JP2019100303A - Saddle-riding type vehicle - Google Patents

Abstract

To provide a saddle-riding type vehicle that enables smooth shift operation without cutting-off of power transmission between a power source and an input shaft when a power-on down shift or a power-off up shift is carried out.SOLUTION: A saddle-riding type vehicle comprises a multistage transmission, a power source, a shift pedal load detector, a cam position detector, and a control device. The control device, when shift down changing operation is made during acceleration of the saddle-riding type vehicle, executes at least one of control for starting reduction of the power of the power source on the basis of both a detection signal from the shift pedal load detector and a detection signal from the cam position detector and control for starting increase of the power of the power source on the basis of both a detection signal from the shift pedal load detector and a detection signal from the cam position detector.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, Patent Document 1 discloses a control system that assists the shift operation of a transmission of a motorcycle. The control system includes an engine output adjustment unit for adjusting an output of an engine as a power source.
The control system disclosed in Patent Document 1 includes a clutch in the case where a power on upshift (shift up in the drive state of the power source) and a power off downshift (shift down in the driven state of the power source) are performed. The output of the power source is controlled so that the shift operation can be performed without the disconnection operation. Therefore, the shift operation is performed without disconnection of the power transmission between the power source and the input shaft of the transmission. Here, the drive state is a state in which the motorcycle is accelerating, and a wheel is driven by a power source. The driven state is a state in which the motorcycle is decelerating, and a motive power source is driven by the wheel.

JP, 2008-144755, A

In a straddle-type vehicle, it is desirable to enable smooth shift operation even when gear shift other than power on upshift and power off downshift is performed.
That is, in the straddle-type vehicle, when the power on downshift (shift down in the driving state of the power source) or the power off upshift (shift up in the driven state of the power source) is performed, the power source and the input It is desirable to enable a smooth shift operation without loss of power transmission with the shaft.

  An object of the present invention is to provide a straddle-type vehicle capable of performing a smooth shift operation without disconnection of power transmission between a power source and an input shaft when power on downshift or power off upshift is performed. It is to provide.

The present inventors examined in detail the power on downshift and the power off upshift.
For example, in the power on downshift, a part of the downshift operation is performed in the driven state of the power source by temporarily changing the state of the power source from the driving state to the driven state. In the power-off upshift, part of the shift-up operation is performed in the driven state of the power source by temporarily changing the state of the power source from the driven state to the driven state. That is, in the power on downshift and the power off upshift, the state of the power source is temporarily changed due to the shift operation.

In the power on downshift and the power off upshift, shift operation in the transmission starts after the state of the power source is changed. Therefore, when a shift operation is input to the shift pedal, the straddle-type vehicle is required to determine the intention of the operation as early as possible in the shift operation. For example, it is conceivable to lower the load detection level that is judged to be the intention of the operation. However, with a shift pedal operated by the driver's foot, a load may be applied without the driver's actual operation intention. In addition, after a load is applied for a certain period without the operation intention, the load may increase based on the operation intention. In such a case, in the configuration in which the state of the power source is changed at an early stage of the operation, the period in which the state of the power source is changed may be long.
For this reason, it has been difficult to control the output of the power source based on the detection of the operation of the shift pedal operated by the driver's foot, and to smoothly implement the power on downshift or the power off upshift.

  Therefore, the inventors examined the nature of the operation of the shift pedal operated by the driver's foot. In this context, the present inventors considered combining a detector with a different detection action for operation with the foot. The present inventors determined the intention of the operation in the power on downshift or the power off upshift based on both the load of the shift pedal and the angular position of the shift cam.

In the shift pedal load detector, the intention of the driver's operation is detected at an early stage through the load by the foot operation applied to the shift pedal. However, such a shift pedal load detector can be detected even when the driver does not have an intention of operation. The cam position detector detects the angular position of the shift cam which changes as a result of the mechanism connected to the shift pedal operating as the driver moves the shift pedal.
By combining the shift pedal load detector and the cam position detector with different detection actions, the driver's intention to operate the foot operated shift pedal is effective for power on downshift or power off upshift operation. It can be determined early with high accuracy. For this reason, it is possible to determine the driver's operation intention at an early stage of the operation for the power on downshift or the power off upshift while suppressing an increase in the temporary change of the driving state of the power source. Become.
In this way, it has been found that in both the power on downshift and the power off upshift, a smooth shift operation is possible without disconnecting the power transmission between the power source and the input shaft.

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

(1) 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 shift pedal operated by the driver's foot of a straddle-type vehicle,
Mechanical transmission of power from the input shaft to the output shaft via the drive gear and the driven gear according to any one gear position is mechanically and selectively effective according to the operation of the shift pedal by the foot A gear setting mechanism configured to set to
The gear setting mechanism mechanically transmits, to the output shaft, the power passing through either the nth driven gear corresponding to the nth gear or the n + 1th driven gear corresponding to the n + 1th gear. An engagement mechanism for selectively enabling by changing the engagement state;
A cam portion extending in the circumferential direction is formed on the outer peripheral surface, and the upshifting direction is reversed so that the rotating direction at upshifting and the rotating direction at downshifting become opposite according to the operation of the shift pedal by the foot operation. A multistage transmission including: a shift cam configured to rotate at the time of downshift, and causing the engagement mechanism to change the mechanical engagement state of transmission of the power to the output shaft as the rotation is performed;
A power source for outputting power supplied to the input shaft of the multi-stage transmission;
A shift pedal load detector that detects a load due to a foot operation applied to the shift pedal;
A cam position detector for detecting an angular position of the shift cam;
A control device for controlling the power of the power source, wherein
When the shift down switching operation from the (n + 1) th speed to the nth speed of the multi-stage transmission is performed without cutting off power transmission between the power source and the input shaft during acceleration of the straddle-type vehicle Control to start reduction of the power of the power source based on both the detection signal from the shift pedal load detector and the detection signal from the cam position detector,
When the shift-up switching operation from the nth speed to the (n + 1) th speed of the multi-stage transmission is performed without cutting off power transmission between the power source and the input shaft during deceleration of the straddle-type vehicle A control device that executes at least one of control for starting the increase of the power of the power source based on both the detection signal from the shift pedal load detector and the detection signal from the cam position detector;
A straddle type vehicle equipped with

The shift pedal of the multi-stage transmission of the straddle-type vehicle of (1) is operated by the driver's foot. The shift pedal load detector detects a load due to a foot operation applied to the shift pedal. The cam position detector detects the angular position of the shift cam. When the shift pedal is operated by the driver's foot, the reduction or increase of the power of the power source starts based on both the detection signal from the shift pedal load detector and the detection signal from the cam position detector. If a downshift operation is performed during acceleration of a straddle-type vehicle, the power of the power source is reduced. When the upshift switching operation is performed during deceleration of the straddle-type vehicle, the power of the power source is increased.
The shift pedal load detector can detect the driver's intention at an early stage by the load by the foot operation applied to the shift pedal. The cam position detector can detect an angle change of the shift cam accompanying the movement of the shift pedal due to the operation of the foot. In the straddle-type vehicle of (1), by combining different sensors such as the shift pedal load detector and the cam position detector, detection of the driver's operation by the operation of the foot to the shift pedal with high accuracy It can be determined early. Based on this determination, control of the power of the power source starts. For this reason, in the power on downshift or the power off upshift, it is possible to change the state of the power source at an early stage while suppressing an increase in the period of temporarily changing the drive state of the power source. Therefore, in the power on downshift or the power off upshift, smooth shift operation is possible without disconnecting the power transmission between the power source and the input shaft.

(2) The straddle-type vehicle of (1),
The power source is an engine.

  According to the straddle-type vehicle of (2), the range of the power output from the engine has a limit corresponding to the range of the rotational speed. However, the wheels are driven by the power from the engine supplied via the multistage transmission. Therefore, the change of the gear position in the multi-stage transmission broadens the range of the power and the rotational speed of the wheels to be driven, and the power on downshift or the power off upshift in the multistage transmission is smooth. Shift operation becomes possible.

(3) The straddle-type vehicle of (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 straddle-type vehicle of (3), for example, at the start of traveling of the straddle-type vehicle, switching from transmission / disconnection of power from the engine to transmission is performed by the clutch. Therefore, power transmission from the engine is smoothly performed at the start of traveling, and the shift operation can be performed without the disconnection operation of the clutch when the power on downshift or the power off upshift is performed.

(4) A straddle-type vehicle according to (1) or (2),
The controller is
When the shift down switching operation from the (n + 1) th speed to the nth speed of the multi-stage transmission is performed without cutting off power transmission between the power source and the input shaft during acceleration of the straddle-type vehicle A detection signal from the shift pedal load detector, and a detection signal output from the cam position detector at an angular position of the shift cam smaller than an angular position at which the engagement mechanism starts operation; Control to start reducing the power of the power source, and
When the shift-up switching operation from the nth speed to the (n + 1) th speed of the multi-stage transmission is performed without cutting off power transmission between the power source and the input shaft during deceleration of the straddle-type vehicle A detection signal from the shift pedal load detector, and a detection signal output from the cam position detector at an angular position of the shift cam smaller than an angular position at which the engagement mechanism starts operation; At least one of control to start increasing the power of the power source is performed.

  According to the saddle-ride type vehicle of (4), the control device adds the shift pedal load in addition to the detection signal output from the cam position detector at the angular position of the shift cam smaller than the angular position at which the engagement mechanism starts operation. Control of the power of the power source is started based on the detection signal from the detector. For this reason, before the engagement mechanism starts to operate, the driver's intention is determined by both the load of the shift pedal and the angular position of the shift cam. Therefore, control of the power of the power source is started early based on the driver's intention of operation. For this reason, when a power on downshift or a power off upshift is performed, a smoother shift operation can be performed without a clutch disconnection operation.

(5) A straddle-type vehicle according to (1) or (2),
The engagement 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 setting them effectively,
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,
An n + 1th speed configured to transmit power in an accelerating direction passing through the drive gear and the driven gear corresponding to the (n + 1) 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 n + 1th speed is configured to transmit power in a decelerating direction passing through the drive gear and the driven gear corresponding to the (n + 1) 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. And a decelerating 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, it has a shift cam that makes it stand up.

According to the configuration of (5), the multi-stage transmission is a seamless transmission. The transmission of power in the acceleration direction and transmission of power in the deceleration direction are selected for the n-th speed by the n-th speed acceleration pole (pawl) and the n-th speed reduction pole. The same applies to the (n + 1) th gear. Therefore, for example, when the upshift operation from the nth speed to the (n + 1) th speed is performed during acceleration of the straddle-type vehicle, the gear change is performed without changing the driving state of the power source for accelerating the straddle-type vehicle. Stage switching is performed. Also, for example, when the downshift operation from the (n + 1) th speed to the nth speed is performed during deceleration of the straddle-type vehicle, the gear change is performed without changing the driven state of the power source for decelerating the straddle-type vehicle. Stage switching is performed.
Therefore, according to the configuration of (5), the power on up shift can be performed while the smooth shift operation is enabled without disconnecting the power transmission between the power source and the input shaft in the power on down shift or the power off up shift. Alternatively, even in the power off downshift, the smooth shift operation can be performed without disconnecting the power transmission between the power source and the input shaft.

  The gear setting mechanism includes an engagement mechanism for selectively enabling transmission of power to the output shaft. The engagement mechanism is, for example, a dog engagement mechanism that has a dog and transmits power by dog engagement. However, the gear setting mechanism is not limited to the dog engagement mechanism, and may have, for example, a ratchet and a ratchet engagement mechanism that transmits power by the ratchet engagement. The gear setting mechanism may include both a dog engagement mechanism that transmits power by dog engagement and a ratchet engagement mechanism that transmits power by ratchet engagement.

  For example, in a ratchet engagement mechanism having a pole as a ratchet, changing the state of the power source to a driven state during acceleration of the straddle-type vehicle makes the pole prone to fall down. Therefore, the engagement of the pole (ratchet) related to the gear before the change of the shift speed is easily released. However, the release of the engagement is not limited to this. For example, in a dog engagement mechanism provided with a dog, the power of the engine may be increased during deceleration of the straddle-type vehicle. This makes it easy to release the dog engagement.

The shift pedal load detector is, for example, a type of detector that directly detects a load, such as a load cell. However, the shift pedal load detector is not limited to this. For example, the load may be detected indirectly. The shift pedal load detector may be, for example, a potentiometer having a spring and a detector. The potentiometer detects the position of the detector which is displaced against the elastic force of the spring. The shift pedal load detector may, for example, detect the load as a switch on / off. The shift pedal load detector may indirectly detect the load, for example, by the rotation angle of the shift pedal. The number of shift pedal load detectors provided in a straddle-type vehicle is not limited to one. A straddle-type vehicle may include a plurality of shift pedal load detectors.
The cam position detector is not particularly limited as long as it can detect the rotation angle of the shift cam. A conventionally known detector can be employed as the cam position detector.
In the shift pedal load detector and cam position detector, for example, in the path where the load is transmitted from the shift pedal to the shift cam, the position at which the shift pedal load detector detects the load is the cam position detector It is provided to be different from the position to be detected. The shift pedal load detector is provided, for example, to detect the load on the upstream side of the path from the position where the cam position detector detects the rotation angle of the shift cam.
For example, when a load is applied to the shift pedal, the shift pedal load detector and the cam position detector detect when the shift pedal load detector starts to detect the load, and the cam position detector detects the load cam by the load. The timing of detecting the start of rotation is set to be different. The shift pedal load detector is provided so that, for example, when a load is applied to the shift pedal, the load can be detected before the shift cam starts to rotate.
Since it is determined based on the detection results of both detectors that "rotation of shift cam" is caused by "load applied to shift pedal", the driver's intention of operation is determined early with high accuracy It can be done.

The multi-stage transmission is, for example, a seamless transmission in which power transmission is not cut off when the shift position is changed. The multistage transmission is, for example, a seamless transmission of a type in which power transmission is not cut off at power-on upshift and power-off downshift.
However, the multistage transmission is not limited to the seamless transmission, and may be a dog type transmission in which the transmission is temporarily cut off when the gear is changed.

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

As a motive power source, an engine and an electric motor are mentioned, for example.
A straddle-type vehicle includes, for example, a clutch. However, the straddle-type vehicle is not limited to this, and may not have a clutch, for example.
The wheels are, for example, rear wheels. However, the wheel is not limited to this, and may be, for example, a front wheel.

  The control device performs, for example, control to start reducing the power of the power source when the downshift switching operation is performed during acceleration of the straddle-type vehicle, and the upshift switching operation is performed during deceleration of the straddle-type vehicle In this case, both of the control to start the increase of the power of the power source are performed. However, the control device is not limited to this. For example, the control device may execute one of control for starting reduction of power of the power source and control for starting increase of power of the power source.

  The control device retards the ignition of the engine as control for reducing the power of the engine. However, the control for reducing the power of the engine is not limited to this, and may be, for example, processing for reducing the amount of supplied fuel. Also, the process of reducing the amount of supplied fuel includes the process of reducing the amount of supplied fuel by making the supply of fuel zero.

A straddle-type vehicle is a type of vehicle in which a driver sits on a saddle. A straddle-type vehicle is a vehicle provided with a saddle-type seat. A straddle-type vehicle is a vehicle on which a driver rides in a riding style. 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 is configured by, for example, a computer that executes a program. However, the control device is not limited to this, and may be configured by an electronic circuit.

  According to the present invention, when a power on downshift or a power off upshift is performed, a straddle-type vehicle capable of a smooth shift operation without disconnection of power transmission between the power source and the input shaft is provided. To realize.

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 the downshifting during acceleration. It is a figure explaining operation | movement of a dog and a pole in the shift up under deceleration. 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. 7 is a time chart schematically showing the operation of the straddle-type vehicle at the time of downshifting during acceleration of the straddle-type vehicle. 7 is a time chart schematically showing the operation of the straddle-type vehicle at the time of shift-up during deceleration of the straddle-type vehicle. It is a flow chart explaining operation of shift control of a control device. It is a flowchart explaining the pre-processing shown in FIG. It is a flowchart explaining the process of the engagement release assistance shown in FIG.

  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. Hereinafter, the power source 11 may be referred to as an engine 11. 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 engine as 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 11 and the multi-stage 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, a shift pedal 501, 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 shift pedal 501 is provided to be operated by the driver's foot. When the shift pedal 501 applies a load with the driver's foot, a shift switching operation is performed. The load applied to the shift pedal 501 is transmitted via the link member 504 connected to the shift pedal 501. The shift cam 50 rotates with the displacement of the shift pedal 501 due to the load. As a result, gear shift switching is performed. For example, when the shift pedal 501 receives the depression load as the shift-up operation and rotates downward in the vertical direction of the straddle-type vehicle 1, the multi-speed transmission 13 shifts up. In addition, when the shift pedal 501 receives a load in the opposite direction to the depression as the downshift operation and rotates upward, the multistage transmission 13 shifts down.

  The straddle-type vehicle 1 is provided with a shift pedal load detector 730. The shift pedal load detector 730 detects the load applied to the shift pedal 501. The shift pedal load detector 730 detects loads in both upper and lower directions. The shift pedal load detector 730 shown in FIG. 1 is a load sensor provided on the link member 504. The shift pedal load detector 730 is configured of, for example, a load cell.

  The gear setting mechanism 139 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 according to the operation of the foot to the shift pedal. Are set to be effective mechanically and selectively. 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 selectively transmits power to the output shaft 30 through either the nth driven gear or the (n + 1) th driven gear by changing the mechanical engagement state. To enable.
The dog engagement mechanism 138 and the ratchet mechanism 400 correspond to an example of the engagement mechanism of the gear setting mechanism 139 in the present embodiment. Hereinafter, the dog engagement mechanism 138 and the ratchet mechanism 400 will be described as the engagement mechanism.

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.

  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 down or stand up. Do. The gear shift is performed between the second gear and the third gear by the lowering or raising of the poles 35a, 36a and the engagement or disengagement of the dog rings 37a, 37c and the driven gears 342, 343.

  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 to the output shaft 30 during acceleration of the straddle-type vehicle 1 is performed from the state where the power transmission is performed via the drive gear and the driven gear corresponding to the nth speed. Can be switched to the state performed via the drive gear and the driven gear corresponding to the (n + 1) th speed without being cut. Further, from the state where power transmission to the output shaft 30 during deceleration of the straddle-type vehicle 1 is performed via the drive gear and the driven gear corresponding to the (n + 1) th speed, the power transmission is not cut off. It is possible to switch to a state performed via the drive gear and the driven gear corresponding to the nth speed.

  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. The shift cam angle detector 55 is a cam position detector. The shift cam angle represents the angular position of the shift cam 50.
The shift cam angle detector 55 detects the gear position at which the power transmission is effectively set by the gear position setting mechanism 139. The shift cam angle detector 55 supplies the controller 8 with a signal representing the gear and shift cam angle. The shift cam 50 receives the displacement of the shift pedal 501 that receives the operation load from the driver's foot via a mechanism such as the link member 504.

  Each mechanism of the multi-stage transmission 13 is provided with a play of operation. For example, the shift pedal 501 and the link member 504 are provided with an allowance (play) corresponding to the start of the rotation of the shift cam 50 after the shift pedal 501 receives the load of the foot and starts the displacement. Similarly to this, the shift cam 50 is provided with a margin (play) corresponding to the start of the engagement or release operation of the ratchet mechanism 400 and the shift cam 50 after the shift cam 50 starts rotating. Therefore, it is possible to detect the rotation of the shift cam 50 before the ratchet mechanism 400 as the engagement mechanism and the shift cam 50 start operation.

  In this embodiment, by using both the shift cam angle detector 55 and the shift pedal load detector 730, it is possible to detect the intention of the shift operation by the driver early with high accuracy.

  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, drive gears 241 to 246, driven gears 341 to 346, these driven gears The first dog D1 provided in 341-346, the second dog D2 provided in the dog rings 37a-37c, the output shaft 30, the drive chain 10, and the wheel 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 decreases and increases the power of the power source 11 by controlling at least one of the opening degree of the throttle valve 105, the supply amount of fuel in the fuel injection device 106, and the timing of ignition in the spark plug 107. Control. The controller 8 reduces the power of the power source 11, for example, by delaying the timing of ignition by the spark plug 107 in the combustion cycle as the power source 11. Control of decrease and increase of the power of the power source 11 is not particularly limited. 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 reduces or increases the power of the power source 11 based on the acceleration state of the straddle-type vehicle 1 and the shift operation by the driver.

For example, the control device 8 performs the shift-up switching operation (power-off up-shift) of the multi-stage transmission 13 without the power transmission between the power source 11 and the input shaft 20 being cut off during deceleration of the straddle-type vehicle 1 Temporarily increase the power of the power source 11. In this case, the controller 8 determines the power of the power source 11 based on both the determination of the detection signal from the shift pedal load detector 730 (S31) and the determination of the detection signal from the shift cam angle detector 55 (S32). An increase is started (S33). The increase of the power of the power source 11 is carried out by the end of the retardation of the ignition angle of the engine (S33).
Further, for example, the control device 8 performs the shift down switching operation (power on down shift) of the multi-stage transmission 13 without cutting off power transmission between the power source 11 and the input shaft 20 during acceleration of the straddle-type vehicle 1 2.), the power of the power source 11 is temporarily reduced. In this case, the controller 8 starts to decrease the power of the power source 11 based on both the detection signal from the shift pedal load detector 730 and the detection signal from the shift cam angle detector 55.

When the downshift switching operation is performed during acceleration of the straddle-type vehicle 1, the poles (35a to 35c, 36a-36c) and dog rings 37a-37c can be disengaged.
The combination of detection by both the shift pedal load detector 730 and the shift cam angle detector 55 which have different detection actions enables the driver's intention of the operation via the foot operation to the shift pedal to be determined early with high accuracy. . Therefore, in the power on downshift or the power off upshift, the shift operation can be performed early while suppressing an increase in the period in which the drive state of the power source is changed.

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 30 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.

During deceleration of the straddle-type vehicle 1, negative torque is output from the power source 11. In other words, in the power source 11, torque in the rotational direction is transmitted from the wheel 5 to the power source 11 via the multi-stage transmission 13. The power shaft 90 of the power source 11 rotates to resist the torque transmitted from the wheel 5. A so-called engine brake operates.
When the torque output from the power source 11 becomes negative while the straddle-type vehicle 1 is traveling, power in the direction (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 speed reduction pole 36c is upright, power in the direction opposite to the acceleration direction R is transmitted from the dog ring 37c to the output shaft 30 via the speed reduction pole 36c.
In other words, when the torque output from the power source 11 is 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 downshifting during acceleration.
In each of the parts (a) to (e) including the part (a ′) of FIG. 5, there is shown a schematic view of the acceleration pole, the deceleration pole, the dog ring, and the driven gear seen 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 when the multi-stage transmission is downshifted from the third speed to the second speed (power on downshift) 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 an initial state before downshifting. During deceleration of the straddle-type vehicle 1, transmission of positive power from the third speed driven gear 343 corresponding to the third speed to the output shaft 30 is effective. The positive power is a power in the same direction as the rotation direction R of the driven gear 343.

The first dog D1 of the third speed driven gear 343 is in dog engagement with the second dog D2 of the dog ring 37a. The power of the third speed driven gear 343 is transmitted from the first dog D1 to the dog ring 37c via the second dog D2 of the dog ring 37a. This power is transmitted from the dog ring 37a to the output shaft 30 via the third speed accelerating pole 35a.
On the other hand, the first dog D1 of the second speed driven gear 342 corresponding to the second speed is not in dog engagement with the second dog D2 of the dog ring 37c. Therefore, the power of the second speed driven gear 342 is not transmitted to the output shaft 30.

Next, when the shift switching operation of the multi-speed transmission 13 is performed, the control device 8 reduces the power of the power source 11, that is, the power output from the power source 11. Details of the process of reducing the power of the power source 11 by the controller 8 will be described later.
By reducing the power of the power source 11, as shown in part (a ') of FIG. 5, the third speed accelerating pole 35a is released from the power. Since the power for the third speed acceleration pole 35a is released from the power as the power of the power source 11 decreases, the acceleration pole 35a tends to fall down.

  Next, when the shift cam 50 (see FIG. 3) rotates in accordance with the driver's operation, the acceleration poles 35a and 35c fall down as shown in part (b) of FIG. Thus, the engagement at the (n + 1) th gear (third gear) is released. After the accelerating poles 35a and 35c fall down, the reduction of the power of the power source 11 ends. The power of the power source 11 is, for example, 0.

  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 second speed driven gear 342 corresponding to the second speed is rotated. One dog D1 engages with the second dog D2 of the dog ring 37a. As a result, the power of the second speed driven gear 342 is transmitted from the first dog D1 of the second speed driven gear 342 to the dog ring 37c via the second dog D2 of the dog ring 37c.

  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 (FIG. 5) of the third speed driven gear 343. (C)) and the second dog D2 of the dog ring 37a are disengaged from the dogs. For this reason, the power of the third speed driven gear 343 is not transmitted to the dog ring 37a.

Next, when the shift cam 50 (see FIG. 3) is further rotated according to the driver's operation, the acceleration poles 35a and 35c are erected as shown in part (e) of FIG. The power source 11 outputs positive power again.
The power of the second speed driven gear 342 is transmitted from the first dog D1 to the dog ring 37c via the second dog D2 of the dog ring 37c. The power is transmitted from the dog ring 37c to the output shaft 30 via the second accelerating pole 35c.
As a result, the transmission of negative 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.

  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.

FIG. 6 is a diagram for explaining the operation of the dog and the pole in the shift up during deceleration.
In each of the parts (a) to (e) including the part (a ′) of FIG. 6, there is shown a schematic view of the accelerating pole, the decelerating pole, the dog ring, and the driven gear seen 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 off upshift) at the time of deceleration of the straddle-type vehicle will be described with reference to FIG.

  Part (a) of FIG. 6 shows the initial state before the shift up. During deceleration of the straddle-type vehicle 1, transmission of negative power from the second speed driven gear 342 corresponding to the second speed to the output shaft 30 is effective. When the straddle-type vehicle 1 is decelerating, negative power is transmitted from the power source 11 to the wheel 5. That is, negative power is transmitted from the second speed driven gear 342 to the output shaft 30.

  It should be noted that, from the viewpoint of the wheel 5 in other words, the phenomenon shown in part (a) of FIG. 6 is that power in the rotational direction R is transmitted from the wheel 5 to the power source 11 when the straddle-type vehicle 1 is decelerating. That is, the power source 11 is driven by the power from the wheel 5. However, in the present embodiment, the phenomenon shown in part (a) of FIG. 5 will be described as negative power (power in the direction opposite to the rotation direction R) from the viewpoint of the power source 11.

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 negative power of the second speed driven gear 342 is transmitted from the first dog D1 to the dog ring 37c via the second dog D2 of the dog ring 37c. The negative power is transmitted from the dog ring 37c to the output shaft 30 via the second speed reduction pole 36c.
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 switching operation of the multi-speed transmission 13 is performed, the control device 8 increases the power of the power source 11, that is, the power output from the power source 11. Details of the process of increasing the power of the power source 11 by the control device 8 will be described later.
As the power of the power source 11 increases, as shown in part (a ′) of FIG. 6, the second speed reduction pole 36 c is released from the negative power. Since the second speed reduction pole 36c is released from negative power by the increase in the power of the power source 11, the second speed reduction pole 36c is likely to fall down.

  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. As a result, the engagement at the nth speed (second speed) is released. The increase in the power of the power source 11 ends after the speed reduction poles 36a and 36c fall down. The power of the power source 11 is, for example, 0.

  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. 6, 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, the negative power of the third speed driven gear 343 is transmitted from the first dog D1 of the third speed driven gear 343 to the dog ring 37a via the second dog D2 of the dog ring 37a.

  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. 6, the first dog D1 of the second speed driven gear 342 (FIG. 6). (C)) and the dog engagement of the dog ring 37c with the second dog D2 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. Also, the power source 11 outputs negative power again.
The negative power of the third speed driven gear 343 is transmitted from the first dog D1 to the dog ring 37a via the second dog D2 of the dog ring 37a. The negative power is transmitted from the dog ring 37a to the output shaft 30 via the third speed reduction pole 36a.
As a result, the transmission of negative 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.

  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.

The controller 8 of the present embodiment reduces the power of the power source 11 when a downshift is performed during acceleration. Then, after the reduction of the power of the power source 11, the control device 8 ends the reduction of the power of the power source 11.
In addition, the controller 8 increases the power of the power source 11 when an upshift is performed during deceleration. Then, after the increase of the power of the power source 11, the control device 8 ends the increase of the power of the power source 11.

FIG. 7 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, a shift pedal load detector 730, an input shaft speed detector 27, and an output shaft speed detector 28 are connected to the control device 8.
The control device 8 controls the power of the power source 11 by controlling the throttle motor 108, the fuel injection device 106, and the spark plug 107.

FIG. 8 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 8 a executing a program stored in the storage device 8 b shown in FIG. 7.
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 of 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 rotational speed of the wheel 5 and the operation amount of the accelerator operation element 7b detected by the accelerator detector 7c. The engine control unit 802 controls the magnitude of the power of 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. 9 is a time chart schematically showing the operation of the straddle-type vehicle 1 at the time of downshifting during acceleration of the straddle-type vehicle 1.
FIG. 9 shows the power shaft rotational speed, the output shaft torque of the multi-speed transmission 13, the output torque of the engine, the shift cam angle of the multi-speed transmission 13, and the shift load of the shift pedal 501. FIG. 9 shows the behavior when the downshift switching operation from the (n + 1) th speed to the nth speed of the multi-stage transmission 13 is performed.

The power shaft rotational speed is the rotational speed of the power shaft 90 of the power source 11. The power shaft rotational speed is, for example, a rotational speed detected by the power shaft speed detector 192. Since the straddle-type vehicle 1 is accelerating, the rotational speed of the power shaft 90 of the power source 11 increases with time, except for a period during which the power transmission path is switched.
The output shaft torque is a torque output from the output shaft of the multistage transmission 13. During acceleration of the straddle-type vehicle 1, the wheels 5 receive driving force from the power source 11.
The output torque is a torque output from the power shaft 90 of the power source 11. Torque substantially represents power.
The shift cam angle indicates the rotation angle of the shift cam 50. The angle of the shift cam 50 before the shift operation is shown as zero. The rotation of the shift cam 50 in response to the downshift operation is shown as a positive value.
The shift load represents the load due to the operation of the foot applied to the shift pedal 501.

  Each state in the case where the multi-stage transmission 13 is downshifted during acceleration of the straddle-type vehicle 1 is shown in FIG. More specifically, FIG. 9 shows a state where the multi-speed transmission 13 is downshifted from the third speed to the second speed (power on downshift) while the straddle-type vehicle 1 is accelerating. . With reference also to FIG. 3 and FIG. 6, switching of the shift speed and control of the rotational speed of the power shaft 90 will be described.

Before the change of the transmission gear position in the multistage transmission 13 (before time t11), the dog rings 37a to 37b and the poles 35a to 35c and 36a to 36c of the multistage transmission 13 are in the initial state shown in part (a) of FIG. . That is, transmission of power from the third speed driven gear 343 corresponding to the third speed to the output shaft 30 is effective.
At the time of gear change, a load due to the driver's foot operation is applied to the shift pedal 501.

At time t10, the load on the shift pedal 501 is started. The load by operation increases with the passage of time. Immediately after the load on the shift pedal 501 is started, the rotation of the shift cam 50 is not started.
The shift cam 50 starts to rotate after the time when the load on the shift pedal 501 is started (time t10). When the shift cam 50 starts to rotate, the dog engagement mechanism 138 and the ratchet mechanism 400 of the multi-stage transmission 13 do not start operation.
The controller 8 starts reducing the power of the power source 11 based on both the detection signal from the shift pedal load detector 730 and the detection signal from the shift cam angle detector 55. Specifically, in the control device 8, the magnitude of the load detected by the shift pedal load detector 730 exceeds a predetermined load target value, and the magnitude of the shift cam angle detected by the shift cam angle detector 55 is predetermined. When the angle target value of is exceeded, the reduction of the power of the power source 11 is started. The controller 8 starts reducing the power of the power source 11 at time t11. The control device 8 starts reducing the power by the ignition retardation of the engine 11.

The ratchet mechanism 400 as the engagement mechanism starts operation at time t12 after the controller 8 starts reducing the power of the power source 11. As shown in part (b) of FIG. 5, the ratchet mechanism 400 brings down the accelerating poles 35 a and 35 c at time t12.
At time t11 at which the control device 8 detects the rotation of the shift cam 50, the magnitude of the rotation angle of the shift cam 50 causes the poles 35a and 35c to fall over via a cam member (not shown) provided inside the output shaft 30. It is smaller than the size of the angle Aa. As described above, the control device 8 controls the power source 11 based on the detection signal output from the shift cam angle detector 55 at an angle of the shift cam 50 smaller than the angle at which the ratchet mechanism 400 as the engagement mechanism starts operation. Start reducing power.

By using both the detection signal from the shift cam angle detector 55 and the detection signal from the shift cam angle detector 55, the driver's intention of the operation can be determined early with high accuracy.
The control device 8 in the present embodiment starts the control of the power source 11 based on the detection of the shift cam angle corresponding to the start of the operation of the ratchet mechanism 400 by the shift cam angle detector 55. Therefore, the shift cam angle detector 55 detects an angle smaller than the shift cam angle Aa at which the ratchet mechanism 400 starts operation. However, the control device 8 in the present embodiment starts control of the power source 11 using a detection signal from the shift pedal load detector 730 in addition to the detection signal from the shift cam angle detector 55. Therefore, for example, based on detection of an angle smaller than the shift cam angle Aa that the ratchet mechanism 400 starts operation, control of the power source 11 can be started early with high accuracy.

When viewed from the point of view of load, control device 8 detects power of shift source load detector 730 at a timing t11 at which load having a magnitude smaller than load La that causes ratchet mechanism 400 to operate reliably. Start control. However, in addition to the detection signal from shift pedal load detector 730, control device 8 in the present embodiment uses the detection signal from shift cam angle detector 55 to start control of power source 11. Therefore, detection of a small load can start control of the power source 11 early with high accuracy.
As described above, the control device 8 in the present embodiment can start control of the power source 11 at an early time before the ratchet mechanism 400 starts to operate.

  At time t11, the power of the power source 11 decreases, so that it becomes easy to release the engagement of the acceleration poles 35a and 35c that transmit the power of the gear before change. The ratchet mechanism 400 then lowers the acceleration poles 35a and 35c at time t12 as shown in part (b) of FIG. After lowering the accelerating poles 35a and 35c, the controller 8 stops the reduction of the power of the power source 11. At time t13, as shown in part (c) of FIG. 5, the first dog D1 of the second speed driven gear 342 corresponding to the second speed engages with the second dog D2 of the dog ring 37c. . As a result, the power of the second speed driven gear 342 is transmitted from the first dog D1 of the second speed driven gear 342 to the dog ring 37c via the second dog D2 of the dog ring 37c.

  Thereafter, the dog engagement between the first dog D1 (part (c) of FIG. 5) of the third speed driven gear 343 and the second dog D2 of the dog ring 37a is released. In addition, the acceleration poles 35a and 35c in the ratchet mechanism 400 stand up. In this manner, the shift down (power on down shift) of the multi-stage transmission 13 is performed during acceleration of the straddle-type vehicle 1.

FIG. 10 is a time chart schematically showing the operation of the straddle-type vehicle 1 at the time of shift-up while the straddle-type vehicle 1 is decelerating.
FIG. 10 shows the ignition angle of the engine 11 and the throttle opening degree, in addition to the power shaft rotational speed, the output shaft torque, the output torque, the shift cam angle, and the shift load. FIG. 10 shows the behavior when the upshift switching operation from the nth speed to the (n + 1) th speed of the multi-stage transmission 13 is performed.

  More specifically, FIG. 10 shows a state where the multi-stage transmission 13 upshifts from the second speed to the third speed (power off upshift) while the straddle-type vehicle 1 is decelerating. .

Before the change of the transmission speed in the multistage transmission 13 (before time t21), the dog rings 37a to 37b and the poles 35a to 35c and 36a to 36c of the multistage transmission 13 are in the initial state shown in part (a) of FIG. . That is, transmission of power from the second speed driven gear 342 corresponding to the second speed to the output shaft 30 is effective.
At the time of gear change, a load due to the driver's foot operation is applied to the shift pedal 501. The direction of load and the direction of rotation of the shift cam 50 are opposite to those in the case of the downshift shown in FIG.

At time t20, the load on the shift pedal 501 is started. The load by operation increases with the passage of time. Immediately after the load on the shift pedal 501 is started, the rotation of the shift cam 50 is not started.
After the load on the shift pedal 501 is started, the shift cam 50 starts to rotate. When the shift cam 50 starts to rotate, the dog engagement mechanism 138 and the ratchet mechanism 400 of the multi-stage transmission 13 do not start operation.
The controller 8 starts to increase the power of the power source 11 based on both the detection signal from the shift pedal load detector 730 and the detection signal from the shift cam angle detector 55. Specifically, in the control device 8, the magnitude of the load detected by the shift pedal load detector 730 exceeds a predetermined load target value, and the magnitude of the shift cam angle detected by the shift cam angle detector 55 is predetermined. When the angle target value of is exceeded, the increase of the power of the power source 11 is started. At time t21, the control device 8 starts to increase the power of the power source 11.

At time t20 before the power of the power source 11 is increased, the control device 8 delays the ignition angle of the engine 11 and carries out an increase in the throttle opening. The ignition retardation of the engine 11 is implemented to suppress an increase in the power of the engine 11 accompanying an increase in the intake amount. The controller 8 increases the throttle opening and delays the ignition angle. Thus, the output torque of the power source 11 is maintained.
The control device 8 starts the ignition retardation of the engine 11 and the increase of the throttle opening at time t20 before the shift cam 50 starts to rotate. Specifically, the controller 8 starts to increase the ignition retardation and the throttle opening degree of the engine 11 after the load is detected by the shift pedal load detector 730 and before the shift cam 50 starts to rotate. . As a result, control of the intake amount, which takes a long time as compared with control of the ignition angle, can be started earlier.

  At time t20, the control device 8 in the present embodiment starts increasing the ignition retard angle and the throttle opening degree of the engine 11 based only on the detection of the load on the shift pedal 501 before the shift cam 50 starts to rotate. . At this time, the intention of reliable operation has not been confirmed. However, at time t20, the throttle opening increases and the ignition angle is delayed, so the output torque of the power source 11 is maintained. Therefore, even if there is no intention of the actual operation, the influence on the output torque of the power source 11 is suppressed.

The control device 8 starts to increase the power by stopping the ignition retardation of the engine 11 at time t21.
The ratchet mechanism 400 as an engagement mechanism starts operation at time t22 after the control device 8 starts increasing the power of the power source 11. As shown in part (b) of FIG. 6, the ratchet mechanism 400 puts down the speed reduction poles 36a and 36c at time t22.
At time t21 at which the control device 8 detects the rotation of the shift cam 50, the magnitude of the rotation angle of the shift cam 50 causes the poles 36a and 36c to lie down via a cam member (not shown) provided inside the output shaft 30. It is smaller than the size of the angle Ab. The controller 8 controls the power source 11 based on a detection signal output from the shift cam angle detector 55 at an angle of the shift cam 50 smaller than the magnitude of the shift cam angle Ab at which the ratchet mechanism 400 as an engagement mechanism starts operating. Start increasing power.

Also in the power-off upshift, by using both the detection signal from the shift cam angle detector 55 and the detection signal from the shift cam angle detector 55, the intention of the driver's operation is determined early with high accuracy.
The control device 8 in the present embodiment starts control of the power source 11 based on detection of an angle corresponding to a state before the start of operation by the ratchet mechanism 400 as the engagement mechanism. For this reason, the shift cam angle detector 55 detects an angle smaller than the shift cam angle Ab at which the ratchet mechanism 400 starts operation. However, the control device 8 in the present embodiment starts control of the power source 11 using a detection signal from the shift pedal load detector 730 in addition to the detection signal from the shift cam angle detector 55. For this reason, for example, based on detection of an angle smaller than the shift cam angle Ab such that the ratchet mechanism 400 starts operation, control of the power source 11 can be started early with high accuracy.

When viewed from the point of view of load, the control device 8 detects the load smaller than the load Lb that causes the ratchet mechanism 400 to operate reliably, at timing t11 at which the shift pedal load detector 730 detects a load. Start control. However, in addition to the detection signal from shift pedal load detector 730, control device 8 in the present embodiment uses the detection signal from shift cam angle detector 55 to start control of power source 11. Therefore, detection of a small load can start control of the power source 11 early with high accuracy.
As described above, the control device 8 in the present embodiment can start control of the power source 11 at an early time before the ratchet mechanism 400 starts to operate.

  At time t21, the power of the power source 11 is increased, which makes it easy to release the engagement of the speed reduction poles 36a and 36c that transmit the power of the gear before change. As shown in part (b) of FIG. 6, the ratchet mechanism 400 lowers the acceleration poles 35a and 35c at time t22 thereafter. After lowering the speed reduction poles 36a and 36c, the controller 8 stops the increase of the power of the power source 11. At time t23, as shown in part (c) of FIG. 6, 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, the power of the third speed driven gear 343 is transmitted from the first dog D1 of the third speed driven gear 343 to the dog ring 37a via the second dog D2 of the dog ring 37a.

  Thereafter, the dog engagement between the first dog D1 (part (c) of FIG. 6) of the second speed driven gear 342 and the second dog D2 of the dog ring 37c is released. In addition, the speed reduction poles 36a and 36c in the ratchet mechanism 400 stand up. In this manner, the upshift (power-off upshift) of the multi-stage transmission 13 is performed while the straddle-type vehicle 1 is decelerating.

FIG. 11 is a flowchart for explaining the shift control operation of the control device 8.
FIG. 11 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, for example, based on the detection result of the shift pedal load detector 730 that detects the load on the shift pedal 501, whether or not the change operation has been performed. Specifically, when the magnitude of the load detected by the shift pedal load detector 730 exceeds a predetermined determination value, the control device 8 detects that there is a load due to the driver's foot operation.
For example, at time t10 shown in FIG. 9 or time t20 shown in FIG. 10, the control device 8 determines that there is a load due to the driver's foot operation.

Next, the control device 8 determines the type of operation of the multi-stage transmission 13 (S12).
The controller 8 determines the upshift or downshift, for example, according to the direction of the load on the shift pedal 501 detected by the shift pedal load detector 730.
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 S11, the control device 8 does not determine the type of operation and ends the shift control shown in FIG. 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). The pre-processing is processing performed by the control device 8 prior to the increase of the output of the power source 11 when a predetermined condition is satisfied.
When the predetermined condition is satisfied in the preprocessing of step S13, the control device 8 performs a process of increasing the intake amount of the power source 11, and suppresses an increase of the output of the power source 11 accompanying an increase of the intake amount. A process of starting ignition retardation of the power source 11 is performed.
Details of the process of step S13 will be described later.

Next, the control device 8 assists the disengagement (S14).
In the case of shift-up at the time of deceleration of the (4) straddle-type vehicle 1 or at shift-down at the time of acceleration of the (2) straddle-type vehicle 1 in the multistage transmission 13, the current transmission before the change In order to cancel the power transmission related to the stage, it is required to change the output of the power source 11. The controller 8 changes the output of the power source 11 to cancel the power transmission of the current gear before the change. By the process of step S14, disengagement of the poles 35a to 35c and 36a to 36c or the dogs D1 and D2 that transmit the power of the gear before change is facilitated.

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 type of operation is (2) acceleration of the straddle-type vehicle 1 and downshift, or (4) when the straddle-type vehicle 1 is decelerating and upshift, the controller 8 performs this step S14. , The output of the power source 11 is changed to assist the disengagement. Specifically, when the type of operation is (2) acceleration of the straddle-type vehicle 1 and downshifting, the controller 8 reduces the output of the power source 11. When the type of operation is (4) deceleration of the straddle-type vehicle 1 and shift-up, the controller 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.

The control device 8 resets the change of the output of the power source 11 in this step S14 after the power transmission related to the current shift position is cancelled.
Further, in the present embodiment, the control device 8 operates in step S14 in the case of downshifting during acceleration of the (2) straddle-type vehicle 1 or upshifting during deceleration of the (4) straddle-type vehicle 1 in step S14. Vary the output of source 11. However, when the multi-stage transmission 13 is not a seamless transmission, in addition to the above (2) and (4), for example, a shift up at the time of acceleration of the (1) straddle type vehicle 1 or the above (3) The control device 8 changes the output of the power source 11 to assist the disengagement even when the riding type vehicle 1 is decelerating and downshifting is performed.
Details of the engagement release assist in step S14 will be described later.

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, for example, to reduce the influence of the inertia phase shock.
For example, the control device 8 performs the upshift operation from the nth speed to the (n + 1) th 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 acceleration of the straddle-type vehicle 1 Reduces the power of the power source 11.
Further, for example, the control device 8 shifts down the n + 1th speed to the nth speed of the multi-speed 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 When the operation is performed, the power of the power source 11 is increased.

Next, the control device 8 performs processing of power control and control termination (S16). The control device 8 ends the power control started in step S15.
That is, for example, when the upshift operation from the nth speed to the (n + 1) th speed is performed in the multi-stage transmission 13, the control device 8 ends the reduction of the power of the power source 11 in this step S16.
Further, for example, when the downshift operation from the (n + 1) th speed to the nth speed is performed in the multi-stage transmission 13, the control device 8 ends the reduction of the power of the power source 11 in this step S16.

Next, the control device 8 performs post-processing (S17).
The control device 8 performs an increase process of increasing the intake amount of the power source 11 as a pre-process in the previous step S13, and an ignition delay of the engine that suppresses the increase of the output of the power source 11 accompanying the increase of the intake amount. The corner has started. The control device 8 ends the processing executed in the pre-processing in this step S17. For example, in step S17, the control device 8 performs, as post-processing, a process of ending the increase of the intake amount of the power source 11 and suppressing the decrease of the output of the power source 11 accompanying the end of the increase of the intake amount. Perform processing to end the ignition retardation of the engine.

FIG. 12 is a flow chart for explaining the pre-processing shown in FIG.
The control device 8 performs a process of increasing the intake amount of the power source 11 prior to the increase of the output of the power source 11 performed later in the pre-processing of FIG. 12, and the output of the power source 11 with the increase of the intake amount. Start the ignition retardation of the engine to suppress the increase of

Specifically, when the straddle-type vehicle 1 is decelerating (Yes in S21), the control device 8 executes the intake amount increasing process of step S22 as a preparatory movement before the change of the shift position. When the shift switching operation of the multi-stage transmission is performed without the clutch 12 being disengaged during deceleration of the straddle-type vehicle 1, the control device 8 executes the intake amount increasing process of step S22.
That is, if the operation type determined in step S12 shown in FIG. 11 is (3) deceleration of the straddle-type vehicle 1 and downshift, or (4) shift when the straddle-type vehicle 1 decelerates In the case of up, the control device 8 executes an intake amount increase process. Further, when the load by the operation of the foot is detected by the shift pedal load detector 730 as a result of the determination of step S11 shown in FIG. 11, the control device 8 executes the intake amount increasing process of step S22.

In the intake air amount increasing process of step S22, the control device 8 increases the intake air amount of the power source 11, and retards the ignition timing of the engine so as to suppress the increase of the output of the power source 11 accompanying the increase of the intake air amount. (Time t11 in FIG. 9 or aging t21 in FIG. 10).
When the intake amount of the power source 11 simply increases, the output of the power source 11 increases. When the ignition timing of the power source 11 is simply retarded, the output of the power source 11 decreases.
In step S22 in the present embodiment, the control device 8 increases the amount of intake air and retards the ignition of the engine. This maintains a change in the output of the power source 11 prior to treatment.

FIG. 13 is a flowchart for explaining the process of assistance in releasing the engagement shown in FIG.
First, the control device 8 determines whether or not the type of operation in the multi-stage transmission 13 is a power-off upshift (S30). Specifically, the control device 8 determines whether or not the type of operation determined in step S12 shown in FIG. 11 is the upshift at the time of deceleration of the (4) straddle-type vehicle 1 described above.

When the type of operation is the power-off upshift (Yes in S30), control device 8 determines the power source based on both the detection signal from shift pedal load detector 730 and the detection signal from shift cam angle detector 55. Increase the power of 11.
Specifically, the control device 8 determines whether or not the pedal operation load is detected (S31). Specifically, based on the detection signal from shift pedal load detector 730, controller 8 determines whether the magnitude of the load applied to shift pedal 501 exceeds a predetermined load target value. The load target value is a value larger than the determination value for detecting the operation in the detection of the load by the operation of the foot (S11 in FIG. 11).

  When the pedal operation load is detected (Yes in S31), the control device 8 determines whether the rotation of the shift cam 50 is detected (S32). Specifically, based on the detection signal from the shift cam angle detector 55, the control device 8 determines whether the rotation angle of the shift cam 50 exceeds a predetermined angle target value.

When the pedal operation load is detected and the rotation of the shift cam 50 is detected (Yes in S32), the control device 8 increases the power of the power source 11. Specifically, the control device 8 starts processing to end the ignition retardation of the power source 11 so as to increase the power of the power source 11 (S33).
In step S33, when the control device 8 starts the process of ending the ignition retardation of the power source 11, the increase processing for increasing the intake amount of the power source 11 by the intake amount increase processing of step S22 (FIG. 12) Is running. Specifically, as shown in, for example, time t20 to t21 in FIG. 10, the intake amount of the power source 11 increases with the increase of the throttle opening, and the increase of the output of the power source 11 accompanying the increase of the intake amount is suppressed. Such ignition retardation of the engine is being performed.
In step S33, when the ignition retardation of the power source 11 ends, the output torque of the power source 11 increases, as shown at time t22 in FIG.

  When the ignition retardation of the power source 11 ends and the output torque of the power source 11 increases, the second speed reduction pole 36c is released from negative power as shown in part (a ') of FIG. Ru. As a result, the speed reduction pole 36c easily falls down. Therefore, the series of shift operations shown in FIG. 6 can be easily performed smoothly.

After the ignition retardation of the power source 11 is finished in step S33, the control device 8 resumes the ignition retardation (S34). The control device 8 restarts the ignition retardation, for example, when the shift cam angle exceeds a predetermined determination value. The determination value is larger than the shift cam angle at the time when the ignition retardation ends. Note that the control device 8 may restart the retardation regardless of the shift cam angle. For example, the control device 8 may resume the retardation after a predetermined period has elapsed from the end of the ignition retardation of the power source 11.
By resuming the retardation, as shown at time t23 in FIG. 10, the torque output from the power source 11 decreases.

When the magnitude of the load applied to the shift pedal 501 does not exceed the predetermined target load value (No in S31), or when the rotation of the shift cam 50 is not detected (No in S32), the control device 8 selects the shift pedal 501. It is determined whether the load applied to the load has decreased (S36). When the load decreases (Yes in S36), the control device 8 cancels the intake amount increase process (S22 in FIG. 12) which has been executed as the preliminary operation (S37).
Specifically, when the load detected by the shift pedal load detector 730 is lower than the load at the time when the intake amount of the power source 11 is increased (S11 in FIG. 11, time t20 in FIG. 10), The device 8 cancels the increase process of increasing the intake amount of the engine and the ignition retardation of the engine which suppresses the increase of the power of the power source 11 accompanying the increase of the intake amount. As a result, the engine intake amount decreases and the ignition angle of the engine returns from the retarded position. Thereafter, the control device 8 re-executes the shift control shown in FIG. 11 from the beginning (S38).
For example, even when a load is applied without the driver's intention of operation, the intake amount of the engine increases in the intake amount increase process (S22) shown in FIG. According to this embodiment, the load may be reduced later if there is no intention of operation. In such a case, changes in engine intake and engine ignition timing are reversed. Also at this time, the change in the power of the power source 11 is suppressed.

  If the type of the operation in the multi-stage transmission 13 is not the power off upshift (No in S30), the control device 8 determines whether the type of the operation is the power on downshift (S40). Specifically, the control device 8 determines whether or not the operation type determined in step S12 shown in FIG. 11 is a downshift at the time of acceleration of the (2) straddle-type vehicle 1 described above.

When the type of operation is a power on downshift (Yes in S40), control device 8 generates a power source based on both the detection signal from shift pedal load detector 730 and the detection signal from shift cam angle detector 55. Decrease the power of 11.
Specifically, the control device 8 determines whether or not the pedal operation load is detected (S41). Specifically, based on the detection signal from shift pedal load detector 730, controller 8 determines whether the magnitude of the load applied to shift pedal 501 exceeds a predetermined load target value. The load target value is a value larger than the determination value for detecting the operation in the detection of the load by the operation of the foot (S11 in FIG. 11).

  When the pedal operation load is detected (Yes in S41), the control device 8 determines whether the rotation of the shift cam 50 is detected (S42). Specifically, based on the detection signal from the shift cam angle detector 55, the control device 8 determines whether the rotation angle of the shift cam 50 exceeds a predetermined angle target value.

When the pedal operation load is detected and the rotation of the shift cam 50 is detected (Yes in S42), the control device 8 decreases the power of the power source 11. Specifically, the control device 8 starts the process of retarding the ignition angle of the power source 11 so as to reduce the power of the power source 11 (S43).
By retarding the ignition angle of the power source 11 in step S33, the output torque of the power source 11 is increased as shown at time t11 in FIG.

  As the ignition angle of the power source 11 is retarded and the output torque of the power source 11 is reduced, the third speed accelerating pole 35a is released from negative power as shown in part (a ') of FIG. Ru. For this reason, the speed reduction pole 35c is easily knocked down. Therefore, the series of shift operations shown in FIG. 5 can be smoothly performed.

After the ignition angle of the power source 11 is retarded in step S43, the control device 8 ends the retardation (S44). For example, when the shift cam angle exceeds a predetermined determination value, the control device 8 ends the retardation. The determination value is larger than the shift cam angle at the time when the ignition retardation starts. However, the control device 8 may end the retardation regardless of the shift cam angle. For example, the control device 8 may resume the retardation after a predetermined period has elapsed from the start of the ignition retardation of the power source 11.
By the end of the retardation, as shown at time t13 in FIG. 9, the torque output from the power source 11 is increased.

  When the magnitude of the load applied to the shift pedal 501 does not exceed the predetermined target load value (No in S41) or when the rotation of the shift cam 50 is not detected (No in S42), the control device 8 controls the shift pedal 501. It is determined whether the load applied to the load has decreased (S46). When the load decreases (Yes in S46), the control device 8 re-executes the shift control shown in FIG. 11 from the beginning (S48).

When the switching operation of the power on downshift is performed, the control device 8 according to the present embodiment determines both of the detection signal (S41) from the shift pedal load detector and the detection signal (S42) from the cam position detector. Based on the reduction of the power of the power source (S43) is started. Further, when the switching operation of the power-on upshift is performed, the control device 8 determines the detection signal (S31) from the shift pedal load detector and the detection signal (S32) from the cam position detector. , Start to increase the power of the power source (S33).
The shift pedal load detector 730 detects the driver's intention of operation via the load applied to the shift pedal 501 by the driver's foot operation. The shift cam angle detector 55 detects the intention of the operation via the angle of the shift cam 50 accompanying the operation of the shift pedal 501 by the driver's foot. By combining the detection results (steps S31 and S32, or S41 and S42) of the shift pedal load detector 730 and the shift cam angle detector 55 having different detection functions, the driver's intention of operation is determined early with high accuracy. Ru. Therefore, in the power on downshift or the power off upshift, it is possible to perform the shift operation early while suppressing an increase in the period in which the drive state of the power source 11 is changed.

Reference Signs List 1 straddle-type vehicle 5 wheels 8 control device 11 power source 12 clutch 13 multi-stage transmission 20 input shaft 30 output shaft 50 shift cam 55 shift cam angle detector (cam position detector)
DESCRIPTION OF SYMBOLS 90 Power shaft 138 dog engagement mechanism 139 gear stage setting mechanism 241-246 drive gear 341-346 driven gear 501 shift pedal 730 shift pedal load detector

Claims (5)

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 shift pedal operated by the driver's foot of a straddle-type vehicle,
Mechanical transmission of power from the input shaft to the output shaft via the drive gear and the driven gear according to any one gear position is mechanically and selectively effective according to the operation of the shift pedal by the foot A gear setting mechanism configured to set to
The gear setting mechanism mechanically transmits, to the output shaft, the power passing through either the nth driven gear corresponding to the nth gear or the n + 1th driven gear corresponding to the n + 1th gear. An engagement mechanism for selectively enabling by changing the engagement state;
A cam portion extending in the circumferential direction is formed on the outer peripheral surface, and the upshifting direction is reversed so that the rotating direction at upshifting and the rotating direction at downshifting become opposite according to the operation of the shift pedal by the foot operation. A multistage transmission including: a shift cam configured to rotate at the time of downshift, and causing the engagement mechanism to change the mechanical engagement state of transmission of the power to the output shaft as the rotation is performed;
A power source for outputting power supplied to the input shaft of the multi-stage transmission;
A shift pedal load detector that detects a load due to a foot operation applied to the shift pedal;
A cam position detector for detecting an angular position of the shift cam;
A control device for controlling the power of the power source, wherein
When the shift down switching operation from the (n + 1) th speed to the nth speed of the multi-stage transmission is performed without cutting off power transmission between the power source and the input shaft during acceleration of the straddle-type vehicle Control to start reduction of the power of the power source based on both the detection signal from the shift pedal load detector and the detection signal from the cam position detector,
When the shift-up switching operation from the nth speed to the (n + 1) th speed of the multi-stage transmission is performed without cutting off power transmission between the power source and the input shaft during deceleration of the straddle-type vehicle A control device that executes at least one of control for starting the increase of the power of the power source based on both the detection signal from the shift pedal load detector and the detection signal from the cam position detector;
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 claim 1 or 2,
The controller is
When the shift down switching operation from the (n + 1) th speed to the nth speed of the multi-stage transmission is performed without cutting off power transmission between the power source and the input shaft during acceleration of the straddle-type vehicle A detection signal from the shift pedal load detector, and a detection signal output from the cam position detector at an angular position of the shift cam smaller than an angular position at which the engagement mechanism starts operation; Control to start reducing the power of the power source, and
When the shift-up switching operation from the nth speed to the (n + 1) th speed of the multi-stage transmission is performed without cutting off power transmission between the power source and the input shaft during deceleration of the straddle-type vehicle A detection signal from the shift pedal load detector, and a detection signal output from the cam position detector at an angular position of the shift cam smaller than an angular position at which the engagement mechanism starts operation; At least one of control to start increasing the power of the power source is performed. A straddle-type vehicle according to claim 1 or 2,
The engagement 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 setting them effectively,
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,
An n + 1th speed configured to transmit power in an accelerating direction passing through the drive gear and the driven gear corresponding to the (n + 1) 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 n + 1th speed is configured to transmit power in a decelerating direction passing through the drive gear and the driven gear corresponding to the (n + 1) 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. And a decelerating 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, it has a shift cam that makes it stand up.

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