and the rotor 22a of the generator 22 is fixed to this one end. The stator 22b of the generator 22 is fixed to the one-side case half 26L.

The wall portion 37 includes a cam chain chamber 40 inside. A cam chain 41 that drives a valve mechanism (not shown) of the cylinder head 28 passes through the cam chain chamber 40 and is wound around a drive sprocket 42 of the shaft portion 23b.
The other end 23c of the shaft portion 23b of the crankshaft 23 extends to the clutch chamber 34, and the centrifugal start clutch 24 is provided at the distal end portion of the other end 23c.

The starting clutch 24 connects and disconnects between the crankshaft 23 and the automatic transmission 25 when starting and stopping.
The starting clutch 24 includes a cup-shaped outer case 46 fixed to one end of a sleeve 45 that can rotate relative to the outer periphery of the crankshaft 23, a primary gear 47 provided on the outer periphery of the sleeve 45, and the crankshaft 23. An outer plate 48 fixed to the right end portion, a shoe 50 attached to an outer peripheral portion of the outer plate 48 via a weight 49 so as to face radially outward, and a spring for biasing the shoe 50 radially inward 51. In the starting clutch 24, the outer case 46 and the shoe 50 are separated from each other when the engine speed is equal to or less than a predetermined value, and the crankshaft 23 and the automatic transmission 25 are disconnected (disengaged state in which no power is transmitted). It has become. When the engine speed increases and exceeds a predetermined value, the weight 49 moves outward in the radial direction against the spring 51 by centrifugal force, so that the shoe 50 contacts the inner peripheral surface of the outer case 46. As a result, the sleeve 45 together with the outer case 46 is fixed on the crankshaft 23, and the rotation of the crankshaft 23 is transmitted to the automatic transmission 25 via the primary gear 47.

In the automatic transmission 25, a change clutch 61 and a shift stage (shift), which will be described later, are automatically switched.
The automatic transmission device 25 includes a forward-meshing four-stage always-mesh transmission 60, a change clutch 61 (clutch) for switching the connection between the crankshaft 23 side and the transmission 60, and a clutch operation for operating the change clutch 61. A mechanism 62, a gear change mechanism 63 for shifting the transmission 60, and an actuator mechanism 64 for driving the clutch operation mechanism 62 and the gear change mechanism 63 are provided. The actuator mechanism 64 is controlled by the control unit 17 (FIG. 1).

The automatic transmission 25 includes a mode switch 132b (FIG. 9) that switches between an automatic transmission (AT) mode and a manual transmission (MT) mode, and a shift select switch 132a (FIG. 9) that is operated by the driver to shift up and down. 9). The automatic transmission 25 controls the actuator mechanism 64 according to the output signals of the sensors, the mode switch 132b, and the shift select switch 132a under the control of the control unit 17, and automatically or semi-automatically changes the gear position of the transmission 60. It can be switched.
That is, in the automatic transmission mode, the actuator mechanism 64 is controlled based on the vehicle speed or the like, and the transmission 60 is automatically changed. In the manual shift mode, a shift is performed by operating the shift select switch 132a by the driver.

The transmission 60 changes the rotation supplied from the change clutch 61 based on an instruction from the control unit 17 and transmits the rotation to the rear wheel 13. The transmission 60 includes a main shaft 65 as an input shaft, a counter shaft 66 arranged in parallel to the main shaft 65, and drive gears 67a, 67b, 67c, 67d (drive gear trains) provided on the main shaft 65. ) And driven gears 68a, 68b, 68c, 68d (driven gear train) provided on the counter shaft 66.
The drive gears 67a, 67b, 67c, and 67d mesh with the driven gears 68a, 68b, 68c, and 68d in this order. When the drive gear 67b slides to the left and right, the side dog teeth engage with the adjacent drive gear 67a or 67c, and when the driven gear 68c slides to the left and right, the side dog teeth to the adjacent driven gear 68b or 68d. Engage.

The driving gears 67a and 67c (driving side free gear) and the driven gears 68b and 68d (driven side free gear) are rotatably held with respect to the main shaft 65 and the counter shaft 66, respectively, and are free to move in the axial direction. It is a gear.
The drive gear 67b (drive-side shifter gear) and the driven gear 68c (driven-side shifter gear) are shifter gears that are spline-coupled to the main shaft 65 and the counter shaft 66 so as to be non-rotatable and slidable in the axial direction.
The drive gear 67d and the driven gear 68a are fixed gears fixed to the main shaft 65 and the counter shaft 66.

For example, when the drive gear 67b, which is a shifter gear, is slid to the drive gear 67c, which is a free gear, by the gear change mechanism 63, dog teeth 67b1 erected on opposite sides of the drive gear 67b and the drive gear 67c. , 67c1 are engaged with each other at the side portions thereof, so that the drive gear 67b and the drive gear 67c are coupled. As a result, the drive gear 67c, which is a free gear, is fixed on the main shaft 65 so as not to rotate relative to the main shaft 65 by the drive gear 67b that cannot rotate relative to the main shaft 65, and a gear stage by the drive gear 67c and the driven gear 68c is established. . A plurality of dog teeth 67b1 and 67c1 are formed at intervals in the circumferential direction, and constitute a dog clutch that removably couples the drive gear 67b and the drive gear 67c.
The driving gear 67b, the driving gear 67a, the driven gear 68c and the driven gear 68b, and the driven gear 68c and the driven gear 68d are detachably coupled by a similar dog clutch provided on the side surface.

The main shaft 65 is rotatably supported by bearings 71a and 71b, and the counter shaft 66 is rotatably supported by 71c and 71d.
A sprocket 72 is provided at the end of the counter shaft 66, and the sprocket 72 transmits rotation to the rear wheel 13 via the chain 15. Further, in the vicinity of the counter shaft 66, a vehicle speed sensor 73 (FIG. 9) that detects the rotation speed of the counter shaft 66 in a non-contact manner is provided. The control unit 17 calculates the vehicle speed from the detection value of the vehicle speed sensor 73. Further, a main shaft rotational speed sensor 65a (FIG. 9) that detects the rotational speed of the main shaft 65 in a non-contact manner is provided in the vicinity of the main shaft 65.

FIG. 3 is a cross-sectional view showing the change clutch 61 and the clutch operation mechanism 62.
2 and 3, the actuator mechanism 64 includes a shift motor 75 as an actuator, a shift spindle 76 extending in the vehicle width direction in the crankcase 26, and the shift spindle 76 by decelerating the rotation of the shift motor 75. And a reduction gear train 77 to be driven. One end of the reduction gear train 77 in the axial direction is supported by the outer surface of the wall portion 37 of the one-side case half 26L, and the other end is supported by a cover 78 that covers the wall portion 37 from the outer side.
The shift spindle 76 is provided through the clutch chamber 34, and both ends thereof are supported by bearings 78a and 30a provided in the cover 78 and the clutch cover 30, respectively, and the wall portion of the one-side case half 26L. The intermediate portion is also pivotally supported by a bearing 37 b provided on 37. The clutch cover 30 is provided with a shift spindle angle sensor 79 that detects the rotational position of the shift spindle 76.

The gear change mechanism 63 stores power in a change mechanism 89 that changes the gear position by sliding the drive gear 67b and the driven gear 68c, and a power storage spring 145 (FIG. 10) described later by rotation of the shift spindle 76. A power storage mechanism 81 that releases the power storage and rotates the change mechanism 89 at once is provided. The shift spindle 76 is shared by the power storage mechanism 81 and the clutch operation mechanism 62.
The change mechanism 89 includes a master arm 80 supported by the shift spindle 76 and rotated by the power storage mechanism 81, a shift drum 70 (FIG. 13) that rotates in conjunction with the rotation of the master arm 80, and a shift drum. Shift forks 69a and 69b are connected to a drive gear 67b, which is a shifter gear, and a driven gear 68c, and a support shaft (not shown) that holds the shift forks 69a and 69b slidably in the axial direction.

The shift drum 70 includes a plurality of grooves 70a (FIG. 13) having a shape corresponding to the shift pattern on the outer peripheral portion, and one ends of the shift forks 69a and 69b are connected to the grooves 70a.
When the shift drum 70 is driven and rotated by the actuator mechanism 64, the shift forks 69a and 69b move in the axial direction along the groove 70a of the shift drum 70, and the drive gear 67b and the driven gear 68c slide according to the gear position. .
In the transmission 60, a neutral state or a first to fourth speed transmission gear pair is selectively used between the main shaft 65 and the counter shaft 66 according to the slide of the driving gear 67 b and the driven gear 68 c. Power transmission was possible.

  The clutch operating mechanism 62 is fixed to the shift lever 76, a clutch lever 82 fixed to the shift spindle 76, a support shaft 83 fixed to the inner surface of the clutch cover 30 in a substantially coaxial positional relationship with the main shaft 65, and the support shaft 83. A plate-like base member 84, a lifter cam plate 85 that is connected to the clutch lever 82 and is provided to face the base member 84, and is sandwiched between the lifter cam plate 85 and the base member 84. And a plurality of balls 86.

The clutch lever 82 has a cylindrical portion 82a provided on the shift spindle 76 adjacent to the power storage mechanism 81, and a lever portion 82b extending radially outward from the cylindrical portion 82a. The clutch lever 82 rotates integrally with the shift spindle 76.
The lifter cam plate 85 is formed on a pressing operation portion 85a facing the base member 84, a connecting arm portion 85b extending from the pressing operation portion 85a and connected to the lever portion 82b of the clutch lever 82, and a connecting arm portion 85b. And a cam hole portion 85c. The lifter cam plate 85 is connected to the clutch lever 82 by inserting a pin 87 provided at the tip of the lever portion 82b of the clutch lever 82 into the cam hole portion 85c.

  Slope-shaped cam portions 85d and 84a are formed on surfaces of the pressing operation portion 85a and the base member 84 facing each other, and the ball 86 is held between the cam portions 85d and 84a. The lifter cam plate 85 is guided to move in the axial direction by fitting the guide shaft 84b of the base member 84 into a guide hole 85e provided in the center. Further, a ball bearing 88 is provided at the tip of the pressing operation portion 85 a, and the lifter cam plate 85 is connected to the change clutch 61 via the ball bearing 88.

  When the clutch lever 82 is rotated, the lifter cam plate 85 is rotated about the guide shaft 84b via the pin 87, and the cam portion 85d slides with respect to the ball 86, thereby moving in the axial direction (lifting). ) The change clutch 61 is connected and disconnected in conjunction with the axial movement of the lifter cam plate 85. The lifter cam plate 85 moves in the direction in which the clutch is disengaged regardless of whether the shift spindle 76 is rotated in the shift-up direction or the shift-down direction from the normal position.

FIG. 4 is a side view showing the operating state of the clutch lever 82 and the lifter cam plate 85.
The cam hole portion 85c of the lifter cam plate 85 is formed in a shape bent along the longitudinal direction of the connecting arm portion 85b. As the shift spindle 76 rotates, the pin 87 of the clutch lever 82 moves in the cam hole 85c, whereby the lifter cam plate 85 rotates. That is, the amount of axial movement per unit rotation amount of the lifter cam plate 85 can be set according to the shape of the cam hole portion 85c, whereby the connection / disconnection characteristics of the change clutch 61 can be adjusted.

The shift spindle 76 is in a neutral position during normal times when the shift-up and shift-down operations are not performed. In the neutral position, the clutch lever 82 extends upward substantially vertically from the shift spindle 76, and the pin 87 is located in the middle of the cam hole 85c.
When shifting up, the shift spindle 76 is rotated in the clockwise direction (shift-up direction) in FIG. 4 from the neutral position, and the pin 87 is positioned at the inner end 85c1 of the cam hole 85c.
When downshifting, the shift spindle 76 is rotated in the counterclockwise direction (shift down direction) in FIG. 4 from the neutral position, and the pin 87 is positioned at the outer end portion 85c2 of the cam hole portion 85c.

When shifting up, the control unit 17 rotates the shift motor 75 and rotates the shift spindle 76 in the shift-up direction. With the rotation of the shift spindle 76, the accumulation force of the accumulation mechanism 81 is started. When the shift spindle 76 rotates by a predetermined amount, the change clutch 61 is disconnected by the rotation of the clutch lever 82. As the change clutch 61 is disengaged, the accumulated force is released, and the master arm 80 rotates, whereby the shift drum 70 rotates and the gear position is shifted up by one step.
Further, when downshifting, the control unit 17 rotates the shift motor 75 and rotates the shift spindle 76 in the downshift direction. At the time of downshifting, the power storage by the power storage mechanism 81 is not performed. At the time of shift down, the clutch lever 82 rotates and the change clutch 61 is disconnected with the rotation of the shift spindle 76, and then the master arm 80 rotates in the shift down direction. As a result, the shift drum 70 rotates and the gear position is shifted down by one stage.

When shifting up and down, after the shift operation, the shift spindle 76 is rotated in the reverse direction, the master arm 80 returns to the neutral position, and the change clutch 61 is connected.
In the present embodiment, since both the gear change mechanism 63 and the clutch operation mechanism 62 are driven by a single shift spindle 76 that is rotated by one shift motor 75, one shift motor 75 is sufficient. The structure can be simplified.

As shown in FIG. 2, a primary driven gear 90 that meshes with the primary gear 47 on the crankshaft 23 side is provided on the shaft end of the main shaft 65 extending into the clutch chamber 34. The primary driven gear 90 is pivotally supported so as to be rotatable relative to the main shaft 65, and the change clutch 61 is connected to the primary driven gear 90.
FIG. 5 is a sectional view of the change clutch 61. Here, FIG. 5 shows a state in which the change clutch 61 is completely connected.
The change clutch 61 includes a cup-shaped clutch outer 91 that is fixed to the primary driven gear 90, a disk-shaped clutch center 92 that is provided on the radially inner side of the clutch outer 91 and is integrally fixed to the main shaft 65, A pressure plate 93 provided radially inside the clutch outer 91 and movable in the axial direction of the main shaft 65, a clutch plate 94 provided between the pressure plate 93 and the clutch center 92, and a direction in which the clutch is connected A main spring 95 for urging the pressure plate 93, a lifter plate 96 disposed between the clutch center 92 and the lifter cam plate 85, and a sub lifter plate disposed between the lifter plate 96 and the lifter cam plate 85. 97.

The change clutch 61 includes a sub-spring 98 sandwiched between the clutch center 92 and the sub-lifter plate 97, a second sub-spring 99 sandwiched between the clutch center 92 and the lifter plate 96, A torque limit member 110.
The clutch center 92 and the pressure plate 93 are combined together to form a clutch inner disposed inside the clutch outer 91.
The clutch outer 91 is integrally fixed to the outer surface of the primary driven gear 90 and is rotatable relative to the main shaft 65 integrally with the primary driven gear 90.
The clutch center 92 is spline-fitted to the main shaft 65 and fixed by the nut 100, and is not rotatable relative to the main shaft 65 and cannot move in the axial direction.

The pressure plate 93 is disposed inside the cylindrical portion of the clutch outer 91 and is fitted to the shaft portion of the clutch center 92 so as to be movable in the axial direction. The pressure plate 93 includes a plurality of cylindrical release bosses 101 that pass through the clutch center 92 and are connected to the lifter plate 96.
The clutch plate 94 is sandwiched between the clutch center 92 and the pressure plate 93.
The clutch plate 94 includes an outer friction plate 94a provided on the clutch outer 91 and an inner friction plate 94b provided on the clutch center 92. The outer friction plate 94a and the inner friction plate 94b are connected to the pressure plate 93, the clutch center 92, and the like. A plurality of sheets are alternately stacked in between. Each outer friction plate 94 a is supported by spline fitting on the cylindrical portion of the clutch outer 91, and is provided so as to be movable in the axial direction of the clutch outer 91 and not rotatable with respect to the clutch outer 91.
Each inner friction plate 94 b is supported by being spline fitted to the outer peripheral portion of the inner cylindrical portion 93 a of the pressure plate 93, and is provided so as to be movable in the axial direction of the pressure plate 93 and not rotatable relative to the pressure plate 93. ing.

The back torque limit member 110 is formed in a plate shape, and is fixed integrally with the pressure plate 93 inside the inner cylindrical portion 93 a of the pressure plate 93.
The back torque limit member 110 and the lifter pin 111 fixed to the clutch center 92 constitute a back torque limiter mechanism. The back torque limiter mechanism is a known one described in, for example, Japanese Patent Laid-Open No. 8-93786, and the clutch is engaged when a torque of a predetermined value or more acts in the direction opposite to the forward power transmission. It is a mechanism which makes a half clutch state from.

  The back torque limit member 110 includes a cam portion 110 a that passes through the pressure plate 93 and engages with the lifter pin 111. When a back torque of a predetermined value or more is applied from the rear wheel 13 side, the pressure plate 93 rotates relative to the clutch center 92, so that the cam portion 110a slides on the lifter pin 111, and the pressure plate 93 disengages the clutch. Move in the direction. According to the back torque limiter mechanism, the shift shock caused by the back torque can be reduced.

The main spring 95 is sandwiched between a retainer 112 provided on the clutch center 92 and the back torque limit member 110. The main spring 95 urges the pressure plate 93 in a direction in which the clutch plate 94 is sandwiched between the pressure plate 93 and the clutch center 92, that is, in a direction in which the clutch is connected.
The release boss 101 of the pressure plate 93 has a guide shaft portion 101b formed at a smaller diameter than the base end portion 101a at the distal end, and the distal end surface of the guide shaft portion 101b has a larger diameter than the guide shaft portion 101b. The stopper plate 102 is fastened with bolts 103. A stepped portion 101c facing the stopper plate 102 is formed on the distal end surface of the base end portion 101a.

The lifter plate 96 includes a plate-shaped ring portion 105 facing the clutch center 92, a spring through hole 105a provided at the center of the ring portion 105, and a lifter plate side boss 106 protruding from the ring portion 105 toward the lifter cam plate 85 side. With.
A plurality of lifter plate side bosses 106 are formed side by side at substantially equal intervals in the circumferential direction of the lifter plate 96. The lifter plate side boss 106 is formed in a cylindrical shape penetrating the ring part 105, and includes a hole part 106 a through which the guide shaft part 101 b of the release boss 101 is inserted, and an outer peripheral part 106 b into which the sub lifter plate 97 is fitted. Is provided.

The lifter plate 96 is assembled such that the lifter plate side boss 106 is slidably inserted into the guide shaft portion 101b of the release boss 101, and is disposed between the stopper plate 102 and the step portion 101c.
The second sub-spring 99 is sandwiched between the outer surface of the clutch center 92 and the lifter plate 96 and urges the lifter plate 96 to be pressed against the stopper plate 102 side. In the clutch engaged state, the lifter plate 96 is such that the tip end surface of the guide shaft portion 101b is brought into contact with the stopper plate 102 by the urging force of the second sub spring 99, and the lift plate 96 is located between the ring portion 105 and the step portion 101c. Is formed with a gap G2.
That is, the second sub spring 99 presses the pressure plate 93 toward the clutch center 92 via the lifter plate 96 and the stopper plate 102, and urges the pressure plate 93 in the direction in which the clutch is connected.

The sub-lifter plate 97 includes a ring-shaped pressing plate portion 113 that faces the lifting plate 96, and a cylindrical tubular portion 114 that protrudes from the central inner periphery of the pressing plate portion 113 toward the lifter cam plate 85. The circular tubular portion 114 is provided substantially coaxially with the main shaft 65.
The pressing plate portion 113 includes a hole portion 113 a into which the lifter plate side boss 106 of the lifter plate 96 is fitted. A plurality of holes 113 a are formed at positions corresponding to the lifter plate side bosses 106. The ball bearing 88 is fitted to the distal end portion of the circular tubular portion 114.

The sub-lifter plate 97 is assembled such that the hole 113a is slidably inserted into the lifter-plate-side boss 106 of the lifter plate 96, and the pressing plate 113 of the sub-lifter plate 97 is a ring between the stopper plate 102 and the lifter plate 96. It arrange | positions between the parts 105.
The sub spring 98 is sandwiched between the clutch center 92 and the receiving portion 114a formed in the circular tubular portion 114 of the sub lifter plate 97, and urges the sub lifter plate 97 to be pressed against the stopper plate 102 side. ing.
In the clutch connected state, the sub lifter plate 97 has the pressing plate portion 113 abutted against the stopper plate 102 by the urging force of the sub spring 98, and a gap G1 is formed between the pressing plate portion 113 and the ring portion 105. Is formed.
That is, the sub spring 98 presses the pressure plate 93 toward the clutch center 92 via the stopper plate 102, and urges the pressure plate 93 in the direction in which the clutch is connected.

In the clutch connected state shown in FIG. 5, the clutch plate 94 is held by the urging force of the main spring 95, the second sub spring 99 and the sub spring 98, and the rotation of the clutch outer 91 rotated by the primary gear 47 is applied to the clutch. Transmission to the clutch center 92 is possible via the plate 94, and the main shaft 65 is rotated integrally with the clutch center 92.
When the pressure plate 93 is moved to the primary driven gear 90 side against the biasing force of the main spring 95, the second sub spring 99, and the second sub spring 99 via the lifter cam plate 85, the clutch plate 94 The pinching is released and the clutch is disengaged.

FIG. 6 is a diagram showing the clutch capacity of the change clutch 61 and the rotation angle of the shift drum 70 with respect to the rotation angle of the shift spindle 76. In the following description, the positive direction of rotation of the shift spindle 76 is the upshift direction, and the negative direction of rotation of the shift spindle 76 is the downshift direction.
As shown in FIG. 6, in the present embodiment, the capacity of the change clutch 61 is variable by changing the spring that contributes to the clutch capacity in accordance with the rotation angle of the shift spindle 76. Specifically, the clutch capacity is determined by the maximum capacity C1 in which the clutch capacity is determined by the urging force of the main spring 95, the second sub spring 99, and the second sub spring 99, and the attachment of the main spring 95 and the second sub spring 99. A first intermediate capacity C2 in which the clutch capacity is determined by the force, a second intermediate capacity C3 in which the clutch capacity is determined only by the biasing force of the main spring 95, and a cutting capacity C4 in which all of the biasing force of the main spring 95 is removed. Is variable to multiple stages.

The maximum clutch capacity C1 is obtained in the clutch engagement state shown in FIG. 5. In this state, both the lifter plate 96 and the sub-lifter plate 97 are in contact with the stopper plate 102, and the second sub-spring 99 The urging force of the sub spring 98 is transmitted to the pressure plate 93. For this reason, the urging force by which the pressure plate 93 presses the clutch plate 94 is the sum of the urging forces (loads) of the main spring 95, the second sub spring 99, and the sub spring 98, and is maximized.
That is, the sub-lifter plate 97 and the stopper plate 102 constitute a first sub-spring load transmission path S <b> 1 that transmits the urging force of the sub spring 98 to the pressure plate 93. The lifter plate 96 and the stopper plate 102 constitute a second sub-spring load transmission path S <b> 2 that transmits the urging force of the second sub-spring 99 to the pressure plate 93.

When the lifter cam plate 85 moves in the clutch disengagement direction along with the rotation of the shift spindle 76 by the actuator mechanism 64 (FIG. 2), the sub lifter plate 97 moves along the lifter plate side boss 106 against the biasing force of the sub spring 98. Then, it is lifted to the ring portion 105 side and is separated from the stopper plate 102.
When the sub-lifter plate 97 is separated from the stopper plate 102, the first sub-spring load transmission path S1 is cut off, and the urging force of the sub-spring 98 is not transmitted to the pressure plate 93. It is determined by the second subspring 99. Therefore, at the moment when the sub-lifter plate 97 is separated from the stopper plate 102, the clutch capacity is reduced from the maximum capacity C1 to the first intermediate capacity C2, as shown in FIG.

  When the movement of the lifter cam plate 85 is continued after the sub-lifter plate 97 is separated from the stopper plate 102, the sub-lifter plate 97 further moves toward the ring portion 105 so as to reduce the gap G1 (FIG. 5). continue. A section from when the pressing plate portion 420 of the sub-lifter plate 97 is separated from the stopper plate 102 to contact with the ring portion 105 is a section of the first intermediate capacity C2. That is, the first intermediate capacity C2 is obtained in the lift amount section of the lifter cam plate 85 corresponding to the size of the gap G1.

  In the section of the first intermediate capacity C2, the movement of the sub lifter plate 97 is a relative movement with respect to the ring portion 105, and does not affect the loads of the main spring 95 and the second sub spring 99. For this reason, as shown in FIG. 6, in the section of the first intermediate capacity C2, the clutch capacity is determined by the main spring 95 and the second sub-spring 99, and the first intermediate capacity C2 is constant. In the present embodiment, since the play by the gap G1 is provided, the section in which the first intermediate capacity C2 can be obtained can be lengthened, and the intermediate capacity of the clutch can be easily set without making the parts and the control method highly accurate. Can be adjusted to the value.

  When the lifter cam plate 85 is further lifted in the clutch disengagement direction from the state of the first intermediate capacity C2, the pressing plate portion 113 of the sub lifter plate 97 comes into contact with the ring portion 105, and the section of the first intermediate capacity C2 is finish. Thereafter, when the lifter cam plate 85 is further moved in the clutch disengagement direction from this state, the lifter plate 96 is pressed through the sub lifter plate 97 and resists the urging force of the second sub spring 99 to guide the shaft 101b. Are lifted to the side of the stepped portion 101 c and separated from the stopper plate 102.

  When the tip of the lifter plate side boss 106 of the lifter plate 96 is separated from the stopper plate 102, the second subspring load transmission path S <b> 2 is blocked, and the urging force of the second subspring 99 is transmitted to the pressure plate 93. The clutch capacity is determined only by the main spring 95. Therefore, at the moment when the lifter plate 96 is separated from the stopper plate 102, the clutch capacity decreases from the first intermediate capacity C2 to the second intermediate capacity C3, as shown in FIG.

  If the lifter cam plate 85 continues to move after the lifter plate 96 is separated from the stopper plate 102, the lifter plate 96 continues to move further toward the stepped portion 101c so as to reduce the gap G2. A section from when the lifter plate 96 is separated from the stopper plate 102 to contact with the step portion 101c is a section of the second intermediate capacity C3. That is, the second intermediate capacity C3 is obtained in the lift amount section of the lifter cam plate 85 corresponding to the size of the gap G2.

  In the section of the second intermediate capacity C3, the movement of the lifter plate 96 is a relative movement with respect to the step portion 101c and does not affect the load of the main spring 95. For this reason, as shown in FIG. 6, in the section of the second intermediate capacity C3, the clutch capacity is determined only by the main spring 95, and the second intermediate capacity C3 is constant. In the present embodiment, since the play by the gap G2 is provided, the section in which the second intermediate capacity C3 can be obtained can be lengthened, and the intermediate capacity of the clutch can be easily set without requiring high precision of components and control methods. Can be adjusted to the value.

  When the lifter cam plate 85 is further lifted in the clutch disengagement direction from the state of the second intermediate capacity C3, the lifter plate 96 comes into contact with the step portion 101c, and the section of the second intermediate capacity C3 ends. Thereafter, when the lifter cam plate 85 further moves in the clutch disengagement direction from this state, the pressure plate 93 is pressed via the sub-lifter plate 97 and the lifter plate 96. As a result, the pressure plate 93 moves in the clutch disengagement direction, the pressure plate 93 is separated from the clutch plate 94, and the clutch is disengaged.

The control unit 17 drives the actuator mechanism 64 on the basis of the torque of the counter shaft 66 during the automatic shift, and selects a clutch capacity that can reduce the shift shock. The clutch capacity can be selected by controlling the shift spindle 76 to a predetermined rotation angle. For example, when shifting up from the first speed to the second speed, the control unit 17 determines the maximum capacity C1 and the first intermediate capacity C2 so as to reduce the shift shock based on the detected torque of the countershaft 66 before the shift. And the second intermediate capacity C3, the clutch capacity is selected, and after changing the gear train of the transmission 60, the change clutch 61 is connected with the selected clutch capacity. Specifically, the clutch capacity of the change clutch 61 is selected so that the torque capacity of the countershaft 66 before the shift and the torque of the countershaft 66 after the shift are not relatively separated from the band. Is done.
As a result, it is possible to appropriately absorb the rotational difference between the counter shaft 66 side and the crankshaft 23 side by the change clutch 61, and to reduce the shift shock. Here, the torque of the countershaft 66 before and after the shift is obtained based on, for example, a map storing the relationship among the engine speed, the throttle opening degree, and the torque of the countershaft 66.

FIG. 7 is a view showing the lift amount (clutch lift amount) of the lifter cam plate 85 with respect to the rotation angle of the shift spindle 76. FIG. 7 shows the load of the clutch spring with respect to the rotation angle of the shift spindle 76 on the upshift side.
As shown in FIG. 7, the lift characteristic of the lifter cam plate 85 on the upshift side is such that the lift amount does not increase with respect to the rotation from the neutral position (0 °) of the shift spindle 76 to a predetermined angle, A lift section U2 in which the lift amount increases substantially linearly with an increase in the rotation amount of the shift spindle 76.

The lift characteristics of the lifter cam plate 85 on the downshift side are the play section D1 where the lift amount does not increase with respect to the rotation from the neutral position (0 °) of the shift spindle 76 to the predetermined angle, and the rotation amount of the shift spindle 76. A lift section D2 in which the lift amount increases approximately linearly with respect to the increase, and a lift section D3 in which the lift amount increases approximately linearly with a gentler slope than the lift section D2 with respect to an increase in the rotation amount of the shift spindle 76. .
The play section D1 is set smaller than the play section U1. In the lift section D2, the lift amount of the lifter cam plate 85 increases with a larger inclination than the lift section U2.
The lift characteristics of the lifter cam plate 85 are set to desired characteristics by adjusting the shapes of the cam hole 85c of the lifter cam plate 85 and the cam hole 85c of the clutch lever 82.

7 is a reaction force received by the lifter cam plate 85 from the change clutch 61 when the shift spindle 76 is rotated in the shift-up direction, and the change clutch 61 is disconnected. It is the power required to go. The change of the load P corresponds to the change of the clutch capacity shown in FIG. The load P increases stepwise corresponding to the stepwise decrease in clutch capacity.
A rotation position A2 where the shift spindle 76 is slightly rotated in the clutch disengagement direction after the gap G2 becomes 0 is a rotation position of the shift spindle 76 where the clutch is disengaged. The lift amount of the lifter cam plate 85 at the rotation position A2 is a cutting lift amount Ld at which the clutch is disconnected.
The cutting lift amount Ld is the same in the upshift direction and the downshift direction. In the lift section D2, since the lift amount of the lifter cam plate 85 increases more rapidly than in the lift section U2, the clutch is disengaged in the shift down direction with a smaller rotation amount of the shift spindle 76 than in the shift up direction.

  As shown in FIG. 6, when shifting up, the accumulating force by the accumulating mechanism 81 is started from the stage before the clutch is disengaged, and the change mechanism 89 by the transmission 60 is performed by disengaging the clutch at the rotational position A2. Is released, and the shift drum 70 is rotated at a stretch by the stored force of the power storage mechanism 81 to perform upshifting. The power storage section E in which the power storage mechanism 81 stores power is a section from the middle of the first intermediate capacity C2 to the rotation position A2.

FIG. 8 is a diagram illustrating the clutch capacity of the change clutch 61 and the rotation angle of the shift drum 70 with respect to the rotation angle of the shift spindle 76 when downshifting.
When shifting down, stepwise control of the clutch capacity is not performed, and the change clutch 61 is disconnected to the disconnection capacity C4 at once by the rotation of the shift spindle 76.
When the shift spindle 76 further rotates in the downshift direction by a predetermined amount F after the change clutch 61 is completely disconnected, the shift drum 70 starts to rotate via the master arm 80, and the downshift is executed.
Shift shock during downshifting is reduced by the back torque limiter mechanism.

FIG. 9 is a block diagram showing a configuration of the automatic transmission device 25.
As shown in FIG. 9, the automatic transmission 25 includes a start clutch 24, a primary gear 47, a change clutch 61, a main shaft 65, a transmission 60, a counter shaft 66, a chain 15, a sprocket 72, and a rear wheel 13. Part 130, an actuator machine part 55 that mechanically operates the transmission 60 and the change clutch 61, an electrical part 131, and an engine operation control part 133 that directly controls the operation of the engine 21.
The drive transmission unit 130 mechanically transmits the power of the crankshaft 23 to the rear wheel 13.

The actuator machine unit 55 includes a shift motor 75, a shift spindle 76, a gear change mechanism 63, a force accumulation mechanism 81, a change mechanism 89, and a clutch operation mechanism 62.
The engine operation control unit 133 includes a throttle valve 53, a fuel injection valve 54, and a spark plug 57.
The throttle valve 53 is electronically controlled and is driven by a throttle valve drive motor (not shown) controlled by the control unit 17. Specifically, the control unit 17 detects an operation amount of a throttle grip (not shown) provided on the handle 11 and operated by the driver, and drives the throttle valve drive motor in accordance with the operation amount. The opening degree of the throttle valve 53 is adjusted.
The spark plug 57 is connected to the control unit 17 via an ignition coil driving unit and an ignition coil (not shown).
The electrical component 131 includes a control unit 17, an engine speed sensor 58 (rotation speed sensor), a shift spindle angle sensor 79, a drum angle sensor 70b, a throttle position sensor 134, a vehicle speed sensor 73, and a main shaft speed. A sensor 65a and a handle switch 132 provided on the handle 11 are provided.

The control unit 17 includes a CPU and a storage unit including a ROM and a RAM, and controls the actuator machine unit 55 and the engine operation control unit 133 based on control information such as a control map in the storage unit.
The engine speed sensor 58 outputs the speed of the crankshaft 23 to the control unit 17.
The control unit 17 can determine the state of the transmission 60, that is, whether or not the transmission 60 is shifting, from the detection value of the shift spindle angle sensor 79.
The drum angle sensor 70b outputs the rotation angle of the shift drum 70 to the control unit 17, and the control unit 17 determines the current gear position (shift stage) from this rotation angle.
The throttle position sensor 134 outputs the opening degree of the throttle valve 53 to the control unit 17.
The handle switch 132 includes a mode switch 132b and a shift select switch 132a.

The control unit 17 controls the shift motor 75 based on signals from the engine speed sensor 58, the shift spindle angle sensor 79, the drum angle sensor 70b, the throttle position sensor 134, and the vehicle speed sensor 73, and performs a shift operation and a clutch. Perform the operation automatically.
The control unit 17 adjusts the opening degree of the throttle valve 53, the injection amount of the fuel injection valve 54, and the ignition timing of the spark plug 57 according to the operation amount of the throttle grip. Based on the detection values of the throttle position sensor 134, the engine speed sensor 58, the shift spindle angle sensor 79, the drum angle sensor 70b, and the vehicle speed sensor 73, the opening of the throttle valve 53, the injection amount of the fuel injection valve 54, and The ignition timing of the spark plug 57 is corrected.

FIG. 10 is a cross-sectional view of the power storage mechanism 81.
The wall portion 36 of the other case half body 26R includes an inner wall 36b (an inner wall closer to the mating portion) formed in the vicinity of the mating surface 26F of the crankcase 26 around the shift spindle 76.
The power storage mechanism 81 is disposed between the inner wall 36 b of the wall portion 36 of the other case half 26 </ b> R and the clutch cover 30.
The force storage mechanism 81 includes a shift spindle 76, a gear shift arm 140 provided on the shaft of the shift spindle 76 so as to be rotatable relative to the shift spindle 76, a return spring 141 that biases the gear shift arm 140 to a neutral position, A shift-down collar 142 fixed on the shaft of the shift spindle 76 at a position close to the gear shift arm 140 and rotating integrally with the shift spindle 76, and an axis of the shift spindle 76 at a position spaced apart from the gear shift arm 140 in the axial direction. And an accumulator collar 143 that rotates together with the shift spindle 76.

The power storage mechanism 81 includes a spring collar 144 provided on the shaft between the power storage collar 143 and the gear shift arm 140 so as to be relatively rotatable with respect to the shift spindle 76, the power storage collar 143, and the gear shift arm 140. Between the spring collar 144 and the stopper pin 146 (stopper portion) for restricting the rotational position of the master arm 80.
The gear change mechanism 63 is connected to the sub return spring locking collar 148 that is fixed on the shift spindle 76 adjacent to the power storage mechanism 81, and the sub return spring locking collar 148 to attach the shift spindle 76 to the neutral position. And a sub-return spring 150 for energizing.

The shift spindle 76 is, in order from the cover 78 side, a connecting portion 76a connected to the reduction gear train 77, a support portion 76b supported by the bearing portion 37a and penetrating the inner wall 36b, and a gear shift arm that supports the gear shift arm 140. A support portion 76c, a flange portion 76d projecting in the radial direction, a spring collar support portion 76e supporting the spring collar 144, a collar support portion 76f supporting the accumulating collar 143, and a support portion 76g supported by the bearing 30a. And a sensor connecting portion 76 h connected to the shift spindle angle sensor 79.
In the shift spindle 76, the flange portion 76d has the largest diameter, and the gear shift arm support portion 76c, the support portion 76b, and the connection portion 76a are formed so that the diameter gradually decreases toward the connection portion 76a. . Further, the spring collar support portion 76e, the collar support portion 76f, the support portion 76g, and the sensor connection portion 76h are formed so as to gradually decrease in diameter from the flange portion 76d side toward the sensor connection portion 76h.

The support portion 76b is provided with a locking collar fixing portion 151 to which the sub return spring locking collar 148 is fixed. A shift-down collar fixing portion 152 to which the shift-down collar 142 is fixed is provided at a position adjacent to the collar portion 76d in the gear shift arm support portion 76c. The collar support portion 76f is provided with an accumulation color fixing portion 153 to which the accumulation collar 143 is fixed. The locking collar fixing portion 151, the shift-down collar fixing portion 152, and the accumulating collar fixing portion 153 are serrations formed on the outer periphery of the shift spindle 76. Further, the clutch lever 82 is fixed to the accumulator collar fixing portion 153.
The sub return spring locking collar 148, the shift down collar 142, the accumulating collar 143, and the clutch lever 82 are fixed so as not to rotate relative to the shift spindle 76, and rotate integrally with the shift spindle 76.

FIG. 11 is a cross-sectional view taken along the line XI-XI in FIG. 10 and shows a peripheral portion of the force accumulation mechanism 81. 12A and 12B are views showing the gear shift arm 140, where FIG. 12A is a front view and FIG. 12B is a cross-sectional view taken along line XII-XII. Here, in FIG. 11, the actuator mechanism 64, the force accumulation mechanism 81, and the change mechanism 89 are in a neutral state (neutral position) in which the shift-up and shift-down operations are not performed. That is, in FIG. 11, the shift spindle 76, the gear shift arm 140, the master arm 80, etc. are in a neutral state. In FIG. 11, the clutch cover 30 is not shown.
As shown in FIGS. 10 to 12, the gear shift arm 140 includes a cylindrical portion 155 fitted to the outer peripheral surface of the shift spindle 76 via a bearing 154, and an outer peripheral portion at the end of the cylindrical portion 155 on the side of the accumulation spring 145. And a plate portion 156 extending outward in the radial direction.
The plate portion 156 includes an upward extending portion 156a extending upward from the cylindrical portion 155 and an extending portion 156b extending from the cylindrical portion 155 in a direction substantially orthogonal to the upward extending portion 156a.

The extension portion 156b is provided with a first locking piece 157 extending from the tip end portion of the extension portion 156b toward the accumulator spring 145 substantially in parallel with the shift spindle 76. In the plate portion 156, a hole portion 158 into which a part of the shift-down collar 142 is fitted is provided between the cylindrical portion 155 and the first locking piece 157. The hole portion 158 is a long hole extending in an arc shape along the cylindrical portion 155.
The upper extending portion 156a is provided with a second locking piece 159 that extends radially outward from the distal end portion of the upper extending portion 156a and then extends to the return spring 141 side substantially parallel to the shift spindle 76. .
The second locking piece 159 includes a proximal end side contact portion 159a inserted through the restriction opening 160 of the master arm 80 and a distal end side return spring locking portion 159b to which the return spring 141 is locked. Prepare. The return spring locking portion 159b is formed thinner than the contact portion 159a.

The master arm 80 includes a cylindrical portion 161 that is slidably fitted to the outer peripheral surface of the cylindrical portion 155 of the gear shift arm 140, and an arm that extends radially outward from the end of the cylindrical portion 161 on the side of the energy storage spring 145. Part 162. The master arm 80 can rotate relative to the gear shift arm 140. The master arm 80 is disposed so that the arm portion 162 is close to the plate portion 156 of the gear shift arm 140.
The arm portion 162 is formed in a substantially L shape when viewed from the front in FIG. 11, and includes a position restricting arm 162 a extending upward from the tubular portion 161 and a direction substantially orthogonal to the position restricting arm 162 a from the tubular portion 161. And an extending operation arm 162b. The master arm 80 is connected to the shift drum 70 via the operation arm 162b, and the shift drum 70 rotates as the master arm 80 rotates.

The master arm 80 includes the restriction opening 160 through which the stopper pin 146 is inserted at the distal end of the position restriction arm 162a. The second locking piece 159 of the gear shift arm 140 is inserted into the restriction opening 160 at a position below the stopper pin 146. The restriction opening 160 has a predetermined width so that the stopper pin 146 and the second locking piece 159 can move relative to the restriction opening 160 in the restriction opening 160.
The master arm 80 includes a spring locking piece 163 extending toward the return spring 141 substantially parallel to the shift spindle 76 at the upper edge of the restriction opening 160.

  The shift-down collar 142 is formed in a cylindrical shape, is abutted against the flange portion 76d, is positioned in the axial direction, and is fixed to the shift-down collar fixing portion 152. The shift-down collar 142 has dog teeth 164 inserted through the hole 158 of the gear shift arm 140. The total length of the dog teeth 164 is shorter than the total length of the hole 158 so that the dog teeth 164 can move within the hole 158.

  The accumulating collar 143 includes a cylindrical portion 166 fixed to the accumulating collar fixing portion 153, an extending portion 167 extending radially outward from the cylindrical portion 166, and substantially parallel to the shift spindle 76 from the tip of the extending portion 167. And a power storage arm 168 extending toward the gear shift arm 140 side. The accumulator arm 168 is disposed at substantially the same position in the radial direction and the circumferential direction with respect to the first locking piece 157 of the gear shift arm 140 in the axial direction of the shift spindle 76. Specifically, the force accumulation arm 168 is provided at a position slightly shifted in the circumferential direction with respect to the first locking piece 157.

The spring collar 144 is disposed between the collar portion 76d and the accumulation collar 143. The spring collar 144 rotates with respect to the shift spindle 76 when the inner peripheral portion of the power storage spring 145 contacts the spring collar 144, thereby reducing the friction of the power storage spring 145.
The accumulator spring 145 is a torsion coil spring, one end of the gear shift arm side 145a is engaged with the first engaging piece 157 of the gear shift arm 140, and the other end of the accumulator arm side 145b is accumulated. The collar 143 is locked to the accumulating arm 168.

The return spring 141 is a torsion coil spring, and the coil portion 141 c is fitted to the outer peripheral portion of the cylindrical portion 161 of the master arm 80.
The return spring 141 has one end 141a and the other end 141b extending outward in the radial direction, and the one end 141a and the other end 141b are provided so as to be substantially parallel to each other at a predetermined interval.
The return spring 141 is arranged with a stopper pin 146 sandwiched between one end 141a and the other end 141b.
Further, the spring locking piece 163 of the master arm 80 is sandwiched between the one end 141a and the other end 141b on the tip side of the one end 141a and the other end 141b with respect to the stopper pin 146. The second locking piece 159 of the gear shift arm 140 is sandwiched between the one end 141a and the other end 141b on the proximal end side of the one end 141a and the other end 141b with respect to the stopper pin 146.

  The stopper pin 146 is fastened and fixed to the inner wall 36b of the other case half 26R. The stopper pin 146 extends substantially parallel to the shift spindle 76 and is inserted into the restriction opening 160 of the master arm 80. The stopper pin 146 includes a damper portion 170 at the tip portion. The damper portion 170 is fitted to the cylindrical collar 170 a fitted to the stopper pin 146, an elastic member 170 b such as rubber interposed between the collar 170 a and the stopper pin 146, and the tip of the stopper pin 146. And a washer-like stopper 170c for preventing the collar 170a from coming off. The inner peripheral portion of the restriction opening 160 of the master arm 80 contacts the damper portion 170 when the master arm 80 rotates. For this reason, the damper portion 170 can reduce the hitting sound when the restriction opening 160 is received by the stopper pin 146.

13 is a cross-sectional view taken along line XIII-XIII in FIG. 14 is a cross-sectional view taken along line XI-XI in FIG. Here, FIG. 13 is a diagram showing a neutral state. In FIG. 14, the clutch cover 30 is not shown.
As shown in FIG. 10, the wall 37 of the one-side case half 26L is located on the outer side of the inner wall 36b of the other-side case half 26R. A cylindrical sub return spring support portion 171 that protrudes from the wall portion 37 along the shift spindle 76 toward the inner wall 36 b side is provided in the space 169 in the transmission chamber 32 between the wall portion 37 and the inner wall 36 b. The bearing 37 b that supports the shift spindle 76 is supported by the inner peripheral portion of the sub return spring support portion 171.

A stepped portion that is recessed in the circumferential direction is provided at the tip of the sub return spring support portion 171, and a cylindrical guide collar 172 is fixed to the stepped portion. The outer peripheral portion of the guide collar 172 and the outer peripheral portion of the base end portion of the sub return spring support portion 171 are flush with each other.
The wall portion 37 includes a boss 173 extending substantially parallel to the shift spindle 76 in the vicinity of the sub return spring support portion 171. The boss 173 and the sub return spring support portion 171 are formed integrally with the wall portion 37, and the tip portion thereof extends to the vicinity of the inner wall 36b.

The sub-return spring 150 is a torsion coil spring, and includes a coil portion 150c and one end 150a and the other end 150b projecting radially outward from both ends of the coil portion 150c.
The sub return spring 150 is disposed in the space 169 by being supported by fitting the inner peripheral portion of the coil portion 150 c to the outer peripheral portion of the sub return spring support portion 171.
The sub return spring 150 is disposed with the boss 173 sandwiched between the one end 150a and the other end 150b, and is positioned in the circumferential direction by the boss 173.

As shown in FIGS. 10 and 13, the sub return spring locking collar 148 is disposed between the inner wall 36 b of the other case half 26 </ b> R and the master arm 80 and is located in the clutch chamber 34. The sub return spring locking collar 148 is positioned between the inner wall 36b and the return spring 141.
The sub return spring locking collar 148 extends from the cylindrical portion 175 to the outer side in the radial direction after being fixed to the locking collar fixing portion 151 of the shift spindle 76, and then bent to the opposite side of the return spring 141. And an arm portion 176 extending toward the sub return spring 150 side.

  The inner wall 36b includes a hole 177 through which the arm 176 of the sub return spring locking collar 148 passes. The hole portion 177 is formed in an arc shape corresponding to the trajectory of the rotation of the arm portion 176. The arm portion 176 is inserted into the hole portion 177 and extends into the space 169, and is sandwiched between the one end 150a and the other end 150b of the sub return spring 150 at a position between the boss 173 and the coil portion 150c.

In the neutral state shown in FIG. 11, the change clutch 61 is in a connected state, and a driving force is generated in the transmission 60. For this reason, the master arm 80 is restrained by the transmission 60 and cannot rotate on the shift spindle 76.
In the neutral state, the rotation position of the master arm 80 is restricted to the neutral position by the spring locking piece 163 being sandwiched between the one end 141a and the other end 141b of the return spring 141. The return spring 141 regulates the rotation position of the master arm 80 in a state where a predetermined initial load is applied.
In the neutral state, the rotation position of the gear shift arm 140 is restricted to the neutral position by the return spring locking portion 159b being sandwiched between the one end 141a and the other end 141b of the return spring 141. The return spring 141 regulates the rotational position of the gear shift arm 140 in a state where a predetermined initial load is applied.
That is, in the neutral state, the master arm 80 and the gear shift arm 140 are positioned along a straight line L passing through the center of the shift spindle 76 and the center of the stopper pin 146.

In the neutral state, the energy storage spring 145 is provided with a predetermined amount of initial torsion between the energy storage arm 168 and the first locking piece 157, and the energy storage spring 145 includes A predetermined initial load is generated.
As shown in FIG. 13, in the neutral state, the sub return spring locking collar 148 has the arm portion 176 sandwiched between the one end 150a and the other end 150b of the sub return spring 150, so that the rotation position is set to the neutral position. It is regulated. The sub return spring 150 regulates the rotational position of the sub return spring locking collar 148 in a state where a predetermined initial load is applied.

FIGS. 15A and 15B are views showing the position of the dog teeth 164 of the shift-down collar 142. FIG. 15A shows a neutral state, and FIGS. It is in the state.
As shown in FIG. 15A, the dog teeth 164 are in contact with one end of the hole 158 of the gear shift arm 140 in the neutral state, and there is a gap between the dog teeth 164 and the other end of the hole 158. Is formed.

Here, the operation of the energy storage mechanism 81 when shifting up will be described.
When the shift motor 75 of the actuator mechanism 64 is driven in accordance with a shift instruction from the control unit 17, the rotation of the shift spindle 76 is started. The direction of upshifting is the clockwise direction indicated by the symbol UP in the drawing.
FIG. 16 is a diagram illustrating a state in which the vehicle travels in the shift-up direction from the neutral state.
In the state of FIG. 16, the shift spindle until the contact portion 159 a of the second locking piece 159 of the gear shift arm 140 contacts the inner edge 160 a of the restriction opening 160 of the master arm 80 and the gear shift arm 140 cannot rotate. This is a state in which the rotation of 76 has advanced, and in the following description, this state is referred to as a power accumulation preparation state.

In the power storage preparation state, the gear shift arm 140 is merely rotated integrally with the power storage collar 143 via the power storage spring 145 as the power storage collar 143 rotates. For this reason, the power storage mechanism 81 is generally rotated in the shift-up direction, but there is no change in the amount of bending of the power storage spring 145, and the power storage is not started. Further, in the power accumulation preparation state, the rotation amount of the master arm 80 from the neutral state is zero.
In the power accumulation preparation state, the gear shift arm 140 rotates against the biasing force of the return spring 141, and the other end 141b of the return spring 141 is opened by a predetermined amount.
Further, in the power accumulation ready state, the sub return spring locking collar 148 rotates against the urging force of the sub return spring 150, and the other end 150b of the sub return spring 150 is shown by a two-dot chain line in FIG. As shown by the figure, it is opened by a predetermined amount.

  Since the shift-down collar 142 rotates integrally with the gear shift arm 140 in the power accumulation preparation state, the dog teeth 164 are in contact with one end of the hole 158 of the gear shift arm 140 as shown in FIG. A gap is formed between the dog teeth 164 and the other end of the hole 158.

FIG. 17 is a diagram illustrating a state in which the vehicle has advanced in the shift-up direction from the power storage preparation state.
In the state of FIG. 17, the accumulator spring 145 has the accumulator arm side end 145 b with the position of the gear shift arm side end 145 a being fixed by the first locking piece 157 as the shift spindle 76 rotates. Only the predetermined amount R is rotated by the accumulator arm 168. In the following description, the state of FIG.

In the power storage state, the amount of bending of the power storage spring 145 is increased by a predetermined amount R, and a predetermined amount of power storage of the power storage spring 145 is completed. Further, in the accumulated state, the rotation amount of the master arm 80 from the neutral state is zero.
In the accumulated state, the shift-down collar 142 rotates together with the shift spindle 76 with respect to the gear shift arm 140 that is restricted by the restriction opening 160 and does not rotate. For this reason, in the accumulating state, as shown in FIG. 15C, the dog teeth 164 are located at an intermediate portion between one end and the other end of the hole 158 of the gear shift arm 140.
Further, in the accumulated state, the sub return spring locking collar 148 rotates against the urging force of the sub return spring 150, and the other end 150b of the sub return spring 150 is shown by a two-dot chain line in FIG. As shown, it is opened by a predetermined amount further than the state of the power storage preparation state.

  Referring to FIG. 3, the clutch lever 82 rotates integrally with the shift spindle 76, and as the clutch lever 82 rotates, the lifter cam plate 85 moves in the axial direction and the change clutch 61 is disconnected. When the change clutch 61 is disengaged, the restraint of the master arm 80 by the transmission 60 is released, and the master arm 80 becomes rotatable. At the moment when the change clutch 61 is disconnected, the accumulated force of the energy accumulation mechanism 81 is released, and the master arm 80 rotates at once to the position indicated by the two-dot chain line in FIG. For this reason, gear shifting can be performed quickly. The master arm 80 rotates until the portion on the one end 141a side of the restriction opening 160 abuts against the damper portion 170 of the stopper pin 146.

  When the accumulated force is released, the gear shift arm 140 rotates in the upshift direction with respect to the stopped downshifting collar 142, and as shown in FIG. One end contacts the dog tooth 164. For this reason, when the shift spindle 76 is rotated in the downshift direction opposite to the upshift direction, the gear shift arm 140 can be quickly rotated in the downshift direction via the dog teeth 164. For this reason, it can return to a neutral state rapidly.

  When shifting down, first, the gear shift arm 140 is rotated in the shift down direction from the neutral state of FIG. 11, and the contact portion 159 c of the gear shift arm 140 is the inner edge 160 b of the restriction opening 160 of the master arm 80. Abut. A section from the neutral state until the contact portion 159c contacts the inner edge 160b corresponds to the section Y in FIG. In the section Y, the change clutch 61 is disconnected as the shift spindle 76 rotates, and the shift drum 70 does not yet rotate. When the shift spindle 76 rotates in the shift-down direction beyond the section Y, the rotation of the master arm 80 in the shift-down direction is rotated via the contact portion 159c, and the shift drum 70 rotates and shifts down. Is done.

FIG. 18 is a side view of the change mechanism 89. FIG. 19 is a diagram showing an operating state of the change mechanism 89, in which (a) is a state in which it is normally sent in the downshift direction, and (b) is a state in which it returns from the state of (a) to the neutral position side. Show.
The change mechanism 89 is in contact with the feed operation member 201 provided at the tip of the master arm 80, the star plate 202 provided at the shaft end of the shift drum 70 (FIG. 14), and the outer periphery of the star plate 202. And a stopper arm 203 for restricting the rotational position of the star plate 202.
The star-shaped plate 202 includes a plurality (five) of cam ridges radially projecting at substantially equal intervals in the circumferential direction, and a plurality (five) of locking pins projecting in the axial direction from the outer surface of each cam ridge. 204. The star-shaped plate 202 is provided integrally with the shift drum 70, and the shift drum 70 rotates when the locking pin 204 is pressed by the feed operation member 201.

The stopper arm 203 includes an arm portion 203a that is pivotally supported by the crankcase 26, and a roller 203b that is pivotally supported by the distal end portion of the arm portion 203a. The arm portion 203a is urged by a spring (not shown) connected to the arm portion 203a so that the roller 203b always comes into contact with the outer peripheral portion of the star plate 202. That is, when the shift drum 70 rotates, the roller 203b moves along the cam crests of the star-shaped plate 202 and the valleys between the cam crests.
The feed operation member 201 is slidable in the longitudinal direction of the operation arm 162b of the master arm 80, and is urged by a spring or the like (not shown) so as to move to the shift spindle 76 side.
The feed operation member 201 includes a shift-up pressing portion 201a and a shift-down pressing portion 201b that protrude in the axial direction of the shift drum 70 toward the locking pin 204, on the distal end side.

  FIG. 18 shows a neutral state of the change mechanism 89. In this state, the shift drum 70 corresponds to a predetermined gear position because the roller 203b is engaged with the valley portion of the star-shaped plate 202. It is positioned at the pivot angle. Further, in the neutral state, the shift-up pressing part 201a and the shift-down pressing part 201b are respectively positioned at positions slightly spaced outward from the two locking pins 204, 204 adjacent to each other.

  When the master arm 80 is rotated in the downshift direction in accordance with the downshift instruction, the downshifting pressing portion 201b comes into contact with one locking pin 204 from below, and the shift drum 70 is interposed via the locking pin 204. Is rotated in the downshift direction. At this time, the shift-down pressing portion 201 b rotates the shift drum 70 against the urging force of the stopper arm 203. Specifically, the shift-down pressing portion 201 b rotates the shift drum 70 against the urging force of the stopper arm 203 until the roller 203 b exceeds the cam peak portion of the star plate 202. After the roller 203b has passed the cam crest of the star-shaped plate 202, the shift drum 70 automatically rotates until the roller 203b is engaged with the trough by the pressing force when the roller 203b descends to the trough. To do. That is, if the shift drum 70 rotates to a position where the roller 203b exceeds the cam peak of the star-shaped plate 202, the shift drum 70 corresponds to the next stage even if the shift-down pressing portion 201b is separated from the locking pin 204. It automatically rotates to the position where For this reason, as shown in FIG. 19A, the shift-down pressing portion 201 b is separated from the locking pin 204 in a state where the master arm 80 is completely fed in the shift-down direction. That is, if the shift drum 70 is rotated to a position where the roller 203b exceeds the cam peak portion of the star plate 202, the master arm 80 can be rotated in the opposite direction independently of the shift drum 70.

When returning from the state of FIG. 19A to the neutral state of FIG. 18, the master arm 80 is rotated in the upshift direction. In this case, as shown in FIG. 19B, the feed operation member 201 rotates while the return contact portion 205 provided in the vicinity of the shift-down pressing portion 201b is in contact with another locking pin 204. Thus, when it moves in the longitudinal direction of the operation arm 162b and completely returns to the neutral position, the state shown in FIG. 18 is obtained.
Although the case of shifting down has been described here, when shifting up, the shifting-up pressing portion 201a presses the locking pin 204 and rotates the shift drum 70 in the shifting-up direction.

20 and 21 are time charts of the operation of the automatic transmission 25 when shifting up. 20 and 21, time is shown on the horizontal axis, and the vertical axis shows the angle of the shift spindle 76, the torque of the counter shaft 66, the angle of the shift drum 70, the rotational speed Ne of the engine 21 and the rotational speed of the main shaft 65. Nm is shown.
As shown in FIGS. 20 and 21, the time chart showing the angle of the shift spindle 76 shows the target angle pattern T of the angle of the shift spindle 76 set by the control unit 17. The control unit 17 drives the shift motor 75 so that the angle of the shift spindle 76 follows the target angle pattern T. The target angle pattern T is a step input in which the final target angle is set at a time, but the target angle gradually becomes the final target angle over time as indicated by the target angle pattern T ′. The lamp input may be close.
When shifting up, the angle of the shift spindle 76 is increased to disengage the accumulator and the clutch, and after shifting, is returned to the neutral position.

When the angle of the shift spindle 76 increases and the clutch is disengaged at the rotational position A2, the torque of the counter shaft 66 decreases because the power from the engine 21 is not supplied, and then again when the clutch is connected. To increase.
20 and 21, the angle of the shift drum 70 is shown as an example in the case of shifting from the first speed to the second speed, but the same state is obtained at other speed stages.
20 and FIG. 21, the rotational speed Nm of the main shaft 65 is obtained by multiplying the actual rotational speed of the main shaft 65 detected by the main shaft rotational speed sensor 65a by the reduction ratio between the main shaft 65 and the crankshaft 23. Value. When the change clutch 61 is completely connected, the rotational speed Ne and the rotational speed Nm are equal. That is, the connection state of the change clutch 61 can be seen from the rotation speed charts of FIGS.

FIG. 22 is a flowchart showing the processing of the automatic transmission 25 when shifting up.
20 and 22, when a shift-up instruction is issued, the control unit 17 sets a cutting-side target angle T1 that is a target angle of the clutch-disconnecting shift spindle 76 (step S1), and the cutting side The shift motor 75 is driven to reach the target angle T1 (step S2). Here, the cutting target angle T1 is set to be larger than the rotational position A2 of the shift spindle 76 at which the change clutch 61 is completely disconnected. For this reason, the change clutch 61 is disconnected before the shift spindle 76 reaches the cutting target angle T1.

From the time when the shift spindle 76 rotates to the time when the change clutch 61 is disengaged, the power storage mechanism 81 stores power. Further, the rotation speed Ne and the rotation speed Nm are equal between the rotation of the shift spindle 76 and the disconnection of the change clutch 61. When the angle of the shift spindle 76 reaches the rotation position A2, the change clutch 61 is disengaged, whereby the torque of the counter shaft 66 is reduced, and the gear change mechanism 63 releases the accumulated force of the energy accumulation mechanism 81 to change the speed. To start. Even after the change clutch 61 is disengaged, the shift spindle 76 rotates to the cut target angle T1, so that the load of the accumulator spring 145 is shifted to the cut spindle until the cut target angle T1 is reached even after the accumulated force is released. It is compensated by the rotation of 76.
When the change clutch 61 is disengaged, the power of the engine 21 is not supplied and the rotational speed Nm of the main shaft 65 decreases.

The control unit 17 determines whether or not the angle of the shift spindle 76 has reached the cutting-side target angle T1 (step S3). If the angle has not reached the cutting-side target angle T1 (step S3: No), a step is performed. Returning to S2, the drive of the shift motor 75 is continued.
When the angle of the shift spindle 76 has reached the cutting-side target angle T1 (step S3: Yes), the control unit 17 returns the return-side target angle that is the target angle on the clutch connection side that returns the shift spindle 76 to the neutral position side. T2 is set (step S4), and the shift motor 75 is driven so as to return the shift spindle 76 to the neutral position side (step S5). Steps S4 and S5 are the first rotation control for returning the shift spindle 76 to the neutral position side in the upshifting process. Here, the return side target angle T2 is an angle of the shift spindle 76 at which the capacity of the change clutch 61 becomes the first intermediate capacity C2. The return side target angle T2 may be an angle corresponding to the intermediate capacity of the change clutch 61, and may be an angle corresponding to the second intermediate capacity C3. That is, the return side target angle T2 is also a clutch capacity control target angle that determines the capacity of the change clutch 61 controlled by the angle of the shift spindle 76.

When the shift spindle 76 is returned to the neutral position side from the cut-side target angle T1, the force accumulation mechanism 81 is in a state after the operation in which the force accumulation is released from the state of FIG. 17 (only the master arm 80 is shown by a two-dot chain line). It turns to the neutral position side. In this case, as described above, since the master arm 80 can be independently rotated in the opposite direction without affecting the shift drum 70 after the shift drum 70 is rotated, the shift spindle 76 is moved to the neutral position side. Even if it returns, the rotation of the shift drum 70 is not affected.
Next, the control unit 17 determines whether or not the angle of the shift spindle 76 has reached the return side target angle T2 (step S6). If the angle has not reached the return side target angle T2 (step S6: No), Returning to step S5, the drive of the shift motor 75 is continued.

  The angle of the shift spindle 76 reaches the rotation position A2 in the middle of returning from the cut-side target angle T1 to the return-side target angle T2, and the change clutch 61 is connected again at the rotation position A2. As described above, the time during which the change clutch 61 is disconnected between the cutting-side rotation position A2 and the return-side rotation position A2 is the driving force loss time V1 during which the power of the engine 21 is not transmitted to the main shaft 65. It is. Since the motorcycle 10 travels with inertia during the driving force loss time V1, the driving force loss time V1 can be a factor that causes the driver to feel uncomfortable.

In the present embodiment, the gear change mechanism 63 includes a power storage mechanism 81, and the shift drum 70 is rotated at once by releasing the power storage accompanying the disconnection of the change clutch 61. Therefore, from the first speed (predetermined gear stage). The shift to the second speed (next stage) is completed within the driving force loss time V1.
When the change clutch 61 is connected on the return side to the neutral position, the torque of the countershaft 66 increases to the same level as before the shift. Further, when the change clutch 61 is connected on the return side to the neutral position, the rotation speed Nm of the main shaft 65 increases to the same level as the rotation speed Ne for a moment, and the rotation speed Ne increases with time. It decreases so as to coincide with the rotational speed Nm. That is, when the change clutch 61 is connected on the return side to the neutral position, the change clutch 61 absorbs the rotational difference between the rotational speed Ne and the rotational speed Nm. In FIG. 20, since the speed is changed to a higher gear, the rotational speed Ne of the engine 21 after the speed change is smaller than the rotational speed Ne before the speed change.

  When the angle of the shift spindle 76 has reached the return-side target angle T2 (step S6: Yes), the control unit 17 determines whether or not the sensor output stabilization time H1 of the drum angle sensor 70b has elapsed ( Step S7). Here, the control unit 17 always detects the rotational position of the shift drum 70 by the drum angle sensor 70b, and the sensor output stabilization time H1 indicates that the gear position has entered the next stage (second gear). This is a predetermined time set in advance until the output value of the drum angle sensor 70b is stabilized after the first detection by the sensor 70b. When the sensor output stabilization time H1 elapses, the vibration of the output value of the drum angle sensor 70b converges, and the control unit 17 can correctly detect the rotational position of the shift drum 70.

  In the present embodiment, when the control unit 17 detects that the shift spindle 76 has reached the cutting side target angle T1, the control unit 17 sets the return side target angle T2 and immediately returns the shift spindle 76 to the neutral position side. Specifically, the control unit 17 starts to turn the shift spindle 76 toward the neutral position before detecting that the gear position has entered the next stage (second gear) by the drum angle sensor 70b. As a result, the change clutch 61 can be quickly reconnected and the driving force loss time V1 can be shortened by the amount of time required to operate the power storage mechanism 81 and the change mechanism 89 and the sensor output stabilization time H1, so that the driver can It is possible to suppress feeling uncomfortable. In this embodiment, since the shift by the rotation of the shift drum 70 is appropriately performed by the accumulated force of the accumulation mechanism 81, the shift spindle is detected before the drum angle sensor 70b detects that the gear position has entered the next stage. The rotation to the neutral position side of 76 can be started.

  Further, by returning the shift spindle 76 immediately after reaching the cutting-side target angle T1, the load of the accumulator spring 145 decreases. However, in the present embodiment, the shift spindle 76 rotates to the cut target angle T1 even after the change clutch 61 is disconnected, and the load of the accumulator spring 145 is increased. In the section from the start of returning from the cut-off target angle T1 to when the change clutch 61 is connected again, the load of the power storage spring 145 is ensured to be approximately the same as the load when the power storage is released. For this reason, even when the shift spindle 76 is returned immediately after reaching the cutting-side target angle T1, it is possible to shift appropriately.

FIG. 23 is a time chart of the operation of the automatic transmission when shifting up in the comparative example.
As shown in FIG. 23, in the comparative example, the control unit 17 detects that the gear position has entered the next stage with the drum angle sensor 70b after the sensor output stabilization time H1 has elapsed, and then returns to the return side target angle T2. Is set to start rotation of the shift spindle 76 toward the neutral position. As a result, the change clutch 61 is connected after the sensor output stabilization time H1 has elapsed, the driving force loss time V1 becomes longer, and the driver tends to feel uncomfortable.

Here, returning to the description of the present embodiment, when the shift drum 70 is rotated by releasing the accumulated power in step S2 and step S3, dog contact and shallow biting may occur in the gear dog clutch of the transmission 60. is there. Here, dog contact and shallow biting will be described by taking the drive gear 67b and the drive gear 67c as examples.
Since the transmission 60 is always meshed and the drive gear 67b and the drive gear 67c rotate relative to each other when they are not coupled to each other, the drive gear 67b, which is a shifter gear, is changed to a drive gear 67c, which is a free gear. When the dog teeth 67b1 and the dog teeth 67c1 are engaged with each other at a normal depth, the dog teeth 67b1 and the top surfaces of the dog teeth 67c1 are in contact with each other. Japanese Patent Application Laid-Open No. 2014-199102) may occur.

The dog contact is eliminated by causing a relative rotation between the drive gear 67b and the drive gear 67c against the frictional force between the top surfaces of the dog teeth 67b1 and the dog teeth 67c1. In the present embodiment, the return-side target angle T2 in step S4 is set to the angle of the shift spindle 76 that becomes the first intermediate capacity C2 of the change clutch 61, and therefore, between the drive gear 67b and the drive gear 67c. Even if dog contact has occurred, when the change clutch 61 is connected, relative rotation occurs between the drive gear 67b and the drive gear 67c, and the dog contact is eliminated.
However, since the drive gear 67b driven toward the crankshaft 23 rotates faster than the drive gear 67c, if the sliding force of the drive gear 67b is insufficient, the dog teeth 67b1 are completely engaged with the dog teeth 67c1. The side surfaces of the dog teeth 67b1 and the dog teeth 67c1 may come into contact with each other, and the meshing depth may be reduced. Such a state in which the dog teeth mesh with each other in a state where the dog teeth are shallower than the normal meshing depth is defined as shallow meshing (refer to Japanese Patent Application Laid-Open No. 2014-199102 for the dog contact and shallow meshing). In the shallow biting state, the driving force of the engine 21 acts between the side surfaces of the dog teeth 67b1 and the dog teeth 67c1 that are in contact with each other, so that a frictional force is generated and the driving gear 67b is difficult to slide. For this reason, the shallow biting state is continued.

  20 to 22, when the sensor output stabilization time H1 has not elapsed (step S7: No), the control unit 17 waits until the sensor output stabilization time H1 has elapsed, and the sensor output stabilization time H1 is If it has elapsed (step S7: Yes), it is determined whether the angle of the shift drum 70 is in the next stage (second gear) position or the shallow engagement position K (step S8). Here, as shown in FIG. 21, the shallow biting position K is a position where the angle of the shift drum 70 is slightly smaller than the position of the next stage by the amount that the dog gear meshing depth is shallow.

  If the angle of the shift drum 70 is in the next stage position (step S8: next stage), has the control unit 17 completed absorption of the rotational difference between the rotational speed Ne of the engine 21 and the rotational speed Nm of the main shaft 65? It is determined whether or not (the rotation difference has become 0) (step S9), and if absorption of the rotation difference is not completed, the process waits until it is completed (step S9: No). That is, the control unit 17 maintains the change clutch 61 at the first intermediate capacity C2 until the absorption of the rotation difference is completed after shifting to the next stage. For this reason, after the shift to the next stage, the shift shock when the change clutch 61 is connected can be gently absorbed in a half-clutch state, and the shift shock can be reduced.

When absorption of the rotation difference is completed (step S9: Yes), the control unit 17 sets a neutral target angle T3 that is a target angle for returning the shift spindle 76 to the neutral position (0 °) (step S10), and the neutral target. The shift motor 75 is driven so as to have the angle T3 (step S11).
Next, the control unit 17 determines whether or not the angle of the shift spindle 76 has reached the neutral target angle T3 (step S12), and if not, has reached the neutral target angle T3 (step S12: No), step Returning to S11, the drive of the shift motor 75 is continued.
When the angle of the shift spindle 76 reaches the neutral target angle T3 (step S12: Yes), the control unit 17 ends the process.

When the angle of the shift drum 70 is at the shallow biting position K (step S8: shallow biting), the control unit 17 performs a shallow biting elimination process (step S13).
FIG. 24 is a flowchart of the shallow biting elimination process.
The shallow bite elimination processing is the same processing from step S1 to step S6. In the processing from step S1 to step S6, the cutting-side target angle T1 in step S1 is set to an angle larger than the cutting-side target angle T1 (back). Is a target angle T1a for shallow biting elimination. In other words, the shallow biting elimination process is a process for releasing the shallow bite by disconnecting the change clutch 61 connected after the shift operation again and rotating the shift drum 70 by the accumulated force or the force of the stopper arm 203. Specifically, when the degree of shallow biting is large (when the degree of meshing is shallow), the shift drum 70 is rotated mainly by the accumulated force, and the degree of shallow biting is small (the degree of meshing is relatively deep). ), The shift drum 70 is rotated by the biasing force of the stopper arm 203.

  Referring to FIG. 21 and FIG. 24, in the shallow biting elimination process, the control unit 17 sets the shallow bite elimination target angle T1a (step S21), and moves the shift motor 75 so as to become the shallow bite elimination target angle T1a. Drive (step S22). Here, the shallow biting elimination target angle T1a is set to be larger than the rotational position A2 of the shift spindle 76 at which the change clutch 61 is completely disconnected and the cutting-side target angle T1. Therefore, the change clutch 61 is disconnected before the shift spindle 76 reaches the target angle T1a for canceling the shallow engagement.

  From the time when the shift spindle 76 rotates to the time when the change clutch 61 is disengaged, the power storage mechanism 81 stores power. When the angle of the shift spindle 76 reaches the rotation position A2, the change clutch 61 is disengaged, whereby the torque of the counter shaft 66 is reduced, the stored power of the power storage mechanism 81 is released, and the speed change is performed. Biting is eliminated. Further, when the degree of shallow biting is small, when the change clutch 61 is disengaged, the shallow biting is canceled by the urging force of the stopper arm 203 as described above.

The control unit 17 determines whether or not the angle of the shift spindle 76 has reached the shallow bite elimination target angle T1a (step S23), and if it has not reached the shallow bite elimination target angle T1a (step S23: No), returning to step S22, the drive of the shift motor 75 is continued.
When the angle of the shift spindle 76 has reached the target angle T1a for canceling the shallow bite (step S23: Yes), the control unit 17 sets the return side target angle T2a (step S24) and shifts the spindle toward the neutral position. The shift motor 75 is driven so as to return 76 (step S25). Here, the return side target angle T2a and the return side target angle T2 in step S4 are the same.
Next, the control unit 17 determines whether or not the angle of the shift spindle 76 has reached the return side target angle T2a (step S26). If the angle has not reached the return side target angle T2a (step S26: No), Returning to step S25, the drive of the shift motor 75 is continued.
When the return side target angle T2a has been reached (step S26: Yes), the control unit 17 proceeds to step S7 and determines whether or not the sensor output stabilization time H1 of the drum angle sensor 70b has elapsed (step S7). S7).

In this embodiment, when shallow biting occurs, the shift spindle 76 is rotated to the shallow biting elimination target angle T1a farther from the cutting-side target angle T1, so that the driving force missing time V2 becomes the driving force missing time V1. It becomes longer and the accumulated power becomes larger. As a result, the shift drum 70 can be appropriately rotated and the drive gear 67b and the driven gear 68c can be slid, so that the shallow biting can be effectively eliminated. Here, the driving force loss time V2 is a time during which the change clutch 61 is disengaged in the shallow biting elimination processing, and the shallow biting elimination target angle T1a is larger than the cutting-side target angle T1, and thus the driving force loss time V1. long.
In addition, when the control unit 17 detects that the shift spindle 76 has reached the shallow biting elimination target angle T1a, the control unit 17 sets the return side target angle T2a and immediately returns the shift spindle 76 to the neutral position side. Specifically, the control unit 17 starts to turn the shift spindle 76 toward the neutral position before detecting that the gear position has entered the next stage (second gear) by the drum angle sensor 70b. As a result, the change clutch 61 can be quickly reconnected and the driving force release time V2 can be shortened by the amount of time required for the operation of the power storage mechanism 81 and the change mechanism 89 and the sensor output stabilization time H1, so that the driver can It is possible to suppress feeling uncomfortable.
Further, since the capacity of the change clutch 61 is set to the first intermediate capacity C2 in step S6, the dog hit is eliminated in the stage before the shallow biting elimination process. For this reason, it is possible to correctly determine whether or not the shallow biting has occurred in step S8 in a state where the dog hit is eliminated, and the shallow biting elimination processing can be appropriately executed.

FIG. 25 is a chart showing the torque of the counter shaft 66 and the capacity of the change clutch 61 before and after the upshift. FIG. 26 is a time chart of the operation of the automatic transmission 25 when shifting up. FIG. 26A shows a case where the torque of the engine 21 is large, FIG. 26B shows a case where the torque of the engine 21 is medium, and FIG. Is the case where the torque of the engine 21 is small. In FIG. 26, the angle of the shift spindle 76 is indicated by a solid line, the torque of the counter shaft 66 is indicated by a broken line, and the angle of the shift drum 70 is indicated by a two-dot chain line.
FIG. 25 shows the torque of the counter shaft 66 before and after the upshifting when the upshifting is performed by automatic shifting. FIG. 25 shows a case where the gear is shifted up by an automatic gear shift. Since the gear becomes higher after the gear shift, the torque of the counter shaft 66 after the gear shift becomes smaller than that before the gear shift.

When the automatic shift is performed, the control unit 17 drives the shift motor 75 based on the torque of the counter shaft 66 and selects a clutch capacity that can reduce the shift shock.
The control unit 17 discriminates the torque of the counter shaft 66 before shifting into a plurality of regions. Specifically, the torque of the countershaft 66 before shifting is, in order from the larger torque, the large area Q1 before shifting, the first middle area Q2a before shifting, the second middle area Q2b before shifting, and the small before shifting. It is divided into a region Q3. Here, the torque of the countershaft 66 before the shift is based on a map that stores, for example, the relationship between travel parameters such as engine speed, throttle opening, countershaft 66 torque, gear position, and vehicle speed. 17 is calculated.
The control unit 17 discriminates the torque of the countershaft 66 after shifting into a plurality of regions. Specifically, the torque of the counter shaft 66 after the shift is divided into a large post-shift region Q1 ′, a post-shift middle region Q2 ′, and a small post-shift region Q3 ′ in descending order of torque. Here, the torque of the countershaft 66 after the shift stores the relationship of the travel parameters such as the engine speed, the throttle opening, the torque of the countershaft 66, the gear position, and the vehicle speed before or during the shift. It is calculated (predicted) by the control unit 17 based on the map.

When the control unit 17 shifts during traveling in the large area Q1 before shifting, and determines that the torque decreases to the large area Q1 ′ after shifting, the control unit 17 controls the shift spindle 76 to control the first intermediate capacity C2. Then, the change clutch 61 is connected and the ignition of the spark plug 57 is retarded (retarded). Since the first intermediate capacity C2 is a relatively large capacity corresponding to the torque between the large area Q1 before shifting and the large area Q1 ′ after shifting, a shift shock occurs when the change clutch 61 is connected during shifting. This can be suppressed. Due to the ignition retard of the spark plug 57, the output of the engine 21 slightly decreases. When the ignition is retarded, an explosion occurs in the engine 21, so that the output of the engine 21 can be reduced without reducing the quality of the exhaust sound of the engine 21.
As shown in FIG. 26 (a), the change of the torque of the counter shaft 66 before and after the upshift is reduced by connecting the change clutch 61 with the first intermediate capacity C2.

  When the control unit 17 shifts during traveling in the first middle region Q2a before the shift, and determines that the torque decreases to the middle region Q2 ′ after the shift after the shift up, the control unit 17 controls the shift spindle 76 to control the second. The change clutch 61 is connected with the intermediate capacity C3, and ignition of the spark plug 57 is retarded. Since the second intermediate capacity C3 is an intermediate capacity corresponding to the torque between the first intermediate area Q2a before the shift and the intermediate area Q2 'after the shift, there is a shift shock when the change clutch 61 is connected during the shift. It can be suppressed. Thereby, the shift shock can be suppressed, and the output of the engine 21 can be reduced while maintaining the quality of the exhaust sound of the engine 21.

When the control unit 17 shifts during traveling in the second middle region Q2b before the shift, and determines that the torque becomes the middle region Q2 'after the shift up after the shift up, the control unit 17 controls the shift spindle 76 to control the second intermediate region Q2b. The change clutch 61 is connected with the capacity C3, and the fuel supply by the fuel injection valve 54 is shut off. The amount of change in torque between the second middle region Q2b before the shift and the middle region Q2 ′ after the shift is almost zero or slightly reduced. The second intermediate capacity C3 is an intermediate capacity corresponding to the torque in the vicinity of the maximum value of the second intermediate area Q2b before the shift and the intermediate area Q2 ′ after the shift, and a large torque fluctuation does not occur before and after the shift. The occurrence of a shift shock can be suppressed. Further, since the fluctuation of torque due to the explosion in the engine 21 is suppressed by shutting off the fuel supply, the shift shock when the change clutch 61 is connected can be effectively reduced.
As shown in FIG. 26B, the change clutch 61 is connected with the second intermediate capacity C3, so that the fluctuation of the torque of the counter shaft 66 before and after the shift up is reduced.

When the control unit 17 shifts during traveling in the small area Q3 before shifting, and determines that the torque becomes the small area Q3 ′ after shifting up after the shift up, the control unit 17 controls the shift spindle 76 to keep the change clutch 61 for a predetermined time. In addition to the cutting capacity C4, the fuel supply by the fuel injection valve 54 is shut off, and then the change clutch 61 is connected with the maximum capacity C1. The post-shift small region Q3 ′ is a torque having a magnitude included in the pre-shift small region Q3.
As shown in FIG. 26 (c), when the torque of the engine 21 is small, the torque fluctuation is small even when the change clutch 61 is disconnected at the time of upshifting. Shifting shock can be reduced.

  As described above, according to the embodiment to which the present invention is applied, the automatic transmission device 25 of the motorcycle 10 transmits the rotational power of the crankshaft 23 of the engine 21 via the change clutch 61 and a plurality of the power. A transmission including a main shaft 65 having drive gears 67a, 67b, 67c, and 67d, and a counter shaft 66 having a plurality of driven gears 68a, 68b, 68c, and 68d driven by the drive gears 67a, 67b, 67c, and 67d. 60, a change mechanism 89 that changes the gear position by moving the drive gears 67a, 67b, 67c, 67d or the drive gears 67b and driven gears 68c of the driven gears 68a, 68b, 68c, 68d, and a change clutch 61 A clutch lever 82 for operating the connection / disconnection is provided and the change mechanism 89 is operated. A shift spindle 76 on which a master arm 80 is rotatably provided; a power storage arm 168 provided on the shift spindle 76 that rotates integrally with the shift spindle 76; a gear shift arm 140 that is rotatable relative to the shift spindle 76; A power storage mechanism 81 having a power storage spring 145 spanned between the power storage arm 168 and the gear shift arm 140, a shift motor 75 that drives the shift spindle 76, and a shift spindle that detects the rotation angle of the shift spindle 76. An angle sensor 79 and a control unit 17 that controls the shift motor 75 are provided, and the clutch lever 82 is a power storage spring of the power storage mechanism 81 when the shift spindle 76 is rotated in a direction to operate the power storage mechanism 81. In 145, the drive gear 67b in the gear train is operated. After the sufficient rotation angle is accumulated, the change clutch 61 is disengaged. The control unit 17 rotates the shift spindle 76 in the direction in which the accumulation mechanism 81 is operated, and then shifts the shift spindle. When it is detected from the output value of the shift spindle angle sensor 79 that the switch 76 has been rotated to the cut target angle T1 of the change clutch 61, the shift spindle 76 is controlled to return to the neutral position side. Thus, after the rotation angle sufficient to operate the drive gear 67b by the rotation of the shift spindle 76 is stored in the power storage mechanism 81, the change clutch 61 is disengaged and the change mechanism 89 is stored by the stored power. When the shift unit 76 detects that the shift spindle 76 has rotated to the cutting target angle T1 from the output value of the shift spindle angle sensor 79, the control unit 17 returns the shift spindle 76 to the neutral position side. The rotation is controlled as follows. Therefore, when the shift spindle 76 reaches the cutting-side target angle T1, the shift spindle 76 returns to the neutral position side regardless of the operating state of the change mechanism 89. Therefore, it takes time to check the operation of the change mechanism 89 with the drum angle sensor 70b. This can save time and shorten the time that the change clutch 61 is on the clutch disengagement side. For this reason, it is possible to shorten the driving force removal time during shifting.

The plurality of drive gears 67 a, 67 b, 67 c, and 67 d rotate relative to the main shaft 65 and the drive gear 67 b that is a drive-side shifter gear that rotates integrally with the main shaft 65 and is movable in the axial direction. Drive gears 67a and 67c, which are drive-side free gears fixed in the axial direction, and the drive gear 67b and the drive gear 67c have dog teeth 67b1 and 67c1 erected in the axial direction on the opposing surfaces. A plurality of driven gears 68a, 68b, 68c, 68d that rotate integrally with the counter shaft 66 and that are movable in the axial direction; a driven gear 68c that is a driven side shifter gear; Driven gears 68b and 68d, which are driven free gears that can rotate relative to the shaft 66 and are fixed in the axial direction. The gear 68c and the driven gears 68b and 68d are detachably provided by a dog clutch having dog teeth erected in the axial direction on opposite surfaces. The change mechanism 89 includes a master arm 80, a drive gear 67b, A plurality of shift forks 69a and 69b for moving the driven gear 68c in the axial direction, and a shift drum 70 having a plurality of grooves 70a engaged with the ends of the shift forks 69a and 69b formed on the outer periphery thereof. A drum angle sensor 70b for detecting the rotation angle of the drum 70 is provided, and the control unit 17 performs the rotation control for returning the shift spindle 76 to the neutral position side, and then performs dog teeth 67b1 and dog teeth 67c1 from the drum angle sensor 70b. When the output corresponding to the shallow biting is detected, the shift spindle 76 is moved to the clutch disengagement side, and the cut-off side eye which is the target angle immediately before the clutch disengagement side is detected. When the rotation is performed at the target angle T1a for canceling the shallow bite, which is the target angle on the back side from the angle T1, and the rotation to the target angle T1a for canceling the shallow bite is detected from the output value of the drum angle sensor 70b, the shift spindle Rotation is controlled so that 76 is returned to the neutral position. As a result, when shallow biting occurs, the shift spindle 76 is rotated toward the clutch disengagement side at a shallow biting elimination target angle T1a farther from the cutting-side target angle T1 when shallow biting occurs. It is possible to secure a longer time for the gear to shift than in the case where the gear is rotated to the cutting target angle T1. Therefore, while the change clutch 61 is disengaged again and the driving force is released, the shift drum 70 can be rotated to the normal dog clutch engagement position to complete the shift. Further, since the shift spindle 76 is controlled to return to the neutral position regardless of the operating state of the change mechanism 89 when the shift spindle 76 is rotated to the target angle T1a for canceling the shallow bite, the driving force is lost when the shallow bite is released. Time can be shortened.
Here, although the shallow engagement of the drive gear 67b, the drive gear 67c, and the dog clutch has been described as an example, the above-described configuration similarly eliminates the shallow engagement in the dog clutches of other gears of the transmission 60. Of course.

  Further, the return side target angle T2, which is the target angle of the shift spindle 76 in the first rotation control for returning the shift spindle 76 to the neutral position side, is set to a position where the capacity of the change clutch 61 becomes the first intermediate capacity C2. Then, after the shift spindle 76 reaches the return-side target angle T2 in the first rotation control, the shallow engagement determination of the dog teeth 67b1 and 67c1 is made. As a result, even when a dog hit occurs when the shift drum 70 rotates, the capacity of the change clutch 61 is changed to the first intermediate capacity by the first rotation control for returning the shift spindle 76 to the neutral position side. Since it becomes C2, a rotational difference is generated between the drive gear 67c that is the free gear of the shift destination and the drive gear 67b that is the shifter gear, and the dog contact can be eliminated at an early stage. In addition, since the shallow biting determination is performed after the dog hit is eliminated, the shallow biting determination can be appropriately performed.

In addition, the said embodiment shows the one aspect | mode which applied this invention, Comprising: This invention is not limited to the said embodiment.
In the above embodiment, when the control unit 17 detects from the output value of the shift spindle angle sensor 79 that the shift spindle 76 has rotated to the cut-side target angle T1 of the change clutch 61, the control spindle 17 moves the shift spindle 76 to the clutch capacity control target. Although it has been described that the rotation is controlled so as to return to the return-side target angle T2, which is an angle, the present invention is not limited to this, and any device that returns to the neutral position side may be used. For example, when the control unit 17 detects from the output value of the shift spindle angle sensor 79 that the shift spindle 76 has been rotated to the cut-side target angle T1 of the change clutch 61, the control unit 17 sets the neutral target angle T3. You may control rotation so that it may return to a neutral position (0 degree).
In the above embodiment, the dog clutch has been described by taking the dog teeth 67b1 and 67c1 as an example. However, the present invention is not limited to this, and the dog clutch is, for example, a dog clutch provided on the side surface of the gear. The tooth may be engaged with a dog hole provided on the side surface of another gear. In this case, the dog hitting occurs between the top surface of the dog tooth and the side surface of the other gear, and the shallow biting occurs between the dog tooth and the dog hole.
In the above-described embodiment, the gear stage is changed by moving the driving gear 67b and the driven gear 68c. However, the present invention is not limited to this, and at least one gear is moved. Any gear can be used as long as the gear position is changed.
Furthermore, in the above embodiment, the motorcycle 10 has been described as an example of the vehicle. However, the present invention is not limited to this, and the present invention is applied to a vehicle such as a three-wheel vehicle or a four-wheel vehicle. Also good.

10 Motorcycle (vehicle)
17 Control unit (control device)
21 Engine 23 Crankshaft 25 Automatic transmission (transmission)
60 Transmission 61 Change clutch (clutch)
65 Main shaft 66 Counter shaft 67a, 67b, 67c, 67d Drive gear (drive gear train)
67a, 67c Drive gear (drive-side free gear)
67b Drive gear (drive side shifter gear)
67b1 dog teeth 67c1 dog teeth 68a, 68b, 68c, 68d Driven gear (driven gear train)
68b, 68d driven gear (driven free gear)
68c Driven gear (Driver side shifter gear)
69a, 69b Shift fork 70 Shift drum 70a Groove 70b Drum angle sensor 75 Shift motor (actuator)
76 Shift spindle 79 Shift spindle angle sensor 80 Master arm 81 Power storage mechanism 82 Clutch lever 89 Change mechanism 140 Gear shift arm 145 Power storage spring 168 Power storage arm C2 First intermediate capacity (intermediate capacity)
T1 target angle on the cut side (target angle on the clutch cut side, target angle just before)
T1a Shallow bite target angle (rear target angle)
T2 Return side target angle (target angle of the shift spindle in the first rotation control to return to the neutral position side)

Claims (3)

The main shaft (65) having the plurality of drive gear trains (67a, 67b, 67c, 67d) transmitted through the clutch (61) and the rotational power of the crankshaft (23) of the engine (21), and A transmission (60) having a counter shaft (66) having a plurality of driven gear trains (68a, 68b, 68c, 68d) driven by drive gear trains (67a, 67b, 67c, 67d), and the plurality of drives A change mechanism (89) for changing a gear position by moving at least one of the gear train (67a, 67b, 67c, 67d) or the driven gear train (68a, 68b, 68c, 68d), and the clutch A clutch lever (82) for operating connection / disconnection of (61) is provided, and a master arm (80) for operating the change mechanism (89) A shift spindle (76) provided so as to be relatively rotatable, a force accumulation arm (168) provided on the shift spindle (76) and rotating integrally with the shift spindle (76), and a relative rotation with the shift spindle (76) A possible gear shift arm (140), a power storage mechanism (81) having a power storage spring (145) bridged between the power storage arm (168) and the gear shift arm (140), and the shift spindle An actuator (75) for driving (76), a shift spindle angle sensor (79) for detecting a rotation angle of the shift spindle (76), and a control device (17) for controlling the actuator (75). In the clutch lever (82), the shift spindle (76) operates the power storage mechanism (81). When rotating in the direction, the power storage spring (145) of the power storage mechanism (81) has a sufficient rotation angle to operate at least one gear (67b, 68c) of the gear train. In the vehicle transmission provided to disconnect the clutch (61) after being applied,
The control device (17) rotates the shift spindle (76) in a direction for operating the power storage mechanism (81), and then the shift spindle (76) is disposed on the clutch disengagement side of the clutch (61). A vehicle characterized in that when the rotation to the target angle (T1) is detected from the output value of the shift spindle angle sensor (79), the rotation is controlled to return the shift spindle (76) to the neutral position side. Gearbox. The plurality of drive gear trains (67a, 67b, 67c, 67d) rotate integrally with the main shaft (65) and are movable in the axial direction, and the main shaft (65). And a drive-side free gear (67a, 67c) that is relatively rotatable and fixed in the axial direction. The drive-side shifter gear (67b) and the drive-side free gear (67a, 67c) It is detachably provided by a dog clutch having dog teeth (67b1, 67c1) erected in the axial direction on the opposite surface,
The plurality of driven gear trains (68a, 68b, 68c, 68d) rotate integrally with the counter shaft (66) and are movable in the axial direction, and the counter shaft (66). And a driven free gear (68b, 68d) fixed in the axial direction. The driven shifter gear (68c) and the driven free gear (68b, 68d) It is provided so that it can be engaged and disengaged by a dog clutch having dog teeth erected in the axial direction on the opposite surface,
The change mechanism (89) includes the master arm (80), a plurality of shift forks (69a, 69b) that move the driving side shifter gear (67b) and the driven side shifter gear (68c) in the axial direction; A plurality of grooves (70a) with which the ends of the shift forks (69a, 69b) are engaged are formed on the outer periphery of the shift drum (70),
A drum angle sensor (70b) for detecting a rotation angle of the shift drum (70) is provided;
The control device (17) corresponds to the shallow engagement of the dog teeth (67b1, 67c1) from the drum angle sensor (70b) after performing the rotation control for returning the shift spindle (76) to the neutral position side. When the output is detected, the shift spindle (76) is rotated toward the clutch disengagement side by the target angle (T1a) on the back side with respect to the target angle (T1) immediately before the clutch disengagement side, and to the target angle (T1a) on the back side. The vehicle according to claim 1, wherein when the rotation is detected from the output value of the shift spindle angle sensor (79), the shift spindle (76) is controlled to return to the neutral position. Transmission device.   The target angle (T2) of the shift spindle (76) in the first rotation control for returning the shift spindle (76) to the neutral position side is that the capacity of the clutch (61) is equal to the intermediate capacity (C2). The dog teeth (67b1, 67c1) are judged to be shallowly engaged after the shift spindle (76) reaches the target angle (T2) in the first rotation control. The vehicle transmission according to claim 2.

Images