JP6667668B2 - Shift change device - Google Patents

Description

The present invention relates to a shift change device.
Priority is claimed on Japanese Patent Application No. 2006-240969 filed on December 13, 2016, the content of which is incorporated herein by reference.

  2. Description of the Related Art Conventionally, in a shift change device, a lost motion mechanism is provided between a shift rod (shift power transmission member) to which a change operation is input and a shift spindle (change operation unit), and movement of the shift spindle is performed when the shift rod is moved. In the case of a delay, there has been disclosed a technology in which the shift spindle can be interlocked with a delay while allowing the shift rod to move (for example, see Patent Document 1).

Japanese Patent No. 4936805

  By the way, in the above-mentioned conventional lost motion mechanism, the torsion coil spring as the energy storage member is arranged so as to wind around the outer periphery of the shift spindle. However, when the coil spring is disposed around the shaft in this manner, it is necessary to secure a space enough to absorb the width of the number of turns of the coil. For this reason, the length of the shift spindle is increased, which may cause an increase in the size of the shift change device.

  Accordingly, an object of the present invention is to provide a shift change device that can suppress an increase in size even when a lost motion mechanism is provided.

As means for solving the above-mentioned problems, aspects of the present invention have the following configurations.
(1) The shift change device according to the first aspect of the present invention transmits the driving force received from the drive source to the input shaft to the output shaft via any one of a plurality of speed change gear groups. A transmission that outputs, a shift operation unit that rotates in response to an input for switching a shift gear of the transmission, and a gear that rotates in conjunction with the shift operation unit via a lost motion mechanism, and A change operation unit for switching, the lost motion mechanism performs power transmission for interlocking the shift operation unit and the change operation unit via an elastic force of an elastic member, and the lost motion mechanism A coil spring is provided as a member, and the coil spring is disposed on a rotating shaft of one of the change operation unit and the speed change operation unit. The lost motion mechanism is disposed so as to be along a rotation direction about the rotation axis on which the lost motion mechanism is disposed, and the lost motion mechanism includes a holding portion for holding the coil spring, and the holding portion includes It has a first holding unit provided integrally with the operation unit.

According to the shift change device described in the above (1) of the present invention, the lost motion mechanism (where the urging force of the elastic member is interposed between the shift operation unit and the change operation unit that are interlocked to shift the transmission). By providing the power storage mechanism), the force input to the speed change operation unit can be applied to the lost motion mechanism, and the speed change operation unit can rotate the change operation unit to perform the speed change. In addition, it is possible to prevent the change operation unit from rotating due to an unintended external force to the shift operation unit, and to suppress an unintended operation of the transmission.
Further, when a lost motion mechanism (accumulation mechanism) is provided in the speed change operation unit or the change operation unit, the coil spring as an elastic member is rotated by any one of the change operation unit or the speed change operation unit provided with the lost motion mechanism. By arranging along the rotation direction (circumferential direction) about the axis (in other words, along the tangential direction of the circumference of the center of the rotation axis as viewed from the axis direction of the rotation axis), As compared with the configuration in which the torsion coil spring is arranged so as to wind around the outer periphery of the rotating shaft provided with the lost motion mechanism, an increase in the axial length of the rotating shaft can be suppressed. Therefore, it is possible to suppress an increase in the size of the shift change device when the lost motion mechanism is provided.

  (2) The shift change device according to the second aspect of the present invention transmits the driving force received from the drive source to the input shaft to the output shaft via one of the transmission gears of the plurality of transmission gear groups. A transmission that outputs, a shift operation unit that rotates in response to an input for switching a shift gear of the transmission, and a gear that rotates in conjunction with the shift operation unit via a lost motion mechanism, and A change operation unit for switching, the lost motion mechanism performs power transmission for interlocking the shift operation unit and the change operation unit via an elastic force of an elastic member, and the lost motion mechanism A coil spring is provided as a member, and the coil spring is disposed on a rotating shaft of one of the change operation unit and the speed change operation unit. The lost motion mechanism is disposed so as to be along the rotation direction of the rotation axis center where the lost motion mechanism is disposed, and the lost motion mechanism is integrally linked with the speed change operation unit to rotate about the rotation axis center. An operating-side rotating unit that moves, and a change-side rotating unit that integrally rotates with the change operating unit, rotates around the rotation axis, and is relatively rotatable with the operating-side rotating unit. A coil spring held between the operation-side rotation unit and the change-side rotation unit, wherein the operation-side rotation unit is capable of accommodating a half-circumferential portion of the coil spring. And the change-side rotating portion has a second holding portion forming a second concave space capable of accommodating the remaining half-circumferential portion of the coil spring, and the first holding portion The portion and the second holding portion, the first concave empty And the second concave space is opposed to each other to form a holding portion for accommodating the entire coil spring, and the first holding portion presses both ends in the expansion and contraction direction of a half-circumferential portion of the accommodated coil spring. A possible pair of first end walls, wherein the second holding portion has a pair of second end walls capable of pressing both ends in the expansion and contraction direction of the remaining half circumferential portion of the accommodated coil spring, The first holding unit and the second holding unit are configured such that when the operation-side turning unit and the change-side turning unit relatively turn with each other, the first holding unit and the second holding unit approach each other. The coil spring is compressed between the first end wall and the second end wall, and the force input to the speed change operation unit is increased.

According to the shift change device described in (2) of the present invention, the lost motion mechanism (where the urging force of the elastic member is interposed between the shift operation unit and the change operation unit that are interlocked to shift the transmission). By providing the power storage mechanism), the force input to the speed change operation unit can be applied to the lost motion mechanism, and the speed change operation unit can rotate the change operation unit to perform the speed change. In addition, it is possible to prevent the change operation unit from rotating due to an unintended external force to the shift operation unit, and to suppress an unintended operation of the transmission.
Further, when a lost motion mechanism (accumulation mechanism) is provided in the speed change operation unit or the change operation unit, the coil spring as an elastic member is rotated by any one of the change operation unit or the speed change operation unit provided with the lost motion mechanism. By arranging along the rotation direction (circumferential direction) about the axis (in other words, along the tangential direction of the circumference of the center of the rotation axis as viewed from the axis direction of the rotation axis), As compared with the configuration in which the torsion coil spring is arranged so as to wind around the outer periphery of the rotating shaft provided with the lost motion mechanism, an increase in the axial length of the rotating shaft can be suppressed. Therefore, it is possible to suppress an increase in the size of the shift change device when the lost motion mechanism is provided.
Further, a coil spring arranged along the rotation direction of the change operation portion or the speed change operation portion is held in a holding portion including a half-recessed first holding portion and a second holding portion. When the change-side rotating portion relatively rotates with each other, the speed change operation is performed by compressing the coil spring between the first end wall and the second end wall of the first holding portion and the second holding portion that approach each other. The power input to the unit can be increased. Thereby, transmission of unintended external force in both the shift-up direction and the shift-down direction can be easily suppressed by one coil spring.

(3) The shift change device according to the third aspect of the present invention transmits the driving force received from the drive source to the input shaft to the output shaft via one of the transmission gears of the plurality of transmission gear groups. A transmission that outputs, a shift operation unit that rotates in response to an input for switching a shift gear of the transmission, and a gear that rotates in conjunction with the shift operation unit via a lost motion mechanism, and A switching operation unit for switching, and a shift pedal for receiving a shift operation by a foot operation of a driver, wherein the lost motion mechanism transmits power for interlocking the shift operation unit and the change operation unit with an elastic member of an elastic member. Performed through force, the lost motion mechanism has a coil spring as the elastic member, and is disposed on a rotating shaft of one of the change operation unit and the speed change operation unit. The coil spring is arranged so that a direction of expansion and contraction of the coil spring is aligned with a rotation direction about the rotation axis on which the lost motion mechanism is arranged, and the shift pedal is a pedal body as the speed change operation unit. And a pedal-side rotating member that is relatively rotatable with respect to the pedal body and is integrally linked with the change operation unit. The lost motion is provided between the pedal body and the pedal-side rotating member. A mechanism is configured.
According to the shift change device described in (3) of the present invention, the lost motion mechanism (where the urging force of the elastic member is interposed between the shift operation unit and the change operation unit that are interlocked to shift the transmission). By providing the power storage mechanism), the force input to the speed change operation unit can be applied to the lost motion mechanism, and the speed change operation unit can rotate the change operation unit to perform the speed change. In addition, it is possible to prevent the change operation unit from rotating due to an unintended external force to the shift operation unit, and to suppress an unintended operation of the transmission.
Further, when a lost motion mechanism (accumulation mechanism) is provided in the speed change operation unit or the change operation unit, the coil spring as an elastic member is rotated by any one of the change operation unit or the speed change operation unit provided with the lost motion mechanism. By arranging along the rotation direction (circumferential direction) about the axis (in other words, along the tangential direction of the circumference of the center of the rotation axis as viewed from the axis direction of the rotation axis), As compared with the configuration in which the torsion coil spring is arranged so as to wind around the outer periphery of the rotating shaft provided with the lost motion mechanism, an increase in the axial length of the rotating shaft can be suppressed. Therefore, it is possible to suppress an increase in the size of the shift change device when the lost motion mechanism is provided.
Further, the components of the lost motion mechanism can be provided integrally with the shift pedal, and the lost motion mechanism can be provided without greatly changing the component configuration on the shift pedal side. As a result, after adding the lost motion mechanism, it is possible to reduce the number of parts and suppress the increase in cost, while reducing the size of the periphery, improving the versatility of each part, and facilitating assembly.

(4) The shift change device according to the fourth aspect of the present invention transmits the driving force received from the drive source to the input shaft to the output shaft via one of the transmission gears of the plurality of transmission gear groups. A transmission that outputs, a shift operation unit that rotates in response to an input for switching a shift gear of the transmission, and a gear that rotates in conjunction with the shift operation unit via a lost motion mechanism, and A change operation unit for switching, and a change mechanism for switching a transmission gear of the transmission, wherein the lost motion mechanism transmits power for interlocking the shift operation unit and the change operation unit with an elastic force of an elastic member. The lost motion mechanism includes a coil spring as the elastic member, and is disposed on a rotation shaft of one of the change operation unit and the speed change operation unit, and The spring is arranged so that the direction of expansion and contraction of the coil spring is aligned with the direction of rotation about the rotation axis on which the lost motion mechanism is arranged, and the change mechanism is provided with a shift spindle as the change operation unit. Wherein the shift spindle supports a swing lever so as to be integrally rotatable, the swing lever includes a lever main body fixed to the shift spindle, and a shiftable relative to the lever main body and the speed change mechanism. A change-side rotating member integrally linked with the operation unit; and the lost motion mechanism is configured between the lever main body and the change-side rotating member.
According to the shift change device described in the above (4) of the present invention, the lost motion mechanism (where the urging force of the elastic member is interposed between the shift operation unit and the change operation unit that are interlocked to shift the transmission). By providing the power storage mechanism), the force input to the speed change operation unit can be applied to the lost motion mechanism, and the speed change operation unit can rotate the change operation unit to perform the speed change. In addition, it is possible to prevent the change operation unit from rotating due to an unintended external force to the shift operation unit, and to suppress an unintended operation of the transmission.
Further, when a lost motion mechanism (accumulation mechanism) is provided in the speed change operation unit or the change operation unit, the coil spring as an elastic member is rotated by any one of the change operation unit or the speed change operation unit provided with the lost motion mechanism. By arranging along the rotation direction (circumferential direction) about the axis (in other words, along the tangential direction of the circumference of the center of the rotation axis as viewed from the axis direction of the rotation axis), As compared with the configuration in which the torsion coil spring is arranged so as to wind around the outer periphery of the rotating shaft provided with the lost motion mechanism, an increase in the axial length of the rotating shaft can be suppressed. Therefore, it is possible to suppress an increase in the size of the shift change device when the lost motion mechanism is provided.
Further, the components of the lost motion mechanism can be integrally provided on the swing lever supported by the shift spindle, and the lost motion mechanism can be provided without changing the component configuration on the shift operation unit side. As a result, after adding the lost motion mechanism, it is possible to reduce the number of parts and suppress the increase in cost, while reducing the size of the periphery, improving the versatility of each part, and facilitating assembly.

(5) The shift change device according to the fifth aspect of the present invention transmits the driving force received from the drive source to the input shaft to the output shaft via one of the transmission gears of the plurality of transmission gear groups. A transmission that outputs, a shift operation unit that rotates in response to an input for switching a shift gear of the transmission, and a gear that rotates in conjunction with the shift operation unit via a lost motion mechanism, and A change operation unit for switching, the lost motion mechanism performs power transmission for interlocking the shift operation unit and the change operation unit via an elastic force of an elastic member, and the lost motion mechanism A coil spring is provided as a member, and the coil spring is disposed on a rotating shaft of one of the change operation unit and the speed change operation unit. The lost motion mechanism is disposed so as to be along the rotation direction of the rotation axis center where the lost motion mechanism is disposed, and the lost motion mechanism is integrally linked with the speed change operation unit to rotate about the rotation axis center. An operating-side rotating unit that moves, and a change-side rotating unit that integrally rotates with the change operating unit, rotates around the rotation axis, and is relatively rotatable with the operating-side rotating unit. A coil spring held between the operation-side rotation unit and the change-side rotation unit, wherein the operation-side rotation unit is provided with a first stopper, and the change-side rotation is provided. The moving part is provided with a second stopper part which engages with the first stopper part and regulates a relative rotation amount between the operation side rotation part and the change side rotation part.
According to the shift change device described in (5) of the present invention, the lost motion mechanism (where the urging force of the elastic member is interposed between the shift operation unit and the change operation unit that are interlocked to shift the transmission). By providing the power storage mechanism), the force input to the speed change operation unit can be applied to the lost motion mechanism, and the speed change operation unit can rotate the change operation unit to perform the speed change. In addition, it is possible to prevent the change operation unit from rotating due to an unintended external force to the shift operation unit, and to suppress an unintended operation of the transmission.
Further, when a lost motion mechanism (accumulation mechanism) is provided in the speed change operation unit or the change operation unit, the coil spring as an elastic member is rotated by any one of the change operation unit or the speed change operation unit provided with the lost motion mechanism. By arranging along the rotation direction (circumferential direction) about the axis (in other words, along the tangential direction of the circumference of the center of the rotation axis as viewed from the axis direction of the rotation axis), As compared with the configuration in which the torsion coil spring is arranged so as to wind around the outer periphery of the rotating shaft provided with the lost motion mechanism, an increase in the axial length of the rotating shaft can be suppressed. Therefore, it is possible to suppress an increase in the size of the shift change device when the lost motion mechanism is provided.
Furthermore, the relative rotation amount (compression amount of the coil spring) of the operation-side rotation unit and the change-side rotation unit can be adjusted by changing the shapes and positions of the first stopper unit and the second stopper unit. Thus, the characteristics of the lost motion mechanism can be easily changed.

(6) In the shift change device according to the above (5), the first stopper portion and the second stopper portion are brought into contact with and engaged with each other by the rotation of the shift operation portion in the shift-up direction. And the amount of rotation by which the first stopper portion and the second stopper portion abut and engage with each other due to the rotation of the shift operation portion in the downshift direction.
According to the shift change device described in (6) of the present invention, the relative rotation amount (compression amount of the coil spring) of the operation-side rotation portion and the change-side rotation portion set by both stopper portions is shifted up. The direction and the downshift direction can be set separately, and the characteristics of the lost motion mechanism can be made different between the upshift direction and the downshift direction.

(7) In the shift change device according to (5) or (6), at least one of the operation-side rotation unit and the change-side rotation unit corresponds to the first stopper unit and the second stopper unit. May be provided separately and detachably.
According to the shift change device of (7) of the present invention, the relative rotation amount (compression amount of the coil spring) of the operation-side rotation unit and the change-side rotation unit is set by the first stopper unit and the second stopper unit. Adjustment can be easily performed by replacing at least one of the stopper portions. For this reason, the characteristics of the lost motion mechanism can be easily changed depending on the vehicle, and parts other than the stopper part to be replaced can be diverted, thereby suppressing an increase in cost. Further, the characteristics of the lost motion mechanism can be easily set individually in the shift-up direction and the shift-down direction.

(8) In the shift change device according to (2), the coil spring is assembled in a compressed state on the first end wall of the first holding portion and the second end wall of the second holding portion. An insertion / removal portion that can insert / remove the shaft member of the jig may be provided.
According to the shift change device of (8) of the present invention, even when a coil spring having a high set load is used, it is easy to assemble the coil spring, and the shaft of the assembling jig after assembling the coil spring. The member can be removed, and the work of attaching and replacing the coil spring can be facilitated.

(9) In the shift change device according to (8), between both ends of the coil spring and the first end wall of the first holding portion and the second end wall of the second holding portion. And a washer may be interposed.
According to the shift change device of (9) of the present invention, when assembling the coil spring, the washer is interposed at both ends thereof, so that the coil jig can be easily compressed evenly by the assembling jig. Installation and replacement work can be further facilitated. Further, when the first holding portion and the second holding portion having the half concave shape are relatively rotated with each other, the first end wall and the second end wall corresponding to the half circumferential portion of the coil spring can easily compress the coil spring. , The operability of the lost motion mechanism can be improved.

(10) The shift change device according to any one of (1) to (9) further includes a shift stroke sensor that detects a shift operation amount, and the lost motion mechanism is integrated with the shift operation unit. The operation-side rotation unit, which is interlocked with the rotation axis, and integrally rotates with the change operation unit, rotates about the rotation axis, and Has a change-side rotation part that can be relatively rotated, and the coil spring held between the operation-side rotation part and the change-side rotation part, and a sensor main body of the shift stroke sensor includes: The shift stroke sensor may be provided on one of the operation-side rotation unit and the change-side rotation unit, and the detected portion of the shift stroke sensor may be provided on the other of the operation-side rotation unit and the change-side rotation unit. .
According to the shift change device of (10) of the present invention, the sensor body and the detected portion of the shift stroke sensor are connected to the operation-side rotating portion and the change-side rotating portion of the lost motion mechanism that relatively rotate. By distributing and distributing, a lost motion mechanism with a built-in shift stroke sensor can be configured, and downsizing by unitization can be achieved.

  According to the aspect of the present invention, it is possible to provide a shift change device that can suppress an increase in size even when a lost motion mechanism is provided.

FIG. 2 is a left side view of the motorcycle according to the embodiment of the present invention. FIG. 2 is a sectional view of a transmission and a change mechanism of the motorcycle. It is a schematic explanatory view of a clutch operation system including a clutch actuator. It is a block diagram of a transmission system. 4 is a graph showing a change in supply hydraulic pressure of a clutch actuator. It is sectional drawing which follows the axial center of the shift spindle in 1st embodiment. It is a side view of a shift pedal and a lost motion mechanism in a first embodiment. FIG. 8 is a sectional view taken along line VIII-VIII of FIG. 7. It is a side view of a pedal main body. It is bb sectional drawing of FIG. 9A. It is a side view of a pedal side rotation member. It is bb sectional drawing of FIG. 10A. It is explanatory drawing of the stopper structure of a lost motion mechanism. It is explanatory drawing of the attachment jig of the coil spring of a lost motion mechanism. It is explanatory drawing of the notch provided in the holding part for the said coil springs. It is sectional drawing corresponding to FIG. 6 in 2nd embodiment. It is sectional drawing corresponding to FIG. 7 of 3rd embodiment. It is sectional drawing corresponding to FIG. 14 of 3rd embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, directions such as front, rear, left and right in the following description are the same as those in a vehicle described below unless otherwise specified. Further, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upper side of the vehicle are shown at appropriate places in the drawings used in the following description.

<First embodiment>
As shown in FIG. 1, this embodiment is applied to a motorcycle 1 (a saddle-ride type vehicle) that is a saddle-ride type vehicle. A front wheel 2 of the motorcycle 1 is supported by lower ends of a pair of left and right front forks 3. The upper portions of the left and right front forks 3 are supported by a head pipe 6 at the front end of a vehicle body frame 5 via a steering stem 4. A bar-type steering handle 4 a is mounted on the top bridge of the steering stem 4.

  The vehicle body frame 5 includes a head pipe 6, a main tube 7 extending downward and rearward from a center of the head pipe 6 in a vehicle width direction (lateral direction), a left and right pivot frame 8 extending below a rear end of the main tube 7, And a seat frame 9 connected to the rear of the tube 7 and the left and right pivot frames 8. The front ends of the swing arms 11 are pivotally supported by the left and right pivot frames 8 in a swingable manner. At the rear end of the swing arm 11, a rear wheel 12 of the motorcycle 1 is supported.

  Above the left and right main tubes 7, a fuel tank 18 is supported. Above the seat frame 9 behind the fuel tank 18, a front seat 19 and a rear seat cover 19a are supported side by side. The periphery of the seat frame 9 is covered with a rear cowl 9a. Below the left and right main tubes 7, a power unit PU, which is a prime mover of the motorcycle 1, is suspended. The power unit PU is linked with the rear wheel 12 via, for example, a chain type transmission mechanism.

  The power unit PU integrally has an engine 13 (drive source) located on the front side thereof and a transmission 21 located on the rear side. The engine 13 is, for example, a multi-cylinder engine in which the rotation axis of a crankshaft 14 extends along the left-right direction (vehicle width direction). The engine 13 has a cylinder 16 erected above a front part of the crankcase 15. The rear part of the crankcase 15 is a transmission case 17 that houses the transmission 21.

  As shown in FIG. 2, the transmission 21 is a stepped transmission having a main shaft 22 (input shaft), a counter shaft 23 (output shaft), and a transmission gear group 24 extending over both shafts 22, 23. The counter shaft 23 constitutes the transmission 21 and thus the output shaft of the power unit PU. An end of the counter shaft 23 projects to the rear left side of the crankcase 15 and is connected to the rear wheel 12 via the above-mentioned chain type transmission mechanism.

  The main shaft 22 and the counter shaft 23 of the transmission 21 are arranged in front of and behind the crankshaft 14 (see FIG. 1). At the right end of the main shaft 22, a clutch 26 operated by a clutch actuator 50 is coaxially arranged. The clutch 26 is, for example, a wet multi-plate clutch, and is a so-called normally open clutch.

  Referring also to FIG. 3, the clutch 26 is brought into a connected state in which power can be transmitted by supplying hydraulic pressure from the clutch actuator 50, and returns to a disconnected state in which power cannot be transmitted when the hydraulic pressure is not supplied from the clutch actuator 50.

  Referring to FIG. 2, the rotational power of crankshaft 14 is transmitted to main shaft 22 via clutch 26, and transmitted from main shaft 22 to counter shaft 23 via any gear pair of transmission gear group 24. A drive sprocket 27 of the above-described chain type transmission mechanism is attached to a left end portion of the countershaft 23 protruding to the rear left side of the crankcase 15.

  A change mechanism 25 that switches a gear pair of the transmission gear group 24 is accommodated above and behind the transmission 21 (see FIG. 1). The change mechanism 25 operates a plurality of shift forks 37 in accordance with a pattern of a lead groove formed on the outer periphery of the shift gear 36 by rotating a hollow cylindrical shift drum 36 parallel to the shafts 22 and 23, and the transmission gear group. The gear pair used for power transmission between both shafts 22 and 23 at 24 is switched.

  The change mechanism 25 has a shift spindle 31 parallel to the shift drum 36. When the shift spindle 31 rotates, the shift arm 31a fixed to the shift spindle 31 rotates the shift drum 36, and moves the shift fork 37 in the axial direction according to the pattern of the lead groove. Is switched (that is, the gear position is switched).

  The shift spindle 31 has a shaft outer portion 31b protruding outward (leftward) in the vehicle width direction of the crankcase 15 so that the change mechanism 25 can be operated. A shift load sensor 42 (shift operation detecting means) is coaxially mounted on the shaft outer portion 31b of the shift spindle 31 (see FIG. 1). The shaft outer portion 31b of the shift spindle 31 (or the rotation axis of the shift load sensor 42) has a shaft end 31d protruding outward from the sensor case 63 of the shift load sensor 42 in the vehicle width direction. A clamp fixing part 31c is provided on the tip end side of the shaft end part 31d. The base end 33a of the swing lever 33 is clamped to the clamp fixing portion 31c. The swing lever 33 extends rearward from the base end 33a. An upper end of a link rod 34 is swingably connected to a tip 33b of the swing lever 33 via an upper ball joint 34a.

As shown in FIGS. 1, 7, and 8, the lower end of the link rod 34 is swingably connected to the shift pedal 32 operated by the driver via a lower ball joint 34b.
The front end of the shift pedal 32 is supported by a support boss 15a of the crankcase 15 via a rotation shaft 38 extending in the left-right direction so as to be vertically swingable. The support boss 15a protrudes outward from the lower outer wall of the crankcase 15 in the vehicle width direction. The rotating shaft 38 is constituted by, for example, a stepped bolt 39 along the vehicle width direction. The stepped bolt 39 includes a screw shaft 39a that is screwed into the support boss 15a, a shaft portion 39b that has a smaller diameter than the support boss 15a and continues to the outside in the vehicle width direction of the support boss 15a, and a flat plate whose axial width is suppressed. Head 39c. The front end of the shift pedal 32 is supported on the outer periphery of the shaft 39b of the stepped bolt 39. At the rear end of the shift pedal 32, there is provided a pedal portion 71c for hanging the driver's foot placed on the step 32a. A lower end of a link rod 34 is connected to a front and rear intermediate portion of the shift pedal 32 via a lower ball joint 34b.

  As shown in FIG. 6, the shift load sensor 42 has the shaft outer portion 31b penetrated through a portion of the outer wall 17a of the transmission case 17 where the shaft outer portion 31b of the shift spindle 31 projects outward in the vehicle width direction. It is attached from the vehicle width direction outside. The shift load sensor 42 is disposed between the swing lever 33 attached to the shaft end 31 d of the shift spindle 31 and the outer wall 17 a of the transmission case 17.

  The shift load sensor 42 is a so-called magnetostrictive torque sensor, and directly detects the rotation operation torque input to the shift spindle 31. The shift load sensor 42 forms two magnetostrictive material fixing portions 61 arranged in the axial direction at the detection target portion of the shift spindle 31, and the detection coils 62 are respectively provided in a non-contact manner on the radially outer side of each magnetostrictive material fixing portion 61. Facing each other. The shift load sensor 42 detects a change in a magnetic field generated in each magnetostrictive material fixing portion 61 from a change in an induced electromotive force generated in each detection coil 62 when a torque is applied to the shift spindle 31. The shift load sensor 42 can detect a torque (shift operation load) input to the shift spindle 31 from a change in the induced electromotive force.

  Both detection coils 62 are housed in a sensor case 63 through which the shift spindle 31 passes. Here, an assembly including the detection coil 62 and the sensor case 63 is referred to as a sensor main body 42a. The sensor case 63 (the sensor body 42a) is fixed to a fixed boss 17a1 protruding from the outer wall 17a of the transmission case 17 with a bolt B1. A bearing portion 64 that rotatably supports the shift spindle 31 is provided outside the sensor case 63 in the vehicle width direction. The bearing portion 64 supports the shift spindle 31 via a needle bearing 64a. By supporting the shaft outer portion 31b with the bearing portion 64 of the sensor case 63, the shift spindle 31 having an elongated shaft length is stably supported. An outer opening 65 having a slightly larger diameter than the bearing 64 is formed outside the bearing 64 in the sensor case 63 in the vehicle width direction. A dust seal 65 a that seals between the inner peripheral surface of the outer open portion 65 and the outer peripheral surface of the shift spindle 31 is fitted into the inner periphery of the outer open portion 65. The dust seal 65a prevents foreign matter such as dust outside the vehicle from reaching the detection coil 62.

  At the end of the sensor case 63 on the side of the transmission case 17, a fitting projection 66 protruding toward the outer wall 17 a of the transmission case 17 is formed. A through-hole 67 through which the shift spindle 31 penetrates at an interval is formed in the outer side wall 17a. The fitting protrusion 66 has a tubular shape through which the shift spindle 31 penetrates at an interval, and is fitted into the through hole 67 from the outside in the vehicle width direction. The through hole 67 has a circular shape coaxial with the shift spindle 31. The fitting projection 66 has a cylindrical shape coaxial with the shift spindle 31. A collar portion 67a wider than the outer wall 17a in the thickness direction (vehicle width direction) of the outer wall 17a is formed on the periphery of the through hole 67. An O-ring 66a held in a fitting groove on the outer peripheral surface of the fitting projection 66 is in close contact with the inner peripheral surface of the collar portion 67a. The inner diameter of the outer opening 65 of the sensor case 63 is smaller than the inner diameter of the collar 67a (the inner diameter of the through hole 67). That is, since the opening itself sealed by the seal member is small, it is easy to prevent foreign substances from entering the vehicle.

  An oil seal 66 b that seals between the inner peripheral surface of the fitting projection 66 and the outer peripheral surface of the shift spindle 31 is fitted into the inner periphery of the fitting projection 66 of the sensor case 63. That is, seal members (dust seal 65a, oil seal 66b) for sealing between the outer peripheral surface of the shift spindle 31 and the inner peripheral surface of the sensor case 63 are provided on both sides of the shift spindle 31 across the two detection coils 62 in the axial direction. Are provided respectively. The oil seal 66b prevents the engine oil in the transmission case 17 from reaching the detection coil 62.

  The swing lever 33 offsets a distal end portion 33b, to which the link rod 34 is connected, to a side away from the transmission case 17 (outside in the vehicle width direction) with respect to a base end portion 33a connected to the shift spindle 31. I have. The upper end (upper ball joint 34a) of the link rod 34 is connected to the tip 33b of the swing lever 33 from the transmission case 17 side. The connecting portion (upper ball joint 34a) of the link rod 34 to the swing lever 33 is disposed between the tip end 33b of the swing lever 33 and the shift load sensor 42 in the vehicle width direction.

As shown in FIG. 2, a shift change device 35 that includes a shift pedal 32, a link rod 34, and a change mechanism 25 and that switches gears of the transmission 21 is configured.
Here, in the motorcycle 1, the driver performs only the speed change operation of the transmission 21 (the foot operation of the shift pedal 32), and the connection and disconnection operation of the clutch 26 is automatically performed by electric control according to the operation of the shift pedal 32. In this way, a so-called semi-automatic transmission system is adopted.

As shown in FIG. 4, the transmission system includes a clutch actuator 50, an ECU 60 (Electronic Control Unit, control unit), and various sensors 41 to 45.
The ECU 60 detects from a drum angle sensor (gear position sensor) 41 that detects a gear position based on the rotation angle of the shift drum 36 and a shift load sensor (torque sensor) 42 that detects an operation torque input to the shift spindle 31. Based on the information and various vehicle state detection information from the throttle opening sensor 43, the vehicle speed sensor 44, the engine speed sensor 45, and the like, the clutch actuator 50 is operated and the ignition device 46 and the fuel injection device 47 are controlled. Operate and control. The ECU 60 also receives detection information from the oil pressure sensors 57 and 58 (see FIG. 3) of the clutch actuator 50.

  As shown in FIG. 3, the operation of the clutch actuator 50 is controlled by the ECU 60, so that the hydraulic pressure for connecting and disconnecting the clutch 26 can be controlled. The clutch actuator 50 includes an electric motor 52 (hereinafter, simply referred to as a motor 52) as a driving source, a master cylinder 51 driven by the motor 52, and an oil passage provided between the master cylinder 51 and a hydraulic supply / discharge port 50a. And a forming part 53.

  The master cylinder 51 allows the piston 51b in the cylinder main body 51a to stroke by the drive of the motor 52 so that the hydraulic oil in the cylinder main body 51a can be supplied to and discharged from the slave cylinder 28. In the figure, reference numeral 51e indicates a reservoir connected to the master cylinder 51.

  The oil passage forming section 53 has a valve mechanism (solenoid valve 56) for opening or closing an intermediate portion of a main oil passage 53m extending from the master cylinder 51 to the clutch 26 side (slave cylinder 28 side). The main oil passage 53m of the oil passage forming portion 53 is divided into an upstream oil passage 53a closer to the master cylinder 51 than the solenoid valve 56, and a downstream oil passage 53b closer to the slave cylinder 28 than the solenoid valve 56. Can be The oil passage forming portion 53 further includes a bypass oil passage 53c that bypasses the solenoid valve 56 and communicates the upstream oil passage 53a and the downstream oil passage 53b.

  The solenoid valve 56 is a so-called normally open valve. The bypass oil passage 53c is provided with a one-way valve 53c1 that allows hydraulic oil to flow only in the direction from the upstream side to the downstream side. An upstream oil pressure sensor 57 that detects the oil pressure of the upstream oil passage 53a is provided upstream of the solenoid valve 56. Downstream of the solenoid valve 56, a downstream oil pressure sensor 58 for detecting the oil pressure of the downstream oil passage 53b is provided.

  As shown in FIG. 1, the clutch actuator 50 is housed, for example, in the rear cowl 9a. The slave cylinder 28 is attached to the rear left side of the crankcase 15. The clutch actuator 50 and the slave cylinder 28 are connected via a hydraulic pipe 53e (see FIG. 3).

  As shown in FIG. 2, the slave cylinder 28 is coaxially arranged on the left side of the main shaft 22. When hydraulic pressure is supplied from the clutch actuator 50, the slave cylinder 28 presses the push rod 28a penetrating through the main shaft 22 to the right. The slave cylinder 28 presses the push rod 28a to the right to operate the clutch 26 to the connected state via the push rod 28a. When the supply of the hydraulic pressure is stopped, the slave cylinder 28 releases the pressing of the push rod 28a and returns the clutch 26 to the disconnected state.

  In order to maintain the clutch 26 in the connected state, it is necessary to continue the supply of the hydraulic pressure, but the power is consumed correspondingly. Therefore, as shown in FIG. 3, a solenoid valve 56 is provided in the oil passage forming portion 53 of the clutch actuator 50, and after the hydraulic pressure is supplied to the clutch 26 side, the solenoid valve 56 is closed. Thereby, the hydraulic pressure supplied to the clutch 26 side is maintained, and the hydraulic pressure is compensated for the pressure decrease (recharge is performed only for the leak), so that the energy consumption can be suppressed.

Next, the operation of the clutch control system will be described with reference to the graph of FIG. In the graph of FIG. 5, the vertical axis indicates the supply oil pressure detected by the downstream oil pressure sensor 58, and the horizontal axis indicates the elapsed time.
When the motorcycle 1 is stopped (idling), the power supply to the motor 52 and the solenoid valve 56 controlled by the ECU 60 are both cut off. That is, the motor 52 is in a stopped state, and the solenoid valve 56 is in an open state. At this time, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point oil pressure TP, and the clutch 26 is in a non-engaged state (disconnected state, released state). This state corresponds to the area A in FIG.

When the number of revolutions of the engine 13 is increased when the motorcycle 1 starts moving, power is supplied only to the motor 52, and hydraulic pressure is supplied from the master cylinder 51 to the slave cylinder 28 via the solenoid valve 56 in a valve open state. When the hydraulic pressure on the slave cylinder 28 side (downstream side) rises above the touch point hydraulic pressure TP, the engagement of the clutch 26 is started, and the clutch 26 enters a half-clutch state where some power can be transmitted. Thus, the motorcycle 1 can start smoothly. This state corresponds to region B in FIG.
Eventually, when the hydraulic pressure on the slave cylinder 28 side (downstream side) reaches the lower limit holding hydraulic pressure LP, the engagement of the clutch 26 is completed, and the entire driving force of the engine 13 is transmitted to the transmission 21. This state corresponds to a region C in FIG. The areas A to C are set as the starting areas.

  When the hydraulic pressure on the slave cylinder 28 side (downstream side) reaches the upper limit holding hydraulic pressure HP, power is supplied to the solenoid valve 56, the solenoid valve 56 is closed, and power supply to the motor 52 is stopped. The generation of hydraulic pressure is stopped. That is, the hydraulic pressure is released to the low pressure state on the upstream side, and the high pressure state (upper limit holding hydraulic pressure HP) is maintained on the downstream side. As a result, the clutch 26 is maintained in the engaged state without generating hydraulic pressure in the master cylinder 51, so that the motorcycle 1 can travel and power consumption can be suppressed.

Even in a state where the solenoid valve 56 is closed, the hydraulic pressure on the downstream side gradually decreases as shown in a region D in FIG. 5 due to a hydraulic pressure leak or a temperature drop due to deformation of the seal of the solenoid valve 56 and the one-way valve 53c1. Leak). On the other hand, as shown in a region E of FIG. 5, the hydraulic pressure on the downstream side may increase due to an increase in temperature or the like. A small hydraulic fluctuation on the downstream side can be absorbed by an accumulator (not shown) provided in the clutch actuator 50, and the power consumption is not increased by operating the motor 52 and the solenoid valve 56 every time the hydraulic pressure changes.
When the downstream oil pressure rises to the upper limit holding oil pressure HP as shown in a region E of FIG. 5, the solenoid valve 56 is gradually opened by, for example, decreasing the power supply to the solenoid valve 56, and the downstream oil pressure is increased. Relief pressure to the upstream side.

  When the downstream hydraulic pressure decreases to the lower limit holding hydraulic pressure LP as in the region F of FIG. 5, the power supply to the motor 52 is started while the solenoid valve 56 remains closed, and the upstream hydraulic pressure is increased. When the oil pressure on the upstream side exceeds the oil pressure on the downstream side, the oil pressure is supplied (recharged) to the downstream side via the bypass oil passage 53c and the one-way valve 53c1. When the oil pressure on the downstream side reaches the upper limit holding oil pressure HP, the power supply to the motor 52 is stopped to stop the generation of the oil pressure. Thus, the hydraulic pressure on the downstream side is maintained between the upper limit holding oil pressure HP and the lower limit holding oil pressure LP, and the clutch 26 is maintained in the engaged state. Regions D to F are cruise regions.

  When the motorcycle 1 is stopped, the power supply to both the motor 52 and the solenoid valve 56 is stopped. As a result, the master cylinder 51 stops generating hydraulic pressure and stops supplying hydraulic pressure to the slave cylinder 28. The solenoid valve 56 is opened, and the hydraulic pressure in the downstream oil passage 53b is returned to the reservoir 51e. As described above, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point oil pressure TP, and the clutch 26 is in the non-engaged state. This state corresponds to regions G and H in FIG. Regions G and H are set as stop regions.

As shown in FIGS. 7 and 8, the shift pedal 32 is divided into a pedal main body 71 and a pedal-side rotating member 72.
The pedal body 71 is rotated by a force input by the driver's foot operation (shift operation). The pedal body 71 includes a cylindrical pedal base 71a through which the rotating shaft 38 is inserted, an arm 71b extending rearward from the pedal base 71a, and an outer side in the vehicle width direction from the rear end of the arm 71b (in the present embodiment, left side). And a rod-shaped pedal portion 71c standing upright.

  The pedal base 71a is inclined at an outer end surface in the vehicle width direction so as to protrude outward in the vehicle width direction toward the rear side (see FIG. 8). The arm portion 71b has a plate shape with its thickness direction oriented in the vehicle width direction, and its front portion is obliquely bent inward in the vehicle width direction. The front portion of the arm portion 71b is connected to the rear portion of the pedal base 71a such that the outer surface thereof is flush with the end surface of the pedal base 71a on the outside in the vehicle width direction. For example, a rubber member 71c1 is attached to the pedal portion 71c. Below the arm base and the arm portion 71b, a fan-shaped pedal extension portion 71d centering on the rotation shaft 38 in a side view is integrally formed. A first holding portion 73 and a first stopper portion 74 are integrally formed inside the pedal extension portion 71d in the vehicle width direction. The pedal main body 71 constitutes a shift operation section 75 that rotates upon receiving an input for switching a shift gear.

  The pedal-side rotating member 72 includes a member base 72a through which the pedal base 71a is inserted, a member extension 72b extending below and behind the member base 72a so as to overlap with the pedal extension 71d in a side view, and a member extension. 72b and a link connecting portion 72c extending above the member base 72a and connecting the lower end of the link rod 34.

  The member base 72a is supported on the outer periphery of the pedal base 71a so as to be rotatable around the rotation shaft 38. A positioning step 71e for positioning the outer end in the vehicle width direction of the member base 72a is formed on the outer periphery of the pedal base 71a. A thrust washer 72d is interposed between the positioning step 71e and the member base 72a. A second thrust washer 72e is interposed between the inner end surface of the pedal base 71a in the vehicle width direction and the outer end surface of the support boss 15a in the vehicle width direction. The second thrust washer 72e has a larger diameter than the pedal base 71a and the support boss 15a, and faces the thrust washer 72d in the axial direction of the rotation shaft 38. A member base 72a is rotatably held between the second thrust washer 72e and the thrust washer 72d. A second holding portion 76 is integrally formed outside the member extending portion 72b in the vehicle width direction, and a second stopper portion 77 is detachably attached. The link connecting portion 72c is bent and formed to be displaced outward in the vehicle width direction behind the pedal base 71a.

  The pedal-side rotating member 72 can rotate in conjunction with the shift spindle 31 via the link rod 34 without performing lost motion (without losing motion). The shift spindle 31 rotates in conjunction with the shift operation unit 75 (the pedal body 71), and constitutes a change operation unit 78 that switches the shift gear of the transmission 21 (see FIG. 6). The pedal-side rotating member 72, the link rod 34, and a lost motion mechanism 80 described later are included in an interlocking mechanism 79 that interlocks the shift spindle 31 and the speed change operation unit 75.

Referring to FIGS. 7 and 8, a lost motion mechanism 80 is provided between the pedal body 71 and the pedal-side rotating member 72.
The lost motion mechanism 80 includes an operation-side rotation unit 81 integrally formed with the shift operation unit 75 (the pedal body 71) and rotatable about the rotation shaft 38, and a rotation shaft with respect to the operation-side rotation unit 81. A change-side rotating portion 82 which is relatively rotatable about the center 38 and is rotatable about the rotating shaft 38 integrally with the change operation portion 78 (shift spindle 31) via the link rod 34; , A coil spring 83 (elastic member) as a lost motion spring held between the operation-side rotating portion 81 and the change-side rotating portion 82. In this example, the operation-side rotating portion 81 is configured by a pedal extending portion 71d of the pedal body 71, and the change-side rotating portion 82 is configured by a member extending portion 72b of the pedal-side rotating member 72.

  The lost motion mechanism 80 can transmit the rotation of the operation-side rotation unit 81 to the change-side rotation unit 82 via the elastic force of the coil spring 83. The lost motion mechanism 80 allows the operation-side rotation unit 81 to rotate prior to the change-side rotation unit 82. At this time, the rotational power of the change-side rotating portion 82 is stored in the coil spring 83. That is, the lost motion mechanism 80 suspends the rotation start of the pedal-side rotation member 72 until the pedal body 71 rotates a predetermined amount, and accumulates the shift operation force (pedal stroke force) input to the pedal body 71. It is possible.

Usually, the lost motion mechanism 80 transmits the rotation of the pedal main body 71 to the pedal-side rotation member 72 via the coil spring 83 which is an animal power member.
On the other hand, the lost motion mechanism 80 compresses the coil spring 83 when the shift spindle 31 does not rotate in association with the shift pedal 32 (the rotation is delayed) due to a shift of the shifter meshing of the transmission 21 or the like. , The rotation (shift operation) of the pedal body 71 at a predetermined angle is permitted. At this time, the lost motion mechanism 80 applies an operating force (turning power) to the pedal body 71 to the coil spring 83 while allowing the pedal body 71 to rotate.
After that, the lost motion mechanism 80 rotates the shift spindle 31 by the rotating power and the pedal operation force after the raising, and secures the amount of rotation of the shift spindle 31 necessary for shifting.

  As a result, it is possible to ensure the reliability of the shift change in the semi-automatic transmission system. Further, even when the rotation of the shift spindle 31 is delayed, the rotation of the shift pedal 32 can be made smooth, and the feeling of the shift operation can be enhanced. Further, even when an unexpected external force is applied to the shift pedal 32 (for example, when the driver touches the shift pedal 32 unconsciously), the rotation of the shift pedal 32 by a predetermined amount is absorbed by the lost motion mechanism 80. Therefore, it is possible to prevent the transmission 21 from being out of gear.

  Referring to FIG. 7, in lost motion mechanism 80, a coil spring 83 as a power storage member is disposed, for example, below and behind rotating shaft 38 of shift pedal 32. The coil spring 83 is arranged so that the axial direction (extension and contraction direction) is aligned with the rotation direction (circumferential direction) around the rotation shaft 38. The coil spring 83 extends linearly in the direction of extension and contraction, and when viewed from the direction along the rotation shaft 38 (in the axial direction of the rotation shaft 38), the tangential direction of the circumference around the rotation shaft 38 It is arranged along.

  For example, when a torsion coil spring is provided as the animal power member, there is a possibility that the periphery of the shift pedal 32 may protrude outward in the vehicle width direction. That is, the torsion coil spring 83 is wound around the outer periphery of the rotating shaft 38 so as to pass through the rotating shaft 38, so that the axial direction of the rotating shaft 38 coincides with that of the rotating shaft 38. In this case, there is a possibility that the length of the rotating shaft 38 is increased by the axial length of the torsion coil spring 83 (the number of turns).

  In the present embodiment, the coil spring 83 is arranged so that the axial direction thereof is along the rotation direction around the rotation shaft 38. For this reason, in the present embodiment, an increase in the length of the rotating shaft 38 is suppressed irrespective of the axial length (the number of turns) of the coil spring 83 as compared with the above example. Therefore, the protrusion around the shift pedal 32 outward in the vehicle width direction is suppressed while increasing the degree of freedom in setting the spring characteristics of the coil spring 83.

  The lost motion mechanism 80 includes a holding unit 84 that accommodates and holds the coil spring 83 in a compressed state by a predetermined amount. The holding portion 84 is provided integrally with the first holding portion 73 provided integrally with the pedal body 71 (the shift operation portion 75), and the second holding portion provided integrally with the pedal-side rotating member 72 forming a part of the change operation portion 78. And 76.

9A and 9B, the first holding portion 73 forms a semi-cylindrical first concave space 73a capable of accommodating a semi-circumferential portion on the inner side in the vehicle width direction of the coil spring 83, A pair of first end walls 73b capable of pressing both ends in the expansion and contraction direction in the half circumferential portion are formed.
Referring to FIGS. 10A and 10B, the second holding portion 76 forms a semi-cylindrical second concave space 76a capable of accommodating a semicircular portion on the outer side in the vehicle width direction of the coil spring 83, A pair of second end walls 76b capable of pressing both ends in the expansion and contraction direction in the half circumferential portion are formed.

  The first holding portion 73 and the second holding portion 76 are formed to have the same width in a rotation direction around the rotation shaft 38 (a direction in which the coil spring 83 expands and contracts). The first holding portion 73 and the second holding portion 76 are formed so as to be overlapped with each other when viewed in the axial direction of the rotation shaft 38 when the positions of the rotation shafts 38 in the rotation direction are matched with each other (FIG. 7). This state is referred to as an initial state of the holding unit 84.

  When in the initial state, the first holding portion 73 and the second holding portion 76 cause the first concave space 73a and the second concave space 76a to face each other in the axial direction of the rotation shaft 38. At this time, the first concave space 73a and the second concave space 76a form a columnar accommodation space 84a that can accommodate the coil spring 83. The coil spring 83 housed in the housing space 84a presses the first end wall 73b and the second end wall 76b so as to maintain the initial state of the holding portion 84, and the pedal body 71 and the pedal-side rotating member 72 Is energizing. Note that the first holding portion 73 and the second holding portion 76 have their outer peripheral wall portions curved so as to form an arc around the rotation shaft 38.

  Referring to FIGS. 7, 9A, B, 10A, and B, when the first holding portion 73 and the second holding portion 76 are relatively rotated with each other in the rotation direction about the rotation shaft 38, The coil spring 83 is compressed between the first end wall 73b and the second end wall 76b of the holding portion 73 and the second holding portion 76 that approach each other, and the force input to the speed change operation portion 75 is increased.

  Specifically, when the rotation of the pedal-side rotating member 72 is delayed during a shift-up operation on the shift pedal 32 (when a rotation operation is performed in the direction of the arrow U in FIG. 7), the first holding portion 73 of the pedal body 71 is delayed. Rotates relative to the second holding portion 76 of the pedal-side rotating member 72 in the direction of arrow U. Then, the first end wall 73b of the first holding portion 73 opposite to the arrow U and the second end wall 76b of the second holding portion 76 on the arrow U side approach each other, and a coil is formed between these two end walls. The spring 83 is compressed, and the force input to the speed change operation unit 75 is increased.

  Further, when the rotation of the pedal-side rotating member 72 is delayed at the time of the shift-down operation on the shift pedal 32 (at the time of the rotational operation in the direction of arrow D in FIG. 7), the first holding portion 73 of the pedal body 71 is It relatively rotates in the direction of arrow D with respect to the second holding portion 76 of the pedal-side rotation member 72. Then, the first end wall 73b of the first holding portion 73 opposite to the arrow D and the second end wall 76b of the second holding portion 76 on the arrow D side approach each other, and a coil is formed between these two end walls. The spring 83 is compressed, and the force input to the speed change operation unit 75 is increased.

  A first stopper 74 is provided on the operation-side rotating portion 81 of the pedal body 71, and a first stopper 74 is provided on the change-side rotating portion 82 of the pedal-side rotating member 72 around the rotating shaft 38. A pair of second stopper portions 77 sandwiching in the rotation direction are provided. The first stopper portion 74 and the second stopper portion 77 are engaged with each other in the rotation direction about the rotation shaft 38, so that the relative rotation amount of the operation-side rotation portion 81 and the change-side rotation portion 82 (therefore, the pedal) (A relative rotation amount of the main body 71 and the pedal-side rotation member 72).

  With reference to FIG. 11, the first stopper portion 74 is located below and behind the pedal base 71 a, and moves toward the center of the first holding portion 73 in the rotation direction around the rotation shaft 38. It extends along the radial direction. In the initial state of the holding portion 84, a pair of second stopper portions 77 are arranged on both sides of the first stopper portion 74 in the direction of rotation about the rotation shaft 38 with gaps S1 and S2, respectively. In the drawing, reference numeral 74a denotes a first contact surface on both sides in the rotation direction of the first stopper 74, and reference numeral 77a denotes a second contact surface facing the first contact surface 74a of the second stopper 77 in the rotation direction. Shown respectively.

  The gap S1 on the arrow U side of the first stopper portion 74 enables the pedal body 71 to be rotatable by an angle A1 in the shift-up direction with respect to the pedal-side rotating member 72. The gap S2 on the arrow D side of the first stopper portion 74 allows the pedal body 71 to be rotatable by an angle A2 in the downshift direction with respect to the pedal-side rotating member 72.

  By making the gaps on both sides of the first stopper 74 different from each other, it is possible to make the angle at which the pedal body 71 can rotate in the shift-up direction different from the angle at which the pedal body 71 can rotate in the shift-down direction. That is, the rotation angle of the pedal body 71 in the shift-up direction until the first stopper 74 and the second stopper 77 abut on each other, and the rotation of the pedal body 71 in the shift-down direction causes the first stopper It is possible to make the rotation angle until the portion 74 and the second stopper portion 77 abut against each other different.

  The pair of second stopper portions 77 are separate from the main body of the change-side rotating portion 82 (hereinafter, referred to as the rotating portion main body 82a), and are screwed to the stopper fixing portions 82b of the rotating portion main body 82a. , So that it is detachably fixed. That is, the pair of second stopper portions 77 are provided so as to be replaceable with respect to the main body of the pedal-side rotating member 72, respectively.

  For example, by preparing a plurality of types of second stopper portions 77 in advance, it is possible to set a plurality of angles of the second contact surface 77a. Thereby, the relative rotation angle of the pedal body 71 and the pedal-side rotation member 72 until the second contact surface 77a of the second stopper portion 77 and the first contact surface 74a of the first stopper portion 74 abut against each other is variable. Becomes Therefore, the angle at which the pedal body 71 can be turned in the shift-up direction and the angle at which the pedal body 71 can be turned in the shift-down direction can be easily changed. Further, by making the pair of second stopper portions 77 individually replaceable, an angle at which the pedal body 71 can rotate in the shift-up direction and an angle at which the pedal body 71 can rotate in the shift-down direction can be obtained. , Can be individually changed.

  In addition, the first stopper portion 74 may be configured to be separate and detachable from the rotating portion main body 81a of the operation-side rotating portion 81, and the angle at which the pedal body 71 can be rotated may be changed. That is, at least one of the first stopper portion 74 and the second stopper portion 77 may be separate and detachable from corresponding ones of the change-side rotation portion 82 and the operation-side rotation portion 81.

  As shown in FIGS. 12 and 13, the coil spring 83 is assembled in the holding section 84 in a state where the coil spring 83 is compressed by a predetermined amount by the assembly jig 90. The assembling jig 90 includes a jig bolt 91 (shaft member) for inserting the screw shaft 91 a into the coil spring 83, a jig nut 92 screwed to the screw shaft 91 a of the jig bolt 91, and a jig bolt 91. A first washer 95A for inserting the screw shaft 91a on the side of the head 91b, and a second washer 96A for inserting the screw shaft 91a on the jig nut 92 side. The first washer 95A has a first collar portion 93 in contact with the bearing surface of the head portion 91b of the jig bolt 91, and a first washer body expanding in diameter at an end of the first collar portion 93 opposite to the head portion 91b. And 95 are integrally provided. The second washer 96A includes a second collar portion 94 that abuts against a seating surface of the jig nut 92, a second washer body 96 whose diameter is increased at an end of the second collar portion 94 opposite to the jig nut 92, Are integrally provided. The first washer 95A and the second washer 96A are assembled to the holding portion 84 together with the coil spring 83. Note that the first collar portion 93 and the first washer body 95 may be separate bodies. Similarly, the second collar part 94 and the second washer body 96 may be separate bodies.

A first notch 73c (insertion / removal portion) portion through which the first collar portion 93 and the second collar portion 94 of the assembling jig 90 can be inserted is formed on the pair of first end walls 73b of the first holding portion 73, respectively. Have been. Each of the first cutouts 73c has a semicircular shape corresponding to a semicircular portion of a corresponding one of the first collar portion 93 and the second collar portion 94, respectively.
Similarly, a pair of second end walls 76b of the second holding portion 76 have second notches 76c (insertion / removal portions) through which the first collar portion 93 and the second collar portion 94 of the assembly jig 90 can be inserted. Are formed respectively. Each of the second cutouts 76c has a semicircular shape that matches a semicircular portion of a corresponding one of the first collar portion 93 and the second collar portion 94, respectively.

When assembling the coil spring 83, first, the first washer 95A and the second washer 96A are arranged at both ends of the coil spring 83 having a natural length. Next, the screw shaft 91a of the jig bolt 91 is inserted into each central opening of the first washer 95A and the second washer 96A.
Next, a jig nut 92 is screwed onto a screw shaft 91a of the jig bolt 91 that passes through the second washer 96A.

  In this state, the jig bolt 91 and the jig nut 92 are tightened, so that the coil spring 83 and the aggregate 97 composed of the first washer 95A and the second washer 96A fall within the rotation direction width of the holding portion 84. Compress up to Next, the half-circumferential portion of the compressed aggregate 97 is accommodated in one of the first holding portion 73 and the second holding portion 76. Next, as shown in FIG. 8, the pedal body 71 and the pedal-side rotating member 72 are combined in the axial direction. Then, the other half of the circumference of the assembly 97 is accommodated in the other of the first holding portion 73 and the second holding portion 76. In this state, the shift pedal 32 is rotatably supported by the crankcase 15 by fixing the rotation shaft 38 to the support boss 15 a of the crankcase 15.

  Thereafter, when the tightening of the jig bolt 91 and the jig nut 92 is loosened, the compression of the coil spring 83 is released in the holding portion 84, and the coil spring 83 is moved through the first washer 95A and the second washer 96A. The end wall 73b and the second end wall 76b are pressed against each other. As a result, the holding unit 84 enters the initial state. When the jig bolt 91 and the jig nut 92 are removed from the holding portion 84, the coil spring 83 compressed by a predetermined amount to generate an initial load, the first washer 95A, and the second washer 96A are held in the holding portion 84. Is left. Thus, the assembly of the shift pedal 32 including the lost motion mechanism 80 is completed.

  As described above, the shift change device 35 in the above embodiment transmits the driving force received from the engine 13 to the main shaft 22 to the counter shaft 23 via any one of the transmission gears of the transmission gear group 24 of the plurality of stages. And a shift operation unit 75 which rotates upon receiving an input for switching the shift gear of the transmission 21, and which rotates in conjunction with the shift operation unit 75 via a lost motion mechanism 80. And a change operation unit 78 that switches the transmission gear. The lost motion mechanism 80 transmits power for interlocking the shift operation unit 75 and the change operation unit 78 through the elastic force of an elastic member (coil spring 83). The lost motion mechanism 80 is disposed on the rotation shaft 38 of the speed change operation unit 75, and the coil spring 83 expands and contracts the coil spring 83. Countercurrent, are arranged so as to extend along the rotational direction of the rotating shaft 38 around which is arranged a lost motion mechanism 80.

According to this configuration, the lost motion mechanism 80 (the energy storage mechanism) for interposing the urging force of the elastic member is provided between the shift operation section 75 and the change operation section 78 that are interlocked to shift the transmission 21. Thus, after the force input to the shift operation unit 75 can be applied to the lost motion mechanism 80, the shift operation unit 75 can rotate the change operation unit 78 to perform a shift. In addition, it is possible to prevent the change operation unit 78 from rotating due to an unintended external force applied to the shift operation unit 75, and to prevent an unintended operation of the transmission 21.
In the case where the lost motion mechanism 80 (the energy storage mechanism) is provided in the speed change operation unit 75, the coil spring 83 as an elastic member is provided around the rotation shaft 38 of the speed change operation unit 75 provided with the lost motion mechanism 80. The lost motion mechanism is arranged along the rotation direction (circumferential direction) (in other words, along the tangential direction of the circumference of the center of the rotation shaft 38 when viewed from the axial direction of the rotation shaft 38). As compared with a configuration in which a torsion coil spring is arranged so as to wind around the outer periphery of the rotating shaft 38 provided with the shaft 80, an increase in the axial length of the rotating shaft 38 can be suppressed. Therefore, it is possible to suppress an increase in the size of the shift change device 35 when the lost motion mechanism 80 is provided.

  Further, in the shift change device 35, the lost motion mechanism 80 is integrally formed with the shift operation unit 75, and is integrally formed with the operation side rotation unit 81 that rotates around the rotation shaft 38 and the change operation unit 78. The change-side rotation portion 82 that rotates about the rotation shaft 38 and is relatively rotatable with respect to the operation-side rotation portion 81, and the change-side rotation portion 81 and the change-side rotation portion 82 The operation-side rotating portion 81 has a first holding portion 73 that forms a first concave space 73a capable of accommodating a half-peripheral portion of the coil spring 83, and has a change. The side rotation portion 82 has a second holding portion 76 that forms a second concave space 76a that can accommodate the remaining half-peripheral portion of the coil spring 83, and the first holding portion 73 and the second holding portion 76 One concave space 73a and second concave By opposing the spaces 76a to each other, a holding portion 84 that accommodates the entire coil spring 83 is formed, and the first holding portion 73 is a pair that can press both ends of the accommodated coil spring 83 in the expansion and contraction direction in a half circumferential portion thereof. The second holding portion 76 has a pair of second end walls 76b capable of pressing both ends in the expansion and contraction direction of the remaining half circumferential portion of the coil spring 83 accommodated therein. The first holding unit 73 and the second holding unit 76 approach each other when the operation-side rotation unit 81 and the change-side rotation unit 82 relatively rotate with each other. The coil spring 83 is compressed between the end wall 73b and the second end wall 76b, and the force input to the speed change operation unit 75 is increased.

  According to this configuration, the coil spring 83 arranged along the rotation direction of the speed change operation portion 75 is held in the holding portion 84 including the first holding portion 73 and the second holding portion 76 having a half concave shape. When the operation-side rotation unit 81 and the change-side rotation unit 82 rotate relative to each other, the first end wall 73b and the second end wall 76b of the first holding unit 73 and the second holding unit 76 approaching each other. By compressing the coil spring 83 between them, the force input to the speed change operation unit 75 can be increased. Thus, transmission of unintended external force in both the shift-up direction and the shift-down direction can be easily suppressed by one coil spring 83.

The shift change device 35 further includes a shift pedal 32 that receives a shift operation by a driver's foot operation, and the shift pedal 32 is moved relative to a pedal body 71 as a shift operation section 75 and the pedal body 71. And a pedal-side rotation member 72 that is rotatable and integrally works with the change operation unit 78. A lost motion mechanism 80 is configured between the pedal body 71 and the pedal-side rotation member 72.
According to this configuration, the components of the lost motion mechanism 80 can be provided integrally with the shift pedal 32, and the lost motion mechanism 80 can be provided without largely changing the component configuration on the shift pedal 32 side. Thus, after the lost motion mechanism 80 is added, the size of the periphery thereof can be reduced, the versatility of each component can be improved, and assembling can be facilitated, and the number of components can be reduced and cost can be suppressed.

Further, in the shift change device 35, the lost motion mechanism 80 is integrally formed with the shift operation unit 75, and is integrally formed with the operation side rotation unit 81 that rotates around the rotation shaft 38 and the change operation unit 78. The change-side rotation portion 82 that rotates about the rotation shaft 38 and is relatively rotatable with respect to the operation-side rotation portion 81, and the change-side rotation portion 81 and the change-side rotation portion 82 A first spring 74 is provided on the operation-side rotating part 81, and the first stopper 74 is engaged with the change-side rotating part 82. A second stopper 77 that regulates the relative rotation amount between the operation-side rotation unit 81 and the change-side rotation unit 82 is provided.
According to this configuration, the relative rotation amount (compression amount of the coil spring 83) of the operation-side rotation portion 81 and the change-side rotation portion 82 is set by the shape and position of the first stopper portion 74 and the second stopper portion 77. It is possible to make adjustments by changing, for example, such that the characteristics of the lost motion mechanism 80 can be easily changed.

Further, in the shift change device 35, the amount of rotation of the first stopper 74 and the second stopper 77 in contact with each other due to the rotation of the shift operation portion 75 in the upshift direction, and the amount of rotation of the shift operation portion 75 in the downshift direction. The amount of rotation by which the first stopper 74 and the second stopper 77 abut upon each other is different from each other.
According to this configuration, the relative rotation amount (compression amount of the coil spring 83) of the operation-side rotation portion 81 and the change-side rotation portion 82 set by the two stopper portions is different in the shift-up direction and the shift-down direction. , And the characteristic of the lost motion mechanism 80 can be made different between the shift-up direction and the shift-down direction.

Further, in the shift change device 35, at least one of the operation-side rotating portion 81 and the change-side rotating portion 82 has a first stopper 74 and a second stopper 77 corresponding to each other separately and detachably. are doing.
According to this configuration, the relative rotation amount (compression amount of the coil spring 83) of the operation-side rotation portion 81 and the change-side rotation portion 82 is set by at least one of the first stopper portion 74 and the second stopper portion 77. Adjustment can be easily performed by replacement. For this reason, the characteristics of the lost motion mechanism 80 can be easily changed depending on the vehicle, and a portion other than the stopper portion to be replaced can be diverted, thereby suppressing an increase in cost. Further, the characteristics of the lost motion mechanism 80 can be easily set individually in the shift-up direction and the shift-down direction.

Further, in the shift change device 35, the first end wall 73b of the first holding portion 73 and the second end wall 76b of the second holding portion 76 have a shaft member of an assembling jig 90 for compressing the coil spring 83. (Jig bolts 91) are provided with insertion / removal portions (notches 73c, 76c) that can be inserted / removed.
According to this configuration, even when the coil spring 83 having a high set load is used, the shaft member of the mounting jig 90 can be removed after the coil spring 83 is mounted while facilitating the mounting of the coil spring 83. The installation and replacement of the coil spring 83 can be facilitated.

Further, in the shift change device 35, washers 95A and 96A are provided between both ends of the coil spring 83 and the first end wall 73b of the first holding portion 73 and the second end wall 76b of the second holding portion 76, respectively. Is interposed.
According to this configuration, when assembling the coil spring 83, the washer 95A and 96A are interposed at both ends thereof, so that the coil spring 83 can be easily compressed evenly by the assembling jig 90, and the coil spring 83 is attached and replaced. Work can be further facilitated. Further, when the first holding portion 73 and the second holding portion 76 having the half-recessed shape rotate relative to each other, the first end wall 73b and the second end wall 76b corresponding to the half-circumferential portion of the coil spring 83 form the coil spring. 83 can be easily compressed, and the operability of the lost motion mechanism 80 can be improved.

<Second embodiment>
Next, a second embodiment of the present invention will be described with reference to FIG.
This embodiment is particularly different from the first embodiment in that a lost motion mechanism 80 is arranged on a swing lever 33 of a shift spindle 31. The other components that are the same as those in the first embodiment are given the same reference numerals, and detailed descriptions thereof are omitted.

  The swing lever 33 is divided into a lever main body 101 fixed to the shift spindle 31 and a change-side rotation member 102 rotatable relative to the lever main body 101 and integrated with the shift operation section 75. ing. A lost motion mechanism 80 is formed between the lever body 101 and the change-side rotating member 102. Note that the shift pedal 32 (the shift operation portion 75) of the second embodiment is an integral component that is not divided into the pedal body 71 and the pedal-side rotating member 72, and that does not have the lost motion mechanism 80.

  The lever main body 101 integrally has a cylindrical lever base 101a through which the shaft end 31d of the shift spindle 31 is inserted, and a lever extension 101d extending, for example, forward from the lever base 101a. The lever base 101a is clamped and fixed to the shaft end 31d. A first holding portion 73 and a first stopper portion 74 are integrally formed inside the lever extension portion 101d in the vehicle width direction. The lever main body 101 forms a part of the change operation section 78.

  The change-side rotating member 102 includes a cylindrical member base 102a through which the lever base 101a is inserted, a member extension 102b extending forward from the member base 102a, for example, and an upper end of the link rod 34 extending rearward from the member base 102a. And a link connecting part 102c for connecting the parts. The member base 102a is supported on the outer periphery of the lever base 101a so as to be rotatable around the shift spindle 31 (center of the rotation axis). A positioning step 101e for positioning the outer end in the vehicle width direction of the member base 102a is formed on the outer periphery of the lever base 101a. A thrust washer 72d is interposed between the positioning step 101e and the member base 102a. A snap ring 72e 'for positioning the inner end in the vehicle width direction of the member base 102a and preventing the lever base 101a from falling off is attached to the outer periphery of the lever base 101a on the inner side in the vehicle width direction. A second holding portion 76 is integrally formed on the outer side of the member extending portion 102b in the vehicle width direction, and a second stopper portion 77 is detachably attached.

  The change-side rotating member 102 can rotate in conjunction with the shift pedal 32 via the link rod 34 without performing lost motion (without losing motion). The change-side rotating member 102, the link rod 34, and the lost motion mechanism 80 are included in an interlocking mechanism 79 that interlocks the shift spindle 31 and the shift pedal 32.

A lost motion mechanism 80 is provided between the lever body 101 and the change-side rotating member 102.
The lost motion mechanism 80 is integrated with the change operation unit 78 (shift spindle 31) and is rotatable around the shift spindle 31 as a change-side rotation unit 82; An operation-side rotation portion 81 that is rotatable relative to each other, and is rotatable about the shift spindle 31 integrally with the shift operation portion 75 (the shift pedal 32) via the link rod 34; And a coil spring 83 as a lost motion spring held between the rotating portion 81 and the change-side rotating portion 82. In this example, the change-side rotating portion 82 is configured by a lever extension portion 101d of the lever main body 101, and the operation-side rotating portion 81 is configured by a member extension portion 102b of the change-side rotating member 102. The function of the lost motion mechanism 80 is the same as in the first embodiment.

In the lost motion mechanism 80, a coil spring 83 as an animal power member is arranged, for example, in front of the shift spindle 31. The coil spring 83 is arranged so that the axial direction (extension and contraction direction) is along the rotation direction (circumferential direction) around the shift spindle 31. The coil spring 83 extends linearly in the direction of extension and contraction, and extends along a tangential direction of the circumference of the center of the shift spindle 31 when viewed from the direction along the shift spindle 31 (in the axial direction of the shift spindle 31). Are located in
In this way, by arranging the coil spring 83 so that the axial direction thereof is along the rotation direction of the center of the shift spindle 31, an increase in the length of the shift spindle 31 is suppressed, and the outer side in the vehicle width direction around the change mechanism 25. Overhang is suppressed.

  The components of the lost motion mechanism 80 can be integrally provided on the swing lever 33 supported by the shift spindle 31, and the lost motion mechanism 80 can be provided without largely changing the component configuration on the speed change operation unit 75 side. be able to. Thereby, after the lost motion mechanism 80 is added, the periphery thereof can be made compact, the versatility can be improved, and the assembling can be facilitated, and the number of parts and the cost can be suppressed.

  In some vehicles, the shift pedal 32 may be directly supported by the shift spindle 31. In this case, the shift pedal 32 having the lost motion mechanism 80 in the first embodiment is attached to the shift spindle 31 instead of the swing lever 33 in the figure.

<Third embodiment>
Next, a third embodiment of the present invention will be described with reference to FIGS.
This embodiment is particularly different from the above-described first embodiment in that a shift stroke sensor 48 for detecting a shift operation amount is arranged in a portion constituting a lost motion mechanism 80. The other components that are the same as those in the first embodiment are given the same reference numerals, and detailed descriptions thereof are omitted.

  The shift stroke sensor 48 replaces the shift load sensor 42, and detects that a shift operation has been performed from the operation stroke (rotation angle) of the shift pedal 32. That is, the shift stroke sensor 48 detects a shift operation amount, and when the shift operation amount reaches a predetermined amount, detects that a shift operation has been performed.

  The sensor main body 48a of the shift stroke sensor 48 is provided on one of the operation-side rotation portion 81 and the change-side rotation portion 82 of the lost motion mechanism 80, and a detected portion 48b such as a magnet of the shift stroke sensor 48 is It is provided on the other of the rotating part 81 and the change-side rotating part 82. The sensor body 48a and the detected portion 48b face each other in the axial direction of the rotation shaft 38 or the shift spindle 31. 15 shows an example in which the shift pedal 32 is provided with a lost motion mechanism 80 and a shift stroke sensor 48, and FIG. 16 shows an example in which the swing lever 33 is provided with a lost motion mechanism 80 and a shift stroke sensor 48. For example, the sensor main body 48a is disposed on a rotating member inside the vehicle width direction in the lost motion mechanism 80, and suppresses the influence of disturbance from the outside in the vehicle width direction.

  As described above, by disposing the sensor main body 48a and the detected portion 48b of the shift stroke sensor 48 to the operation-side rotating portion 81 and the change-side rotating portion 82 of the lost motion mechanism 80 which rotate relatively to each other, The lost motion mechanism 80 with the built-in shift stroke sensor 48 can be configured, and the unit can be reduced in size.

  Note that the present invention is not limited to the above embodiment. For example, the first holding portion 73 and the second holding portion 76 are not limited to a configuration in which the first holding portion 73 and the second holding portion 76 are divided in half in the axial direction of the rotation shaft. The configuration may be such that the shaft is divided in half in the radial direction, or the rotation shaft may be divided in half in a direction inclined in both the axial direction and the radial direction. In other words, the first holding part 73 and the second holding part 76 may be configured to be divided into half in the radial direction of the coil spring 83.

Note that the lost motion mechanism 80 may be disposed on the rotation shaft 38 of the change operation unit 78.
A drive source such as a shift motor for operating the change mechanism 25 is provided, and a rotating member connected to this drive source and a rotating member such as the swing lever 33 of the shift spindle 31 are connected by an appropriate interlocking mechanism. Is also good. At this time, the lost motion mechanism 80 may be disposed on a rotating member connected to the driving source. The link mechanism is not limited to the link rod 34, and may use various transmission elements such as a gear, a belt or a chain, and a cam. The drive source is not limited to one that generates rotational motion, and may be one that generates reciprocating motion such as a plunger. In this case, the rotation may be converted to the rotation of the shift spindle 31 by the interlocking mechanism.

The present invention is not limited to application to motorcycles, and may be applied to three-wheel (including front two-wheel and rear one-wheel vehicles in addition to front one-wheel and rear two-wheel) or four-wheel vehicles.
The configuration in the above embodiment is an example of the present invention, and various changes can be made without departing from the gist of the present invention, such as replacing the component of the embodiment with a known component.

1 Motorcycle (saddle-riding type vehicle)
13 Engine (drive source)
21 Transmission 22 Main shaft (input shaft)
23 Counter shaft (output shaft)
24 transmission gear group 25 change mechanism 31 shift spindle 32 shift pedal 33 swing lever 35 shift change device 38 rotation shaft 48 shift stroke sensor 48a sensor body 48b detected part 71 pedal body 72 pedal side rotation member 73 first holding part 73a First concave space 73b First end wall 73c First notch (insertion / removal part)
74 first stopper portion 75 speed change operation portion 76 second holding portion 76a second concave space 76b second end wall 76c second notch (insertion / removal portion)
77 second stopper part 78 change operation part 80 lost motion mechanism 81 operation side rotation part 82 change side rotation part 83 coil spring (elastic member)
84 Holding part 90 Assembly jig 91 Jig bolt (shaft member)
95A First washer 96A Second washer 101 Lever body 102 Change side rotating member

Claims (10)

A transmission that transmits a driving force received by the input shaft from the drive source to the output shaft via any one of the transmission gears of the plurality of transmission gear groups, and outputs the transmission;
A shift operation unit that rotates upon receiving an input for switching a shift gear of the transmission,
A change operation unit that rotates in conjunction with the speed change operation unit via a lost motion mechanism and switches the speed change gear;
The lost motion mechanism performs power transmission for interlocking the shift operation unit and the change operation unit via an elastic force of an elastic member,
The lost motion mechanism has a coil spring as the elastic member, and is disposed on any one of the rotation shafts of the change operation unit and the speed change operation unit.
The coil spring is arranged so that a direction of expansion and contraction of the coil spring is aligned with a rotation direction around the rotation axis where the lost motion mechanism is arranged,
The lost motion mechanism includes a holding unit that holds the coil spring,
The shift change device, wherein the holding unit has a first holding unit provided integrally with the shift operation unit. A transmission that transmits a driving force received by the input shaft from the drive source to the output shaft via any one of the transmission gears of the plurality of transmission gear groups, and outputs the transmission;
A shift operation unit that rotates upon receiving an input for switching a shift gear of the transmission,
A change operation unit that rotates in conjunction with the speed change operation unit via a lost motion mechanism and switches the speed change gear;
The lost motion mechanism performs power transmission for interlocking the shift operation unit and the change operation unit via an elastic force of an elastic member,
The lost motion mechanism has a coil spring as the elastic member, and is disposed on any one of the rotation shafts of the change operation unit and the speed change operation unit.
The coil spring is arranged so that a direction of expansion and contraction of the coil spring is aligned with a rotation direction around the rotation axis where the lost motion mechanism is arranged,
The lost motion mechanism,
An operation-side rotating unit that integrally rotates with the shift operation unit and that rotates around the rotation axis;
A change-side rotation unit, which is integrally linked with the change operation unit, rotates about the rotation axis, and is relatively rotatable with respect to the operation-side rotation unit; And the coil spring held between the side rotation parts,
The operation-side rotating portion has a first holding portion that forms a first concave space that can accommodate a half-peripheral portion of the coil spring,
The change-side rotating portion has a second holding portion that forms a second concave space that can accommodate the remaining half-peripheral portion of the coil spring,
The first holding portion and the second holding portion form a holding portion that accommodates the entire coil spring by causing the first concave space and the second concave space to face each other,
The first holding portion has a pair of first end walls capable of pressing both ends in the expansion and contraction direction of a half-circumferential portion of the accommodated coil spring,
The second holding portion has a pair of second end walls capable of pressing both ends in the expansion and contraction direction in the remaining half-peripheral portion of the accommodated coil spring,
The first holding unit and the second holding unit approach each other in the first holding unit and the second holding unit when the operation-side turning unit and the change-side turning unit relatively turn with each other. A shift change device that compresses the coil spring between the first end wall and the second end wall to increase the force input to the speed change operation unit. A transmission that transmits a driving force received by the input shaft from the drive source to the output shaft via any one of the transmission gears of the plurality of transmission gear groups, and outputs the transmission;
A shift operation unit that rotates upon receiving an input for switching a shift gear of the transmission,
A change operation unit that rotates in conjunction with the speed change operation unit via a lost motion mechanism and switches the speed change gear;
A shift pedal that receives a shift operation by a driver's foot operation,
The lost motion mechanism performs power transmission for interlocking the shift operation unit and the change operation unit via an elastic force of an elastic member,
The lost motion mechanism has a coil spring as the elastic member, and is disposed on any one of the rotation shafts of the change operation unit and the speed change operation unit.
The coil spring is arranged so that a direction of expansion and contraction of the coil spring is aligned with a rotation direction around the rotation axis where the lost motion mechanism is arranged,
The shift pedal,
A pedal body as the shift operation unit,
A pedal-side rotating member that is relatively rotatable with respect to the pedal body and is integrally linked with the change operation unit,
A shift change device, wherein the lost motion mechanism is configured between the pedal body and the pedal-side rotating member. A transmission that transmits a driving force received by the input shaft from the drive source to the output shaft via any one of the transmission gears of the plurality of transmission gear groups, and outputs the transmission;
A shift operation unit that rotates upon receiving an input for switching a shift gear of the transmission,
A change operation unit that rotates in conjunction with the speed change operation unit via a lost motion mechanism and switches the speed change gear;
A change mechanism for switching a transmission gear of the transmission,
The lost motion mechanism performs power transmission for interlocking the shift operation unit and the change operation unit via an elastic force of an elastic member,
The lost motion mechanism has a coil spring as the elastic member, and is disposed on any one of the rotation shafts of the change operation unit and the speed change operation unit.
The coil spring is arranged so that a direction of expansion and contraction of the coil spring is aligned with a rotation direction around the rotation axis where the lost motion mechanism is arranged,
The change mechanism includes a shift spindle as the change operation unit,
The shift spindle supports the swing lever so that it can rotate integrally,
The swing lever,
A lever body fixed to the shift spindle;
A change-side rotating member that is relatively rotatable with respect to the lever main body and is integrally linked with the speed change operation unit,
A shift change device, wherein the lost motion mechanism is configured between the lever body and the change-side rotating member. A transmission that transmits a driving force received by the input shaft from the drive source to the output shaft via any one of the transmission gears of the plurality of transmission gear groups, and outputs the transmission;
A shift operation unit that rotates upon receiving an input for switching a shift gear of the transmission,
A change operation unit that rotates in conjunction with the speed change operation unit via a lost motion mechanism and switches the speed change gear;
The lost motion mechanism performs power transmission for interlocking the shift operation unit and the change operation unit via an elastic force of an elastic member,
The lost motion mechanism has a coil spring as the elastic member, and is disposed on any one of the rotation shafts of the change operation unit and the speed change operation unit.
The coil spring is arranged so that a direction of expansion and contraction of the coil spring is aligned with a rotation direction around the rotation axis where the lost motion mechanism is arranged,
The lost motion mechanism,
An operation-side rotation unit that integrally rotates with the speed-change operation unit and rotates about the rotation axis;
A change-side rotating unit that is integrally linked with the change operation unit, rotates around the rotation axis, and is relatively rotatable with the operation-side rotation unit,
And the coil spring held between the operation-side rotation unit and the change-side rotation unit,
A first stopper portion is provided on the operation-side rotating portion,
The change-side turning portion is provided with a second stopper portion that engages with the first stopper portion and regulates a relative rotation amount between the operation-side turning portion and the change-side turning portion. , Shift change device. The amount of rotation by which the first stopper portion and the second stopper portion are brought into contact with each other and engaged by the rotation of the shift operation portion in the shift-up direction,
6. The shift change device according to claim 5, wherein the amount of rotation in which the first stopper portion and the second stopper portion abut against each other and engage with each other when the shift operation portion is rotated in a downshift direction is different from each other. .   7. The at least one of the operation-side rotating portion and the change-side rotating portion has a corresponding one of the first stopper portion and the second stopper portion separately and detachably. 3. The shift change device according to claim 1.   The first end wall of the first holding portion and the second end wall of the second holding portion are provided with insertion / removal portions for inserting / removing a shaft member of an assembling jig for compressing the coil spring. The shift change device according to claim 2, wherein the shift change device is provided.   9. The washer according to claim 8, wherein a washer is interposed between both ends of the coil spring and the first end wall of the first holding portion and the second end wall of the second holding portion. Shift change device. A shift stroke sensor for detecting a shift operation amount;
The lost motion mechanism,
An operation-side rotating unit that integrally rotates with the shift operation unit and that rotates around the rotation axis;
A change-side rotating unit that is integrally linked with the change operation unit, rotates around the rotation axis, and is relatively rotatable with the operation-side rotation unit,
And the coil spring held between the operation-side rotation unit and the change-side rotation unit,
A sensor body of the shift stroke sensor is provided on one of the operation-side rotation unit and the change-side rotation unit,
The shift change device according to any one of claims 1 to 9, wherein the detected part of the shift stroke sensor is provided on the other of the operation-side rotation part and the change-side rotation part.

Images