JP2019099074A - Saddle-riding type vehicle - Google Patents

Abstract

To provide a saddle-riding type vehicle in which a seamless speed changer configured so that power transmission is not cut off when changing speed-change stages is suppressed from being influenced by shock generated by the changing of the speed-change stages.SOLUTION: A saddle-riding type vehicle 1 is equipped with a seamless speed changer, a wheel 5, a power source 11, and a control device 8. A speed-change stage setting mechanism 139 has a shift cam 50 for controlling a pole. The control device 8, when operation for shifting-up from the n-speed to the n+1 speed is performed by the seamless speed changer without cutting off power transmission from the power source to an input shaft 20 during acceleration for instance, performs processing for starting to reduce power of the power source 11, before a state where the power transmission from the input shaft 20 to an output shaft 30 is performed through a driving gear and a driven gear corresponding to the n-speed after starting rotation of the shift cam 50 for controlling a pole is switched to a state where the power transmission is performed through driving gears 241-246 and driven gears 341-346 corresponding to the n+1 speed without cutting off of the power transmission.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a straddle-type vehicle.

  In a saddle-ride type vehicle, usually, the speed and torque of the rotation output from the power source are changed by the transmission and transmitted to the wheels. For example, the transmission has a plurality of shift speeds. The gear is changed by upshifting and downshifting.

  When power transmission is interrupted when the transmission gear is changed in the transmission, a loss occurs in the time taken to accelerate or decelerate the straddle-type vehicle. There has been a demand for a transmission having a small interruption of power transmission when the gear is changed.

For example, Patent Document 1 discloses a multi-stage transmission. In the multi-stage transmission disclosed in Patent Document 1, a plurality of drive gears and driven gears are supported by gear shafts in parallel with each other in a meshing state at all speed positions. Further, in the multi-stage transmission, the first engagement means engaged such that the first gear and the gear shaft rotate synchronously and the second gear and the gear shaft rotate synchronously And second engaging means for engaging the The first gear and the second gear are provided on the same gear shaft. The gear shaft is either an input shaft or an output shaft. When the gear shaft is an input shaft, the first gear and the second gear are drive gears. When the gear shaft is an output shaft, the first gear and the second gear are driven gears. The first gear is engaged with the gear shaft by the first engagement means when the transmission drive means switches the engagement of the engagement means from the first gear to the second gear and shifts up. In the state, the second gear is engaged with the gear shaft by the second engagement means to shift.
In the multi-stage transmission disclosed in Patent Document 1, by using the rotational speed difference of the gears, the engagement of the second gear with the gear shaft by the second engagement unit causes the first engagement unit to perform the first operation. The engagement of the gear wheel 1 with the gear shaft is released. For this reason, the change of the shift position is smoothly performed without any force for releasing the engagement. Therefore, the change of the gear is performed without cutting off the power transmission. The multi-stage transmission disclosed in Patent Document 1 is a seamless transmission that changes gear without power transmission being cut off.

Patent No. 5386100 gazette

By the way, after the change of the gear position in the transmission, the second gear, which rotates at a rotational speed different from the first gear that is responsible for the transmission of power before the change, is responsible for the transmission of power.
The gear and members such as a shaft that rotates in synchronization with the gear have inertia. For this reason, when the gear is changed, the magnitude of the power output from the output shaft becomes discontinuous by engaging with the gear having inertia and rotating at a rotational speed different from that of the gear before the change. Change. That is, a shock in power occurs. The shock produced by the engagement with the gear having inertia and rotating at different rotational speeds when the gear is changed is referred to as an inertia phase shock.
This inertia phase shock appears as a change in the behavior of the vehicle body, for example, through the power received by the wheels.

  In particular, in a seamless transmission in which power transmission is not cut off when the gear is changed, power transmission is not instantaneously switched, so switching of the power transmission path to a gear having inertia and rotating at different rotational speeds is instantaneously performed. . The influence of the inertia phase shock when the gear is changed is remarkable. A straddle-type vehicle is usually lighter than a car. For this reason, the influence of the inertia phase shock to which the body of the straddle-type vehicle is subjected is larger than that of the automobile. That is, in a straddle-type vehicle equipped with a seamless transmission in which power transmission is not cut off at the time of a shift in the transmission, the influence of the inertia phase shock is remarkable.

  An object of the present invention is to provide a straddle-type vehicle in which in a seamless transmission in which power transmission is not cut off when a shift speed is changed, the impact of a shock due to the change of shift speed is suppressed.

The inventors examined the shock due to the change of the shift speed in the seamless transmission in which the power transmission is not cut off when the shift speed is changed. The impact of shock is particularly significant in straddle-type vehicles. Therefore, the present inventors have considered to suppress the shock or the influence of the shock as a whole straddle-type vehicle provided with the seamless transmission, instead of suppressing the shock inside the seamless transmission.
In this study, the present inventors considered suppressing the shock by controlling the power source that powers the transmission.

For example, as control of a power source, control of a power source regarding a multistage transmission having a dog can be considered.
Specifically, changing gear stages in a conventional multistage transmission having dogs requires that the power transmitting dog be disengaged and then another dog be engaged. The dog transmitting the power is engaged by the strong force that forms this power. Therefore, in order to release the engaged state, for example, it is conceivable to release the engaged state of the dog transmitting the power by temporarily reducing the power supplied from the power source to the transmission.

  However, for example, the seamless transmission as disclosed in Patent Document 1 smoothly releases the engagement at the shift source gear position by the new engagement at the shift destination gear position by using the rotational speed difference of the gear. Do. Therefore, in the seamless transmission, when the previous engagement is released by the new engagement, it is not necessary to once reduce the power to release the engagement. Rather, one of the features of the seamless transmission is that power transmission is not cut off when the gear is changed. That is, it is one of the features that power transmission is continued.

On the other hand, in the seamless transmission in which the power transmission is not cut off when the gear is changed and the engagement is released without the reduction of the power from the power source, for example, at the time of upshift I dare try to reduce the power supplied to the transmission from the power source. As a result, in the case of a seamless transmission in which the impact of the shock due to the change of the gear is large because the power transmission is not cut off when the gear is changed, the shock due to the change of the gear, that is, the inertia phase shock may be suppressed. It turned out that there is.
As a result of further investigations, the inventors of the present invention have made it possible to transmit the power of the power source before the transmission of power from the input shaft to the output shaft of the seamless transmission is switched to the state to be performed via the new gear. It has been found that the shock caused by the change of the gear can be suppressed by starting the decrease.

  Such suppression of shock by controlling the power of the power source is seamless when the seamless transmission is upshifted (power-on upshift) during acceleration of the straddle-type vehicle, and seamless during deceleration of the straddle-type vehicle. This is effective when the transmission is downshifted (power off downshift).

  A straddle-type vehicle according to each aspect of the present invention completed based on the above findings has the following configuration.

(1) According to one aspect of the present invention, a straddle-type vehicle
An input shaft that is rotatably disposed and receives power input;
An output shaft rotatably disposed on an axis parallel to the input shaft;
A plurality of drive gears provided on the input shaft and configured to rotate together with the input shaft at all times or to be rotatable relative to the input shaft, each corresponding to each gear position;
A plurality of driven gears provided on the output shaft and configured to always rotate with the output shaft or to be rotatable relative to the output shaft and constantly mesh with the corresponding drive gear;
A gear setting configured to mechanically and selectively effectively set power transmission from the input shaft to the output shaft via the drive gear and the driven gear according to any one gear position. A seamless transmission having a mechanism;
The shift speed setting mechanism mechanically transmits the power passing through the output shaft through either the nth driven gear corresponding to the nth gear or the n + 1th driven gear corresponding to the n + 1th gear. And a ratchet mechanism for selectively and effectively setting
The ratchet mechanism is
An n-th speed configured to transmit power in an accelerating direction passing through the drive gear and the driven gear corresponding to the n-th speed from the input shaft to the output shaft at the time of standing up, while not transmitting power at the time of reclining With an acceleration pole,
An nth speed configured to transmit power in a decelerating direction passing through the drive gear and the driven gear corresponding to the nth speed from the input shaft to the output shaft at the time of standing up, while not transmitting power at the time of reclining With a decelerating pole,
While transmitting power of an accelerating direction passing through the drive gear and the step driven gear corresponding to the (n + 1) th speed from the input shaft to the output shaft at the time of standing up, the nth +1 configured not to transmit power at the time of falling down With a pole for fast acceleration,
While transmitting power from the input shaft to the output shaft in the decelerating direction through the drive gear and the step driven gear corresponding to the (n + 1) th gear, the power transmission is not transmitted at the time of falling down Including a speed reduction pole,
In the gear setting mechanism, a cam portion extending in the circumferential direction is further formed on the outer peripheral surface, and rotation in shift up and shift down is performed so that the rotational direction in shift up and the rotation in shift down are opposite. And the pole for n-th speed acceleration, the pole for n-th speed reduction, the pole for n + 1st speed, and the pole for n + 1th speed reduction. Or a seamless transmission provided with a pole control shift cam for standing up,
A wheel driven by power transmitted from the output shaft;
A power source that outputs power supplied to the input shaft of the seamless transmission;
A control device for controlling power of the power source, wherein the power transmission from the power source to the input shaft is not cut off during acceleration of the straddle-type vehicle, and the nth to nth speeds of the seamless transmission are obtained. When the shift-up operation to the n + 1 speed is performed, after the start of rotation of the pole control shift cam, power transmission from the input shaft to the output shaft corresponds to the drive gear and the driven gear corresponding to the nth speed. Processing of starting reduction of the power of the power source before switching from the state performed via the power transmission to the state performed via the drive gear and the driven gear corresponding to the (n + 1) th speed without interruption The downshifting operation from the (n + 1) th to the nth speed of the seamless transmission is performed without cutting off power transmission from the power source to the input shaft during deceleration of the straddle-type vehicle If In the state where power transmission from the input shaft to the output shaft is performed through the drive gear and the driven gear corresponding to the (n + 1) th speed after start of rotation of the pole control shift cam, the power transmission is not interrupted A control device that executes at least one of processing for starting the increase of the power of the power source before being switched to the state performed via the drive gear and the driven gear corresponding to the nth speed;
A straddle type vehicle equipped with

In the seamless transmission of (1), transmission of power in the acceleration direction and transmission of power in the deceleration direction are performed for the nth speed by the nth speed acceleration pole (pawl) and the nth speed reduction pole. Is selected. The same applies to the (n + 1) th gear.
Therefore, for example, when the upshift operation from the nth speed to the n + 1st speed is performed during acceleration of the straddle-type vehicle, transmission of power in a direction to accelerate in both the nth speed and the n + 1st speed is selected. As a result, rotational speed differences occur in the gears. For this reason, the engagement at the nth speed is released by the start of transmission of power in the direction of acceleration at the n + 1st speed. Therefore, power transmission is not cut off when the gear is changed. The same applies to the case where the downshift operation from the (n + 1) th speed to the nth speed is performed during deceleration of the saddle-ride type vehicle. Therefore, in this seamless transmission, the gear can be changed without the power transmission being cut off.
When the upshift operation from the nth speed to the (n + 1) th speed of the seamless transmission is performed during acceleration of the straddle-type vehicle, the control device causes the input shaft to the output shaft to start after rotation of the pole control shift cam Before the power transmission is switched to the state where it is performed via the drive gear and the driven gear corresponding to the (n + 1) th speed, processing for starting the reduction of the power of the power source is performed. Therefore, from the state where the power transmission is performed via the drive gear corresponding to the nth speed, the power transmission is performed via the drive gear corresponding to the n + 1th speed rotating at a higher speed than the drive gear corresponding to the nth speed. Inertia phase shock when switching to the state to be controlled is suppressed. The process of starting the reduction of the power of the power source is performed after the start of rotation of the pole control shift cam. For this reason, the occurrence of a situation where control for changing the power of the power source is performed in a situation where the pole control shift cam does not rotate and inertia phase shock does not occur is suppressed.
Conversely, when the seamless transmission downshifts from the (n + 1) th speed to the nth speed is performed during deceleration of the straddle-type vehicle, the control device transmits power after the pole control shift cam starts rotating. Before switching to the state to be performed via the drive gear corresponding to the n-th speed, the process of starting the increase of the power of the power source is performed. For this reason, from the state where power transmission is performed via the driven gear corresponding to the (n + 1) th speed, via the driven gear corresponding to the nth speed rotating at a lower speed than the drive gear corresponding to the nth speed. The inertia phase shock is suppressed when switching to the state where the The process of starting the increase of the power of the power source is performed after the start of rotation of the pole control shift cam. Therefore, it is possible to suppress the situation where the power of the power source is changed in a situation where the pole control shift cam does not rotate and the inertia phase shock does not occur.
The control device according to the present invention performs at least one of the above-described process of starting the reduction of the power of the power source and the process of starting the increase of the power of the power source. Thus, in the seamless transmission in which the power transmission is not cut off when the gear is changed, the shock due to the change of the gear can be suppressed.

(2) According to another aspect of the present invention, there is provided a straddle-type vehicle according to (1),
The power source is an engine.

  According to the straddle-type vehicle of (2), the range of the torque output from the engine has a limit corresponding to the range of the rotational speed. The wheels are driven by the power from the engine supplied via a seamless transmission whose power transmission is not cut off when the gear is changed. Therefore, the change of the shift position widens the range of torque and the rotational speed at which the wheels are driven without breaking the power transmission, and the shock due to the change of the shift position is suppressed.

(3) According to another aspect of the present invention, there is provided a straddle-type vehicle according to (2),
The straddle-type vehicle further includes a clutch provided between the engine and the input shaft, for transmitting and disconnecting power between the engine and the input shaft.

  According to the configuration of (3), for example, at the start of traveling of the straddle-type vehicle, the switching of transmission of power from the engine to transmission is gradually performed by the clutch. Therefore, power transmission from the engine is smoothly performed at the start of traveling.

(4) According to another aspect of the present invention, there is provided a straddle-type vehicle according to any one of (1) to (3),
The control device determines the angular position of the pole control shift cam at the time of starting to decrease or increase the power of the power source according to at least one of the rotational speed of the power source and the rotational speed of the pole control shift cam. The power source is controlled to change.

  According to the configuration of (4), the angular position of the pole control shift cam at the time of starting reduction or increase of the power of the power source is at least one of the rotational speed of the power source and the rotational speed of the pole control shift cam. To change. For this reason, the decrease or increase in the power of the power source is more precisely controlled with respect to the inertia phase shock generated by the change of the shift speed. For this reason, in the seamless transmission in which the power transmission is not cut off when the gear is changed, the shock due to the change of the gear can be further suppressed.

(5) According to another aspect of the present invention, there is provided a straddle-type vehicle according to any one of (1) to (4),
The control device is earlier than an engagement timing determined based on an angle of the pole control shift cam and a rotational speed of the pole control shift cam when the rotational speed of the pole control shift cam starts to increase from 0. Start reducing or increasing the power of the power source,
The engagement timing is a timing at which transmission of power from the input shaft to the output shaft is started via the drive gear and the driven gear relating to the shift position of the shift destination at the time of the shift of the seamless transmission.

  According to the configuration of (5), the engagement timing is determined based on the angle of the pole control shift cam and the rotational speed of the pole control shift cam when the rotational speed of the pole control shift cam starts to increase from 0. . The timing to start reducing or increasing the power of the power source can be obtained with high accuracy. Therefore, in the seamless transmission in which the power transmission is not cut off when the gear is changed, the shock due to the change of the gear can be further suppressed.

(6) According to another aspect of the present invention, there is provided a straddle-type vehicle according to any one of (1) to (3),
The gear setting mechanism is provided on at least one of the input shaft and the output shaft, moves in the axial direction of the shaft according to the rotation of the pole control shift cam, and can rotate relative to the input shaft It is configured to enable power transmission from the input shaft to the output shaft by dog-engaging in a circumferential direction with the driven gear or the driven gear that is relatively rotatable with the output shaft. Equipped with dog rings,
When the dog ring is moved in the axial direction according to the rotation of the pole control shift cam, the dog is brought into contact with the drive gear or the driven gear in the axial direction and then the drive gear or the dog is engaged. The drive gear is configured to dog-engage with the driven gear in the circumferential direction, or configured to dog-engage with the drive gear or the driven gear in the circumferential direction without causing the dog contact, and the control device is configured to
Controlling the power source so as to change the angular position of the pole control shift cam when starting to decrease or increase the power of the power source,
When the angle of the pole control shift cam exceeds the angle of the pole control shift cam when the per-dog state occurs, without starting to decrease or increase the power of the power source, the power of the power source is increased. Start to decrease or increase the

According to the configuration of (6), power transmission becomes effective by the dog ring engaging with the drive gear or the driven gear. Before dog engagement occurs, a state of contact with the driving gear or the driven gear may occur without power transmission. Also, in the configuration of (6), the power source is controlled to change the angular position of the pole control shift cam when starting to decrease or increase the power of the power source. However, if the angle of the pole control shift cam exceeds the angle per dog (the angle of the pole control shift cam when a dog strikes) without starting to decrease or increase the power of the power source, the power source Start to decrease or increase the power of Therefore, it is possible to start reducing or increasing the power of the power source at the timing when the inertia phase shock is likely to be suppressed, even if the per-dog state occurs or does not occur. Therefore, in the seamless transmission in which the power transmission is not cut off when the gear is changed, the shock due to the change of the gear can be further suppressed.
The change in the angular position of the pole control shift cam described above is changed, for example, according to at least one of the rotational speed of the power source and the rotational speed of the pole control shift cam. This change is an example of the configuration of (6). The change of the angular position of the pole control shift cam in the configuration of (6) is not limited to this example.

  According to the present invention, in a seamless transmission in which power transmission is not cut off when a gear is changed, a straddle-type vehicle is realized in which the influence of shock due to the change of the gear is suppressed.

A seamless transmission is a multi-stage transmission. The seamless transmission is a transmission that changes the gear without disconnecting power transmission from the input shaft to the output shaft. That is, the seamless transmission performs an upshift operation or a downshift operation without disconnection of power transmission from the input shaft to the output shaft. In the seamless transmission, at the time of the up-shifting operation or the down-shifting operation, the magnitude of the power to be transmitted may change in the range where the power transmission is not disconnected.
The seamless transmission may have a dog for transmitting power by dog engagement. Also, the seamless transmission may not have a dog. The seamless transmission may be of a type in which gear shifting is performed only by raising or lowering the pole, for example, instead of dog engagement and disengagement.

The “nth speed” and the “n + 1st speed” indicate pairs of adjacent shift speeds among the shift speeds of the transmission. It is possible to shift alternately between adjacent shift speeds. The "nth speed" is the low speed gear. The “n + 1th gear” is the high speed gear. "N" can take a positive integer smaller than the number of gear stages that the transmission has. As for "n", the transmission has a gear that does not include the neutral position. For example, if the transmission has six gear stages, such a pair of gear stages is as follows. n can take any value of 1 to 5.
1st and 2nd (n = 1)
Second and third speeds (n = 2)
3rd and 4th (n = 3)
4th and 5th (n = 4)
5th and 6th (n = 5)

  In the above example, the second speed corresponds to the “nth speed” in relation to the third speed, and corresponds to the “n + 1th speed” in relation to the first speed. Thus, in the transmission, one gear corresponds to the "nth gear" in relation to one adjacent gear, and the "n + 1th gear" in relation to the other adjacent gear. It may correspond to

  The "switched to the state performed via the drive gear and the driven gear corresponding to the (n + 1) th gear" is the time when the transmission of the power corresponding to the (n + 1) th gear starts. As in the embodiment described later, when transmission of power corresponding to the shift destination gear is started by the dog engagement, the above time point is at the time when the dog engagement corresponding to the (n + 1) th gear is started. is there. Also, for example, when transmission of power corresponding to the shift destination gear is started by engagement of the pole, the above time point is a time when pole engagement corresponding to the (n + 1) th gear is started. The same applies to the shift down to the nth speed.

As a motive power source, an engine and an electric motor are mentioned, for example.
A straddle-type vehicle may have a clutch, and may not have a clutch.

A straddle-type vehicle is a type of vehicle in which a driver sits on a saddle. A straddle-type vehicle is an example of a vehicle. A straddle-type vehicle is a vehicle that leans into turns, and is configured to be leaned inside a curve when turning.
The straddle-type vehicle is, for example, a motorcycle. The motorcycle is not particularly limited, and examples thereof include scooter-type, moped-type, off-road and on-road motorcycles. The straddle-type vehicle is not limited to a motorcycle, and may be, for example, a three-wheeled vehicle. Moreover, as a straddle-type vehicle, for example, an ATV (All-Terrain Vehicle) or the like may be used.

  The control device may be a computer that executes a program or an electronic circuit.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining schematic structure of the straddle-type vehicle which concerns on one Embodiment of this invention. It is a side view of the straddle-type vehicle shown in FIG. It is an enlarged view of the multistage transmission shown in FIG. (A) is the schematic diagram which looked at the pole for acceleration, the pole for deceleration, dog ring, and a driven gear in the axial direction, (B) is a circumferential direction fragmentary sectional view of a driven gear and a dog ring. It is a figure explaining operation | movement of the dog and pole in shift up. It is a block diagram which shows the structure of the control apparatus shown in FIG. It is a block diagram which shows the functional block of the control apparatus shown in FIG. 5 is a time chart schematically showing the behavior of a straddle-type vehicle at the time of shift-up. 6 is a time chart schematically showing the behavior of a straddle-type vehicle at the time of downshifting. It is a flow chart explaining operation of shift control of a control device. It is a flowchart explaining the process of the motive power control start shown in FIG. FIG. 7 is a time chart showing the behavior of the multi-stage transmission shifting up at the time of acceleration of the straddle-type vehicle. It is a time chart which shows the behavior of a comparative example. It is a time chart which shows the 2nd example of measurement concerning the straddle type vehicle of this embodiment.

  Hereinafter, the present invention will be described based on embodiments with reference to the drawings.

FIG. 1 is a view for explaining a schematic configuration of a straddle-type vehicle according to an embodiment of the present invention.
The outline of the straddle-type vehicle 1 of the present embodiment will be described with reference to FIG.

The straddle-type vehicle 1 shown in FIG. 1 includes a power source 11, a clutch 12, a multi-stage transmission 13, and a control device 8.
The power source 11 outputs power. The power source 11 of the present embodiment is an engine. A four-cylinder engine is shown as the power source 11 in FIG. In FIG. 1, the configuration of only one cylinder is schematically shown, and the illustration of the configuration is omitted for the remaining cylinders. The power source 11 includes a power shaft 90, a cylinder 102, a piston 103, and a spark plug 107. The power shaft 90 is a crankshaft.
The piston 103 is provided in the cylinder 102 so as to be capable of reciprocating. The spark plug 107 is provided in a combustion chamber 104 formed in the cylinder 102. A throttle valve 105 and a fuel injection device 106 are provided in an intake passage subsequent to the combustion chamber 104. The operations of the throttle valve 105, the fuel injection device 106, and the spark plug 107 are controlled by the controller 8.
The throttle valve 105 regulates the amount of air supplied to the combustion chamber 104. The fuel injection device 106 also injects fuel into the air supplied to the combustion chamber 104. A mixture of air and fuel is supplied to the combustion chamber 104, and combustion by ignition of the spark plug 107 causes the piston 103 to reciprocate. The reciprocating motion of the piston 103 is converted to the rotation of the power shaft 90. Power is output from the power source 11 as the rotation of the power shaft 90. Although only one throttle valve 105 is shown in the figure, the straddle-type vehicle 1 includes the same number of throttle valves 105 as the cylinders 102. The throttle valve 105 is provided for each cylinder 102.

  The clutch 12 is provided between the power source 11 and the multi-stage transmission 13 in the power transmission path. The clutch 12 interrupts the power transmitted between the power source and the multistage transmission 13. The clutch 12 interrupts power depending on the driver's operation.

The multi-speed transmission 13 is connected to the clutch 12.
The multi-stage transmission 13 has a plurality of shift speeds. The multistage transmission 13 of the present embodiment is a seamless transmission. The multi-stage transmission 13 can switch the shift speeds without disconnecting power transmission.
The multi-stage transmission 13 has an input shaft 20, an output shaft 30, drive gears 241 to 246, driven gears 341 to 346, and a gear setting mechanism 139. In FIG. 1, a cross section of the output shaft 30 and members provided on the output shaft is shown.

The input shaft 20 is rotatably disposed. Power is input to the input shaft 20. The power output from the power source 11 is input to the input shaft 20 via the clutch 12. The multi-stage transmission 13 shifts the rotational speed of the output shaft 30 stepwise with respect to the input shaft 20.
The output shaft 30 is rotatably disposed on an axis parallel to the input shaft 20. The plurality of drive gears 241 to 246 are provided on the input shaft 20 and configured to rotate with the input shaft 20 at all times. Further, each of the plurality of drive gears 241 to 246 corresponds to each gear. The plurality of driven gears 341 to 346 are provided on the output shaft 30 and configured to be rotatable relative to the output shaft 30. The plurality of driven gears 341 to 346 are configured to be capable of meshing with corresponding drive gears 241 to 246. At least one of the plurality of driven gears 341 to 346 meshes with the drive gears 241 to 246 at all times.
Specifically, the plurality of drive gears 241 to 246 provided in the multi-stage transmission 13 shown in FIG. 1 is configured to rotate with the input shaft 20 at all times. The plurality of driven gears 341 to 346 are configured to be rotatable relative to the output shaft 30. In addition, each of the plurality of driven gears 341 to 346 always meshes with the drive gears 241 to 246.

  The gear setting mechanism 139 mechanically and selectively effectively transmits power from the input shaft 20 to the output shaft 30 via the drive gears 241 to 246 and the driven gears 341 to 346 related to any one gear. It is configured to set to. The gear setting mechanism 139 has a ratchet mechanism 400 and a shift cam 50. Also, the gear setting mechanism 139 has a dog engagement mechanism 138.

The ratchet mechanism 400 mechanically transmits power through the output shaft 30 via either the nth driven gear corresponding to the nth gear or the n + 1th driven gear corresponding to the n + 1th gear. Set selectively to enable.
The multi-stage transmission 13 of the present embodiment is a six-speed transmission. Therefore, any one of 1 to 5 corresponds to the above n. For example, in the case of n = 2, the ratchet mechanism 400 outputs the output shaft 30 via either the second driven gear 342 corresponding to the second gear or the third driven gear 343 corresponding to the third gear. Setting the transmission of power through the machine mechanically and selectively.
The gear setting mechanism 139 in this embodiment is, in particular, an n + 1th driven gear corresponding to the nth gear or an n + 1th driven corresponding to the n + 1th gear by the ratchet mechanism 400 and the dog engagement mechanism 138. The transmission of power through the output shaft 30 via any one of the gears is set mechanically and selectively effective.

The dog engagement mechanism 138 has a first dog D1 and a second dog D2. In detail, the first dog D1 of the multi-stage transmission 13 shown in FIG. 1 is provided to the driven gears 341 to 346. The first dogs D1 are a plurality of protrusions disposed in the driven gears 341 to 346 at intervals in the circumferential direction. The first dog D <b> 1 protrudes from the driven gears 341 to 346 in the axial direction of the output shaft 30. The second dog D2 is provided to the dog rings 37a to 37c. The second dog D2 defines a hole provided in the annular dog rings 37a to 37c.
The dog rings 37 a to 37 c are provided on the output shaft 30 so as to be movable on the axis of the output shaft 30. Specifically, each of the dog rings 37 a to 37 c is supported by the output shaft 30 via the hub 38. Dog rings 37 a-37 c always rotate with the hub 38. Dog rings 37 a-37 c are provided on the hub 38 so as to be movable on the axis of the output shaft 30 with respect to the hub 38. The first dog ring 37 a corresponds to the first driven gear 341 and the third driven gear 343. The second dog ring 37 b corresponds to the fifth driven gear 345 and the sixth driven gear 346. The third dog ring 37 c corresponds to the second driven gear 342 and the fourth driven gear 344.
The dog rings 37 a to 37 c engage with any of the driven gears 341 to 346 by moving on the axis of the output shaft 30. The dog rings 37a to 37c dog engage with any of the driven gears 341 to 346. At this time, the first dog D1 enters the space between the second dogs D2 spaced apart in the circumferential direction, and the second dog D2 engages with the first dog D1 in the circumferential direction to engage with the dogs. The circumferential direction is a direction including the rotational directions R of the driven gears 341 to 346 and the dog rings 37 a to 37 c. The dog engagement causes power to be transmitted in the rotational direction R.

  The gear setting mechanism 139 selectively and effectively sets a path to which power is transmitted. The gear setting mechanism 139 moves the dog rings 37a to 37c such that any one of the driven gears 341 to 346 engages with the corresponding dog rings 37a to 37c. The dog engagement mechanism 138 enables a path of transmission of power by dog engagement between the driven gears 341 to 346 and the corresponding dog rings 37a to 37c.

The ratchet mechanism 400 includes accelerating poles 35a to 35c and decelerating poles 36a to 36c.
In the present embodiment, the acceleration poles 35a to 35c and the speed reduction poles 36a to 36c are provided corresponding to the dog rings 37a to 37c. The accelerating poles 35a to 35c and the decelerating poles 36a to 36c are provided on the dog rings 37a to 37c, respectively. A set of the accelerating pole 35a and the decelerating pole 36a corresponds to the first gear and the third gear. A set of the accelerating pole 35 b and the decelerating pole 36 b corresponds to the fifth gear and the sixth gear. A set of the accelerating pole 35c and the decelerating pole 36c correspond to the second gear and the fourth gear.
The accelerating poles 35a to 35c and the decelerating poles 36a to 36c are disposed radially inward of the dog rings 37a to 37c. The accelerating poles 35 a to 35 c and the decelerating poles 36 a to 36 c are provided on the output shaft 30 so as to be able to swing. The accelerating poles 35a to 35c and the decelerating poles 36a to 36c have a state of standing up or down.
Each of acceleration poles 35a to 35c transmits the power in the accelerating direction passing through drive gears 241 to 246 and driven gears 341 to 346 corresponding to the corresponding speed stage from input shaft 20 to output shaft 30 when standing up. . On the other hand, each of the acceleration poles 35a to 35c does not transmit power at the time of lying down.
In addition, each of the speed reduction poles 36a to 36c transmits power from the input shaft 20 to the output shaft 30 in the decelerating direction of passing through the drive gears 241 to 246 and the driven gears 341 to 346 corresponding to the corresponding speed when standing up. introduce. On the other hand, each of the speed reduction poles 36a to 36c does not transmit power at the time of reclining.
In particular, the accelerating poles 35 a-35 c and the decelerating poles 36 a-36 c switch the interruption of power transmission and transmission between the output shaft 30 and the hub 38. As a result, the accelerating poles 35a to 35c and the decelerating poles 36a to 36c switch the interruption of the transmission and transmission of power between the output shaft 30 and the driven gears 341 to 346.

The second and third gears will be described as an example. The second speed accelerating pole 35 c transmits the power in the accelerating direction passing through the drive gear 242 and the driven gear 342 corresponding to the second speed (nth speed) from the input shaft 20 to the output shaft 30 when standing up. On the other hand, the second speed acceleration pole 35c does not transmit power at the time of lowering.
The second speed reduction pole 36 c transmits power in a decelerating direction passing through the drive gear 242 and the driven gear 342 corresponding to the second speed (nth speed) from the input shaft 20 to the output shaft 30 when standing up. On the other hand, the second speed reduction pole 36c does not transmit power at the time of lowering.
The third speed accelerating pole 35a transmits the power in the accelerating direction passing through the drive gear 243 and the driven gear 343 corresponding to the third speed ((n + 1) th speed) from the input shaft 20 to the output shaft 30 when standing up. On the other hand, the third speed accelerating pole 35a does not transmit power at the time of lowering.
The third speed reduction pole 36 a transmits power in a decelerating direction passing through the drive gear 243 and the driven gear 343 corresponding to the third speed ((n + 1) th speed) from the input shaft 20 to the output shaft 30 when standing up. On the other hand, the third speed reduction pole 36a does not transmit power at the time of lowering.

  The shift cam 50 controls the operation of the dog rings 37 a to 37 c. The shift cam 50 is cylindrical. The shift cam 50 is provided with cam grooves 52a to 52c for moving the dog rings 37a to 37c. The shift cam 50 rotates at the time of upshift and downshift. The shift cam 50 rotates so that the rotation direction at the time of shift up and the rotation direction at the time of shift down are opposite. The shift cam 50 turns the power transmission path selected by the dog engagement of the dog rings 37a to 37c and the driven gears 341 to 346 by rotating at the time of upshift and downshift. The shift forks 53a to 53c received by the cam grooves 52a to 52c will be described later.

  Further, the shift cam 50 makes the pole for nth speed acceleration, the pole for nth speed reduction, the pole for n + 1th speed acceleration, and the pole for n + 1th speed reduction ascend or stand. The nth speed accelerating pole, the nth speed decelerating pole, the n + 1st speed accelerating pole, and the n + 1st speed decelerating pole fall or stand up as the shift cam 50 rotates. The shift cam 50, for example, moves the cam member (not shown) provided inside the output shaft 30 at the time of the upshift and the downshift, thereby lowering or raising the pole. Further, it is also possible to adopt a configuration in which the shift cam 50 rotates the cam member (not shown) provided inside the output shaft 30, for example, to lower or raise the pole.

  The shift cam 50 corresponds to an example of the pole control shift cam according to the present invention.

  For example, with the rotation of the shift cam 50, the second speed accelerating pole 35c, the second speed reducing pole 36c, the third speed accelerating pole 35a, and the third speed reducing pole 36a face up or down. Stand up. As a result, the shift gear is switched between the second gear and the third gear.

  The multistage transmission 13 according to the present embodiment moves the dog rings 37a to 37c as the shift cam 50 rotates and controls the rising and falling states of the acceleration poles 35a to 35c and the speed reduction poles 36a to 36c. As a result, when the gear is switched, a period during which the first dog D1 and the second dog D2 corresponding to the nth gear engage with the dog, and the first dog D1 and the second dog D2 corresponding to the n + 1th gear It is possible for the matching periods to have an overlap. For this reason, in the multi-stage transmission 13, the power transmission is not cut off from the state in which the power transmission to the output shaft 30 is performed via the drive gear and the driven gear corresponding to the nth speed. It is possible to switch to the state performed via the drive gear and the driven gear corresponding to the speed. Further, from the state where the power transmission to output shaft 30 is performed via the drive gear and the driven gear corresponding to the (n + 1) th gear, the drive gear corresponding to the nth gear without the power transmission being cut off It is possible to switch to the state to be performed via the driven gear.

  The straddle-type vehicle 1 is also provided with wheels 5. The power transmitted from the input shaft 20 of the multi-stage transmission 13 to the output shaft 30 is transmitted to the wheel 5 via the drive sprocket 9, the drive chain 10 and the rear wheel drive sprocket 5a. Thereby, the wheels 5 are driven and the straddle-type vehicle 1 travels.

  The shift cam angle detector 55 detects a shift cam angle which is a rotation angle of the shift cam 50. Further, the shift cam angle detector 55 detects the shift speed at which the power transmission is effectively set by the shift speed setting mechanism 139. The shift cam angle detector 55 supplies the controller 8 with a signal representing the gear and shift cam angle.

  In the straddle-type vehicle 1, the power generated by the power source 11 is usually the power shaft 90, the clutch 12, the input shaft 20 of the multi-stage transmission 13, the drive gears 241 to 246, the driven gears 341 to 346, and the driven gear 341 The first dog D1 provided at 〜 346, the second dog D2 provided at the dog rings 37a to 37c, the output shaft 30, the drive chain 10, and the wheels 5 are sequentially transmitted. Hereinafter, the position of each component may be referred to as the upstream side or the downstream side with reference to the direction of the flow of power transmission.

  The controller 8 controls the power source 11. The control device 8 is an ECU (Engine Control Unit) in detail. The control device 8 controls the opening degree of the throttle valve 105, the supply amount of fuel in the fuel injection device 106, and / or the timing of the ignition in the spark plug 107 to control the power output from the power source 11. Control the decrease and increase. The controller 8 reduces the power output from the power source 11 by, for example, delaying the timing of ignition by the spark plug 107 in the combustion cycle as the power source 11. The control of the decrease and increase of the power of the power source is not particularly limited, and is not limited to the above-described example. For example, when the power source is a multi-cylinder engine, control may be changed for each cylinder. When the power source is an electric motor, the power (current and voltage) supplied to the electric motor may be changed, and advance angle control or retardation control may be performed.

  The controller 8 executes processing for reducing the inertia phase shock based on the shift operation on the multi-stage transmission 13. Specifically, the control device 8 of the present embodiment executes a process of reducing the power output from the power source 11 and a process of increasing the power output from the power source 11 according to the type of shift operation. It is possible.

Specifically, control device 8 controls the transmission of power from power source 11 to input shaft 20 during acceleration of straddle-type vehicle 1 from the nth speed to the (n + 1) th speed of transmission 13 without disconnection. When an upshift operation is performed, the power of the power source 11 is reduced. That is, the control device 8 reduces the power of the power source 11 when the multi-stage transmission 13 is upshifted (power on upshift) while the straddle-type vehicle 1 is accelerating.
At this time, after the rotation of the shift cam 50 is started, the control device 8 performs processing to start the reduction of the power of the power source 11. Further, from the state where power transmission is performed via the drive gear and the driven gear corresponding to the nth speed, the control device 8 changes to a state where the power transmission is performed via the drive gear and the driven gear corresponding to the n + 1th speed. At time t13 before time t14 to be switched, processing for starting reduction of the power of the power source 11 is performed.

Further, the control device 8 performs the downshift operation from the n + 1th speed to the nth speed of the multi-stage transmission 13 without the power transmission from the power source 11 to the input shaft 20 being cut off during the deceleration of the straddle-type vehicle 1 Increases the power of the power source 11. That is, the control device 8 increases the power of the power source 11 when the multi-stage transmission 13 downshifts (power-off downshift) while the straddle-type vehicle 1 is decelerating.
At this time, after the rotation of the shift cam 50 has started, the control device 8 performs processing to start the increase of the power of the power source 11. Further, from the state where the power transmission is performed via the drive gear and the driven gear corresponding to the (n + 1) th gear, the control device 8 does not cut off the power transmission, and the drive gear and the corresponding gear Before switching to the state to be performed via the driven gear, processing to start the increase of the power of the power source 11 is performed. When power is increased or decreased, power transmission via the shift speed of the shift source is switched to power transmission via the speed of the shift destination without cutting off the power transmission. This reduces the inertia phase shock.

FIG. 2 is a side view of the straddle-type vehicle 1 shown in FIG.
The straddle-type vehicle 1 shown in FIGS. 1 and 2 is a motorcycle. The straddle-type vehicle 1 is configured to be able to turn in a lean attitude. The straddle-type vehicle 1 includes an engine unit 6. The power source 11 and the multi-stage transmission 13 are included in the engine unit 6. The power of the power source 11 is controlled by the controller 8. The straddle-type vehicle 1 further includes a seat 2, a steering wheel 3, wheels 4 and 5, a clutch lever 7 a, an accelerator operator 7 b, and a shift pedal 501. The clutch lever 7a and the accelerator operator 7b are provided on the steering wheel 3 so as to be operated by the driver's hand. The shift pedal 501 is provided to be operated by the driver's foot. The driver's operation on the shift pedal 501 is input to the multistage transmission 13 as a shift operation.

  The power output from the power source 11 is transmitted to the multi-stage transmission 13. The motive power transmitted to the multi-stage transmission 13 is transmitted to the wheels 5 via the drive chain 10 and the rear wheel drive sprocket 5 a. Power is transmitted to the rear wheel 5 of the two wheels 4 and 5.

FIG. 3 is an enlarged view of the multi-stage transmission 13 shown in FIG. In FIG. 3, the cross section of the member provided in the output shaft 30 and the output shaft is shown.
The details of the multi-stage transmission 13 will be described with reference to FIG.

The input shaft 20 is configured to receive power from the power shaft 90 of the power source 11 (see FIG. 1). The power of the power shaft 90 is input to the input shaft 20 when the clutch 12 is in the connected state.
The input shaft 20 is provided with a plurality of drive gears 241 to 246. The plurality of drive gears 241 to 246 are the first drive gear 241, the third drive gear 243, the fifth drive gear 245, the sixth drive gear 246, and the fourth drive gear 241 from the right end of the input shaft 20 in FIG. The fast drive gear 244 and the second speed drive gear 242 are arranged in this order. The output shaft 30 is further provided with a plurality of driven gears 341 to 346. The plurality of driven gears 341 to 346 are the first driven gear 341, the third driven gear 343, the fifth driven gear 345, and the sixth driven from the right end of the output shaft 30 in FIG. The gear 346, the fourth speed driven gear 344 and the second speed driven gear 342 are arranged in this order. The drive gears 241 to 246 and the driven gears 341 to 346 are provided to mesh with each other at the same position in the axial direction of the input shaft 20 and the output shaft 30 for each set of shift speeds.

The gear setting mechanism 139 effectively sets power transmission from the input shaft 20 to the output shaft 30 via the corresponding drive gears 241 to 246 and driven gears 341 to 346 of any one gear.
The gear setting mechanism 139 has the ratchet mechanism 400, the dog engagement mechanism 138, and the shift cam 50, as described above. The gear setting mechanism 139 also has shift forks 53 a to 53 c and a fork guide shaft 60.
Cam grooves 52 a to 52 c are formed on the outer peripheral surface of the shift cam 50. The cam grooves 52a to 52c receive parts of the shift forks 53a to 53c, respectively. Some of the shift forks 53a to 53c are received in the cam grooves 52a to 52c such that the shift forks 53a to 53c are guided by the cam grooves 52a to 52c and move in the axial direction as the shift cam 50 rotates.
When the shift cam 50 is rotated by the operation of the shift pedal 501, the shift forks 53a to 53c move in the axial direction according to the cam grooves 52a to 52c. Thus, the dog rings 37a to 37c move in the axial direction together with the shift forks 53a to 53c. The dog rings 37a to 37c move and engage with any of the driven gears 341 to 346 to select a power transmission path. At this time, the second dog D2 provided in the dog rings 37a to 37c selected by the gear setting mechanism 139 and the first dog D1 of the driven gears 341 to 346 engage in a dog engagement due to circumferential contact. .

FIG. 4A is a schematic view of the accelerating pole, the decelerating pole, the dog ring, and the driven gear as viewed in the axial direction, and FIG. 4B shows a part of the driven gear and the dog ring in the circumferential direction. It is a fragmentary sectional view shown.
FIG. 4 shows an accelerating pole 35c, a decelerating pole 36c, a dog ring 37c, and a driven gear 342 corresponding to the second speed among the first to sixth speeds. The basic structure shown in FIG. 4 is the same for other gear stages.
In FIG. 4A, in order to make it easy to grasp the operation, the accelerating pole 35c and the decelerating pole 36c are arranged side by side in the circumferential direction.

  The arrow R indicates the rotational direction in which the driven gear 342 rotates when the straddle-type vehicle 1 travels. Arrow R indicates the direction in which the power output from power source 11 (see FIG. 1) is transmitted from driven gear 342 to output shaft 30. That is, the arrow R indicates the acceleration direction.

The first dog D1 is a plurality of protrusions disposed in the driven gear 342 at intervals in the circumferential direction. The circumferential direction is a direction along the rotational direction R of the driven gear 342 and the dog ring 37c. The first dog D <b> 1 protrudes from the driven gear 342 in the axial direction of the output shaft 30. Two first dogs D1 are shown in FIG. The first dog D1 is hatched for easy viewing. The second dogs D2 are arranged at intervals in the circumferential direction on the dog ring 37c. In detail, the hole is provided in the space | interval of 2nd dog D2 located in a line with the circumferential direction. That is, the second dog D2 defines a hole provided in the dog ring 37c in the circumferential direction.
The first dog D1 contacts the first dog D1 in the circumferential direction by entering the space (hole) of the second dogs D2 arranged in the circumferential direction as shown in FIG. 4B. That is, the first dog D1 and the second dog D2 are engaged with each other. Thus, power in the acceleration direction R is transmitted from the driven gear 342 to the dog ring 37 c. That is, the driven gear 342 and the dog ring 37 c are in dog engagement with each other.
When the accelerating pole 35c stands radially outward, power in the accelerating direction R is transmitted from the dog ring 37c to the output shaft 30 via the accelerating pole 35c. On the other hand, when the accelerating pole 35c is facing down, power in the accelerating direction R from the dog ring 37c to the output shaft 30 is not transmitted.

When the torque output from the power source 11 becomes negative while the straddle-type vehicle 1 is traveling, power in the deceleration direction opposite to the acceleration direction R is transmitted from the driven gear 342 to the dog ring 37c.
In this case, when the decelerating pole 36c is erected, power in the decelerating direction opposite to the accelerating direction R is transmitted from the dog ring 37c to the output shaft 30 via the accelerating pole 35c.
In other words, when the torque output from the power source 11 becomes negative, the output shaft 30 is driven by the wheel 5 (see FIG. 1). When the speed reduction pole 36c is upright, power in the acceleration direction R is transmitted from the output shaft 30 to the dog ring 37c via the speed reduction pole 36c.
When the decelerating pole 36c is facing down, power in the decelerating direction from the dog ring 37c to the output shaft 30 is not transmitted.

  The ratchet mechanism 400 mechanically transmits power in the acceleration direction or the deceleration direction through the output shaft 30 via the driven gear 342 corresponding to the second speed by utilizing the rising and lowering of the poles 35c and 36c. And selectively set to be effective.

As described above, the poles 35 c and 36 c stand up or down according to the rotation of the shift cam 50. Therefore, in response to the rotation of shift cam 50, ratchet mechanism 400 mechanically and selectively sets effective transmission of power passing through output shaft 30 via driven gear 342 corresponding to the second speed.
The ratchet mechanism 400 mechanically and selectively sets the transmission of power to the gears other than the second gear as in the case of the second gear.

  The gear setting mechanism 139 having the ratchet mechanism 400 and the dog engagement mechanism 138 performs dog engagement or disengagement and power transmission in the acceleration direction or the deceleration direction by the acceleration poles 35a to 35c and the deceleration poles 36a to 36c. Controls the transmission of power through the output shaft 30 mechanically and selectively.

FIG. 5 is a diagram for explaining the operation of the dog and the pole in the shift up.
In each of the parts (a) to (e) of FIG. 5, there are shown schematic views in which the accelerating pole, the decelerating pole, the dog ring, and the driven gear are viewed in the axial direction. In the parts (a) to (e), the operations accompanying the rotation of the shift cam 50 are sequentially shown.
The operation of the pole and the dog in the case where the multi-stage transmission shifts up from the second speed to the third speed (power on up shift) at the time of acceleration of the straddle-type vehicle will be described with reference to FIG. In each of the parts (a) to (e) of FIG. 5, the members relating to the second gear are shown in the lower half to compare the operations relating to the second gear and the third gear, and the members relating to the third gear in the upper half It is shown. Also, in the lower half and the upper half, the driven gears 342 and 343 are shown to have the same size.

Part (a) of FIG. 5 shows the initial state before the shift up. During acceleration of the straddle-type vehicle 1, power transmission from the second speed driven gear 342 corresponding to the second speed to the output shaft 30 is effective. The first dog D1 of the second speed driven gear 342 is in dog engagement with the second dog D2 of the dog ring 37c. The power in the acceleration direction R of the second speed driven gear 342 is transmitted from the first dog D1 to the output shaft 30 via the second dog D2 of the dog ring 37c and the second speed accelerating pole 35c.
On the other hand, the first dog D1 of the third speed driven gear 343 corresponding to the third speed is not in dog engagement with the second dog D2 of the dog ring 37a. Therefore, the power of the third speed driven gear 343 is not transmitted to the output shaft 30.

  Next, when the shift cam 50 (see FIG. 3) rotates in accordance with the driver's operation, the speed reduction poles 36a and 36c fall down as shown in part (b) of FIG.

  Next, when the shift cam 50 (see FIG. 3) is further rotated according to the driver's operation, as shown in part (c) of FIG. 5, the third speed driven gear 343 corresponding to the third speed is One dog D1 engages with the second dog D2 of the dog ring 37a. As a result, from the first dog D1 of the third driven gear 343 to the second dog D2 of the dog ring 37a and the third speed accelerating pole 35a, the power in the acceleration direction R of the third driven gear 343 is obtained. It is transmitted to the output shaft 30 via the same. Thereby, transmission of power from the input shaft 20 to the output shaft 30 via the driven gear 343 corresponding to the shift position (third gear) of the shift destination is started.

As a result of the first dog D1 of the third driven gear 343 engaging with the second dog D2 of the dog ring 37a, a state of dog engagement occurs in both the second and third speeds. The third speed driven gear 343 is rotating at a higher rotational speed than the second speed driven gear 342. Therefore, the rotational speed of the dog ring 37a engaged with the third speed driven gear 343, the output shaft 30, and the dog ring 37c is higher than the rotational speed of the dog ring 37c before the dog ring 37a engages with the third speed driven gear 343. large. Since the speed reduction poles 36a and 36c are inclining, the output shaft 30 is allowed to rotate at a higher rotational speed than the dog ring 37c.
Since the reduction transmission poles 36a and 36c fall down, power transmission is not cut off by the multi-stage transmission 13, and the power output from the power source 11 (see FIG. 1) is not reduced. A shift up is performed from the fast to the third.

  Next, when the shift cam 50 (see FIG. 3) is further rotated according to the driver's operation, as shown in part (d) of FIG. 5, the first dog D1 of the second speed driven gear 342 and the dog ring The dog engagement with the second dog D2 of 37c is released. For this reason, the power of second speed driven gear 342 is not transmitted to dog ring 37c.

  Next, when the shift cam 50 (see FIG. 3) is further rotated according to the driver's operation, the speed reduction poles 36a and 36c are erected as shown in part (e) of FIG.

  In this manner, the transmission gear position is changed without cutting off the power transmission in the multi-stage transmission 13 and without reducing the power output from the power source 11 (see FIG. 1). That is, seamless shift is performed.

  When the multi-stage transmission 13 downshifts from the third speed to the second speed (power off downshift), an operation reverse to the above-described operation is performed. After the first dog D1 and the second dog D2 related to the second speed are engaged, the dog engagement of the first dog D1 and the second dog D2 related to the third speed is released. Further, in the downshifting, the acceleration poles 35a, 35c lie down and stand up instead of the speed reduction poles 36a, 36c.

  The above-described operation is the same for the shift speeds other than the second and third speeds. That is, the above-described operation is common to the nth speed and the (n + 1) th speed.

As described above, even if the output of the power source 11 is not changed, the multi-stage transmission 13 performs shift-up at the time of acceleration (power on up shift) and shift down at the time of deceleration without reduction of power transmission (power off down shift). It is possible to
However, in the present embodiment, the control device 8 changes the output of the motive power source 11 when the upshift (power on upshift) during acceleration and the downshift (power off downshift) during deceleration are performed.

FIG. 6 is a block diagram showing a configuration of control device 8 shown in FIG.
The control device 8 includes a processor 8a that executes a program, and a storage device 8b that stores the program and data. In the control device 8, the processor 8a executes the program stored in the storage device 8b to control the power source 11.
The control device 8 includes a shift cam angle detector 55, an accelerator detector 7c, a clutch detector 12a, a throttle opening degree detector 191, a fuel injection device 106, a throttle motor 108, an ignition plug 107, and a power shaft speed detector 192. It is connected. The accelerator detector 7c detects the amount of operation of the accelerator operator 7b (see FIG. 2). The clutch detector 12a detects the amount of operation of the clutch 12 (see FIG. 1). The spark plug 107 is connected to the control device 8 via an ignition device (not shown). Further, to the control device 8, an operation load detector 730, an input shaft speed detector 27, and an output shaft speed detector 28 are connected.
The control device 8 controls the power output from the power source 11 by controlling the throttle motor 108, the fuel injection device 106, and the spark plug 107.

FIG. 7 is a block diagram showing functional blocks of control device 8 shown in FIG.
The control device 8 includes a shift control unit 801 and an engine control unit 802. Each of the shift control unit 801 and the engine control unit 802 is realized by the processor 8a executing a program stored in the storage device 8b shown in FIG.
The shift control unit 801 receives shift load, shift cam phase, power shaft rotational speed, input shaft rotational speed, output shaft rotational speed, vehicle speed, clutch operation amount, and throttle opening degree. The shift control unit 801 changes the magnitude of the power output from the power source 11 in accordance with the state of the multi-stage transmission 13. Specifically, shift control unit 801 outputs an engine torque correction value.
The engine control unit 802 receives an engine torque target value. The engine torque target value is a value obtained by correcting the basic engine torque target value with the engine torque correction value. The basic engine torque target value is a value based on the amount of operation of the accelerator operation element 7b detected by the accelerator detector 7c. The engine control unit 802 controls the magnitude of the power output from the power source 11 according to the engine torque target value. Specifically, the engine control unit 802 outputs the throttle opening degree target value, the ignition angle target value, and the fuel supply amount. The throttle opening degree target value is a target value for the operation of the throttle motor 108. The ignition angle target value is a target value for the spark plug 107. The fuel supply amount is a target value for the fuel injection device 106.

FIG. 8 is a time chart schematically showing the behavior of the straddle-type vehicle 1 at the time of shift-up.
FIG. 8 shows the power shaft rotational speed, the wheel rotational speed, the shift cam angle, the engagement time counter, the shift cam speed, the output torque, the ignition angle, and the pitch angular velocity.
The wheel rotational speed is the rotational speed of the wheel 5 driven by the power transmitted from the output shaft 30. The shift cam angle is a rotation angle of the shift cam 50. The engagement time counter is a value in the controller 8 that represents the time until the dog engagement. The engine torque target value is a value calculated inside the control device 8. FIG. 8 shows respective states in the case where the multi-stage transmission 13 shifts up from the second speed to the third speed (power on up shift) while the straddle-type vehicle 1 is accelerating. The switching of the shift position will be described with reference also to FIGS. 3 and 5.

At time t11 in the chart of FIG. 8, an operation of gear shift switching by the driver is started. The shift cam 50 rotates in accordance with the driver's operation. Therefore, the shift cam angle gradually increases. As shown in part (b) of FIG. 5, the speed reduction poles 36a and 36c fall down after time t11 when the rotation of the shift cam 50 starts.
At time t14, as shown in part (c) of FIG. 5, the first dog D1 of the third speed driven gear 343 corresponding to the third speed engages with the second dog D2 of the dog ring 37a. As a result, from the first dog D1 of the third driven gear 343 to the second dog D2 of the dog ring 37a and the third speed accelerating pole 35a, the power in the acceleration direction R of the third driven gear 343 is obtained. It is transmitted to the output shaft 30 via the same.
Prior to the dog engagement at time t14, the third speed driven gear 343 is rotating at a higher rotational speed than the second speed driven gear 342. That is, prior to the dog engagement, the third speed driven gear 343 rotates at a higher rotational speed than the dog ring 37 c engaged with the second driven gear 342. That is, prior to the dog engagement, the third speed driven gear 343 is rotating at a higher rotational speed than the dog ring 37 c, the output shaft 30, and the dog ring 37 a.
The third driven gear 343 rotating at a higher rotational speed than the dog ring 37a engages with the dog ring 37a at time t14. Therefore, at time t14, the rotational speed of the dog ring 37a is increased. That is, the power output from the output shaft 30 is increased. As a result, the wheel rotation speed is increased.

  The energy for the increase in power and the increase in speed is attributable to the inertia of the third speed driven gear 343 and members moving in synchronization with the third speed driven gear 343. Here, members that move in synchronization with the third speed driven gear 343 are, for example, the third speed driving gear 243, the input shaft 20, the clutch 12, the power shaft 90, and the piston 103. When the inertial energy of the member moving in synchronization with the third driven gear 343 is consumed, the wheel rotational speed returns from the increase. The temporary rise in power is due to inertial energy. At time t14, the sharp increase of the power output from the output shaft 30 becomes an inertia phase shock.

  The influence of the inertia phase shock tends to appear as a change in vehicle pitch angular velocity. In the multi-stage transmission 13 of the present embodiment, since there is no break in power transmission when the gear is changed, switching of the power transmission path to the gears rotating at different rotational speeds is instantaneously performed. For this reason, the influence of the inertia phase shock when the gear is switched is remarkable. In addition, since the straddle-type vehicle 1 is lighter than, for example, a car, the straddle-type vehicle 1 is greatly affected compared to the case of a car.

  In the present embodiment, the controller 8 controls the power of the power source 11 to suppress the inertia phase shock.

  Specifically, the control device 8 reduces the power of the power source 11 in the case of the power on upshift. Specifically, control device 8 shifts the second to third speeds of multi-speed transmission 13 without the power transmission from power source 11 to input shaft 20 being cut off during acceleration of straddle-type vehicle 1. When the up operation is performed, the power of the power source 11 is reduced. More specifically, the control device 8 executes a process of starting to decrease the power of the power source 11 after the start of rotation of the shift cam 50 (time t12). Then, from the state where the power transmission is performed via the drive gear 242 and the driven gear 342 corresponding to the second speed, the control device 8 does not interrupt the power transmission, and the drive gear 243 corresponding to the third speed. And before the timing (time t14) switched to the state performed via the driven gear 343, the process which starts the reduction | decrease in the motive power of the motive power source 11 is performed. In the example of FIG. 8, the control device 8 starts to decrease the power of the power source 11 one cycle before time t14 when switching to the state performed via the drive gear 243 and the driven gear 343 corresponding to the third speed. Execute the process The execution of the process of starting the decrease reduces the ignition angle. The power of the power source 11 is reduced in the combustion step which comes after the execution of the process which starts the reduction. In the example of FIG. 8, the power of the power source 11 starts to decrease within one-fourth cycle from the execution of the process which starts to decrease.

FIG. 9 is a time chart schematically showing the behavior of the saddle-ride type vehicle 1 at the time of downshift.
FIG. 9 shows the throttle opening in addition to the state shown in FIG. FIG. 9 shows respective states in the case where the multi-stage transmission 13 is downshifted from the third speed to the second speed (power off downshift) while the straddle-type vehicle 1 is decelerating.
In the downshift, the controller 8 increases the power of the power source 11. That is, the control device 8 performs the downshift operation from the third speed to the second speed of the multi-stage transmission 13 without the power transmission from the power source 11 to the input shaft 20 being cut off during the deceleration of the straddle-type vehicle 1 Is performed, the power of the power source 11 is increased. Specifically, the control device 8 executes a process of starting to increase the power of the power source 11 after the start of rotation of the shift cam 50 (time t22). From the state where power transmission is performed via the drive gear 243 and the driven gear 343 corresponding to the third speed, the control device 8 causes the drive gear 242 corresponding to the second speed and the target to be transmitted without interruption of the power transmission. Before the timing (time t24) to be switched to the state performed via the drive gear 342, processing for starting the increase of the power of the power source 11 is executed (time t23).

  When the downshift operation is performed, the control device 8 performs processing of increasing the throttle opening at time t22 and delaying the ignition angle as pre-processing. As a result, the ignition retardation state is established. The output torque of the engine as the power source 11 is maintained by increasing the throttle opening and attaining the ignition retardation state.

When the control device 8 starts increasing the power of the power source 11 at time t23, it stops the ignition retardation of the engine started in the pre-processing. As a result, the power output from the power source 11 is increased.
The output of the power source 11 changes in a short time with respect to the change of the ignition angle of the engine. Therefore, the throttle opening is increased at time t22 and the ignition angle is delayed as pre-processing. Then, by stopping the ignition retardation of the engine at time t23, the output of the power source 11 can be rapidly increased.
After increasing the output of the power source 11 at time t23, the controller 8 stops increasing the output of the power source 11 at time t25.

FIG. 10 is a flowchart for explaining the shift control operation of the control device 8.
FIG. 10 shows the processing of the shift control unit 801 and the engine control unit 802 of the control device 8. The processing of the shift control unit 801 and the processing of the engine control unit 802 are executed substantially in parallel. Further, the engine control unit 802 reflects the torque correction value output by the shift control unit 801 in the control of the power source 11. Therefore, the processing of the shift control unit 801 and the processing of the engine control unit 802 will be described simply as the processing of the control device 8.

In the shift control, the control device 8 detects an operation (S11).
The control device 8 detects whether or not the driver has performed an operation to change the gear position of the multi-stage transmission 13. The control device 8 detects whether or not the change operation has been performed, for example, by the load on the shift pedal 501 detected by the operation load detector 730. The control device 8 may detect whether or not the change operation has been performed based on the shift cam angle of the shift cam 50 detected by the shift cam angle detector 55.

Next, the control device 8 determines the type of operation of the multi-stage transmission 13 (S12).
The control device 8 determines the upshift or downshift, for example, according to the direction of the load on the shift pedal 501 detected by the operation load detector 730. The control device 8 can also determine the upshift or downshift based on the shift cam angle detected by the shift cam angle detector 55.
Further, based on the operation amount of the accelerator operator 7b (see FIG. 2) detected by the accelerator detector 7c or the opening degree of the throttle valve 105 detected by the throttle opening degree detector 191, the control device 8 It is determined whether the straddle-type vehicle 1 is accelerating or decelerating.
The controller 8 determines the following four types of operation in step S12.
(1) Shift-up during acceleration of straddle-type vehicle 1 (power-on up-shift)
(2) Shift down at acceleration of straddle type vehicle 1 (power on down shift)
(3) Shift down at the time of deceleration of straddle type vehicle 1 (power off down shift)
(4) Shift-up during deceleration of straddle-type vehicle 1 (power-off up-shift)
Further, when the operation of the clutch 12 (see FIG. 1) is detected by the clutch detector 12a in step S12, the control device 8 ends the shift control shown in FIG. 10 without determining the operation type. Therefore, the process after step S13 described below is performed when the power transmission between the power source 11 and the input shaft 20 is not disconnected by the clutch 12.

Next, the control device 8 performs pre-processing (S13).
If the operation type is (3) deceleration of the straddle-type vehicle 1 and downshift, or (4) if the straddle-type vehicle 1 is upshift and deceleration, the controller 8 performs this step S13. The output of the power source 11 is increased at a set timing after the processing of
In step S13, the control device 8 performs an increase process to increase the intake amount of the engine as the power source 11 prior to the increase of the output of the power source 11 to be executed later, and the power source 11 of the power source 11 accompanying the increase of the intake amount. A process of starting the ignition retardation of the engine to suppress the increase of the output is performed.

When the intake amount of the engine as the power source 11 simply increases, the output of the power source 11 increases. When ignition retardation of the engine as the power source 11 is simply performed, the output of the power source 11 decreases. The control device 8 controls the power source 11 to maintain the output of the power source 11 before the processing by increasing the intake amount and retarding the ignition of the engine.
The output of the power source 11 changes in a short time with respect to the change of the ignition angle of the engine. For this reason, the output of the power source 11 can be rapidly increased by stopping the ignition retardation of the engine at the set timing after the process of step S13.
The control device 8 can also reduce the fuel supply amount instead of the ignition retardation.

Next, the control device 8 assists the disengagement (S14).
When shifting down when accelerating (2) the straddle-type vehicle 1 or shifting up when decelerating the (4) straddle-type vehicle 1, the multi-stage transmission 13 motive power according to the current gear before change In order to cancel the transmission, it is required to change the output of the power source 11.
For example, in the case of downshifting from the (n + 1) th gear to the nth gear at the time of acceleration of the above (2) straddle-type vehicle 1, the multistage transmission 13 of this embodiment is an acceleration pole 35a for the (n + 1) th gear before change. In order to overthrow ~ 35c, it is required to reduce the output of the power source 11.
In the case of upshift from the nth gear to the n + 1th gear at the time of deceleration of the (4) straddle-type vehicle 1, the multistage transmission 13 of this embodiment reduces the speed reduction pole 36a according to the nth gear before the change. In order to overthrow 36c, it is required to increase the output of the power source 11.

In the case where the operation type is downshifted during acceleration of the (2) straddle-type vehicle 1 or upshifted during deceleration of the (4) straddle-type vehicle 1 above, the control device 8 performs step S14 in this step S14. The output of the power source 11 is changed to assist the disengagement. Specifically, when the type of operation is downshifted during acceleration of the (2) straddle-type vehicle 1, the control device 8 reduces the output of the power source 11. Further, when the operation type is shifted up during the deceleration of the (4) straddle-type vehicle 1, the control device 8 increases the output of the power source 11.
By the process of step S14, power transmission related to the current gear before change can be released.

Next, the control device 8 performs power control start processing (S15).
In step S15, the controller 8 decreases or increases the output of the power source 11 according to the type of operation in order to reduce the influence of the inertia phase shock. In step S15, the control device 8 sets a timing for starting power control, and starts power control at the set timing. Details of the power control start process will be described later.

Next, the control device 8 performs a process of power control termination (S16).
The control device 8 ends the power control started in step S15. In step S15, the control device 8 sets the timing for ending the power control, and ends the power control at the set timing.

Next, the control device 8 performs post-processing (S17).
In step S13 prior to step S17, the control device 8 performs, as pre-processing, an increase process for increasing the intake amount of the engine as the power source 11, and an increase in the output of the power source 11 accompanying the increase in the intake amount. In order to suppress the ignition delay of the engine has begun.
The control device 8 ends the pre-processing in this step S17. That is, in step S17, the control device 8 ends the process of ending the increase in the intake amount of the engine as the power source 11 as post-processing, and the decrease of the output of the power source 11 with the end of the increase of the intake amount. A process is performed to end the ignition retardation of the engine so as to suppress it.

FIG. 11 is a flow chart for explaining the process of power control start shown in FIG.
In the power control start process, the control device 8 determines whether the clutch 12 is operated (S21). In this step S21, when the controller 8 detects the operation of the clutch 12 (see FIG. 1) in the clutch detector 12a, the control device 8 does not perform the power control start process, and ends the process shown in FIG.
When the accuracy of the determination of the clutch 12 can be secured only by the determination of the operation of the clutch 12 at the execution timing of step S12 shown in FIG. 10, the determination in step S21 can be omitted.

When the clutch 12 is not operated (No in S21), the control device 8 determines the type of operation in the multi-stage transmission 13 (S22).
The control device 8 performs the determination based on the result of the determination of the operation type (S12 in FIG. 10) shown in FIG.
When the operation type is power-on upshift, ie, shift up at the time of acceleration of the saddle-ride type vehicle 1 in the above (1) (Yes in S22), the control device 8 performs processing for power reduction start. The control device 8 calculates the timing of dog engagement (S23).
The controller 8 calculates the timing of dog engagement in accordance with the rotational speed of the shift cam 50. The first dogs D1 and the second dogs D2 are engaged by axial movement of the dog rings 37a to 37c in response to the rotation of the shift cam 50. The control device 8 can start processing of power reduction with high accuracy by calculating the timing of dog engagement in accordance with the rotational speed of the shift cam 50 rotated by the operation force of the driver's foot.
The controller 8 calculates the dog engagement timing based on the angle of the shift cam 50 and the rotation speed of the shift cam 50 when the rotation speed of the shift cam 50 starts to increase from zero.

  The control device 8 uses the learning value (dog engagement angle learning value; see FIG. 8) of the shift cam angle at the time of dog engagement stored at the time of the change of the shift position in the past, for example. calculate. In this case, the control device 8 stores the shift cam angle at which the transmission of power by the shift gear after the change in the change of the shift gear starts based on the change of the rotational speed of the input shaft 20 or the output shaft 30 in the change of the shift gear. It memorizes to 8b (dog engagement angle learning value). In step S23, the control device 8 reads out from the storage device 8b the shift cam angle stored for the change of the shift position in the past. The control device 8 uses the read shift cam angle (dog engagement angle learning value) to calculate the timing of dog engagement.

Next, the control device 8 determines whether the timing m cycles before the dog engagement timing calculated in step S23 has arrived (S24).
Here, the cycle is a combustion cycle of the engine that is the power source 11. When the power source 11 is a four-stroke engine, the cycle corresponds to two rotations of the power shaft 90.
m is, for example, 1. Note that m can be set to different values in accordance with the performance of the multi-stage transmission 13 and the type of the straddle-type vehicle 1. As m, for example, a value larger than 0, such as 1⁄2 or 1⁄4, can be employed.
As m cycles, for example, a period of one or more combustion intervals of the engine is set. Here, the combustion interval is the interval of combustion occurring in the engine. For example, when the engine is a single cylinder engine, one combustion interval of the engine is a period corresponding to one cycle of the engine. When the engine has a plurality of cylinders, one combustion interval is a period corresponding to the interval of combustion occurring sequentially in the plurality of cylinders. For example, in the case of a four-cylinder engine, one combustion interval is a 1/4 cycle.
For example, when a period equal to or longer than one combustion interval is set, the control device 8 performs combustion at a timing at which power transmission to the output shaft 30 is switched to a state in which power transmission is performed via the drive gear and The process of starting the reduction of the power of the power source will be executed even before the timing before the interval. Further, the control device 8 increases the power of the power source even before the timing before the combustion interval of the timing at which the power transmission is switched to the state where it is performed via the drive gear and the driven gear corresponding to the nth speed It will execute the process to start.

Further, for example, when m is 1, the control device 8 is a timing one cycle before the timing at which the power transmission to the output shaft 30 is switched to the state where the power transmission to the output shaft 30 is performed via the drive gear and the driven gear. The process of starting the reduction of the power of the power source is executed earlier. Further, the control device 8 starts to increase the power of the power source even before the timing one cycle before the timing at which the power transmission is switched to the state where it is performed via the drive gear and the driven gear corresponding to the nth speed. Execute the process to
When m is 1, when the timing one cycle before the dog engagement timing arrives (Yes in S24), the power reduction start process is performed (S26).
The controller 8 starts to reduce the power output from the power source 11 in this step S26. The controller 8 starts ignition retardation of the engine that is the power source 11.
The power output from the power source 11 is reduced so as to reduce the inertia phase shock caused by the dog engagement by starting to decrease the power output from the power source 11 at a timing prior to the calculated dog engagement timing. Decreases. Therefore, the influence of the inertia phase shock can be suppressed.

The power reduction start process is performed at a timing m cycles before the calculated dog engagement timing. The time corresponding to the cycle differs depending on the rotational speed of the power shaft 90. Therefore, the time interval from the start timing of the power reduction process to the dog engagement timing differs depending on the rotational speed of the power shaft 90. That is, according to the rotational speed of the power source 11, the angular position of the shift cam 50 at the time of starting reduction of the power of the power source 11 is changed.
Specifically, the larger the rotational speed of the power shaft 90, the shorter the time interval from the start timing of the power reduction process to the dog engagement timing. That is, the larger the rotational speed of the power shaft 90, the smaller the angular position of the shift cam 50 at the time of starting the reduction of the power of the power source 11.

  For example, if the power source 11 is an engine having four cylinders and m is set to 1/4, then m cycles is one combustion interval of the engine. In this case, at least one cylinder goes through a combustion stroke with ignition retardation before the dog engagement timing. Therefore, at the dog engagement timing, the power output from the power source 11 decreases. Therefore, the influence of the inertia phase shock can be suppressed.

  Also, for example, in the case where m is 1 and the power source 11 is an engine having a plurality of cylinders, all cylinders undergo a combustion stroke accompanied by an ignition retardation before the dog engagement timing. Therefore, at the dog engagement timing, the power output from the power source 11 is further reduced. Therefore, the influence of the inertia phase shock can be suppressed.

  If the timing one cycle before with respect to the dog engagement timing has not come (No at S24), the control device 8 determines whether the rotation angle of the shift cam 50 exceeds a predetermined limit value (S25). The predetermined limit value is an angle per dog. The dog contact angle is a rotation angle of the shift cam 50 when the first dog and the second dog contact in the axial direction. The dog hit angle is an angle of the shift cam 50 when the dog rings 37a to 37c hit a dog. When the dog rings 37a to 37c hit the dogs, the dog rings 37a to 37c contact the driven gears 341 to 346 without power transmission. Specifically, when the dog rings 37a to 37c hit a dog, the second dog D2 provided on the dog rings 37a to 37c and the first dog D1 provided on the driven gears 341 to 346 axially collide. The angle per dog is preset based on design values or measurements. The control device 8 can learn (store) the rotational angle of the shift cam 50 that has hit the dog when the gear is switched in the past.

  For example, when the operation speed is increased during the operation by the driver, the rotation angle of the shift cam 50 is assumed to be an angle before the timing m cycles before the calculated dog engagement timing comes. May be exceeded. That is, in the determination based on the timing of step S24, there may be a case where the time interval from the start timing of the power reduction processing to the dog engagement timing can not be secured. In this case, when it is determined in step S25 that the rotation angle of the shift cam 50 exceeds the limit value, the control device 8 starts the power reduction process. Thus, a time interval from the start timing of the power reduction process to the dog engagement timing is secured. Therefore, the influence of the inertia phase shock can be suppressed even when the speed of the operation increases during the operation by the driver.

  If the timing before m cycles of the dog engagement timing does not come (No in S24) and the rotation angle of the shift cam 50 does not exceed the limit value (No in S25), the control device 8 performs power reduction processing (S26) is not started.

In the power control start process of FIG. 11, if the operation type is power-off downshift, that is, downshift at the time of deceleration of the straddle-type vehicle 1 in (3) above (No in S22, Yes in S32) control. The device 8 performs processing for the start of power increase (S33 to S36).
The process of steps S33 to S36 for starting the increase in power is the same as the above-described steps S23 to S26. However, processing of the power increase start in step S36 is different.
In step S36, the controller 8 starts to increase the power output from the power source 11. Specifically, the control device 8 stops the ignition retardation of the engine started in the pre-processing of step S13 (FIG. 10). As a result, the power output from the power source 11 is increased.
Thereby, after the start of rotation of shift cam 50, from the state where the power transmission is performed via drive gear 243 and driven gear 343 corresponding to the third speed, the drive corresponding to the second speed without interruption of the power transmission. Before switching to the state performed via the gear 242 and the driven gear 342, a process of starting the increase of the power of the power source 11 is performed.

  In the case of shift-up during deceleration of the straddle-type vehicle 1, by starting to increase the power output from the power source 11 at a timing before the calculated dog engagement timing, the inertia phase caused by the dog engagement is generated. The power output from the power source 11 is increased to reduce the shock. Therefore, the influence of the inertia phase shock can be suppressed.

FIG. 12 is a time chart showing the behavior when the multi-stage transmission 13 is upshifted during acceleration of the straddle-type vehicle 1.
FIG. 12 shows measured values when the multistage transmission 13 is shifted up from the second speed to the third speed. The measured values are power shaft rotation speed, input shaft rotation speed, output shaft rotation speed, wheel rotation speed, shift load, shift cam angle, power source output torque, ignition angle, throttle opening, vehicle pitch angular velocity, longitudinal acceleration , And vertical acceleration. The wheel rotational speed is shown converted to the output shaft rotational speed. The phase within a 60 degree cycle is shown as the shift cam angle. The front-rear direction is the front-rear direction of the straddle-type vehicle 1. As an output torque of the power source, a target value and an actual output torque (calculated value) are shown.
A shift operation is detected at time t31 shown in FIG. At time t34, power transmission from the input shaft 20 to the output shaft 30 is switched from the gear corresponding to the second gear to a gear corresponding to the third gear. Specifically, the dog engagement occurs at time t34.
In the present embodiment, the control device 8 starts the process of reducing the power of the power source 11 at time t33 before time t34 at which dog engagement occurs. The process of reducing the power of the power source 11 is one combustion interval 1.5 cycles before time t34 at which dog engagement occurs. The power of the power source 11 finally decreases to the target value at time t34 at which dog engagement occurs.
As a result, the maximum fluctuation range P1 of the pitch angular velocity which is an index of the inertia phase shock is small.

FIG. 13 is a time chart showing the behavior of the comparative example.
In the comparative example shown in FIG. 13, at the same time as time t94 when power transmission from the input shaft to the output shaft is switched from the gear corresponding to the second speed to the gear corresponding to the third speed, the process of reducing the power of the power source 11 It has started.
In the comparative example shown in FIG. 13, the decrease in the power of the power source 11 is delayed with respect to t94 in which the power transmission is performed from the input shaft 20 to the output shaft 30 via the gear corresponding to the third speed. For this reason, the maximum fluctuation range P2 of the pitch angular velocity which is an index of the inertia phase shock is large.

  On the other hand, as shown in the measurement example of FIG. 12, according to the present embodiment, the maximum fluctuation width P1 of the pitch angular velocity which is an index of inertia phase shock is smaller than the maximum fluctuation width P2 shown in FIG. . That is, the influence of the inertia phase shock is suppressed.

FIG. 14 is a time chart showing a second measurement example according to the saddle-ride type vehicle 1 of the present embodiment.
In the second measurement example shown in FIG. 14, the control device 8 starts the process of reducing the power of the power source 11 at time t43 before time t44 at which dog engagement occurs. The process of reducing the power of the power source 11 is 1⁄4 cycle before time t44 at which dog engagement occurs. That is, the process of reducing the power of the power source 11 is one combustion interval before time t44 at which the dog engagement occurs.

  The maximum fluctuation width P3 of the pitch angular velocity, which is an index of inertia phase shock, is shown in FIG. 13 even when the process of reducing the power of the power source 11 is 1/4 cycle before time t44 at which dog engagement occurs. It is smaller than the maximum fluctuation range P2 of the comparative example. That is, the influence of the inertia phase shock is suppressed.

Reference Signs List 1 straddle-type vehicle 5 wheels 8 control device 11 power source 12 clutch 13 multi-step transmission 20 input shaft 30 output shaft 35a to 35c accelerating pole 36a to 36c decelerating pole 37a to 37c dog ring 50 shift cam 90 power shaft 139 gear stage setting Mechanism 241 to 246 Drive gear 341 to 346 Driven gear 400 Ratchet mechanism

Claims (6)

A straddle-type vehicle,
The straddle-type vehicle is
An input shaft that is rotatably disposed and receives power input;
An output shaft rotatably disposed on an axis parallel to the input shaft;
A plurality of drive gears provided on the input shaft and configured to rotate together with the input shaft at all times or to be rotatable relative to the input shaft, each corresponding to each gear position;
A plurality of driven gears provided on the output shaft and configured to always rotate with the output shaft or to be rotatable relative to the output shaft and constantly mesh with the corresponding drive gear;
A gear setting configured to mechanically and selectively effectively set power transmission from the input shaft to the output shaft via the drive gear and the driven gear according to any one gear position. A seamless transmission having a mechanism;
The shift speed setting mechanism mechanically transmits the power passing through the output shaft through either the nth driven gear corresponding to the nth gear or the n + 1th driven gear corresponding to the n + 1th gear. And a ratchet mechanism for selectively and effectively setting
The ratchet mechanism is
An n-th speed configured to transmit power in an accelerating direction passing through the drive gear and the driven gear corresponding to the n-th speed from the input shaft to the output shaft at the time of standing up, while not transmitting power at the time of reclining With an acceleration pole,
An nth speed configured to transmit power in a decelerating direction passing through the drive gear and the driven gear corresponding to the nth speed from the input shaft to the output shaft at the time of standing up, while not transmitting power at the time of reclining With a decelerating pole,
While transmitting power of an accelerating direction passing through the drive gear and the step driven gear corresponding to the (n + 1) th speed from the input shaft to the output shaft at the time of standing up, the nth +1 configured not to transmit power at the time of falling down With a pole for fast acceleration,
While transmitting power from the input shaft to the output shaft in the decelerating direction through the drive gear and the step driven gear corresponding to the (n + 1) th gear, the power transmission is not transmitted at the time of falling down Including a speed reduction pole,
In the gear setting mechanism, a cam portion extending in the circumferential direction is further formed on the outer peripheral surface, and rotation in shift up and shift down is performed so that the rotational direction in shift up and the rotation in shift down are opposite. And the pole for n-th speed acceleration, the pole for n-th speed reduction, the pole for n + 1st speed, and the pole for n + 1th speed reduction. Or a seamless transmission provided with a pole control shift cam for standing up,
A wheel driven by power transmitted from the output shaft;
A power source that outputs power supplied to the input shaft of the seamless transmission;
A control device for controlling power of the power source, wherein the power transmission from the power source to the input shaft is not cut off during acceleration of the straddle-type vehicle, and the nth to nth speeds of the seamless transmission are obtained. When the shift-up operation to the n + 1 speed is performed, after the start of rotation of the pole control shift cam, power transmission from the input shaft to the output shaft corresponds to the drive gear and the driven gear corresponding to the nth speed. Processing of starting reduction of the power of the power source before switching from the state performed via the power transmission to the state performed via the drive gear and the driven gear corresponding to the (n + 1) th speed without interruption The downshifting operation from the (n + 1) th to the nth speed of the seamless transmission is performed without cutting off power transmission from the power source to the input shaft during deceleration of the straddle-type vehicle If In the state where power transmission from the input shaft to the output shaft is performed through the drive gear and the driven gear corresponding to the (n + 1) th speed after start of rotation of the pole control shift cam, the power transmission is not interrupted A control device that executes at least one of processing for starting the increase of the power of the power source before being switched to the state performed via the drive gear and the driven gear corresponding to the nth speed;
A straddle type vehicle equipped with A straddle-type vehicle according to claim 1, wherein
The power source is an engine. A straddle-type vehicle according to claim 2, wherein
The straddle-type vehicle further includes a clutch provided between the engine and the input shaft, for transmitting and disconnecting power between the engine and the input shaft. A straddle-type vehicle according to any one of claims 1 to 3,
The control device determines the angular position of the pole control shift cam at the time of starting to decrease or increase the power of the power source according to at least one of the rotational speed of the power source and the rotational speed of the pole control shift cam. The power source is controlled to change. A straddle-type vehicle according to any one of claims 1 to 4,
The control device is earlier than an engagement timing determined based on an angle of the pole control shift cam and a rotational speed of the pole control shift cam when the rotational speed of the pole control shift cam starts to increase from 0. Start reducing or increasing the power of the power source,
The engagement timing is a timing at which transmission of power from the input shaft to the output shaft is started via the drive gear and the driven gear relating to the shift position of the shift destination at the time of the shift of the seamless transmission. A straddle-type vehicle according to any one of claims 1 to 3,
The gear setting mechanism is provided on at least one of the input shaft and the output shaft, moves in the axial direction of the shaft according to the rotation of the pole control shift cam, and can rotate relative to the input shaft It is configured to enable power transmission from the input shaft to the output shaft by dog-engaging in a circumferential direction with the driven gear or the driven gear that is relatively rotatable with the output shaft. Equipped with dog rings,
When the dog ring is moved in the axial direction according to the rotation of the pole control shift cam, the dog is brought into contact with the drive gear or the driven gear in the axial direction and then the drive gear or the dog is engaged. It is configured to dog-engage with the driven gear in the circumferential direction, or to dog-engage with the drive gear or the driven gear in the circumferential direction without causing the dog contact.
When the angle of the pole control shift cam exceeds the angle of the pole control shift cam at the time of the occurrence of the dog contact state without starting the decrease or increase of the power of the power source. Start decreasing or increasing the power of the power source.

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