JP2021154967A - Shift control device for saddle-riding type vehicle - Google Patents

Abstract

To facilitate a downshift operation in a situation where a contact load between dowels is high.SOLUTION: A driven-side dowel speed estimation unit 102a estimates a rotation speed N1 of a driven-side dowel based on a rotation speed of a front wheel WF. A driving-side dowel speed estimation unit 102b estimates a rotation speed N2 of a driving-side dowel based on a rotation speed of a rear wheel WR. A dowel contact load estimation unit 103 estimates a contact load between the dowels based on a speed difference ΔN (=N2-N1) obtained by subtracting the rotation speed N1 of the driven-side dowel from the rotation speed N2 of the driving-side dowel. When the contact load between the dowels exceeds a contact load determination threshold value Nref, an ABS start unit 105 requests an ABS controller 600 to forcibly start an ABS. In response to the forcible start request, the ABS controller 600 starts the ABS when it is not actuated, and reduces a braking force of the rear wheel when the ABS is actuated.SELECTED DRAWING: Figure 7

Description

The present invention relates to a control device for a transmission for an engine vehicle, and in particular, a saddle that engages a drive side dowel and a driven side dowel of the transmission to transmit a driving force to a drive wheel and release the engagement at the time of shifting. The present invention relates to a vehicle shift control device suitable for a vehicle.

In a multi-stage transmission, a structure is known in which a speed change gear or a sleeve provided so as to be slidable on a main shaft and a counter shaft is moved on both shafts to perform a speed change. The shifting operation is performed by driving a shift fork that slides in parallel with the main shaft and the counter shaft.

As schematically shown in FIG. 11, such a manual multi-stage transmission is provided with a drive-side dowel for transmitting power from the crankshaft of the engine and a driven-side dowel for transmitting power to the drive wheels, and is driven. By engaging the side dowel and the driven side dowel, the driving force of the engine can be transmitted to the drive wheels. At the time of shifting, the engagement between the driving side dowel and the driven side dowel is released, and the gear can be moved by the shift fork.

Patent Document 1 discloses a technique in which a driving side dowel and a driven side dowel are engaged with each other to transmit power from the engine to the driving wheels, and the engaged state is released at the time of shifting.

Japanese Unexamined Patent Publication No. 2012-225437

In a vehicle transmission having the above structure, when the throttle is returned at the time of acceleration and the braking operation is mainly performed by the front brake to decelerate, the drive side dowel is on the driven side dowel side (acceleration side) as shown in FIG. ) Is strongly pressed against the dowels to increase the contact load between the dowels, resulting in engagement in an accelerated state, and a larger operating force than usual may be required for disengagement by shift operation.

Based on the same principle, even if the braking operation is performed only with the rear brake to decelerate, the drive side dowel is strongly pressed against the driven side dowel and the engagement between the dowels becomes a strong acceleration state, which is great for disengagement by shift operation. Operating power may be required.

Furthermore, even in a brake turn where the direction is changed at once by sliding the vehicle body with the rear wheels locked, the drive side dowels are strongly pressed against the driven side dowels when the rear wheels are locked, and the dowels are engaged. Is in a strong acceleration state, so a large operating force may be required for the downshift operation during the brake turn.

An object of the present invention is to solve the above technical problems, and to shift gears for saddle-riding vehicles that do not require a large shift operation force even in an accelerated state in which the driving side dowels are strongly pressed against the driven side dowels and the contact load between the dowels increases. The purpose is to provide a control device.

(1) The present invention includes means for detecting the wheel speed of the front wheels (WF) (101a) and means for detecting the wheel speed of the rear wheels (WR) (101b). In a transmission control device (100) mounted on a saddle-mounted vehicle equipped with a means (for example, ABS) for engaging and disengaging to switch gears and limiting the braking force of a brake, a driven side dowel. Means to detect the wheel speed of the front wheels (WF) to estimate the speed (N1) (102a) and means to detect the wheel speed of the rear wheels (WR) to estimate the drive side dowel speed (N2) ( 102b), means for detecting each dowel speed (N1, N2) on the driven side and the driving side based on the detection result of each wheel speed (102), and the driven side dowel speed (N1) and the driving side dowel speed (N2). ) Is provided with a means (103) for estimating whether or not the contact load between the dowels exceeds a predetermined threshold based on the detection result of), and the contact load exceeds a predetermined threshold during the downshift operation. The first feature is that the ABS or the like is activated according to the wheel speed of the rear wheel (WR).

(2) According to the present invention, when the rear wheel (WR) is locked during the downshift operation and the ABS or the like is operating when the contact load exceeds a predetermined threshold value, the rear wheel (WR) The second feature is that the braking force is further reduced.

(3) The present invention includes means for detecting the wheel speed of the front wheels (WF) (101a) and means for detecting the wheel speed of the rear wheels (WR) (101b), and includes a driving side dowel (D1) and a driven side. A transmission control device (100) mounted on a saddle-mounted vehicle equipped with a means (for example, ABS) that engages and disengages the dowel (D2) to switch gears and limits the braking force of the brakes. ), The means (102a) for detecting the wheel speed of the front wheels (WF) to estimate the driven side dowel speed (N1), and the wheels of the rear wheels (WR) for estimating the driving side dowel speed (N2). Means for detecting speed (102b), means for detecting dowel speeds (N1, N2) on the driven side and driving side based on the detection result of each wheel speed (102), dowel speed on the driven side (N1), and Means (103) for estimating whether or not the contact load between dowels exceeds a predetermined threshold based on the detection result of the drive side dowel speed (N2), and the contact load exceeds the predetermined threshold during the downshift operation. The third feature is that it is provided with means (200, 400) for reducing the engine output.

(4) The fourth feature of the present invention is that the means (200) for reducing the engine output cuts off the fuel supply to the engine.

(5) The fifth feature of the present invention is that the means for reducing the engine output (400) prohibits or retards engine ignition.

(1) Since the present invention has the above-mentioned first feature, when the rear wheel is locked at the time of a brake turn, if the ABS or the like is not operating, the ABS or the like is activated and the contact between the driven side dowel and the driving side dowel. Since the load is reduced, the downshift operation at the time of brake turn becomes easy.

(2) Since the present invention has the above-mentioned second feature, when the rear wheels are locked at the time of a brake turn, the braking force of the rear wheels is further reduced if ABS or the like is already in operation, and the dowels on the driven side are used. Since the contact load with the drive side dowel is further reduced, the downshift operation at the time of brake turn becomes easy.

(3) Since the present invention has the above-mentioned third feature, the result of decelerating by returning the throttle during acceleration and mainly performing braking operation with the front brake, or the result of decelerating by performing braking operation only with the rear brake. Even if the drive side dowel is strongly pressed against the driven side dowel and the contact load between the dowels is high, the engine output is reduced and the contact load between the dowels is reduced, so the downshift operation is easy. Become.

(4) Since the present invention has the above-mentioned fourth feature, the engine output can be reduced without prohibiting engine ignition.

(5) Since the present invention has the above-mentioned fifth feature, the engine output can be reduced without interrupting the fuel supply to the engine.

It is a left side view of the motorcycle to which this invention is applied. It is sectional drawing of a power unit. It is a figure which showed the structure of the shifter gear provided in a stepped transmission. It is a functional block diagram of the shift control device for a vehicle which concerns on 1st Embodiment of this invention. It is a flowchart which showed the operation of 1st Embodiment. It is a functional block diagram of the shift control device for a vehicle which concerns on 2nd Embodiment of this invention. It is a functional block diagram of the shift control device for a vehicle which concerns on 3rd Embodiment of this invention. It is a figure which showed the method of a brake turn schematically. It is a flowchart which showed the operation of 3rd Embodiment. It is a figure (No. 1) which compared the possibility of the downshift operation at the time of a brake turn with the prior art. It is the figure (2) which compared the possibility of the downshift operation at the time of a brake turn with the prior art. It is the figure which showed typically how the drive side dowel and the driven side dowel are engaged and the rotational power of an engine is transmitted to a drive wheel.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a left side view of a motorcycle 1 to which the present invention is applied. The motorcycle 1 is a sports-type saddle-mounted vehicle that transmits the driving force of the engine E to the rear wheel WR via a stepped transmission housed in the crankcase 12.

A head pipe 6 for swingably supporting the steering mechanism of the front wheel WF is provided at the front end of the main frame 4 constituting the vehicle body frame 3. A front wheel WF is rotatably supported at the lower ends of a pair of left and right front forks 7 constituting the steering mechanism. A handlebar 5 for steering the steering mechanism is attached to the upper part of the front fork 7.

A hanger frame 9 that supports the front side of the crankcase 12 of the power unit P is connected to a position closer to the lower side of the head pipe 6. A plate-shaped reinforcing gusset 8 is bridged between the main frame 4 and the hanger frame 9.

A pair of left and right pivot plates 13 provided with pivots 28 that swingably support the front end of the swing arm 17 are fixed to the lower end of the main frame 4 that extends rearward from the head pipe 6 and curves downward. There is. The swing arm 17 that rotatably supports the rear wheel WR is suspended from the main frame 4 by the rear cushion 18.

The power unit P, which integrally constitutes the engine E and the stepped transmission, is supported by the pivot plate 13 and the hanger frame 9. A throttle body 26 having a fuel injection device 25 is fixed to the rear portion of the cylinder head 10 of the engine E. An air cleaner box 21 is connected to the rear portion of the throttle body 26. An exhaust pipe 11 for guiding combustion gas is connected to a muffler 19 at the rear of the vehicle body at the front portion of the cylinder head 10. At the end of the crankshaft S of the engine E, an ACG starter motor M that functions as a starter motor when the engine E is started and as a generator after the start is provided.

Above the power unit P, a fuel tank 2 having a bottom shape straddling the main frame 4 in the vehicle width direction is arranged. A rear frame 20 that supports the seat 22 and the like is fixed to the rear of the main frame 4. An engine starting device 100 as an ECU is arranged above the rear end of the rear frame 20.

FIG. 2 is a cross-sectional view of the power unit P. The power unit P has a configuration in which a manual speed change type stepped transmission TM is integrally housed in a crankcase 12 that supports a crankshaft S. The crankcase 12 pivotally supports the crankshaft S and constitutes a mission chamber 24 that accommodates the stepped transmission TM behind the crank chamber 27 in which the crankshaft S is arranged.

A cylinder block 5 and a cylinder head 10 on which a cylinder 39 is formed are superposed on the crank chamber 27, and the cylinder head 10 and the cylinder block 5 are integrally fastened to the crankcase 12 by a fastening member. A cylinder head cover 34 is attached to the upper part of the cylinder head 10.

A piston 38 is housed in the cylinder 39 of the cylinder block 5 so as to be slidable back and forth, and a crank mechanism is formed by connecting the piston 38 and the crankshaft S by a connecting rod 40. A valve operating mechanism 33 for driving an intake / exhaust valve is housed in the cylinder head 10.

The cam chain 37 is bridged between the driven side cam chain sprocket 35 fitted to the valve operating cam shaft 30 of the valve operating mechanism 33 and the driving side cam chain sprocket 51 fixed to the crankshaft S. The valve camshaft 30, which is rotated at half the rotation speed of the crankshaft S, swings the intake rocker arm 31 and the exhaust rocker arm 32, whereby the intake and exhaust valves are opened and closed at required timings.

The outer rotor 41 of the ACG starter motor M is fixed to the crankshaft S of the portion of the crankcase 12 protruding to the left from the left bearing wall 54 together with the drive side cam chain sprocket 51, and the ACG starter motor M is moved from the left side. The inner stator 42 is fixed to the inner cylinder 43 formed in the case cover 44 to cover. A balancer drive gear 69 and a primary drive gear 70 are sequentially fitted to the crankshaft S at a portion of the crankcase 12 projecting to the right from the right bearing wall 63.

In the transmission chamber 24 of the crankcase 12, the main shaft 61 and the counter shaft 55 are parallel to each other and are rotatably supported by bearings 52 and 57 between the left and right bearing walls 54 and 63. The main gear group 53 pivotally supported by the main shaft 61 and the counter gear group 58 pivotally supported by the counter shaft 55 are constantly meshed with each other to form a forward 5-speed stepped transmission TM.

A wet multi-plate clutch C is provided at the end of the main shaft 61 projecting to the right from the right bearing wall 63 of the crankcase 12. The clutch outer 68 of the clutch C is supported by a primary driven gear 65 rotatably supported by a main shaft 61 via a cushioning member. A plurality of clutch plates are interposed between the clutch inner 66 integrally fitted to the main shaft 61, and the pressing plate 67 reciprocates in conjunction with the operation of the clutch lever to engage and disconnect. The clutch C is lubricated by the engine oil stored in the bottom of the crankcase 12 in the same manner as the stepped transmission TM.

The primary driven gear 65 meshes with the primary drive gear 70 fixed to the crankshaft S. The power of the crankshaft S is transmitted to the main shaft 61 of the stepped transmission TM via the clutch C.

The counter shaft 55 penetrates the left bearing wall 54 of the crankcase 12 to the left and projects to the outside to form the final output shaft of the power unit P. A drive sprocket 50 is spline-fitted to the protruding portion. The drive chain 16 wound around the drive sprocket 50 transmits power to the driven sprocket fixed to the rear wheel WR. A sprocket cover 47 is arranged on the outer side of the drive sprocket 50 in the vehicle width direction.

FIG. 3 is a diagram showing a configuration of a shifter gear included in the stepped transmission TM, in which the shifter gear 73 can slide relative to the shift shaft 71 rotated by the driving force of the engine in the axial direction via a spline. It is attached so that it cannot rotate relative to the axis. In the shifter gear 73, the gear portion 74 meshes with the gear G1, the shift fork 76 that engages with the engaging portion 75 slides the shifter gear 73, and the shifter gear 73 is selectively dowel-engaged with the adjacent gears G2 or G3 to shift gears. Transmit power. The shifter gear 73 is provided with dowels 91 and 92, the dowel (hole) 93 of the gear G2 can be engaged with and detached from the dowel 91, and the dowel (hole) 94 of the gear G3 can be engaged with and detached from the dowel 92.

FIG. 4 is a functional block diagram showing a configuration of a main part of the vehicle shift control device according to the first embodiment of the present invention, in which a microprocessor mounted on the ECU 100 is stored in a control program in advance in a memory. It is realized by applying the detection result of process data and the registered control data.

In the ECU 100, the wheel speed detection unit 101 includes a front wheel speed detection unit 101a and a rear wheel speed detection unit 101b. The front wheel speed detection unit 101a detects the rotation speed of the front wheel (driving wheel) WF based on the vehicle speed sensor 81. The rear wheel speed detection unit 101b detects the rotation speed of the rear wheel (drive wheel) WR based on the vehicle speed sensor 82.

The dowel speed detection unit 102 includes a driven side dowel speed estimation unit 102a and a drive side dowel speed estimation unit 102b. The driven side dowel speed estimation unit 102a estimates the rotation speed N1 of the driven side dowel based on the rotation speed of the front wheel WF detected by the front wheel speed detection unit 101a. In the present embodiment, the rotation speed N1 of the driven side dowel is calculated by applying the rotation speed of the front wheel WF to a predetermined function formula.

The drive-side dowel speed estimation unit 102b estimates the rotation speed N2 of the drive-side dowel based on the rotation speed of the rear wheel WR detected by the rear wheel speed detection unit 101b. The rotation speed N2 of the drive side dowel is also calculated by applying the rotation speed of the rear wheel WR to a predetermined function formula.

The dowel contact load estimation unit 103 estimates the contact load between the dowels based on the speed difference ΔN (= N2-N1) obtained by subtracting the rotation speed N1 of the driven side dowel from the rotation speed N2 of the driving side dowel. Then, if the contact load between the dowels exceeds the contact load determination threshold value Nref, it is determined that the downshift operation is not easy because a large force is required to disengage the dowels, and the fuel injection control unit 200 is determined. Request a fuel cut.

The fuel injection control unit 200 constantly controls the fuel injection amount by the injector 300 based on various engine parameters such as the accelerator opening and the engine rotation speed, and in response to the fuel cut request, the fuel injection by the injector 300 is performed. The engine output is reduced by prohibiting or cutting off the fuel supply to the injector 300.

FIG. 5 is a flowchart showing the operation of the first embodiment, and in step S1, the presence or absence of a shift down operation is determined based on the shift operation signal (shifter signal). When the downshift operation is detected, the process proceeds to step S2, and the wheel speed of the front wheel WF is detected by the front wheel speed detection unit 101a. In step S3, the rotation speed N1 of the driven side dowel is estimated by the driven side dowel speed estimation unit 102a based on the wheel speed of the front wheel WF.

In step S4, the wheel speed of the rear wheel WR is detected by the rear wheel speed detection unit 101b. In step S5, the rotation speed N2 of the drive side dowel is estimated by the drive side dowel speed estimation unit 102b based on the wheel speed of the rear wheel WR. In step S6, it is determined whether or not the contact load between the dowels is in an excessive acceleration state.

In the present embodiment, when the dowel speed difference ΔN obtained by subtracting the rotation speed N1 of the driven side dowel from the rotation speed N2 of the driving side dowel exceeds the judgment threshold Nref, the downshift operation is performed because the contact load between the dowels is large. It is determined that the state is not easy, and the process proceeds to step S7. In step S7, the fuel injection control unit 200 prohibits fuel injection by the injector 300 or shuts off the fuel supply to the injector 300.

According to the present embodiment, as a result of returning the throttle at the time of acceleration and decelerating mainly by performing braking operation with the front brake, the drive side dowel is strongly pressed against the driven side dowel and the contact load between the dowels becomes high in the acceleration state. , This can be predicted by the rotation speed difference ΔN of each dowel. If it is presumed that an easy downshift operation is difficult due to the large contact load, fuel cut is performed, the rotational torque of the drive side dowels decreases, and the contact load between the dowels decreases, so the shift The down operation becomes easy.

Similarly, according to the present embodiment, even if the drive side dowel is strongly pressed against the driven side dowel and the contact load between the dowels increases as a result of decelerating by performing the braking operation only with the rear brake, this is applied to each dowel. Since it can be estimated by the rotation speed difference ΔN of, the downshift operation becomes easy by performing the fuel cut.

FIG. 6 is a functional block diagram showing the configuration of the second embodiment of the present invention, and the same reference numerals as those described above represent the same or equivalent parts, and thus the description thereof will be omitted.

In the present embodiment, when it is estimated by the dowel contact load estimation unit 103 that the contact load between the dowels is in an accelerated state exceeding the determination threshold value Nref, ignition prohibition or ignition timing retard is caused to the engine ignition control unit 400. Required. The engine ignition control unit 400 reduces the engine output by prohibiting or retarding the engine ignition by the ignition device 500 in response to the ignition prohibition request or the retard request.

FIG. 7 is a functional block diagram showing the configuration of the third embodiment of the present invention, and the same reference numerals as those described above represent the same or equivalent parts, and thus the description thereof will be omitted.

In the present embodiment, the ECU 100 further includes a rear wheel lock determination unit 104 for determining whether or not the rear wheel WR is locked, and an ABS activation unit 105 for forcibly activating ABS for the rear wheel WR, and the rear wheel WR. The downshift operation can be easily performed at the time of a brake turn, etc., in which the direction of the vehicle is reversed while the vehicle is locked. In the present embodiment, "rear wheel WR is locked" means not only a state in which the rotation of the rear wheel WR is completely stopped, but also a slip of a predetermined value or more occurs between the rear wheel WR and the road surface. It is a concept that includes the state of being in a state of being.

FIG. 8 is a diagram schematically showing a general method of brake turn, and the direction can be changed at once by sliding the vehicle body with the rear wheel WR locked. In such a brake turn, there is a desire to shift down during the turn in order to obtain high acceleration after the turn.

However, in the brake turn, since the braking operation is performed only by the rear brake, the drive side dowel is strongly pressed against the driven side dowel, and the contact load between the dowels becomes high, so that the downshift operation is not easy. Therefore, in the present embodiment, the shift down operation can be easily performed by relaxing the contact load between the dowels during the brake turn for the vehicle equipped with ABS (Anti-lock Braking System).

FIG. 9 is a flowchart showing the operation of the third embodiment of the present invention, and in step S21, the presence or absence of a downshift operation is detected based on the shifter signal. When the downshift operation is detected, the process proceeds to step S22, and the rear wheel lock determination unit 104 determines whether or not the rear wheels are in the locked state.

In step S23, as in the first embodiment, it is determined whether or not the contact load between the dowels is large in the acceleration state based on the wheel speed of the front wheel WF and the wheel speed of the rear wheel. If the contact load is in a large acceleration state and the downshift operation is not easy because a large force is required to disengage the dowel, the process proceeds to step S24. In step S24, the ABS activation unit 105 requests the ABS controller 600 to forcibly activate ABS.

In step S25, the timer for measuring the elapsed time t starts. In step S26, the duration Δt is set based on the current shift position. In the present embodiment, the lower the shift position, the larger the duration Δt is set.

In step S27, the ABS controller 600 determines whether or not the ABS is operating in response to the forced activation request, and if it is not operating, the process proceeds to step S28 to forcibly activate the ABS. When ABS is activated, the braking oil pressure of the rear wheels is pulsatilely controlled, and the contact load between the dowels is reduced, facilitating the downshift operation.

On the other hand, if the ABS is in operation, the process proceeds to step S29, and control is executed in which the rear wheel braking force during ABS is relaxed more than usual. When the braking oil pressure of the rear wheels is relaxed during ABS operation, the contact load between the dowels decreases, which facilitates the downshift operation.

In step S30, the elapsed time t is compared with the duration Δt. When the elapsed time t exceeds the duration Δt, the process proceeds to step S31, and the ABS forcibly activated in step S28 or the rear wheel braking force relaxation control started in step S29 is stopped.

FIG. 10 is a diagram showing whether or not a downshift operation at the time of a brake turn according to the present invention is possible in comparison with the prior art.

In the conventional technique shown in FIG. 10A, while the rear wheel WR is locked, the acceleration state in which the contact load between the dowels is large is maintained, and the engagement relationship between the dowels cannot be easily released, so that the downshift operation is difficult. It becomes.

On the other hand, in the third embodiment of the present invention, as shown in FIG. 10B, when the rear wheel WR is locked, the ABS is forcibly started or the rear wheel braking force in the ABS is forcibly relaxed. As a result, the contact load between the dowels is reduced, and the engagement relationship between the dowels can be easily disengaged, so that the downshift operation becomes easy.

100 ... ECU, 101 ... Wheel speed detection unit, 102 ... Dowel speed detection unit detection unit, 103 ... Dowel contact load estimation unit, 104 ... Rear wheel lock determination unit, 105 ... ABS start unit, 200 ... Fuel injection control unit, 300 ... Injector, 400 ... Engine point A control unit, 500 ... Ignition device, 600 ... ABS controller

Claims (7)

It is equipped with a means for detecting the wheel speed of the front wheels (WF) (101a) and a means for detecting the wheel speed of the rear wheels (WR) (101b).
In the transmission control device (100) mounted on a saddle-riding vehicle equipped with a means for engaging and disengaging the driving side dowel and the driven side dowel to switch the shift stage and limit the braking force of the brake. ,
Means (101a) for detecting the wheel speed of the front wheels (WF) to estimate the driven side dowel speed (N1),
Means (101b) for detecting the wheel speed of the rear wheels (WR) to estimate the drive side dowel speed (N2),
Means (102) for detecting each dowel speed (N1, N2) on the driven side and the driving side based on the detection result of each wheel speed, and
It is provided with a means (103) for estimating whether or not the contact load between the dowels exceeds a predetermined threshold value based on the detection results of the driven side dowel speed (N1) and the driving side dowel speed (N2).
A saddle-riding type characterized in that when the contact load exceeds a predetermined threshold value during a downshift operation, a means for limiting the braking force of the brake is activated according to the wheel speed of the rear wheel (WR). Shift control device for vehicles. A means (104) for determining whether or not the rear wheel (WR) is locked based on the wheel speed of the rear wheel (WR), and
When the rear wheel (WR) is locked during the downshift operation and the contact load exceeds a predetermined threshold value, a means (105) for activating a means for limiting the braking force of the brake is provided. The shift control device for a saddle-mounted vehicle according to claim 1. When the rear wheel (WR) is locked during the downshift operation and the contact load exceeds a predetermined threshold value, the rear wheel is activated when the means for limiting the braking force of the brake is operating. The shift control device for a saddle-mounted vehicle according to claim 1 or 2, wherein the braking force of (WR) is reduced. The shift control device for a saddle-riding vehicle according to any one of claims 1 to 3, wherein the means for limiting the braking force of the brake is ABS. It is equipped with a means for detecting the wheel speed of the front wheels (WF) (101a) and a means for detecting the wheel speed of the rear wheels (WR) (101b).
A transmission mounted on a saddle-mounted vehicle equipped with a means for engaging and disengaging the driving side dowel (D1) and the driven side dowel (D2) to switch gears and limit the braking force of the brake. In the control device (100)
Means (102a) for detecting the wheel speed of the front wheels (WF) to estimate the driven side dowel speed (N1),
Means (102b) for detecting the wheel speed of the rear wheels (WR) to estimate the drive side dowel speed (N2),
Means (102) for detecting each dowel speed (N1, N2) on the driven side and the driving side based on the detection result of each wheel speed, and
A means (103) for estimating whether or not the contact load between dowels exceeds a predetermined threshold value based on the detection results of the driven side dowel speed (N1) and the driving side dowel speed (N2).
A shift control device for a saddle-riding vehicle, which comprises means (200, 400) for reducing the engine output when the contact load exceeds a predetermined threshold value during a downshift operation. The shift control device for a saddle-riding vehicle according to claim 5, wherein the means (200) for reducing the engine output is to shut off the fuel supply to the engine. The shift control device for a saddle-mounted vehicle according to claim 5, wherein the means (400) for reducing the engine output prohibits or retards engine ignition.

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