JP5069607B2 - Internal combustion engine - Google Patents

Description

  The present invention relates to an internal combustion engine provided with a rotation detection device that detects a gear rotation speed of a transmission.

A transmission having a plurality of gears (rotating bodies) on its shaft is provided behind the crankcase, and a rotation sensor is provided corresponding to a gear that moves in the axial direction among the plurality of gears of the transmission. 2. Description of the Related Art A rotation detection device that detects the number of rotations of a gear with a rotation sensor and detects the number of rotations of a shaft of a transmission is known (see, for example, Patent Document 1).
JP 2000-87780 A

However, in the conventional configuration, since the rotation sensor is provided on the gear that moves in the axial direction of the transmission, the width dimension in the axial direction of the gear is set so that the rotational speed of the gear can be detected even if the gear moves. It is necessary to increase the size or use an expensive sensor with high detection sensitivity.
Accordingly, an object of the present invention is to eliminate the problems of the conventional technology described above, without increasing the axial width dimension of the gear, and without using an expensive sensor with high detection sensitivity. An internal combustion engine provided with a rotation detection device capable of detecting the above.

In order to achieve the above object, the present invention accommodates a crankshaft and a transmission in a crankcase, the transmission has a plurality of gears for transmission, and the transmission rotates the crankshaft. An internal combustion engine having an input shaft (28) to which power is input, and an output shaft (29) for transmitting the rotational power of the crankshaft from the input shaft via a gear and transmitting the rotational power to drive wheels. In the engine, the input shaft (28) has a first input shaft (43) and a second input shaft (44), and the first input shaft (43) can be rotated relative to the second input shaft (44). The first clutch (51a) is disposed on the shaft of the first input shaft, and the second clutch (51b) is disposed on the shaft of the second input shaft. Before the rotational power of the crankshaft Transmission to the input shaft (28) is configured to be disconnectably provided with a rotation detecting device (401, 402) for detecting the rotational speed of the gear of the transmission, detection of the rotation detecting device (401a, 402a) Are respectively provided on the output shaft (29) behind the input shaft (28) , and are interlocked with the rotation of the first input shaft (43) and positioned in the axial direction, and the first gear (49c). A plurality of gears are provided corresponding to the gears (49d) positioned in the axial direction in conjunction with the rotation of the two input shafts (44) .
In the present invention, since the detection unit of the rotation detection device is disposed opposite to the gear whose position in the axial direction is fixed, the relative positional relationship between the detection unit of the rotation detection device and the gear changes in the axial direction. There is no. Therefore, the rotation speed can be detected without increasing the tooth width of the gear, so that an increase in the width dimension of the internal combustion engine in the axial direction of the transmission can be suppressed. In addition, since the rotational speed of the gear interlocked with the rotation of the input shaft is detected, the rotational speed of the input shaft can be detected.
Therefore, for example, in a vehicle that automatically shifts by driving means such as AMT (Automated Mannual Transmission), it is possible to detect the shift of the shift, and to accurately grasp the state of the automatic shift.

In this case, the gear whose rotation speed is detected by the rotation detection device may be a gear arranged in the axial direction and near the center of the shaft of the transmission.
Generally, since the shaft end of a transmission is supported by a crankcase via a bearing or the like, if a gear whose rotation speed is detected is set to a gear near the shaft end, a space for installing a rotation detection device is secured. In order to do this, the bearings must be arranged outward, and the shaft length is increased accordingly, increasing the size of the internal combustion engine.
In this configuration, since the gear whose rotation speed is detected is arranged in the axial direction near the center of the transmission shaft, the rotation detection device is arranged at a position away from the bearing, and the shaft length is reduced. There is no need to increase the length, and the increase in size of the internal combustion engine is suppressed.

The rotation detection device may be arranged in the crankcase.
By disposing the rotation detection device in the crankcase, it is not necessary to provide a separate housing or the like for the rotation sensor.
The rotation detection device may be disposed on the rear surface of the crankcase.
For example, when the rotation detection device is arranged on the upper surface of the crankcase, there is a restriction on the degree of freedom of arrangement of exhaust system or intake system components located on the crankcase upper surface. Therefore, the degree of freedom of arrangement of the exhaust system or intake system parts can be improved.

The gear whose rotation speed is detected by the rotation detection device is a gear provided on the output shaft behind the input shaft, and among the gears provided on the input shaft, the diameter is smaller than the smallest gear on the input shaft. May be a gear that meshes with a large gear.
In general, the gear on the output shaft that meshes with the smallest diameter gear on the input shaft has a larger diameter than the other gears on the output shaft. Protruding and the longitudinal length of the internal combustion engine becomes longer.
In this configuration, since the rotation detection device is provided on a gear that meshes with a gear having a larger diameter than the smallest diameter gear on the input shaft among the gears provided on the input shaft, the amount of protrusion of the rotation detection device to the rear of the internal combustion engine The internal combustion engine can be downsized.

The input shaft has a first input shaft and a second input shaft, a first clutch is disposed on the first input shaft, and a second clutch is disposed on the second input shaft. The transmission of the rotational power of the crankshaft to the input shaft can be connected / disconnected by the operation of the pair of clutches, and the rotation detector includes the number of rotations of the first input shaft and the second input shaft. A plurality of gears may be provided corresponding to a gear that is linked to the rotation of the first input shaft and a gear that is linked to the rotation of the second input shaft.
This configuration is applied to a vehicle equipped with a twin clutch type clutch device. Also in the vehicle, since the detection unit of the rotation detection device is disposed opposite to the gear whose axial position is fixed, the relative positional relationship between the detection unit of the rotation detection device and the gear changes in the axial direction. There is nothing to do. Therefore, the rotation speed can be detected without increasing the tooth width of the gear, so that an increase in the width dimension of the internal combustion engine in the axial direction of the transmission can be suppressed. In addition, since the rotational speed of the gear interlocked with the rotation of the input shaft is detected, the rotational speed of the input shaft can be detected. For this reason, for example, in a vehicle that automatically shifts by a driving means such as AMT, it is possible to detect shift switching and to accurately grasp the state of automatic shift.

The gear that detects the rotation of the first input shaft and the gear that detects the rotation of the second input shaft may be adjacent to each other in the axial direction.
In this configuration, since the gears that detect the rotation of the input shaft are gears that are adjacent in the axial direction, the wiring of the rotation detection devices corresponding to each gear can be collected, and the workability of the wiring of these rotation detection devices is improved. it can.

  In the present invention, since the detection unit of the rotation detection device is disposed opposite to the gear positioned in the axial direction, the relative positional relationship in the axial direction between the detection unit of the rotation detection device and the gear does not change, Since the rotation speed can be detected without increasing the gear width, an increase in the width of the internal combustion engine in the axial direction of the transmission can be suppressed. In addition, since the rotational speed of the gear interlocked with the rotation of the input shaft is detected, the rotational speed of the input shaft can be detected. For this reason, for example, in a vehicle that automatically shifts by a driving means such as AMT, it is possible to detect shift switching and to accurately grasp the state of automatic shift.

In addition, if the gear whose rotation number is detected by the rotation detection device is a gear arranged in the axial direction and near the center of the transmission shaft, the rotation detection device corresponding to the gear is connected to the shaft end of the transmission. Therefore, it is not necessary to lengthen the shaft length of the transmission, and the increase in size of the internal combustion engine is suppressed.
If the rotation detection device is arranged in the crankcase, it is not necessary to provide a separate housing for the rotation sensor.
If the rotation detection device is arranged on the rear surface of the crankcase, the degree of freedom of arrangement of the exhaust system or intake system components located on the upper surface of the crankcase can be improved as compared with the case where the rotation detection device is arranged on the crankcase upper surface. .
The gear whose rotation speed is detected by the rotation detection device is a gear provided on the output shaft behind the input shaft, and among the gears provided on the input shaft, the diameter is smaller than the smallest diameter gear on the input shaft. If the gear meshes with a large gear, the diameter of the gear is relatively small. Therefore, the amount of rotation of the rotation detection device that is projected rearward of the internal combustion engine can be suppressed, and the size can be reduced.

In addition, even when the present configuration is applied to a vehicle equipped with a twin clutch type clutch device, the same effect as described above can be obtained.
In this case, if the gear that detects the rotation of the first input shaft and the gear that detects the rotation of the second input shaft are adjacent to each other in the axial direction, the wiring of the rotation detection device corresponding to the gear is collected. This improves wiring workability.

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a left side view of the motorcycle.
In FIG. 1, F denotes a body frame of the motorcycle 1. The body frame F includes a head pipe 326 that supports a front fork 325 that pivotally supports a front wheel WF, and a rear lowering from the head pipe 326. And a pair of left and right pivot plates 328 and 328 that are connected to the rear portions of the main frames 327 and 327 and extend downward. The pivot plates 328 and 328 have a front end. Is configured by pivotally supporting a rear wheel WR on a rear portion of a swing arm 329 supported so as to be swingable. Reference numeral 325a denotes a steering handle. A link 330 is provided between the lower part of the pivot plate 328 and the front part of the swing arm 329, and a cushion unit 331 is provided on the upper part of the link 330 and the pivot plate 328.

  A power unit P is suspended from the main frames 327 and 327 and the pivot plates 328 and 328. The power unit P includes an engine E and a transmission M, and rotational power output from the transmission M is transmitted to the rear wheels WR via a drive shaft 332 extending in the front-rear direction. When the side stand 334 is attached to the lower part of the engine body 333 of the engine E or the left pivot plate 328 of the vehicle body frame F and the side stand 334 is stood and parked, the motorcycle 1 is inclined to the left.

2 is a left side view of the power unit, and FIG. 3 is a right side view thereof.
2 and 3, the engine E is configured as a V-type water-cooled type, and an engine body 333 of the engine E includes a front bank BF positioned in front of the motorcycle 1 when mounted on the motorcycle 1, The crankshaft 336 along the left-right direction of the motorcycle 1 is rotatably supported on a crankcase 335 common to both banks BF and BR. The rear bank BR is located behind the front bank BF. Yes. Crankcase 335 is constructed by combining an upper case half 335a and a lower case half 335 b, the front and rear cylinder block 338 F, 338 R is, so as to form a V-shape, the upper case half 335a It is integrally formed. The axis of the crankshaft 336 is disposed on the coupling surface 337 of the upper case half 335a and the lower case half 335b.

  The front bank BF includes a front cylinder block 338F, a front cylinder head 339F coupled to the front cylinder block 338F, and a front head cover 340F coupled to the front cylinder head 339F. Is composed of a rear cylinder block 338R, a rear cylinder head 339R coupled to the rear cylinder block 338R, and a rear head cover 340R coupled to the rear cylinder head 339R. An oil pan 341 is disposed below the crankcase 335. Are combined. Two cylinder bores 342 and 342 arranged in the axial direction of the crankshaft 336 are formed in the front cylinder block 339F. The front cylinder block 339F is in a state where the engine body 333 is suspended from the vehicle body frame F, The 342 axis is coupled to the crankcase 335 so as to incline forward.

The rear cylinder block 338 R is formed with two cylinder bores 342, 342 arranged in the axial direction of the crankshaft 336, and the rear cylinder block 338 R is in a state of being suspended from the body frame F of the engine body 333. , 342 is coupled to the crankcase 335 so as to incline rearwardly. Pistons 343, 343,... Are connected in common to the crankshaft 336 in a V shape, and the pistons 343, 343 inclined forward are slidable on both cylinder bores 342, 342 of the front bank BF, respectively. The pistons 343 and 343 that are fitted and inclined rearward are slidably fitted to the cylinder bores 342 and 342 of the rear bank BR, respectively.

4 is a cross-sectional view taken along line 4-4 of FIG. 2, and FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. 4 and 5, the front cylinder head 339 F is provided with a pair of intake valves 344 and 344 and exhaust valves 345 and 345 for each cylinder bore 342 and 342. The intake valves 344 and 344 are urged in a valve closing direction by a pair of valve springs 346 and 346 so as to be opened and closed, and the exhaust valves 345 and 345 are biased in a valve closing direction by valve springs 347 and 347. It is arranged so that it can be opened and closed. The intake valves 344 and 344 and the exhaust valves 345 and 345 are driven to open and close by a front bank side valve operating device 348F using a unicam system.

  As shown in FIG. 4, the unicam-type front bank side valve operating device 348F includes a camshaft 349 having an axis parallel to the crankshaft 336 and rotatably supported by the front cylinder head 339F. . As shown in FIG. 5, the camshaft 349 is disposed above the intake valves 344 and 344, and a plurality (four in this embodiment) of intake-side cams 350 and 350 are disposed on the camshaft 349. Yes. The intake side valve lifters 351 and 351 are in contact with the intake side cams 350 and 350, and the intake side valve lifters 351 and 351 are provided at the ends of the intake valves 344 and 344, and are slidably fitted to the front cylinder head 339F. ing.

A plurality of (four in this embodiment) exhaust-side cams 352 and 352 are arranged on the camshaft 349 in parallel with the intake-side cams 350 and 350 and shifted in the axial direction. Rollers 353 and 353 are in rolling contact with the exhaust side cams 352 and 352, and the rollers 353 and 353 are rotatably supported at one end of the rocker arms 355 and 355. The rocker arms 355 and 355 are rotatably supported by a rocker shaft 356, and the rocker shaft 356 has an axis parallel to the camshaft 349 and is fixedly disposed on the front cylinder head 339F. Tappet screws 354 and 354 are fixed to the other ends of the rocker arms 355 and 355 so that the forward and backward positions can be adjusted, and the tappet screws 354 and 354 are in contact with upper ends of the stems 345a and 345a of the exhaust valves 345 and 345, respectively.
A driven sprocket 396 is provided at the right end portion of the camshaft 349, and an endless cam chain 397 is wound around the driven sprocket 396, and the cam chain 397 is wound around the drive sprocket 393 at the right end portion of the crankshaft 336. It has been. These are accommodated in the cam chain chamber 100.

A drive sprocket 394 is fixed to the right end portion of the crankshaft 336 in parallel with the drive sprocket 393. The drive sprocket 394 constitutes a part of the rear bank side timing transmission mechanism 398 and cranks the intake side and exhaust side camshafts 357 and 358 (see FIG. 6) in the rear bank side valve gear 348R described later. The rotational power of the shaft 336 is transmitted at a reduction ratio of 1/2. An endless cam chain 399 is wound around the drive sprocket 394, and the cam chain 399 is wound around driven sprockets (not shown) provided on the intake side and exhaust side cam shafts 357 and 358 , respectively.
A primary reduction gear 101 is disposed at the right end of the crankshaft 336. The primary reduction gear 101 has a primary drive gear 58a provided on the crankshaft 336 outside the drive sprocket 394, and the primary drive gear 58a meshes with a primary driven gear 58 (see FIG. 8) described later.

  A generator 384 is connected to the left end portion of the crankshaft 336. The generator 384 includes a rotor 385 fixed to the crankshaft 336 and a stator 386 fixedly disposed in the rotor 385, and is stored in a generator storage chamber 388 inside the generator cover 387. The stator 386 is fixed to the generator cover 387. A one-way clutch 389 is connected to the rotor 386, a gear 390 is connected to the one-way clutch 389, and a starter motor (not shown) is connected to the gear 390.

6 is a cross-sectional view corresponding to FIG. 5 on the rear bank side.
In FIG. 6, the rear cylinder head 339R is provided with a pair of intake valves 371 and 371 and exhaust valves 372 and 372 for each of the cylinder bores 342 and 342. The intake valves 371 and 371 are urged in the valve closing direction by a pair of valve springs 381 and 381 so as to be opened and closed, and the exhaust valves 372 and 372 are closed by a pair of valve springs 382 and 382. It is urged | biased by the direction and is arrange | positioned so that opening and closing operation is possible. These intake valves 371 and 371 and exhaust valves 372 and 372 are driven to open and close by a rear bank side valve operating device 348R.
The rear bank side valve operating device 348R is of a twin cam type, and includes an intake side camshaft 357 and an exhaust side camshaft 358 having an axis parallel to the crankshaft 336 and rotatably supported by the rear cylinder head 339R. ing.

The intake side camshaft 357 is disposed above the intake valves 371 and 371, the exhaust side camshaft 358 is disposed above the exhaust valves 372 and 372, and a plurality of (four in this embodiment) are provided on each of the shafts 357 and 358. The intake side cams 359 and a plurality (four in this embodiment) of exhaust side cams 361 are arranged. An intake side valve lifter 360 abuts on the intake side cam 359. The intake side valve lifter 360 is provided at the end of the intake valve 371 and is slidably fitted to the rear cylinder head 339R. An exhaust side valve lifter 362 contacts the exhaust side cam 361. The exhaust side valve lifter 362 is provided at an end of the exhaust valve 372 and is slidably fitted to the rear cylinder head 339R. Further, the rear bank side valve operating device 348R includes an intake side valve operating mode changing mechanism 363 that can switch the operating mode of the 2-cylinder intake valves 371 and 371 between the open / closed operating state and the closed / closed state. An exhaust side valve operation mode changing mechanism 364 is provided that can switch the operation mode of the exhaust valves 372 and 372 between an open / close operation state and a closed valve stop state. The intake camshaft 357 and the exhaust camshaft 358 are driven by an endless cam chain 399 as in FIG.

Next, the transmission M will be described. As shown in FIG. 7, the transmission M is a twin clutch transmission, and the motorcycle 1 is provided with a twin clutch transmission 23 connected to the engine E and a drive mechanism 39 in the change mechanism 24. The twin clutch type transmission control device is mainly composed of the gear shift device 41 and the twin clutch type transmission 23 and the electronic control unit (ECU) 42 that controls the operation of the gear shift device 41.
Referring also to FIG. 8, the twin clutch transmission 23 includes a double-structure main shaft 28 including inner and outer shafts 43, 44, a counter shaft 29 arranged in parallel with the main shaft 28, and the main shaft 28. And a transmission gear group 45 disposed across the counter shaft 29, a twin clutch 26 coaxially disposed at the right end of the main shaft 28, and a hydraulic pressure supply device 46 that supplies hydraulic pressure for operation to the twin clutch 26. Do it. Hereinafter, an assembly including the main shaft 28, the counter shaft 29, and the transmission gear group 45 is referred to as a transmission 47.

  As shown in FIG. 8, the main shaft 28 is inserted into the outer shaft 44 so that the right side portion of the inner shaft 43 extending to the left and right of the transmission case 22 constituting a part of the crankcase 335 can be relatively rotated. The inner shaft 43 is rotatably supported by the outer shaft 44 through a bearing. On the outer periphery of the inner and outer shafts 43, 44, drive gears 48 a to 48 f for six speeds in the transmission gear group 45 are distributed and arranged. On the other hand, driven gears 49 a to 49 f for six speeds in the transmission gear group 45 are arranged on the outer periphery of the counter shaft 29. The drive gears 48a to 48f and the driven gears 49a to 49f mesh with each other at the corresponding shift speeds, and constitute shift gear pairs 45a to 45f corresponding to the respective shift speeds. Each of the speed change gear pairs 45a to 45f has a reduction ratio (high speed gear) in order from the first speed to the sixth speed.

The left end portion of the inner shaft 43 reaches the left side wall 22 a of the mission case 22, and is supported rotatably on the left side wall 22 a via a ball bearing 73. On the other hand, the right side portion of the inner shaft 43 passes through the right side wall 22b of the transmission case 22 and faces the clutch storage chamber 25, and the left and right intermediate portions of the inner shaft 43 are also connected to the right side wall 22b. It is rotatably supported on the right side wall 22 b of the mission case 22 via the left and right intermediate portions and the ball bearing 77.
The outer shaft 44 is shorter than the inner shaft 43, and the left end of the outer shaft 44 terminates at the left and right intermediate portion of the mission case 22. Drive gears 48b, 48d, and 48f corresponding to the even-numbered speed stages (second, fourth, and sixth speeds) in the transmission gear group 45 are provided on the left side of the right side wall 22b of the outer shaft 44 from the left side. It is supported in the order of speed, sixth speed, and second speed. On the other hand, drive gears 48a, 48c, and 48e corresponding to the odd-numbered speed stages (first, third, and fifth speeds) in the transmission gear group 45 are located at a portion of the inner shaft 43 that is located to the left of the left end portion of the outer shaft 44. From the left side, it is supported in order of one side, five-speed, and three-speed.

The left and right end portions of the counter shaft 29 are rotatably supported by the left and right side walls 22a and 22b of the mission case 22 via ball bearings 82 and 86, respectively.
The left end portion of the counter shaft 29 protrudes to the left of the left side wall 22a, and a drive bevel gear 114 is fixed to the left end portion. The drive bevel gear 114 has a rotational axis extending in the front-rear direction of the motorcycle 1. The bevel gear 115 is meshed. The driving bevel gear 114 and the driven bevel gear 115 mesh with each other in a gear chamber 118 inside the first gear cover 116, and a second gear cover 117 is detachably coupled to the first gear cover 116 with a bolt. The One end of a support shaft 121 is fitted to the driven bevel gear 115, and the other end of the support shaft 121 is rotatably supported in a boss of the first gear cover 116 via a roller bearing 122. Further, the driven bevel gear 115 is provided with a shaft portion 115a on the same axis, and the shaft portion 115a is rotatably supported by the second gear cover 117 via a ball bearing 119, passes through the second gear cover 117, and drives the drive It is connected to a shaft 332 (see FIG. 1). The first gear cover 116 is provided with a vehicle speed sensor 405 facing the driven bevel gear 115, and the vehicle speed sensor 405 obtains the vehicle speed by detecting the rotational speed of the driven bevel gear 115.

At a portion of the countershaft 29 that is positioned inside the transmission case 22, driven gears 49a to 49f corresponding to the respective shift stages in the transmission gear group 45 are supported in the same order as the drive gears 48a to 48f.
In the main shaft 28 (inner shaft 43) and the counter shaft 29, there are main supply oil passages 71 and 72 that can supply hydraulic pressure from a main oil pump (not shown) for oil pressure feeding to each part in the engine E, respectively. The engine oil is appropriately supplied to the transmission gear group 45 through the main supply oil passages 71, 72.

  A twin clutch 26 is coaxially disposed at the right end portion of the main shaft 28. The twin clutch 26 includes hydraulic first and second disc clutches (hereinafter simply referred to as clutches) 51a and 51b that are coaxially disposed adjacent to each other. 43 and 44 are connected coaxially. The clutch outer 56 shared by the respective clutches 51a and 51b is provided with a primary driven gear 58 that meshes with the primary drive gear 58a of the crankshaft 336, and the crankshaft 336 is connected to the clutch outer 56 via these gears 58 and 58a. The rotational driving force from is input. The rotational power input to the clutch outer 56 is individually transmitted to the inner and outer shafts 43 and 44 according to the on / off state of the clutches 51a and 51b.

The on / off state of each of the clutches 51a and 51b, which will be described in detail later, is controlled individually depending on whether or not hydraulic pressure is supplied from the hydraulic pressure supply device 46.
Then, one of the clutches 51a and 51b is set to the connected state and the other is set to the disconnected state, and power is transmitted within the transmission 47 using any of the transmission gear pairs coupled to one of the inner and outer shafts 43 and 44. The transmission gear pair to be used next is selected in advance from the pair of transmission gears connected to the other of the inner and outer shafts 43, 44. From this state, the clutches in the clutches 51a, 51b are disconnected, and the clutches in the disconnected state are selected. By setting the connection state, the power transmission of the transmission 47 is switched to that using a previously selected transmission gear pair, so that the transmission 47 is shifted up or down.

As shown in FIG. 7, the hydraulic pressure supply device 46 includes a clutch oil pump 32 that is a hydraulic pressure generation source for the twin clutch 26, a feed oil passage 35 extending from the discharge port of the clutch oil pump 32, and the feed oil. First and second clutch actuators 91a and 91b connected to the downstream side of the passage 35, and first clutch actuators 91a and 91b to the connection-side hydraulic chambers 54a and 54b (see FIG. 8) of the clutches 51a and 51b. And first and second supply oil passages 92a and 92b.
The clutch oil pump 32 is provided separately from the main oil pump, and sucks engine oil in the oil pan 341 below the crankcase 335 and discharges it into the supply oil passage 35. The feed oil passage 35 is provided with an oil filter 89 dedicated to the oil passage. In the figure, reference numerals S6 and S7 denote a hydraulic pressure sensor and an oil temperature sensor for detecting the hydraulic pressure and oil temperature in the feed oil passage 35, and reference numeral R denotes a relief valve for controlling an increase in the hydraulic pressure in the feed oil passage 35. S8 and S9 indicate hydraulic pressure sensors for detecting the hydraulic pressure in the supply oil passages 92a and 92b, that is, the supply hydraulic pressure to the clutches 51a and 51b, respectively.

  The feed oil passage 35 and the first and second supply oil passages 92a and 92b can be individually communicated by the operation of the clutch actuators 91a and 91b, and the feed oil passage 35 and the first supply oil passage 92a are the first. When communicating via the clutch actuator 91a, a relatively high hydraulic pressure from the clutch oil pump 32 is supplied to the connection-side hydraulic chamber 54b of the second clutch 51b via the first supply oil passage 92a. The two clutches 51b are connected. On the other hand, when the supply oil passage 35 and the second supply oil passage 92b communicate with each other via the second clutch actuator 91b, the hydraulic pressure from the clutch oil pump 32 is supplied to the first clutch via the second supply oil passage 92b. The first clutch 51a is connected by being supplied to the connection-side hydraulic chamber 54a of 51a.

A hydraulic pressure relief oil passage 96 having a hydraulic pressure relief valve 95 branches from the supply oil passage 35. The hydraulic pressure relief valve 95 is operated by a valve actuator 95a to switch between opening and closing of the hydraulic pressure relief oil passage 96. The valve actuator 95a is controlled by the electronic control unit 42. For example, when the engine is started, the hydraulic pressure relief oil path 96 is opened to return the feed hydraulic pressure from the clutch oil pump 32 to the oil pan 341. After the engine is started, the hydraulic pressure relief oil path is 96 is cut off so that the feed hydraulic pressure can be supplied to the twin clutch 26. The clutch actuators 91a and 91b return the hydraulic pressure from the clutch oil pump 32 to the oil pan when the communication between the supply oil passage 35 and the first and second supply oil passages 92a and 92b is cut off. Oil passages 93a and 93b are provided.

As shown in FIGS. 7 and 10, the change mechanism 24 constituting the gear shift device 41 has a plurality of (four in this embodiment) shift forks by the rotation of the shift drum 24a disposed in parallel with the shafts 28 and 29. 24b is moved in the axial direction, and the transmission gear pair (shift stage) used for power transmission between the main shaft 28 and the counter shaft 29 is switched.
Each shift fork 24b has one extending toward the main shaft 28 and the other extending toward the counter shaft 29, and the base ends thereof are supported by the pair of shift fork rods 24c so as to be movable in the axial direction. On the base end side of each shift fork 24b, a sliding protrusion 24e that engages with any of the plurality of cam grooves 24d on the outer periphery of the shift drum 24a is provided. Each shift fork 24 b engages with a slide gear described later in the transmission gear group 45 on the main shaft 28 side and the counter shaft 29 side. When the shift drum 24a rotates, each shift fork 24b is moved in the axial direction along the pattern of each cam groove 24d, and the slide gear is moved in the axial direction to change the gear position of the transmission 47.

A drive mechanism 39 is provided on one end side of the shift drum 24a. The drive mechanism 39 includes a pin gear 39a that is coaxially fixed to the shift drum 24a of the change mechanism 24, a worm-shaped barrel cam 39b that engages with the pin gear 39a, and an electric motor 39c that applies a rotational driving force to the barrel cam 39b. The shift drum 24a is appropriately rotated by driving the electric motor 39c to change the gear position of the transmission 47.
The electric motor 39c is attached to the side surface of the crankcase 335. In this embodiment, the electric motor 39c is attached to either the left or right side surface of the crankcase 335, for example, the left side surface when the engine body 333 is mounted on the vehicle body frame F. It is arranged behind the cover 387 .
In FIG. 7, symbol S1 indicates a sensor for detecting the operation amount of the drive mechanism 39 for detecting the gear position of the transmission 47, and symbol DS indicates a rotation angle sensor for detecting the actual rotation angle of the shift drum 24a.

  As shown in FIG. 11, a case member 188 is fastened to the crankcase 335, and an electric motor 39 c is fixed to the case member 188. A drive gear 192 is formed on the motor shaft 190 of the electric motor 39c, and the first intermediate gear 193 meshes with the drive gear 192. The first intermediate gear 193 is supported by the rotation shaft 196, the second intermediate gear 194 is supported in parallel with the rotation shaft 196, and the second intermediate gear 194 meshes with the driven gear 195. The driven gear 195 is fixed to the barrel cam 39b, and the barrel cam 39b is rotationally driven according to the operation of the group of gear trains by the driving force of the electric motor 39c. A spiral cam groove 197 is provided on the outer periphery of the barrel cam 39b, and an engagement pin 198 fixed to the pin gear 39a meshes with the cam groove 197. There are a plurality of engagement pins 198, and the plurality of engagement pins 198, 198... Are sequentially engaged with the cam groove 197 according to the rotation of the barrel cam 39b, whereby the rotational power is transmitted to the pin gear 39a.

As shown in FIG. 8, the transmission 47 is of a constant meshing type in which the drive gears 48a to 48f and the driven gears 49a to 49f corresponding to the respective speeds are always meshed. Each gear is a fixed gear that can rotate integrally with its support shaft (each shaft 28, 29), a free gear that can rotate relative to the support shaft and cannot move in the axial direction, and can rotate integrally with the shaft. In addition, it is roughly classified into a slide gear that can move in the axial direction.
Specifically, the drive gears 48a and 48b are fixed gears, the drive gears 48c and 48d are slide gears, and the drive gears 48e and 48f are free gears. The driven gears 49a to 49d are free gears, and the driven gears 49e and 49f are slide gears. Hereinafter, the gears 48c, 48d, 49e, and 49f are referred to as slide gears, and the gears 48e, 48f, and 49a to 49d are referred to as free gears. Then, by arbitrarily sliding (moving in the axial direction) an arbitrary slide gear by the change mechanism 24, it is possible to transmit power using a transmission gear pair corresponding to any one of the gear positions.

On the one side of the slide gears 48c and 48d, slide rings Sc and Sd that are integrally rotatable with respect to the support shaft and movable in the axial direction are integrally provided. The slide rings Sc and Sd are provided adjacent to the free gears 48e and 48f in the axial direction, respectively. The slide rings Sc and Sd are respectively provided with slide-side dogs (dowels) D1c and D1d. The free gears 48e and 48f are respectively provided with free-side dogs (dowels) D1e corresponding to the slide-side dogs D1c and D1d, respectively. D1f is provided.
Similarly to these, slide rings Se and Sf that can rotate integrally with the support shaft and move in the axial direction are integrally provided on one side of the slide gears 49e and 49f. The slide rings Se and Sf are provided adjacent to the free gears 49c and 49d in the axial direction, respectively. Each slide ring Se, Sf is provided with a slide side dog (dwell) D2e, D2f, and each free gear 49c, 49d is provided with a free side dog (dwell) D2c, corresponding to each slide side dog D2e, D2f, respectively. D2d is provided.
Further, slide-side dogs (dowels) D3e and D3f are provided on the other side of the slide gears 49e and 49f, respectively. The free gears 49a and 49b adjacent to each other in the axial direction are respectively provided with the slide-side dogs D3e and D3f. Are provided on the free side dogs (dowels) D3a and D3b.

Each slide-side dog and free-side dog engage with each other when the corresponding slide gear (including the slide ring) and the free gear come close to each other so that they cannot rotate relative to each other, and when the slide gear and the free gear separate from each other, the engagement Is released. Then, each of the slide gears and the corresponding free gear are engaged with each other through the respective dogs so as not to rotate relative to each other, so that the power using one of the transmission gear pairs selectively between the main shaft 28 and the counter shaft 29 is obtained. Communication is possible. When the engagement between the slide gears and the free gear is completely released (the state shown in FIG. 8 ), the power transmission between the shafts 28 and 29 becomes impossible, and this state becomes the neutral state of the transmission 47.

As shown in FIG. 7, in addition to the information from each sensor, the electronic control unit 42 includes a throttle valve opening sensor TS of the throttle body 16, a storage sensor (switch) SS of the side stand 334 (or center stand), And the wheel speed sensor WS of the front wheel 2 and, for example, information from the mode switch SW1, the gear select switch SW2, the neutral drive changeover switch SW3 and the like provided on the steering handle 325a , the twin clutch transmission 23 and the gear shift device 41. Is controlled to change the gear position (shift position) of the transmission 47.

The speed change mode selected by the mode switch SW1 includes a full automatic mode for automatically changing the gear position of the transmission 47 based on vehicle information such as vehicle speed (wheel speed) and engine speed, and the select switch based on the driver's will. There is a semi-automatic mode in which the gear position of the transmission 47 can be switched only by the operation of SW2. The current shift mode and shift speed are displayed on, for example, the meter device MU provided near the steering handle 325a. Further, by operating the neutral drive switch SW3, the transmission 47 can be switched between a state where power can be transmitted at a predetermined shift speed and a neutral state. In FIG. 7, reference numeral S3 denotes a rotational speed sensor that detects the rotational speed of the primary drive gear 58a for detecting the engine rotational speed (the rotational speed of the crankshaft 336). The electronic control unit 42 shares information from each sensor with the ECU 42a for the fuel injection device.

As shown in FIG. 9, in the twin clutch 26, the first clutch 51a connected to the transmission gear pair for odd-numbered gears is shifted to the right side in the clutch housing chamber 25 (outside in the vehicle width direction). The second clutch 51b connected to the gear pair is disposed on the left side (in the vehicle width direction) inside the clutch housing chamber 25. Each of the clutches 51a and 51b is a wet multi-plate clutch having a plurality of clutch plates (the clutch disks 61a and 61b and the clutch plates 66a and 66b) that are alternately overlapped in the axial direction.
Each of the clutches 51a and 51b is of a hydraulic type that obtains a predetermined engagement force by displacing the pressure plates 52a and 52b in the axial direction by externally supplied hydraulic pressure, and biases the pressure plates 52a and 52b toward the clutch disengagement side. The return springs 53a and 53b, the connection side hydraulic chambers 54a and 54b for applying pressure to the clutch connection side to the pressure plates 52a and 52b, and the pressure to the clutch disengagement side to the pressure plates 52a and 52b It has cutting-side hydraulic chambers 55a and 55b that assist the return operation. The disconnection-side hydraulic chambers 55a and 55b are always supplied with a relatively low pressure from the main oil pump, and the connection-side hydraulic chambers 54a and 54b are compared with the hydraulic pressure supply device 46 (the clutch oil pump 32). High pressure hydraulic pressure is selectively and individually supplied.

  The clutches 51a and 51b share a single clutch outer 56 and are configured to have substantially the same diameter. The clutch outer 56 has a bottomed cylindrical shape that is released to the right, and a center portion of the bottom portion is supported by the left and right intermediate portions of the outer shaft 44 so as to be relatively rotatable. A clutch center 57a for the first clutch 51a is disposed on the right inner side of the clutch outer 56, and a clutch center 57b for the second clutch 51b is disposed on the left inner side of the clutch outer 56. The clutch center 57a is supported by the right end portion of the inner shaft 43 so as to be integrally rotatable, and the clutch center 57b is supported by the right end portion of the outer shaft 44 so as to be integrally rotatable.

A primary driven gear 58 is attached to the left side of the bottom of the clutch outer 56 via a spring damper 59, and the primary drive gear 58 a of the crankshaft 336 is engaged with the primary driven gear 58.
That is, the rotational power of the crankshaft 336 is input to the clutch outer 56 via the spring damper 59. The clutch outer 56 rotates separately from the main shaft 28 as the crankshaft 336 rotates.
Drive sprockets 56b for driving each oil pump are provided on the left side of the clutch outer 56 from the primary driven gear 58 so as to be integrally rotatable.
A plurality of clutch plates 61a for the first clutch 51a are rotatably supported on the right inner periphery of the clutch outer 56, and a plurality of clutch plates 61b for the second clutch 51b are integrated on the left inner periphery of the clutch outer 56. It is rotatably supported. A plurality of engagement grooves along the axial direction are formed on the inner periphery of the clutch outer 56, and a plurality of engagement protrusions corresponding to the engagement grooves are formed on the outer periphery of the clutch plates 61a and 61b. The respective clutch projections 61a and 61b are supported by the clutch outer 56 so as to be integrally rotatable by engaging the respective engagement protrusions with the respective engagement grooves so as not to be relatively rotatable.

A flange 64a on the left side of the clutch center 57a of the first clutch 51a is provided with an inner wall portion 65a that rises rightward, and a plurality of clutch disks (friction plates) 66a rotate integrally with the outer periphery of the inner wall portion 65a. Supported as possible. A plurality of engagement grooves along the axial direction are formed on the outer periphery of the inner wall portion 65a of the clutch center 57a, and a plurality of engagement protrusions corresponding to the engagement grooves are formed on the inner periphery of each clutch tissue 66a. The clutch discs 66a are supported by the clutch center 57a so as to be integrally rotatable by being formed and engaging the engagement protrusions with the engagement grooves in a relatively non-rotatable manner.
A pressure plate 52a is disposed on the right side of the flange portion 64a, and the clutch plates 61a and the clutch disks 66a are alternately arranged in the axial direction between the outer peripheral side of the pressure plate 52a and the outer peripheral side of the flange portion 64a. It is arranged in a layered state overlapping with each other.

  A cutting-side hydraulic chamber 55a is formed between the inner peripheral side of the pressure plate 52a and the inner peripheral side of the flange portion 64a, and the pressure plate 52a is moved to the right (side away from the flange portion 64a, clutch disconnecting side). A return spring 53a for biasing is provided. On the right side of the inner peripheral side of the pressure plate 52a, a support flange portion 67a provided on the outer periphery of the central cylindrical portion 62a on the right side of the clutch center 57a is disposed so as to face the inner side of the support flange portion 67a and the pressure plate 52a. The connection-side hydraulic chamber 54a is formed between the two.

On the other hand, the flange 64b on the left side of the clutch center 57b of the second clutch 51b is provided with an inner wall portion 65b that rises rightward, and a plurality of clutch disks 66b can be integrally rotated on the outer periphery of the inner wall portion 65b. Supported. A plurality of engagement grooves along the axial direction are formed on the outer periphery of the inner wall portion 65b of the clutch center 57b, and a plurality of engagement protrusions corresponding to the engagement grooves are formed on the inner periphery of each clutch disk 66b. Each engagement protrusion is engaged with each engagement groove so as not to be relatively rotatable, so that each clutch disk 66b is supported by the clutch center 57b so as to be integrally rotatable.
A pressure plate 52b is arranged opposite to the right side of the flange portion 64b. Between the outer peripheral side of the pressure plate 52b and the outer peripheral side of the flange portion 64b, the clutch plates 61b and the clutch disks 66b are alternately arranged in the axial direction. It is arranged in a layered state overlapping with each other.

  A cutting-side hydraulic chamber 55b is formed between the inner peripheral side of the pressure plate 52b and the inner peripheral side of the flange portion 64b, and the pressure plate 52b is moved to the right (side away from the flange portion 64b, clutch disconnecting side). ) Is provided. On the right side of the inner peripheral side of the pressure plate 52b, a support flange portion 67b provided on the outer periphery of the central cylindrical portion 62b on the right side of the clutch center 57b is disposed so as to face the inner side of the support flange portion 67b and the pressure plate 52b. The connection-side hydraulic chamber 54b is formed between the two.

A clutch cover 69 constituting the right side of the clutch housing chamber 25 is provided with a first supply oil passage 92a, a second supply oil passage 92b, and a third supply oil passage 92c. In addition, in the right hollow portion 43a of the inner shaft 43, oil passages that individually communicate with the oil passages 92a, 92b, and 92c are appropriately formed.
Then, the hydraulic pressure from the clutch oil pump 32 can be supplied to the connection-side hydraulic chamber 54b of the second clutch 51b through the first supply oil passage 92a and the like, and the hydraulic pressure from the main oil pump is supplied to the first oil passage 92c and the like through the first supply oil passage 92a. The clutch 51a can be supplied to the disconnection-side hydraulic chamber 55a, and the hydraulic pressure from the clutch oil pump 32 can be supplied to the connection-side hydraulic chamber 54a of the first clutch 51a through the second supply oil passage 92b and the like. Note that the hydraulic pressure from the main oil pump can be supplied to the disconnection-side hydraulic chamber 55b of the second clutch 51b through the third supply oil passage 92c and the like.

  In the engine stopped state (each oil pump stopped state), the clutch plates 51a and 51b are displaced to the right by the urging force of the return springs 53a and 53b, and the clutch plates 61a and 61b and The clutch is disengaged when the frictional engagement of the clutch disks 66a and 66b is released. In the state where the hydraulic pressure supply from the hydraulic pressure supply device 46 is stopped even in the engine operating state, the urging force of the return springs 53a and 53b and the hydraulic pressure of the cutting side hydraulic chambers 55a and 55b are applied to the pressure plates 52a and 52b. Then, the clutch is disengaged as described above.

On the other hand, in the first clutch 51a, when the engine is in an operating state and a relatively high hydraulic pressure is supplied from the hydraulic pressure supply device 46 to the connection side hydraulic chamber 54a, the hydraulic pressure in the disconnection side hydraulic chamber 55a and the urging force of the return spring 53a are applied. As a result, the pressure plate 52a moves to the left (flange portion 64a side, clutch connection side), and the clutch plates 61a and the clutch disks 66a are pinched and frictionally engaged with each other. A clutch connected state in which torque transmission with the clutch center 57a becomes possible.
Similarly, in the second clutch 51b, when the engine is in an operating state and a relatively high hydraulic pressure is supplied from the hydraulic pressure supply device 46 to the connection-side hydraulic chamber 54b, the hydraulic pressure in the disconnection-side hydraulic chamber 55b and the biasing force of the return spring 53b. As a result, the pressure plate 52b moves to the left (flange 64b side, clutch connection side), the clutch plates 61b and the clutch disks 66b are pinched and frictionally engaged with each other, so that the clutch outer 56 And the clutch center 57b are in a clutch engaged state in which torque transmission is possible.

When the hydraulic pressure supply to the connection side hydraulic chambers 54a, 54b is stopped from the clutch connected state of the clutches 51a, 51b, the pressure plates 52a, 52b is displaced to the right , the frictional engagement between the clutch plates 61a and 61b and the clutch disks 66a and 66b is released, and the torque transmission between the clutch outer 56 and the clutch centers 57a and 57b becomes impossible. Disconnected.

  The engine oil supplied to the disconnection side hydraulic chambers 55a and 55b of the respective clutches 51a and 51b is guided to the outside of the hydraulic chambers through oil passages appropriately formed in the inner wall portions 65a and 65b, and the outer periphery of the inner wall portions 65a and 65b. The clutch plates 61a and 61b and the clutch disks 66a and 66b are appropriately supplied. Thus, by releasing the hydraulic oil in the cutting side hydraulic chambers 55a and 55b, the hydraulic pressure in the cutting side hydraulic chambers 55a and 55b is kept at a predetermined low pressure state, and each clutch in each clutch 51a and 51b in the cutting state The lubricity and cooling performance of the plates 61a and 61b and the clutch disks 66a and 66b are improved.

In the twin clutch transmission 23, if it is determined that the vehicle is stopped because the side stand is standing even after the engine of the motorcycle 1 is started, both of the clutches 51a and 51b Keep disconnected. For example, when the side stand is stored or each switch SW1, SW2, SW3 is operated, the transmission 47 uses the first gear (starting gear, transmission gear pair 45a) from the neutral state as preparation for starting the motorcycle 1. In this state, for example, when the engine speed increases, the first clutch 51a enters the clutch engaged state via the half-clutch and starts the motorcycle 1.
When the motorcycle 1 travels, only one of the clutches 51a and 51b corresponding to the current shift position is in the connected state, and the other remains in the disconnected state. Thus, power is transmitted through one of the inner and outer shafts 43 and 44 and any one of the transmission gear pairs 45a to 45f. At this time, when performing a shift change, the electronic control unit 42 creates in advance a state in which power can be transmitted using the transmission gear pair corresponding to the next shift position, and the twin clutch transmission 23. Control the operation of

Specifically, if the current shift position (shift stage) is, for example, an odd stage (or even stage), the next shift position is an even stage (or odd stage), so that the even stage (or odd stage) is A state in which power can be transmitted using the transmission gear pair is created in advance. At this time, the first clutch 51a (or the second clutch 51b) is in the connected state, but the second clutch 51b (or the first clutch 51a) is in the disconnected state, and the outer shaft 44 (or the inner shaft 43) and the even stage (or odd number) The engine output (the rotational power of the crankshaft 336) is not transmitted to the transmission gear pair. Thereafter, when the electronic control unit 42 determines that the shift timing has been reached, the first clutch 51a (or the second clutch 51b) is disconnected and the second clutch 51b (or the first clutch 51a) is connected. Only by this, the power transmission using the transmission gear pair corresponding to the next shift position selected in advance is switched. As a result, it is possible to perform a speedy and smooth speed change without causing a time lag at the time of speed change or interruption of power transmission.

  In the present embodiment, as shown in FIG. 8, the rotation sensors 401 and 402 are arranged on the rear surface of the transmission case 22 (corresponding to the rear surface of the crankcase) 22c, and the detection units 401a and 402a are connected to free gears (driven gears). ) It is attached so as to face the tooth tips of 49c and 49d. The free gears 49c and 49d are arranged adjacent to each other in the vicinity of the center of the countershaft 29, and their axial positions are fixed. The free gears 49c and 49d are provided on the countershaft 29 behind the main shaft 28. Of the drive gears 48a to 48f provided on the main shaft 28, the free gears 49c and 49d are larger than the smallest drive gear 48a. I'm engaged. Further, as described above, the main shaft 28 has a double structure including the inner and outer shafts 43 and 44, and one rotation sensor 401 faces the tooth tip of the free gear 49c that meshes with the drive gear 48c provided on the inner shaft 43. The other rotation sensor 402 is disposed so as to face the tooth tip of the free gear 49 d that meshes with the drive gear 48 d provided on the outer shaft 44.

  The rotation sensors 401 and 402 detect the number of rotations of the free gears 49c and 49d provided on the countershaft 29 in conjunction with the rotation of the main shaft 28, so that the number of rotations of the main shaft 28 can be detected. Then, since the rotation speed of the main shaft 28 is detected, it is possible to detect the change of the shift with high accuracy and to accurately grasp the state of the automatic shift by using this.

  FIG. 12A shows changes in the rotational speeds of the inner shaft 43 and the outer shaft 44 during automatic shift from the first speed (odd speed) to the second speed (even speed). The rotation speed of the shafts 43 and 44 is obtained by detecting the rotation speed of the free gear (49c or 49d) with the rotation sensor (401 or 402).

  In the first speed, with reference to FIG. 8, the shift fork 24b moves the driven gear 49e of the counter shaft 29 to the left in the drawing, and the sliding dog D3e is fitted to the free dog D3a. The first clutch 51a is connected, and the second clutch 51b is connected by applying at least the minimum necessary hydraulic pressure to the rotation so that the outer shaft is rotated by the rotation of the clutch outer. However, the transmission gear pair of the outer shaft 44 is in a state where power cannot be transmitted and is in a completely neutral state. That is, according to this control, both the inner shaft 43 and the outer shaft 44 rotate at substantially the same rotational speed, but the power transmission is exclusively controlled by the inner shaft 43, and the outer shaft 44 is simply rotated (see FIG. 12A). L5 state). According to this, first-speed power transmission is performed to the countershaft 29 via the first clutch 51a, the inner shaft 43, and the first-speed transmission gear pair 45a.

Next, when the electronic control unit 42 determines that the shift timing has been reached, automatic shift from the first speed to the second speed is performed. In this case, as preparation for the second speed, the supply of the hydraulic pressure necessary for the accompanying rotation applied to the second clutch 51b to the second clutch 51b is stopped, and then the countershaft 29 is operated by the operation of the shift fork 24b. The slide gear 49f is moved rightward in FIG. 8, and the slide-side dog D3f is engaged with the free-side dog D3b of the free gear 49b to establish a second-speed transmission gear pair 45b. When the transmission gear pair 45b is established, the rotational speed of the outer shaft 44 that has been rotating at substantially the same rotational speed as that of the inner shaft 43 until then sharply falls substantially linearly (state L6 in FIG. 12A). The rotation speed at the bottom point B1 is a rotation speed of the second speed according to the vehicle speed.
The change in the rotational speed at this time is detected by detecting the rotational speed of the free gear 49d constituting the transmission gear pair 45d at the left end of the outer shaft 44 by the rotation sensor 402. The change in the number of revolutions and the number of revolutions at the bottom point B1 mean establishment of the engagement between the slide-side dog D3f and the free-side dog D3b, that is, completion of preparation for the second speed.

  The rotation sensor 402 is connected to the electronic control unit 42. The electronic control unit 42 detects the completion of preparation for the second speed by a signal from the rotation sensor 402, and then disconnects the first clutch 51a and connects the second clutch 51b. To do. Thereafter, referring to FIG. 8, the driven gear 49e of the countershaft 29 is moved rightward in the drawing by the operation of the shift fork 24b, and all the transmission gear pairs of the inner shaft 43 are brought into a state in which power transmission is impossible. After being in a neutral state, the first clutch 51a is connected by applying at least a minimum necessary hydraulic pressure to the rotation of the clutch so that the inner shaft is rotated by the rotation of the clutch outer. After this, the outer shaft 44 is exclusively responsible for power transmission at the second speed, and the inner shaft 43 is simply rotated (the state of L7 in FIG. 12A). In the second speed, power is transmitted to the countershaft 29 via the second clutch 51b, the outer shaft 44, and the second-speed transmission gear pair 45b.

  In the present embodiment, the inner shaft 43 and the outer shaft 44 are automatically shifted in the state of “with rotation” shown in FIG. 12A. Therefore, at the time of the automatic shifting, the rotation speed of the outer shaft 44 is substantially the same as that of the inner shaft 43. The number of rotations changes from 2 to 2 according to the vehicle speed. Thereby, the width of the rapid change in the rotational speed is reduced, and the generation of sound during automatic gear shifting can be suppressed.

  The phenomenon shown in FIG. 12A includes all upshifts and downshifts in which the current shift position is an odd number (first, third, fifth) and the next shift position is an even number (second, fourth, sixth). Appears in common during automatic shifting. Therefore, since the rotational speed of the outer shaft 44 always changes in the process of preparing for gear shifting, if this rotational speed is detected by the rotation sensor 402, the slide-side dog and free-side dog corresponding to each stage The establishment of the fit can be detected with high accuracy. In this case, since the rotational speed at the bottom point B1 is one of the second, fourth, and sixth speeds according to the vehicle speed, the shift from the odd speed to the even speed can be smoothly performed.

FIG. 12B shows changes in the rotational speeds of the inner shaft 43 and the outer shaft 44 at the time of automatic gear shifting from the second speed (even number stage) to the third speed (odd number stage).
In the second speed, as described above, the outer shaft 44 is exclusively responsible for power transmission, and the inner shaft 43 is simply rotated (the state of L8 in FIG. 12B). At the time of automatic shifting from the second speed to the third speed, the first clutch 51a is disengaged (the supply of hydraulic pressure necessary for the accompanying rotation is stopped), and then the slide gear 49e is moved to the right in FIG. 8 by the operation of the shift fork 24b. The slide-side dog D2e of the slide ring Se is engaged with the free-side dog D2c of the free gear 49c, and a three-speed transmission gear pair 45c is established.
When the speed change gear pair 45c is established, the rotational speed of the inner shaft 43 suddenly falls substantially linearly (in the state of L9 in FIG. 12B) until the rotational speed of the third speed corresponding to the vehicle speed is reached. The rotation speed at the bottom point B2 is the rotation speed of the third speed according to the vehicle speed. The change in the rotation speed at this time is detected by detecting the rotation speed of the free gear 49c by the rotation sensor 401. The change in the rotational speed means establishment of the engagement between the slide-side dog D2e and the free-side dog D2c, that is, completion of preparation for the third speed.

The rotation sensor 401 is connected to the electronic control unit 42. The electronic control unit 42 detects the completion of the preparation of the third speed by a signal from the rotation sensor 401, then disconnects the second clutch 51b and connects the first clutch 51a. To do. Then, due to the operation of the shift fork 24b, the slide gear 49f of the counter shaft 29 is moved to the left in FIG. 8, and all the transmission gear pairs of the outer shaft 44 are made incapable of transmitting power, so that they are almost completely neutral. The minimum required hydraulic pressure is supplied to the second clutch 51b. Thereafter, the inner shaft 43 is responsible for power transmission at the third speed, and the outer shaft 44 is simply rotated (the state of L10 in FIG. 12B). In the third speed, power is transmitted to the counter shaft 29 via the first clutch 51a, the inner shaft 43, and the transmission gear pair 45c.
In the present embodiment, since the inner shaft 43 and the outer shaft 44 are automatically shifted in the “with rotation” state shown in FIG. 12, the change in the number of rotations that occurs during the automatic shifting is small. Therefore, it is possible to suppress the generation of sound during automatic shifting.

  The above phenomenon occurs during all automatic shifts including upshifts and downshifts where the current shift position is an even number (second, fourth, sixth) and the next shift position is an odd number (first, third, fifth). Appears in common. Therefore, since the number of rotations of the inner shaft 43 always changes during the preparation for gear shifting, if this change is detected by the rotation sensor 401, the engagement of the slide-side dog and the free-side dog corresponding to each stage is performed. Establishment can be detected accurately. In this case, since the rotational speed at the bottom point B2 is one of the first, third, and fifth speeds according to the vehicle speed, the shift from the even speed to the odd speed can be smoothly performed.

Next, the fixing structure of the rotation sensors 401 and 402 will be described.
As shown in FIG. 2, the rotation sensors 401 and 402 are fixed in parallel to the rear surface 22 c of the transmission case 22 and are arranged so as to be hidden behind the second gear cover 117 or the drive shaft 332 in a side view of the vehicle body. In this case, even if there is a stepping stone or the like, the rotation sensors 401 and 402 can be protected because they are covered with the second gear cover 117 or the drive shaft 332. FIG. 13 is a rear view of the mission case 22 and is an X view of FIG. A total of seven ribs 22e, f, g, h, i, j, and k, which are four vertically, two horizontally, and one diagonally, are integrally formed on the rear surface 22c of the mission case 22, and the rear surface 22c is reinforced by each rib. Two openings 22l and 22m are formed side by side at the intersection of the rib 22i extending laterally of the reinforced rear surface 22c and the rib 22k extending obliquely, and the rotation sensors 401 and 402 are fixed to the openings. ing.
One rotation sensor 401 faces the free gear 49c and is inserted into one opening 22l as shown in FIG. The rotation sensor 401 is fixed to the rear surface 22c of the transmission case 22 by screwing a support piece 401b integral with the rotation sensor 401 with a screw 401c. 401d is a connector.
The other rotation sensor 402 faces the free gear 49d and is inserted into the other opening 22m as shown in FIG. The rotation sensor 402 is fixed to the rear surface 22c of the mission case 22 by screwing a support piece 402b integral with the rotation sensor 402 with a screw 402c. Reference numeral 402d denotes a connector.

  In this configuration, even if the two openings 22l and 22m are formed side by side on the rear surface 22c of the mission case 22, the rear surface 22c is reinforced by the ribs, and the two openings 22l and 22m The strength of the rear surface 22c is maintained because it is located at the intersection with the rib 22k extending obliquely. In general, exhaust system or intake system parts are located on the upper surface of the mission case 22. However, in this configuration, since the rotation sensors 401 and 402 are disposed on the rear surface 22c of the mission case 22, there are restrictions on the degree of freedom in arranging these parts. Without giving, the degree of freedom of arrangement of the exhaust system or intake system parts is improved.

As described above, in the present embodiment, the free gears 49c and 49d are fixed in the axial direction, and the rotation sensors 401 and 402 are disposed opposite to the free gears 49c and 49d. , 49d does not change the relative positional relationship in the axial direction. Therefore, it is possible to detect the rotational speed without increasing the tooth width of the free gears 49c and 49d, and therefore, an increase in the width dimension of the engine E in the axial direction of the transmission M can be suppressed. Further, the shift fork 24b does not engage with the free gears 49c and 49d whose positions in the axial direction are fixed. Therefore, there is no restriction on the position of the shift drum 24a, and the degree of freedom of arrangement of the shift drum 24a is improved.
Further, since the free gears 49c and 49d are arranged adjacent to each other in the vicinity of the center of the counter shaft 29, the wirings of the rotation sensors 401 and 402 corresponding to the respective gears can be integrated. Improves. Since the number of rotations of the free gears 49c and 49d interlocked with the rotation of the main shaft 28 is detected, the number of rotations of the main shaft 28 can be detected.

In the present embodiment, the free gears 49c and 49d are provided on the counter shaft 29 behind the main shaft 28, and the diameter of the free gears 48a to 48f provided on the main shaft 28 is larger than that of the smallest drive gear 48a. The drive gears 48c and 48d are engaged with each other. Generally, the gear on the countershaft 29 that meshes with the smallest diameter gear on the main shaft 28 has a larger diameter than the other gears on the countershaft 29. Therefore, if the gear is detected, the rotation sensor 401 , 402 greatly protrudes behind the engine E, and the longitudinal length of the engine E becomes longer.
In this configuration, since the rotation sensors 401 and 402 are provided in the free gears 49c and 49d that mesh with a gear having a larger diameter than the smallest gear of the main shaft 28 among the gears provided on the main shaft 28, the rotation sensors 401 and 402 are provided. The amount of rearward projection of the engine E can be suppressed, and the engine E can be reduced in size.

The main shaft 28 has a double structure including inner and outer shafts 43 and 44, and one rotation sensor 401 faces the tooth tip of a free gear 49 c that meshes with a drive gear 48 c provided on the inner shaft 43, and the other rotation sensor 402. Are arranged to face the tooth tips of a free gear 49d that meshes with a drive gear 48d provided on the outer shaft 44. Although this configuration is applied to a vehicle equipped with a twin clutch type clutch device, it can also be applied to other clutch type vehicles. For example, in all vehicles that automatically shift by a driving means such as AMT, Its application is possible.
Generally, the shaft end of the transmission M is supported by the crankcase 336 via a bearing or the like. For this reason, if the gear whose rotation speed is detected is set to a gear near the shaft end, the bearing must be placed outward to secure a space for providing the rotation sensor. As a result, the shaft length becomes longer and the engine E becomes larger. In this configuration, since the gears whose rotation speed is detected are the free gears 49c and 49d arranged in the axial direction near the center of the shaft of the transmission M, the rotation sensors 401 and 402 are arranged at positions away from the bearings. That is, it is not necessary to increase the shaft length, and the size of the engine E can be suppressed.

  Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various design changes can be made without departing from the present invention described in the claims. It is possible.

1 is a left side view of a motorcycle. It is a left view of a power unit. It is a right view of a power unit. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. FIG. 6 is a cross-sectional view corresponding to FIG. 5 on the rear bank side. It is a systematic diagram which shows the structure of a hydraulic system. It is a longitudinal cross-sectional view of a gear transmission mechanism and a clutch apparatus. It is a principal part enlarged view of FIG. FIG. 10 is an enlarged sectional view taken along line 10-10 of FIG. FIG. 11 is a cross-sectional view taken along line 11-11 in FIG. 10. It is a figure which shows the change of the rotation speed of an inner shaft and an outer shaft, A is a shift up from 1st speed to 2nd speed, B is a shift up from 2nd speed to 3rd speed. It is arrow X figure of FIG. FIG. 14 is a cross-sectional view taken along line 14-14 of FIG. FIG. 15 is a cross-sectional view taken along line 15-15 in FIG. 13.

Explanation of symbols

1 Motorcycle 23 Twin clutch transmission 26 Twin clutch 28 Main shaft (input shaft)
29 Counter shaft (output shaft)
45a to 45f Transmission gear pair 47 Transmission 49c, 49d Free gear 51a First disk clutch 51b Second disk clutch 335 Crankcase 336 Crankshaft 401, 402 Rotation sensor M Transmission E Engine

Claims (6)

The crankcase houses the crankshaft and transmission,
The transmission has a plurality of gears for shifting,
In addition, the transmission transmits the rotational power of the crankshaft via the input shaft (28) to which the rotational power of the crankshaft is input, and a gear from the input shaft, and transmits the rotational power to the drive wheels. An internal combustion engine having an output shaft (29) for
The input shaft (28) has a first input shaft (43) and a second input shaft (44), and the first input shaft (43) is inserted into the second input shaft (44) so as to be relatively rotatable. And
A first clutch (51a) is disposed on the shaft of the first input shaft, and a second clutch (51b) is disposed on the shaft of the second input shaft. Transmission of the rotational power of the shaft to the input shaft (28) can be connected and disconnected,
A rotation detection device (401, 402) for detecting the rotation speed of the gear of the transmission;
Detection units (401a, 402a) of the rotation detection device are provided on the output shaft (29) behind the input shaft (28) , respectively, and in conjunction with the rotation of the first input shaft (43), the axial direction An internal combustion engine , wherein a plurality of gears (49c) positioned in step (4) and a gear (49d) positioned in the axial direction in conjunction with the rotation of the second input shaft (44) are provided . The gears (49c, 49d ) whose rotation speed is detected by the rotation detection device (401, 402) are gears arranged in the axial direction near the center of the shaft of the transmission. The internal combustion engine described. The internal combustion engine according to claim 1, wherein the rotation detection device (401, 402) is arranged in the crankcase. The internal combustion engine according to claim 1, wherein the rotation detection device (401, 402) is arranged on a rear surface of the crankcase. The gears (49c, 49d ) whose rotation speed is detected by the rotation detection device (401, 402) are gears (48c, 49d) having a larger diameter than the smallest gear of the input shaft among the gears provided on the input shaft . The internal combustion engine according to claim 3 or 4, characterized in that it is a gear meshing with 48d) . The gear (49c) for detecting the rotation of the first input shaft (43) and the gear (49d) for detecting the rotation of the second input shaft (44) are adjacent gears in the axial direction. The internal combustion engine according to claim 5.

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