JP3944085B2 - Vehicle transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
In the present invention, a switch case disposed near the grip of a steering handle of a bar handle type and fixed to the handle is provided with a shift up switch, a shift down switch, and a dimmer switch for switching the headlight up and down. The present invention relates to a vehicle transmission.
[0002]
[Prior art]
In general, Japanese Utility Model Publication No. 2-10079 discloses a vehicle in which a shift of a transmission is performed by an electric actuator that operates based on command signals from a shift-up switch and a shift-down switch operated by a passenger.
[0003]
According to the present invention, in such a vehicle, the upshift switch and the downshift switch are provided near the grip of the switch case and closer to the grip than the dimmer switch, so that the operation is easy and accurate without requiring skill. The purpose is to allow shift changes.
[0004]
[Means for Solving the Problems]
In order to achieve the above object, according to the present invention, the steering handle of a vehicle having a starting clutch is of a bar handle type, and is arranged near the grip of the steering handle and fixed to the handle. The switch case is provided with a shift-up switch, a shift-down switch, and a dimmer switch for switching the headlight up and down, and operates based on command signals from the shift-up switch and the shift-down switch operated by the occupant. In a vehicular transmission in which a transmission is shifted by an electric actuator, an engine speed detecting means, a shift position detecting means, a vehicle speed detecting means, and driving of the electric actuator based on signals from the detecting means An electronic control unit for controlling the electronic control Knit, together with the possible prohibition on the basis of a signal of a shift change by the shift-up switch and shift-down switch in order not to act the sudden load on the engine from the respective detection means, to the neutral in order to prevent the driving discouragement Shift changes can be prohibited based on signals from the vehicle speed detection means and shift position detection means, and the shift up switch and shift down switch are closer to the grip than the dimmer switch in the vicinity of the grip of the switch case. It is provided.
[0005]
The invention of claim 2, in addition to the configuration of claim 1, wherein the electrical actuator is characterized in feedback controllable der Rukoto.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.
[0009]
1 to 12 show a first embodiment of the present invention. FIG. 1 is a left side view of a saddle-ride type vehicle, and FIG. 2 is a plan view of the saddle-ride type vehicle (a view in the direction of the arrow in FIG. 1). 3 is an enlarged view in the three directions of FIG. 1, FIG. 4 is an enlarged view of the four directions in FIG. 2 (front view of the power unit), FIG. 5 is a sectional view taken along line 5-5 in FIG. 7 is an enlarged view of the main part of FIG. 7, FIG. 7 is a view in the direction of arrow 7 in FIG. 6, FIG. 8 is a skeleton diagram of the shift change mechanism, FIG. 9 is a time chart for explaining the operation, FIG. Is a view taken along line 11-11 in FIG. 10, and FIG. 12 is a view taken along line 12-12 in FIG.
[0010]
As shown in FIGS. 1 and 2, the saddle riding type vehicle V includes a vehicle body frame F assembled by welding steel pipes, and a pair of left and right front wheels Wf, Wf and a pair of left and right rear wheels Wr are provided at the front and rear portions thereof. , Wr are suspended. A bar handle type steering handle 1, a fuel tank 2, and a straddle-type seat 3 are arranged on the upper portion of the body frame F in order from the front. A brake lever 4 is provided at the left end of the steering handle 1, and a brake pedal 5 is provided at the right side of the center of the vehicle body. A central portion of the steering handle 1 is covered with a handle cover 6, and a meter 7 is provided so as to project forward.
[0011]
A power unit P having an engine E for driving the left and right front wheels Wf, Wf and the left and right rear wheels Wr, Wr is mounted at the center of the vehicle body frame F below the fuel tank 2 and the seat 3. The power unit P includes a casing 11 that is divided into two in the front-rear direction that also serves as a crankcase and a transmission case, and a crankshaft (see FIG. 4) supported by the casing 11 is disposed in the front-rear direction of the vehicle body.
[0012]
The front propeller shaft 13 extending forward from the power unit P is connected to the left and right front axles 15 _L and 15 _R via the front differential 14, and the rear propeller shaft 16 extending rearward from the power unit P is connected to the rear differential 17. To the left and right rear axles 18 _L and 18 _R , thereby driving the four wheels Wf, Wf, Wr, and Wr.
[0013]
As apparent from FIG. 3, the switch case S of the grip 21 near the left side of the steering wheel 1, the dimmer switch 22 for vertical switching of headlights, the lighting switch 23 for switching on and off the headlights, An engine start switch 24 for starting the engine E, an engine stop switch 25 for stopping the engine E, and a shift up switch 26 and a shift down switch 27 for shifting up or down a transmission T described later are provided. The shift-up switch 26 and the shift-down switch 27 constitute an operation member of the present invention.
[0014]
Next, the structure of the shift change mechanism provided in the power unit P will be described with reference to FIGS.
[0015]
As shown in FIG. 5, the casing 11 of the power unit P includes a front casing 31, a rear casing 32 coupled to the rear surface of the front casing 31, a front cover 33 coupled to the front surface of the front casing 31, A rear cover 34 is coupled to the rear surface of the rear casing 32.
[0016]
As schematically shown in FIG. 8, the transmission T housed in the power unit P includes a main shaft 35 connected to the crankshaft 12 (see FIG. 4), a front propeller shaft 13, and a rear propeller shaft 16. (See FIG. 2) A counter shaft 36 connected thereto is provided, and a gear train 37 for establishing a plurality of shift stages is provided between the main shaft 35 and the counter shaft 36.
[0017]
As shown in FIG. 5, the front end of the crankshaft 12 is provided with a starting clutch 38 formed of an automatic centrifugal clutch that is automatically engaged according to an increase in the engine speed, and the front end of the main shaft 35 is described later. A multi-plate transmission clutch 39 that is engaged and released by a shift change mechanism is provided. The transmission clutch 39 includes a clutch outer 40 that is rotatably supported by the main shaft 35, a clutch inner 41 that is fixed to the main shaft 35, and a plurality of friction plates 42 that are disposed between the clutch outer 40 and the clutch inner 41. And a clutch piston 43 that presses the friction plates 42. The clutch outer 40 is connected to the crankshaft 12 via an input gear 44 fixed integrally therewith.
[0018]
A shift spindle 51 extending in the longitudinal direction of the vehicle body is supported by the front cover 33, the front casing 31, the rear casing 32, and the rear cover 34. The shift spindle 51 is supported on the front cover 33 via a needle bearing 52 and an O-ring 53, and the front portion of the shift spindle 51 that protrudes further forward from the front cover 33 is a gear case coupled to the front end of the front cover 33. 54 is supported via a ball bearing 55. The front end of the shift spindle 51 is connected to a rotational phase detection means 56 comprising a potentiometer provided on the gear case 54. The outside of the rotational phase detection means 56 is covered with a protector 57 fixed to the gear case 54.
[0019]
A motor 58 as an electric actuator is supported on the outer surface of the gear case 54. A first reduction shaft 60 and a second reduction shaft 61 are supported in a gear chamber 59 defined between the gear case 54 and the front cover 33, and a first reduction gear 62 provided on the output shaft of the motor 58 is a first reduction shaft. The third reduction gear 63 provided on the first reduction shaft 60 is engaged with the fourth reduction gear 65 provided on the second reduction shaft 61, and the second reduction shaft 61 is engaged with the second reduction gear 63 provided on the second reduction shaft 61. The provided fifth reduction gear 66 meshes with a sixth reduction gear 67 made of a sector gear provided on the shift spindle 51. Therefore, the shift spindle 51 can be driven forward and backward by driving the motor 58 forward and backward. The second reduction gear 63 to the sixth reduction gear 67 are made of a sintered alloy and carburized.
[0020]
A groove 69 ₁ of a movable cam plate 71 supported by a roller 69 provided at the tip of a clutch arm 68 fixed to the shift spindle 51 rotatably on a spindle 70 provided on the front cover 33 on the extension line of the main shaft 35 (FIG. 4). A plurality of balls 73... Are arranged between the fixed cam plate 72 fixed to the support shaft 70 and the movable cam plate 71. When the movable cam plate 71 rotates, the ball received from the fixed cam plate 72 via the balls 73. The movable cam plate 71 is moved rightward in FIG. 5 by force. A connecting plate 75 connected to the movable cam plate 71 via a ball bearing 74 is connected to the clutch piston 43 with a bolt 76. The connecting plate 75 is urged in the left direction in FIG. 5 by a clutch spring 77 contracted between the clutch inner 41.
[0021]
Thus, when the motor 58 is driven forward or backward, the shift spindle 51 rotates forward and backward via the reduction gears 62 to 67, and the clutch arm 68 fixed to the shift spindle 51 swings. The movable cam plate 71 whose groove 71 ₁ is pressed by the roller 69 provided at the tip of the clutch arm 68 swings. As a result, the movable cam plate 71 is moved by the reaction force received from the fixed cam plate 72 via the balls 73... And the coupling plate 75 connected to the movable cam plate 71 resists the clutch spring 77 to move the clutch piston 43. 5, the friction plates 42 are separated from each other and the engagement of the speed change clutch 39 is released.
[0022]
A shift drum 81 and a shift fork shaft 82 are supported on the front casing 31 and the rear casing 32 in the longitudinal direction of the vehicle body. Three cam grooves 81 _{1 to} 81 ₃ are formed on the outer periphery of the shift drum 81, and the base ends of the three shift forks 83, 84, and 85 are engaged with these cam grooves 81 _{1 to} 81 ₃ . When the shift drum 81 rotates, the shift forks 83, 84, 85 move in the axial direction, and a predetermined gear position is established via the gear train 37. The rotational position of the shift drum 81, that is, the shift position, is detected by a shift position detecting means 91 comprising a potentiometer connected to the rear end of the shift drum 81.
[0023]
10 to 12 show a shifter gear 113 that is slidably supported on the mission shaft 112 and driven by one of the three shift forks 83, 84, and 85, and is supported on the mission shaft 112 so as to be relatively rotatable. The transmission gear 114 is coupled to the transmission shaft 112 by the shifter gear 113. The side surface of Shifutagiya 113 are eight dogs 113 ₁ ... are projected at equal intervals in the circumferential direction, radially inner end of the dog 113 ₁ ... Reinforcing integrally connected to the annular projection 113 ₂ Is done. Also on the side surface of the gear 114, the Shifutagiya 113 six dogs 113 ₁ ... in capable of meshing with eight dogs 114 ₁ ... is being projected at equal intervals in the circumferential direction, these dogs 114 ₁ ... radially outer ends of the are reinforced integrally connected to the annular projection 114 _2.
[0024]
Shifutagiya 113 and in order to reduce the time required for shift change by increasing the engagement opportunities and transmission gear 114, the dog 113 ₁ ..., 114 ₁ has been miniaturized than usual, dog by the annular projection 113 _2, 114 ₂ 113 ₁ ..., by reinforcing the 114 _1, dog 113 ₁ ..., it is possible to prevent the strength reduction due to miniaturization of the 114 _1. This makes it possible to perform a reliable shift change in a short time.
[0025]
6 and 7 together, it is clear that the first opening 87 ₁ , the second opening 87 _2, and the first opening 86 1 are provided in the collar 86 that is fitted to the outer periphery of the shift spindle 51 so as to be relatively rotatable. a spring receiver 87 ₃ formed by bending the inner peripheral edge of the opening 87 _1, the base end of the change arm 87 and a roller 88 are welded. Both ends of the torsion coil spring 89 is supported on the collar 86, and both side portions of the stud bolts 90 which are threaded through loosely ₁ the first opening 87 in the front casing 31, the spring of the change arm 87 received 87 Abuts on both sides of ₃ . Therefore, when the change arm 87 in the neutral position swings in any direction to the position where the edge of the first opening 87 ₁ contacts the stud bolt 90, the spring receiver 87 ₃ is twisted by the torsion coil spring 89. And a biasing force for returning the change arm 87 to the center position is generated.
[0026]
The tip of the shift L-shaped interlocking arm 92 fixed to the spindle 51 extends into the first opening 87 in _one of the change arm 87, is inserted between both ends of the torsion coil spring 89. Therefore, when the shift spindle 51 rotates in either the forward or reverse direction, the distal end of the interlocking arm 92 is idled within the first opening 87 ₁ of the change arm 87 by a predetermined distance, and the distal end thereof is the first opening 87 _1. When it comes into contact with the inner edge, the change arm 87 is rotated in the forward and reverse directions. While the tip of the interlocking arm 92 is idling, the change arm 87 is held in the neutral position in a stopped state, during which the engagement of the speed change clutch 39 is released. Therefore, the shift operation can be started reliably with a predetermined time lag from the release of the engagement of the shift clutch 39.
[0027]
A change plate 93 having a notch 93 ₁ formed at one end, a long hole 93 ₂ formed at the other end, and an opening 93 ₃ formed at the center is formed by the end surface of the shift drum 81, the change arm 87, It is arranged between. Change plate 93, a notch 93 ₁ is engaged with the outer periphery of the collar 86, and in a state in which the elongated hole 93 ₂ is engaged with the roller 88 of the change arm 87, and stretched between the change arm 87 It is biased in a direction along the notch 93 ₁ and the long hole 93 ₂ by a spring 94. In this state, the second opening 87 ₂ of the change arm 87 and the opening 93 ₃ of the change plate 93 are disposed at a position that substantially overlaps.
[0028]
A star-shaped pin plate 95 is fixed to the end of the shift drum 81 with bolts 97 via positioning pins 96. A detent arm 99 pivotally supported on the front casing 31 by a support shaft 98 is biased by a spring 100, and seven recesses formed on the outer periphery of the pin plate 95 by a detent roller 101 provided at the tip of the detent arm 99. 95 ₁ ... Is engaged elastically with any one of 95 ₁ . Therefore, the shift drum 81 can stably stop at any one of the seven rotational positions corresponding to the seven shift positions.
[0029]
Seven feed pins 95 ₂ ... Are arranged on the end surface of the pin plate 95 on the circumference, and a pair of protrusions 93 ₄ and 93 ₄ that can be engaged with the feed pins 95 ₂ . a pair of cam surfaces 93 _5, 93 ₅ and are formed on the inner periphery of the opening 93 ₃ of the change plate 93. In order to prevent the change plate 93 from falling off the pin plate 95, a plate-like holder 102 that holds the outer surface of the change plate 93 is fastened together with the bolt 97.
[0030]
As shown in FIG. 5, the secondary spindle 103 is supported on the rear cover 34 so as to be orthogonal to the shift spindle 51, and an arm 104 fixed to one end of the secondary spindle 103 is fixed to the rear end of the shift spindle 51. Engage with. A hexagonal portion 103 ₁ is formed at the other end of the secondary spindle 103, and this hexagonal portion 103 ₁ faces the opening 31 ₁ (see FIG. 4) of the front casing 31.
[0031]
The torque of the torsion coil spring 89 that biases the shift spindle 51 to the neutral position is set to be larger than the sum of the frictional forces of the motor 58 and the reduction gears 62 to 67 at an extremely low temperature (−25 ° C.). Since the gear chamber 59 is lubricated with a small amount of grease so as to reduce the frictional force of the reduction gears 62 to 67, the shift spindle 51 is provided with a torsion coil spring 89 when the motor 58 fails. It automatically returns to the neutral position by force. Also the motor 58 is failed, by engaging a tool 106 such as a wrench (see Fig. 5) to the hexagonal portion 103 ₁ of the secondary spindle 103, it is possible to operate the shift drum 81 manually.
[0032]
The shift change mechanism having the above configuration is assembled in the following procedure.
[0033]
After the shift spindle 51 is inserted from the rear into the front casing 31 and the rear casing 32, which are bolt-coupled in advance, the change arm 87, the interlocking arm 92, and the clutch arm 68 are assembled to the shift spindle 51 from the front. Subsequently, the rear cover 34 to which the secondary spindle 103 has been assembled in advance is bolted to the rear surface of the rear casing 32, and the front cover 33 to which the needle bearing 52, the O-ring 53 and the like have been previously assembled is bolted to the front surface of the front casing 31. Subsequently, after the first reduction shaft 60, the second reduction shaft 61, and the second reduction gear 63 to the sixth reduction gear 67 are assembled in the gear chamber 59 on the front surface of the front cover 33, the motor 58 and the rotational phase detection means 56 are installed. The gear case 54 provided integrally is overlapped with the front surface of the front cover 33 and is bolted together with the protector 57.
[0034]
In the shift change mechanism described above, the axes of the shift spindle 51, the shift drum 81, and the motor 58 are arranged in the longitudinal direction of the vehicle body parallel to the axis of the crankshaft 12 of the engine E. Since the units T are arranged in a concentrated manner below the counter shaft 36 of the machine T, the power unit P can be reduced in size by effectively using the space. Further, since the motor 58 of the shift change mechanism is disposed in front of the power unit P, the motor 58 can be effectively cooled by the traveling wind.
[0035]
As shown in FIG. 3, the electronic control unit C includes a vehicle speed detection means 107 and an engine speed in addition to signals from the shift up switch 26, the shift down switch 27, the rotation phase detection means 56 and the shift position detection means 91. Signals from the detection means 108 are input, and the drive of the motor 58 is controlled based on these signals.
[0036]
Next, the operation of this embodiment will be described.
[0037]
In the time chart of FIG. 9, when the upshift switch 26 or the downshift switch 27 is operated at time t ₀ , the motor 58 is driven at a duty of 100% until time t ₁ . The driving direction of the motor 58 at that time, that is, the rotation direction of the shift spindle 51 is opposite in the case of upshifting and the case of downshifting. When the rotation angle of the shift spindle 51 reaches 6 ° 30 ′, the shift clutch 39 is released and the shift drum 81 starts to rotate.
[0038]
In operation of this case, in FIG. 7, for example, the change arm 87 is rotated in the arrow A direction, the change plate 93 which engages through the rollers 88 and the long hole 93 ₂ in the change arm 87 in the direction of arrow A rotated, the opening 93 ₃ lower projections 93 ₄ formed on presses one of the feed pins 95 ₂ upwardly, thereby rotating the shift drum 81 in only one pitch direction of arrow a. As a result, when the rotation angle of the shift spindle 51 reaches 19 ° at time t ₂ , the detent roller 101 engages with the new recess 95 ₁ of the pin plate 95, and the shift drum 81 is stably placed at the new position. Stop. From time t ₁ to time t ₂ , the motor 58 generates a braking force and softens the impact when the inner edge of the first opening 87 ₁ of the change arm 87 contacts the stud bolt 90.
[0039]
Subsequently, the rotation angle of the shift spindle 51 is maintained at 19 ° from time t ₂ to time t ₄ to complete the shift change. Its first half period from the time t ₂ until time t ₃ of the time to engage the the Shifutagiya of the dog which is driven by the shift fork 81 to 83 and the dog of the gear completely, from the second half of the time t ₃ time to time t ₄ is the time to allow the rider's throttle operation to reduce shift shock.
[0040]
Subsequently, from time t ₄ to time t _6, the motor 58 is driven in the reverse direction. As a result, the change arm 87 is rotated in the direction of arrow B toward the neutral position in FIG. 7, it rotates in an arrow B direction together with the change plate 93 also change arm 87, the lower side of the cam formed in the opening 93 ₃ since the surface 93 ₅ receives the reaction force in contact with the feed pins 95 _{and second} one, in that the reaction force change plate 93 is moved in the arrow C direction while extending the spring 94. Thus, the cam surface 93 ₅ sends over the said pin 95 ₂ while stopping the shift drum 81 to the new position, the change arm 87 and the change plate 93 may be returned to the neutral position.
[0041]
Meanwhile, although the shift clutch 39 is engaged again, between the time t ₅ the speed change clutch 39 is engaged until time t _6, the driving speed of the motor 58 is reduced. As a result, the shift clutch 39 can be engaged slowly and the occurrence of a shift shock can be prevented.
[0042]
When the engine speed detected by the engine speed detection means 108 is a predetermined value (for example, 3000 rpm) or higher, or when the vehicle speed detected by the vehicle speed detection means 107 is a predetermined value (for example, 10 km / h) or higher, In order not to apply a sudden load to E, shift changes of neutral → first speed and neutral → reverse are prohibited. Further, when the vehicle speed detected by the vehicle speed detecting means 107 is a predetermined value (for example, 3 km / h) or more, a shift change from the first speed to the neutral is prohibited to prevent the driving force from being lost.
[0043]
As described above, in the first half of the shift change, the motor 58 is driven at a duty of 100% to quickly release the shift clutch 39, and the time required for the shift change can be shortened. In the second half of the shift change, feedback control of the rotation angle of the shift spindle 51 based on a signal from the rotation phase detection means 56 enables fine control of the rotation angle of the shift spindle 51 and the engagement of the shift clutch 39. The release speed can be set slower than the engagement speed to prevent the occurrence of a shift shock.
[0044]
Thus, the shift change is executed by the driving force of the motor 58 only by operating the shift up switch 26 or the shift down switch 27 instead of the change pedal or the change lever. Makes smooth shift changes. In addition, since the same motor 58 and the same rotational phase detection means 56 are shared by the operation of the transmission clutch 39 and the operation of the transmission T, the number of parts can be reduced and the cost can be reduced. At that time, the rotational phase detection means 56 detects the rotational phase of the shift spindle 51 close to both the clutch arm 68 and the change arm 87 which are driven members driven by the motor 58, so that highly accurate control is possible. Become.
[0045]
FIG. 13 shows a second embodiment of the present invention.
[0046]
In the second embodiment, a bakelite heat insulator 111 is interposed between the front cover 33 and the gear case 54, and the heat of the engine E is transferred to the motor 58 and the rotational phase detection means 56 by the heat insulator 111. It can be prevented from being transmitted. In addition, since the inside of the gear case 54 is lubricated with a small amount of grease in both the first and second embodiments, the heat insulation from the engine E is further improved.
[0047]
As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
[0048]
For example, in the embodiment, a four-wheel straddle-type vehicle V is illustrated, but the present invention can also be applied to a two-wheel or three-wheel vehicle.
[0049]
【The invention's effect】
As described above, according to the present invention , the shift up switch, the shift down switch, and the dimmer switch are provided in the switch case that is disposed in the vicinity of the grip of the steering handle of the bar handle type and is fixed to the handle. in the vehicle shift apparatus to perform the shifting of the transmission by an electric actuator which operates in accordance with a command signal from the shift-up switch and shift-down switch operated by the passenger, the shift-up switch and shift-down switch, the switch Near the grip of the case, it is provided on the side closer to the grip than the dimmer switch, and anyone can easily and accurately perform a shift change without requiring skill.
[0050]
The engine speed detecting means, a shift position detecting means, a vehicle speed detecting means, and an electronic control unit for controlling the driving of the electric actuator based on signals from the detecting means are provided. In order to prevent an abrupt load from acting on the gear, a shift change by a shift-up switch and a shift-down switch can be prohibited based on the signal from each of the detecting means , and a shift change to neutral is performed to prevent a driving force from being lost. Prohibition is possible based on signals from the vehicle speed detection means and the shift position detection means .
[Brief description of the drawings]
FIG. 1 is a left side view of a saddle riding type vehicle. FIG. 2 is a plan view of the saddle riding type vehicle.
3 is an enlarged view of the three directions in FIG. 1. FIG. 4 is an enlarged view of the four directions in FIG. 2 (front view of the power unit).
5 is a cross-sectional view taken along line 5-5 in FIG. 4. FIG. 6 is an enlarged view of the main part in FIG. 5. FIG. 7 is a view in the direction of arrow 7 in FIG. FIG. 10 is a partially enlarged view of the transmission. FIG. 11 is a view taken along the line 11-11 in FIG. 10. FIG. 12 is a view taken along the line 12-12 in FIG. FIG. 5 is a diagram corresponding to FIG. 5 according to the second embodiment.
C Electronic control unit E Engine S Switch case T Transmission Wr Front wheel (drive wheel)
Wf Rear wheel (drive wheel)
1 Steering handle 21 Grip 22 Dimmer switch 26 Shift up switch 27 Shift down switch
38 start clutch 58 motor (electric actuator)
91 Shift position detection means
107 vehicle speed detecting means 108 engine speed detecting means

Claims (2)

The steering handle (1) of the vehicle provided with the starting clutch (38) is of a bar handle type, and is disposed near the grip (21) of the steering handle (1) and fixed to the handle (1). The case (S) is provided with a shift-up switch (26) and a shift-down switch (27) and a dimmer switch (22) for switching the headlight up and down. In the vehicular transmission in which the transmission (T) is shifted by an electric actuator (58) that operates based on a command signal from the downshift switch (27),
Based on the signals from the engine speed detecting means (108), the shift position detecting means (91), the vehicle speed detecting means (107), and the detecting means (108, 91, 107), the electric actuator (58). An electronic control unit (C) for controlling driving,
The electronic control unit (C) detects a shift change by the upshift switch (26) and the downshift switch (27) so as not to apply a sudden load to the engine (E). Can be prohibited based on the signal from the vehicle, and the shift change to neutral can be prohibited based on the signals from the vehicle speed detecting means (107) and the shift position detecting means (91) in order to prevent the driving force from being lost. ,
The upshift switch (26) and the downshift switch (27) are provided near the grip (21) in the vicinity of the grip (21) of the switch case (S) and closer to the grip (21) than the dimmer switch (22). A transmission for a vehicle.   The vehicle transmission according to claim 1, wherein the electric actuator (58) is feedback controllable.

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