JP6982699B2 - Transmission of saddle-riding vehicle - Google Patents

Description

The present invention relates to a transmission for a saddle-riding vehicle.
This application claims priority based on Japanese Patent Application No. 2018-204331 filed in Japan on October 30, 2018, the contents of which are incorporated herein by reference.

Conventionally, a saddle-riding vehicle such as a motorcycle may be equipped with a transmission that does not require clutch operation and throttle operation at the time of shift change. In such a transmission, the shift operation is detected by a shift load sensor provided around the shift spindle. On the other hand, in order to accurately detect the start of movement of the shift spindle, a shift spindle sensor (contact switch) that detects the rotation of the shift spindle itself may be provided in addition to the shift load sensor (see, for example, Patent Document 1). ..

Japanese Patent No. 6227022

By the way, the shift spindle sensor in the above-mentioned prior art is arranged so that the tip of the detection piece faces the detection surface formed on the outer periphery of the shift spindle. In this case, a space for arranging the sensor is required on the outer peripheral side of the shift spindle, and the periphery of the shift spindle is bulky in the radial direction. There is sex. It is also conceivable to place a similar sensor at the extended tip of the shift arm that rotates integrally with the shift spindle, but in this case as well, a sensor placement space is required in the extension direction of the shift arm, which increases the size of the power unit. there is a possibility.

Therefore, an object of the present invention is to provide a transmission for a saddle-riding vehicle in which a sensor for detecting the rotation of the shift spindle can be installed while suppressing the increase in size of the power unit.

As a means for solving the above problems, the aspect of the present invention has the following configuration.
(1) The transmission of a saddle-riding vehicle according to an aspect of the present invention includes a shift drum that rotates around an axis to switch the shift stage of the transmission, and a shift drum that rotates about an axis in response to a shift operation of an occupant. A shift spindle that rotates a drum, a shift operation sensor that detects the rotation of the shift spindle, and a shift operation sensor that is arranged between the shift spindle and the shift operation sensor, rotates in conjunction with the shift spindle, and of the shift spindle. It includes a sensor operating shaft that transmits rotation to the shift operation sensor.

(2) The transmission of the saddle-riding vehicle according to (1) above rotates integrally with the shift spindle, engages with the shift drum to rotate the shift drum, and engages with the sensor operating shaft. Further, the sensor actuating shaft may be further provided with a shift arm for transmitting the rotation of the shift spindle.

(3) In the transmission of the saddle-riding vehicle according to (2) above, the shift spindle is one in the width direction of the transmission from one side portion in the axial direction supporting the shift arm to the other side portion. The sensor actuating shaft may extend laterally from one axial portion that engages the shift arm toward the other side and towards the other side of the transmission in the width direction.

(4) In the transmission of the saddle-riding vehicle according to (3) above, the shift drum may be arranged on one side of the transmission in the width direction with respect to the shift arm.

(5) In the transmission of the saddle-riding vehicle according to any one of (2) to (4) above, the sensor operating shaft includes an operating arm that engages with the shift arm, and the shift arm is provided. A concave or convex first engaging portion is provided at a specific angular position in the direction of rotation, and the actuating arm is provided with a convex or concave second engaging portion that engages with the first engaging portion. May be provided.

(6) The transmission of the saddle-riding vehicle according to (5) above further includes a primary driven gear that receives power from the prime mover, and the first engaging portion of the shift arm is a shaft with the primary driven gear. They may be arranged at overlapping positions in a directional view.

(7) In the transmission of the saddle-mounted vehicle according to (5) or (6) above, the first engaging portion of the shift arm has a concave shape, and the second engaging portion of the operating arm has a concave shape. The first engaging portion has a convex shape that is inserted and engaged in the axial direction of the sensor operating shaft, the shift arm is arranged inside a case that houses the transmission, and the sensor operating shaft is It is axially inserted from the outside of the case to the inside of the case, and the second engaging portion of the operating arm is inserted into and engaged with the first engaging portion of the shift arm to engage the shift arm. A pair of wall portions are provided on both sides of the first engaging portion in the rotation direction, and one of the pair of wall portions is on the outer side opposite to the first engaging portion in the rotation direction of the shift arm. Is located on the outside of the pair of wall portions, which is opposite to the first engaging portion in the rotation direction of the shift arm, on the outside where other parts are arranged close to each other. A regulation wall may be provided to restrict the insertion of the sensor actuating shaft by abutting the tip of the sensor.

(8) The transmission of the saddle-riding vehicle according to any one of (1) to (7) above is further provided with a clutch device for disconnecting and connecting the power transmission between the prime mover and the transmission. The sensor actuating shaft may be arranged on the outer peripheral side of the clutch device.

(9) In the transmission of the saddle-riding vehicle according to any one of (1) to (8) above, the shift operation sensor may be an angle sensor that detects the rotation angle of the shift spindle. ..

(10) In the transmission of the saddle-riding vehicle according to any one of (1) to (9) above, the shift operation sensor may be arranged in a case accommodating the transmission.

(11) The transmission of the saddle-riding vehicle according to any one of (1) to (10) above further includes a primary driven gear that receives power from the prime mover, and the sensor operating shaft is the primary driven. It may be arranged on the outer peripheral side of the gear.

According to the transmission of the saddle-mounted vehicle according to the above (1) of the present invention, the rotation of the shift spindle is transmitted to the shift operation sensor via the sensor operating shaft, so that the rotation of the shift spindle is transmitted by the shift operation sensor. The degree of freedom in arranging the shift operation sensor can be improved as compared with the case of direct detection. This makes it possible to install a shift operation sensor that detects the rotation of the shift spindle while suppressing the increase in size of the transmission and the power unit that accompany the installation of the shift operation sensor.

According to the transmission of the saddle-mounted vehicle according to the above (2) of the present invention, the rotation of the shift spindle is transmitted to the sensor operating shaft by using the shift arm that rotates integrally with the shift spindle. The shift drum and the sensor actuating shaft can be rotated without increasing the configuration for transmitting the rotation to other configurations, and the increase in the number of parts can be suppressed.

According to the transmission of the saddle-mounted vehicle according to the above (3) of the present invention, the shift spindle extends from the portion supporting the shift arm toward one side in the width direction of the transmission, and the sensor operating shaft becomes the shift arm. Since it extends from the engaging part toward the other side in the width direction of the transmission, the shift spindle and the sensor operating shaft are distributed and arranged on both sides of the shift arm in the width direction of the transmission. It is possible to suppress the increase in size of the device.

According to the transmission of the saddle-riding vehicle according to the above (4) of the present invention, the shift spindle and the shift drum are centrally arranged on one side in the width direction of the transmission. It is possible to suppress the increase in size.

According to the transmission of the saddle-riding vehicle according to the above (5) of the present invention, since the operating arm is engaged at a specific angle position of the shift arm, as compared with the case where these are engaged via a gear or the like. Therefore, it is easy to determine the relative position (initial position) of each other, it is easy to engage with each other, and the engaging element can be miniaturized to save space.

According to the transmission of the saddle-riding vehicle according to the above (6) of the present invention, the shift arm and the actuating arm are engaged at a position where they overlap with the primary driven gear in the axial direction, so that the primary driven gear and the axial view are engaged. Space can be saved as compared with the case where the shift arm and the actuating arm are engaged at positions where they do not overlap with each other.

According to the transmission of the saddle-riding vehicle according to the above (7) of the present invention, the sensor operating shaft is inserted into the case in the axial direction, and the second engaging portion of the operating arm is the first engaging portion of the shift arm. When it is inserted into the portion and engaged, it is possible to prevent the sensor actuating shaft from being erroneously assembled. That is, since the other parts are arranged close to each other on the outside of one of the pair of wall portions sandwiching the first engaging portion, the second engaging portion of the operating arm is erroneously placed on the outside of the wall portion. It is possible to deter entry. Of the pair of wall portions sandwiching the first engaging portion, on the outside of the other wall portion, a regulating wall is provided so that the second engaging portion of the operating arm can be abutted, so that the second engaging portion of the operating arm is engaged. It is possible to prevent the joint from accidentally entering the outside of the wall.

According to the transmission of the saddle-riding vehicle according to the above (8) of the present invention, the sensor operating shaft is arranged using the space on the outer peripheral side of the clutch device. It is possible to suppress the change.

According to the transmission of the saddle-riding vehicle according to the above (9) of the present invention, since the shift operation sensor is an angle sensor, the rotation of the shift spindle is compared with the case where the switch simply detects on / off of the shift operation. It is possible to control the transmission more finely according to the angle, and it is possible to enhance the commercial value. Further, even if the shift operation sensor becomes large in size, it can be efficiently arranged by improving the degree of freedom of arrangement.

According to the transmission of the saddle-riding vehicle according to the above (10) of the present invention, since the shift operation sensor is arranged in the transmission case, the assembly and maintenance of the shift operation sensor can be facilitated.

According to the transmission of the saddle-riding vehicle according to the above (11) of the present invention, the primary driven gear has a large diameter in order to secure the primary reduction ratio, but the sensor operating shaft is provided on the outer peripheral side of the primary driven gear. Since they are arranged, the shift spindle and the shift operation sensor can be distributed and arranged on both sides of the primary driven gear, and the increase in the size of the transmission can be suppressed by improving the efficiency of component arrangement.

It is a left side view of the motorcycle in embodiment of this invention. It is sectional drawing of the transmission and change mechanism of the above-mentioned motorcycle. It is the schematic explanatory drawing of the clutch actuation system including the clutch actuator. It is a block diagram of a speed change system. It is a graph which shows the change of the supply hydraulic pressure of a clutch actuator. It is a graph which shows the correlation between the clutch lever operation amount of the embodiment of this invention, a sensor output voltage, and a clutch capacity. It is explanatory drawing which shows the transition of the clutch control mode of embodiment of this invention. It is a right side view of the main part around the transmission of the embodiment of this invention. FIG. 8 is a cross-sectional view taken along the line IX-IX of FIG. It is a perspective view which shows the arrangement of a shift spindle, a shift drum, a sensor actuating shaft and the like. It is a front view which looked at the shift arm from the axial direction of a shift spindle. It is a right side view for demonstrating the assembling method of a sensor actuating shaft.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The orientations of the front, rear, left, right, etc. in the following description are the same as the orientations in the vehicle described below unless otherwise specified. Further, in the appropriate place in the figure used in the following description, 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 part of the vehicle are shown.

<Whole vehicle>
As shown in FIG. 1, this embodiment is applied to a motorcycle 1 as an example of a saddle-riding vehicle. The front wheel 2 of the motorcycle 1 is supported by the lower ends of the pair of left and right front forks 3. The upper portions of the left and right front forks 3 are supported by the head pipe 6 at the front end of the vehicle body frame 5 via the steering stem 4. A bar-type steering handle 4a 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 the head pipe 6 in the vehicle width direction (left-right direction), a left-right pivot frame 8 connected below the rear end of the main tube 7, and a main body frame 5. It includes a tube 7 and a seat frame 9 connected to the rear of the left and right pivot frames 8. The front end portion of the swing arm 11 is pivotally supported on the left and right pivot frames 8 so as to be swingable. The rear wheel 12 of the motorcycle 1 is supported at the rear end of the swing arm 11.

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

The power unit PU integrally has an engine (internal combustion engine, prime mover) 13 located on the front side thereof and a transmission 21 located on the rear side thereof. The engine 13 is, for example, a multi-cylinder engine in which the rotation axis of the crankshaft 14 is aligned in the left-right direction (vehicle width direction). The engine 13 has a cylinder 16 standing above the front portion of the crankcase 15. The rear portion of the crankcase 15 is a transmission case (case) 17 for accommodating the transmission 21.

<Transmission>
As shown in FIG. 2, the transmission 21 is a stepped transmission having a main shaft 22, a counter shaft 23, and a transmission gear group 24 straddling both shafts 22, 23. The counter shaft 23 constitutes the output shaft of the transmission 21 and the power unit PU. The end portion of the counter shaft 23 projects to the left side of the rear portion of the crankcase 15 and is connected to the rear wheel 12 via the chain type transmission mechanism.

The transmission gear group 24 has gears corresponding to the number of gears supported by both shafts 22 and 23, respectively. The transmission 21 is of a constant meshing type in which the corresponding gear pairs of the transmission gear group 24 are always meshed between the shafts 22 and 23. The plurality of gears supported by the shafts 22 and 23 are classified into a free gear that can rotate with respect to the corresponding shaft and a slide gear (shifter) that is spline-fitted to the corresponding shaft. One of the free gear and the slide gear is provided with a dog that is convex in the axial direction, and the other is provided with a slot that is concave in the axial direction so as to engage the dog. That is, the transmission 21 is a so-called dog mission.

The main shaft 22 and the counter shaft 23 of the transmission 21 are arranged side by side behind the crankshaft 14. A clutch device 26 operated by a clutch actuator 50 (see FIG. 3) is coaxially arranged at the right end of the main shaft 22. The clutch device 26 is, for example, a wet multi-plate clutch, which is a so-called normal open clutch. That is, the clutch device 26 is in 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 supply from the clutch actuator 50 is exhausted. The clutch device 26 and the transmission 21 are included in the transmission of the motorcycle 1. The portion of the transmission case 17 that accommodates the clutch device 26 is referred to as a clutch case 17a.

The rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and is transmitted from the main shaft 22 to the counter shaft 23 via any gear pair of the transmission gear group 24. The drive sprocket 27 of the chain type transmission mechanism is attached to the left end portion of the counter shaft 23 that protrudes to the left side of the rear portion of the crankcase 15. A primary driven gear (other parts) 29 that receives the rotational power of the crankshaft 14 is attached to the inside of the clutch device 26 in the vehicle width direction.

A change mechanism 25 for switching gear pairs of the transmission gear group 24 is housed above the rear of the transmission 21. The change mechanism 25 operates a plurality of shift forks (not shown) according to the pattern of the lead groove formed on the outer periphery of the hollow cylindrical shift drum 36 parallel to both shafts 22 and 23 to shift gears. The gear pair used for power transmission between the shafts 22 and 23 in the gear group 24 is switched.

The change mechanism 25 has a shift spindle 31 parallel to the shift drum 36. When the shift spindle 31 is rotated, the shift arm (master arm) 31a fixed to the shift spindle 31 rotates the shift drum 36 and moves the shift fork in the axial direction according to the pattern of the lead groove, so that the shift gear group 24 Switch within a pair of power-transmitting gears (ie, switch gears).

With reference to FIG. 1, the shift spindle 31 projects the shaft outer portion 31b to the outside (left side) of the crankcase 15 in the vehicle width direction so that the change mechanism 25 can be operated. A shift load sensor 42 (shift operation detecting means) is coaxially attached to the shaft outer portion 31b of the shift spindle 31. A swing lever 33 is attached to the shaft outer portion 31b (or the rotation shaft of the shift load sensor 42) of the shift spindle 31. The swing lever 33 extends rearward from the base end portion 33a clamped and fixed to the shift spindle 31 (or the rotation shaft of the shift load sensor 42), and the upper end portion of the link rod 34 is an upper ball joint at the tip end portion 33b. It is swingably connected via 34a. 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 (not shown).

As shown in FIG. 1, the front end portion of the shift pedal 32 is supported on the lower portion of the crankcase 15 so as to be vertically swingable via a shaft along the left-right direction. A pedal portion for hanging the toes of the driver mounted on the step 32a is provided at the rear end portion of the shift pedal 32, and a lower end portion of the link rod 34 is connected to the front-rear middle portion of the shift pedal 32.

As shown in FIG. 2, a shift change device 35 for switching the shift gear of the transmission 21 is configured including a shift pedal 32, a link rod 34, and a change mechanism 25. In the shift change device 35, the shift spindle is input to the shift operation unit 35a and the shift pedal 32 for the aggregate (shift drum 36, shift fork, etc.) for switching the shift stage of the transmission 21 in the transmission case 17. An aggregate (shift spindle 31, shift arm 31a, etc.) that rotates around the axis of 31 and transmits this rotation to the shift operating unit 35a is referred to as a shift operation receiving unit 35b.

Here, in the motorcycle 1, the driver performs only the shifting operation of the transmission 21 (foot operation of the shift pedal 32), and the engagement / disengagement operation of the clutch device 26 is automatically controlled by electric control according to the operation of the shift pedal 32. The so-called semi-automatic transmission system (automatic clutch type transmission system) is adopted.

<Speed change system>
As shown in FIG. 4, the speed change system (speed change device) includes a clutch actuator 50, an ECU 60 (Electronic Control Unit), and various sensors 41 to 45.
The ECU 60 includes detection information from a gear position sensor 41 that detects a shift stage from the rotation angle of the shift drum 36, a shift load sensor 42 (for example, a torque sensor) that detects an operation torque input to the shift spindle 31, and throttle opening. Based on various vehicle state detection information from the degree sensor 43, the vehicle speed sensor 44, the engine rotation speed sensor 45, etc., the operation of the clutch actuator 50 is controlled, and the operation of the ignition device 46 and the fuel injection device 47 is controlled.
Detection information from the hydraulic pressure sensors 57 and 58, which will be described later, and the shift operation sensor (angle sensor) 48 is also input to the ECU 60.
Further, the ECU 60 includes a hydraulic control unit (clutch control unit) 61. Reference numeral 60A in the figure indicates a clutch control device.

With reference to FIG. 3, the clutch actuator 50 can control the hydraulic pressure for connecting and disconnecting the clutch device 26 by controlling the operation by the ECU 60. The clutch actuator 50 includes an electric motor 52 as a drive source (hereinafter, simply referred to as a motor 52) and a master cylinder 51 driven by the motor 52. The clutch actuator 50 constitutes an integrated clutch control unit 50A together with a hydraulic circuit device 53 provided between the master cylinder 51 and the hydraulic supply / discharge port 50p.
The ECU 60 calculates a target value (target hydraulic pressure) of the hydraulic pressure supplied to the slave cylinder 28 for engaging and disengaging the clutch device 26 based on a preset calculation program, and the slave cylinder detected by the downstream hydraulic sensor 58. The clutch control unit 50A is controlled so that the hydraulic pressure on the 28 side (slave hydraulic pressure) approaches the target hydraulic pressure.

The master cylinder 51 strokes the piston 51b in the cylinder body 51a by driving the motor 52 so that the hydraulic oil in the cylinder body 51a can be supplied and discharged to the slave cylinder 28. In the figure, reference numeral 55 indicates a conversion mechanism as a ball screw mechanism, reference numeral 54 indicates a transmission mechanism straddling the motor 52 and the conversion mechanism 55, and reference numeral 51e indicates a reservoir connected to the master cylinder 51.

The hydraulic circuit device 53 has a valve mechanism (solenoid valve 56) that opens or shuts off an intermediate portion of a main oil passage (hydraulic oil supply / exhaust passage) 53 m extending from the master cylinder 51 to the clutch device 26 side (slave cylinder 28 side). is doing. The main oil passage 53m of the hydraulic circuit device 53 is divided into an upstream oil passage 53a on the master cylinder 51 side of the solenoid valve 56 and a downstream oil passage 53b on the slave cylinder 28 side of the solenoid valve 56. .. The hydraulic circuit device 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. On the upstream side of the solenoid valve 56, an upstream oil pressure sensor 57 for detecting the oil pressure of the upstream oil passage 53a is provided. On the downstream side of the solenoid valve 56, a downstream hydraulic pressure sensor 58 for detecting the hydraulic pressure of the downstream oil pressure passage 53b is provided.

As shown in FIG. 1, the clutch control unit 50A is housed in, for example, the rear cowl 9a. The slave cylinder 28 is attached to the rear left side of the crankcase 15. The clutch control unit 50A 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. The slave cylinder 28 presses the push rod 28a penetrating the inside of the main shaft 22 to the right when the hydraulic pressure is supplied from the clutch actuator 50. By pressing the push rod 28a to the right, the slave cylinder 28 operates the clutch device 26 to the connected state via the push rod 28a. When the hydraulic pressure supply is exhausted, the slave cylinder 28 releases the pressure of the push rod 28a and returns the clutch device 26 to the disengaged state.

In order to maintain the clutch device 26 in the connected state, it is necessary to continue the hydraulic pressure supply, but the electric power is consumed by that amount. Therefore, as shown in FIG. 3, a solenoid valve 56 is provided in the hydraulic circuit device 53 of the clutch control unit 50A, and the solenoid valve 56 is closed after the hydraulic pressure is supplied to the clutch device 26 side. As a result, the hydraulic pressure supplied to the clutch device 26 side is maintained, and the hydraulic pressure is supplemented by the pressure drop (recharges by the leak), and energy consumption is suppressed.

<Clutch control>
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 motor 52 and the solenoid valve 56 controlled by the ECU 60 are both in a state where the power supply is cut off. That is, the motor 52 is in the stopped state, and the solenoid valve 56 is in the valve open state. At this time, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point hydraulic pressure TP, and the clutch device 26 is in a non-engaged state (disengaged state, released state). This state corresponds to the region A in FIG.

When the rotation speed of the engine 13 is increased when the motorcycle 1 is started, electric 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 the valve open state. When the hydraulic pressure on the slave cylinder 28 side (downstream side) rises above the touch point hydraulic pressure TP, the clutch device 26 is started to be engaged, and the clutch device 26 is in a half-clutch state in which a part of the power can be transmitted. This enables the motorcycle 1 to start smoothly. This state corresponds to the area B in FIG.
Eventually, when the difference between the input rotation and the output rotation of the clutch device 26 narrows and the hydraulic pressure on the slave cylinder 28 side (downstream side) reaches the lower limit holding hydraulic pressure LP, the engagement of the clutch device 26 shifts to the locked state, and the engine 13 All the driving force of the above is transmitted to the transmission 21. This state corresponds to the region C in FIG. Areas A to C are defined as a starting area.

When hydraulic pressure is supplied from the master cylinder 51 side to the slave cylinder 28 side, the solenoid valve 56 is opened, the motor 52 is energized to drive the motor 52 in the forward rotation, and the master cylinder 51 is pressurized. As a result, the hydraulic pressure on the slave cylinder 28 side is adjusted to the clutch engagement hydraulic pressure. At this time, the drive of the clutch actuator 50 is feedback-controlled based on the detected hydraulic pressure of the downstream hydraulic pressure sensor 58.

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 closes, and the power supply to the motor 52 is stopped. The generation of hydraulic pressure is stopped. That is, the hydraulic pressure on the upstream side is released to a low pressure state, while the downstream side is maintained in a high pressure state (upper limit holding hydraulic pressure HP). As a result, the clutch device 26 is maintained in the engaged state without the master cylinder 51 generating hydraulic pressure, and the motorcycle 1 can run and the power consumption can be suppressed.

Here, depending on the shifting operation, there may be a case where the shifting is performed immediately after the clutch device 26 is filled with hydraulic pressure. In this case, before the solenoid valve 56 closes and the upstream side is in the low pressure state, the motor 52 is reversely driven while the solenoid valve 56 is in the valve open state, the master cylinder 51 is depressurized, and the reservoir 51e is communicated. The hydraulic pressure on the clutch device 26 side is relieved to the master cylinder 51 side. At this time, the drive of the clutch actuator 50 is feedback controlled based on the detected hydraulic pressure of the upstream hydraulic pressure sensor 57.

Even when the solenoid valve 56 is closed and the clutch device 26 is maintained in the engaged state, the hydraulic pressure on the downstream side gradually decreases (leaks) as shown in region D in FIG. That is, the hydraulic pressure on the downstream side gradually decreases due to factors such as hydraulic pressure leakage and temperature decrease due to deformation of the seals of the solenoid valve 56 and the one-way valve 53c1.

On the other hand, as in the region E of FIG. 5, the hydraulic pressure on the downstream side may rise due to a temperature rise or the like. If the hydraulic pressure fluctuates on the downstream side, it can be absorbed by, for example, an accumulator (not shown) provided in the hydraulic pipe 53e, and the motor 52 and the solenoid valve 56 can be operated each time the hydraulic pressure fluctuates to increase power consumption. No.
When the hydraulic pressure on the downstream side rises to the upper limit holding hydraulic pressure HP as in region E of FIG. 5, the solenoid valve 56 is gradually opened to the downstream side by reducing the power supply to the solenoid valve 56 or the like. Relieves the hydraulic pressure of the valve to the upstream side.

When the hydraulic pressure on the downstream side drops to the lower limit holding hydraulic pressure LP as in the region F of FIG. 5, the solenoid valve 56 starts supplying electric power to the motor 52 while the valve is closed, and raises the hydraulic pressure on the upstream side. When the hydraulic pressure on the upstream side exceeds the hydraulic pressure on the downstream side, this hydraulic pressure is recharged to the downstream side via the bypass oil passage 53c and the one-way valve 53c1. When the hydraulic pressure on the downstream side becomes the upper limit holding hydraulic pressure HP, the power supply to the motor 52 is stopped and the generation of the hydraulic pressure is stopped. As a result, the hydraulic pressure on the downstream side is maintained between the upper limit holding hydraulic pressure HP and the lower limit holding hydraulic pressure LP, and the clutch device 26 is maintained in the engaged state. Areas D to F are defined as cruise areas.

When the transmission 21 becomes neutral when the motorcycle 1 is stopped, the power supply to the motor 52 and the solenoid valve 56 is stopped together. As a result, the master cylinder 51 stops the generation of hydraulic pressure and stops the supply of hydraulic pressure to the slave cylinder 28. The solenoid valve 56 is opened, and the hydraulic pressure in the oil passage 53b on the downstream side is returned to the reservoir 51e. As a result, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point hydraulic pressure TP, and the clutch device 26 is in a non-engaged state. This state corresponds to the regions G and H in FIG. Areas G and H are designated as stop areas.

On the other hand, if the transmission 21 remains in gear when the motorcycle 1 is stopped, the standby hydraulic pressure WP is applied to the slave cylinder 28 side in the standby state.
The standby hydraulic pressure WP is a hydraulic pressure slightly lower than the touch point hydraulic pressure TP that starts the connection of the clutch device 26, and is a hydraulic pressure that does not connect the clutch device 26 (hydraulic pressure applied in the regions A and H in FIG. 5). By applying the standby hydraulic pressure WP, it becomes possible to invalidate the clutch device 26 (cancellation of backlash and operating reaction force of each part, application of preload to the hydraulic path, etc.), and the operation responsiveness at the time of connecting the clutch device 26 is enhanced.

<Shift control>
Next, the shift control of the motorcycle 1 will be described.
The motorcycle 1 of the present embodiment is from the 1st speed to the neutral with respect to the shift pedal 32 in the in-gear stopped state where the gear position of the transmission 21 is in the in-gear state of the 1st speed and the vehicle speed is less than the set value corresponding to the stop. When the shift operation is performed, the standby hydraulic pressure WP supplied to the slave cylinder 28 is controlled to be lowered.

Here, when the motorcycle 1 is in the stopped state and the gear position of the transmission 21 is in any of the gear positions other than neutral, that is, when the transmission 21 is in the in-gear stopped state, the slave cylinder 28 The standby hydraulic pressure WP set in advance is supplied to.

The standby hydraulic pressure WP is set to the first set value P1 (see FIG. 5), which is the standard standby hydraulic pressure, in the normal state (in the case of a non-detection state in which the shift operation of the shift pedal 32 is not detected). As a result, the clutch device 26 is put into a standby state in which the clutch device 26 is invalidated, and the responsiveness at the time of clutch engagement is enhanced. That is, when the driver increases the throttle opening to increase the rotation speed of the engine 13, the clutch device 26 is immediately started to be engaged by supplying hydraulic pressure to the slave cylinder 28, and the motorcycle 1 is rapidly started and accelerated. It will be possible.

The motorcycle 1 is provided with a shift operation sensor 48 in addition to the shift load sensor 42 in order to detect the driver's shift operation with respect to the shift pedal 32. The shift operation sensor 48 is arranged, for example, on the right outer side of the transmission case 17, and detects the rotation of the shift spindle 31 due to the shift operation of the shift pedal 32 via the sensor operating shaft 49 described later. This makes it possible to detect the shift operation by the driver with high sensitivity.
Then, when the gear position sensor 41 and the shift operation sensor 48 detect the shift operation from the first gear to the neutral state in the in-gear stopped state, the hydraulic pressure control unit 61 performs the standby hydraulic pressure WP to the first gear before performing the shift operation. Control is performed to set the second set value P2 (low pressure standby hydraulic pressure, see FIG. 5) lower than the set value P1.

When the transmission 21 is in the in-gear state, the standard standby hydraulic pressure corresponding to the first set value P1 is normally supplied to the slave cylinder 28, so that the clutch device 26 is slightly dragged. At this time, the dogs and slots (dog holes) that mesh with each other in the dog clutch of the transmission 21 may press each other in the rotational direction, causing resistance to disengage and making the shift operation heavier. In such a case, if the standby hydraulic pressure WP supplied to the slave cylinder 28 is lowered to the low voltage standby hydraulic pressure equivalent to the second set value P2, the dog and the slot are easily disengaged, and the shift operation is lightened. Become.

<Clutch control mode>
As shown in FIG. 7, the clutch control device 60A of the present embodiment has three types of clutch control modes. The clutch control mode is a clutch control mode changeover switch 59 (FIG. 4) between three modes: an auto mode M1 for automatic control, a manual mode M2 for manual operation, and a manual intervention mode M3 for temporary manual operation. (See) and the clutch lever (clutch operator) 4b (see FIG. 1) are operated to make appropriate transitions. The target including the manual mode M2 and the manual intervention mode M3 is referred to as a manual M2A.

The auto mode M1 is a mode in which the clutch device 26 is controlled by calculating the clutch capacity suitable for the traveling state by the automatic start / shift control. The manual mode M2 is a mode in which the clutch capacity is calculated in response to a clutch operation instruction by the occupant to control the clutch device 26. The manual intervention mode M3 is a temporary manual operation mode in which the clutch operation instruction from the occupant is received during the auto mode M1, the clutch capacity is calculated from the clutch operation instruction, and the clutch device 26 is controlled. It is set to return to the auto mode M1 when the occupant stops (completely releases) the operation of the clutch lever 4b during the manual intervention mode M3.

The clutch control device 60A of the present embodiment drives an oil pump (not shown) by the rotational driving force of the engine 13 to generate clutch control hydraulic pressure. Therefore, when the system is started, the clutch control device 60A starts control from the clutch off state (disengagement state) in the auto mode M1. Further, since the clutch control device 60A does not require a clutch operation when the engine 13 is stopped, it is set to return to the clutch off in the auto mode M1.

The auto mode M1 basically automatically controls the clutch, and enables the motorcycle 1 to run without lever operation. In the auto mode M1, the clutch capacity is controlled by the throttle opening, the engine speed, the vehicle speed, and the shift sensor output. As a result, the motorcycle 1 can be started without stalling (engine stop or engine stall) only by the throttle operation, and the speed can be changed only by the shift operation. However, the clutch device 26 may be automatically disengaged at an extremely low speed equivalent to idling. Further, in the auto mode M1, the manual intervention mode M3 is set by grasping the clutch lever 4b, and the clutch device 26 can be arbitrarily disengaged.

On the other hand, in the manual mode M2, the clutch capacity is controlled by the lever operation by the occupant. The auto mode M1 and the manual mode M2 can be switched by operating the clutch control mode changeover switch 59 (see FIG. 4) while the vehicle is stopped. The clutch control device 60A may include an indicator indicating that the lever operation is effective at the time of transition to the manual system M2A (manual mode M2 or manual intervention mode M3).

In the manual mode M2, the clutch is basically controlled manually, and the clutch hydraulic pressure can be controlled according to the operating angle of the clutch lever 4b. As a result, the engagement and disengagement of the clutch device 26 can be controlled at the will of the occupant, and the clutch device 26 can be connected and traveled even at an extremely low speed equivalent to idling. However, depending on the lever operation, the engine may stall, and automatic starting by only throttle operation is not possible. Even in the manual mode M2, the clutch control automatically intervenes during the shift operation.

In the auto mode M1, the clutch actuator 50 automatically engages and disengages the clutch device 26, but the manual clutch operation for the clutch lever 4b causes the automatic control of the clutch device 26 to temporarily intervene in the manual operation. It is possible (manual intervention mode M3).

As shown in FIG. 6, the operation amount (rotation angle) of the clutch lever 4b and the output value of the clutch lever operation amount sensor 4c are in a proportional relationship (correlation) with each other. The ECU 60 calculates the target hydraulic pressure of the clutch device 26 based on the output value of the clutch lever operation amount sensor 4c. The actual hydraulic pressure (slave hydraulic pressure) generated in the slave cylinder 28 follows the target hydraulic pressure with a delay of the pressure loss.

<Manual clutch operation>
As shown in FIG. 1, a clutch lever 4b as a clutch manual operator is attached to the base end side (inside in the vehicle width direction) of the left grip of the steering handle 4a. The clutch lever 4b does not have a mechanical connection with the clutch device 26 using a cable, hydraulic pressure, or the like, and functions as an operator for transmitting a clutch operation request signal to the ECU 60. That is, the motorcycle 1 employs a clutch-by-wire system in which the clutch lever 4b and the clutch device 26 are electrically connected.

With reference to FIG. 4, the clutch lever 4b is integrally provided with a clutch lever operation amount sensor 4c for detecting the operation amount (rotation angle) of the clutch lever 4b. The clutch lever operation amount sensor 4c converts the operation amount of the clutch lever 4b into an electric signal and outputs it. In a state where the operation of the clutch lever 4b is effective (manual system M2A), the ECU 60 drives the clutch actuator 50 based on the output of the clutch lever operation amount sensor 4c. The clutch lever 4b and the clutch lever operation amount sensor 4c may be integrated or separate from each other.

The motorcycle 1 includes a clutch control mode changeover switch 59 for switching a control mode for clutch operation. The clutch control mode changeover switch 59 arbitrarily switches between an auto mode M1 that automatically performs clutch control and a manual mode M2 that manually performs clutch control according to the operation of the clutch lever 4b under predetermined conditions. Make it possible. For example, the clutch control mode changeover switch 59 is provided on the handle switch attached to the steering handle 4a. As a result, the occupant can easily operate the vehicle during normal operation.

Also referring to FIG. 6, the clutch lever 4b is released to the clutch connection side without being gripped by the occupant, and is rotated to the grip side (clutch disengagement side) by the occupant's grip. It is possible to rotate between the abutted state where it hits the grip and the state where it hits the grip. When the clutch lever 4b is released from the gripping operation by the occupant, the clutch lever 4b is urged to return to the released state, which is the initial position.

For example, the clutch lever operation amount sensor 4c sets the output voltage to zero when the clutch lever 4b is completely grasped (butting state), and the release operation of the clutch lever 4b (operation to the clutch connection side) is performed from this state. It is configured to increase the output voltage as it is done. In the present embodiment, of the output voltage of the clutch lever operation amount sensor 4c, a gap is secured to the extent that a finger can be inserted between the lever play amount existing at the beginning of gripping the clutch lever 4b and the gripped lever and the grip. The range excluding the abutment margin and the effective voltage range (effective operation range of the clutch lever 4b) is set.

Specifically, the effective voltage is between the operation amount S1 in which the clutch lever 4b is released by the abutment margin from the abutting state of the clutch lever 4b to the operation amount S2 in which the clutch lever 4b is released until the lever play starts. It is set so as to correspond to the range of the lower limit value E1 to the upper limit value E2 of. The range of the lower limit value E1 to the upper limit value E2 corresponds to the range of the calculated value of the manually operated clutch capacity from zero to MAX in a proportional relationship. As a result, the influence of mechanical backlash, sensor variation, and the like can be reduced, and the reliability of the clutch drive amount required by manual operation can be improved. The upper limit value E2 of the active voltage may be set when the operation amount S1 of the clutch lever 4b is set, and the lower limit value E1 may be set when the operation amount S2 is used.

<Shift arm>
As shown in FIGS. 8 and 11, the shift arm 31a is a shift spindle 31 along an extension reference line L1 passing through the rotation center (axis center) C1 of the shift spindle 31 in the axial direction of the shift spindle 31. It extends radially outward. Assuming that the shift arm 31a shown in FIG. 11 is in the neutral position D1, the shift arm 31a rotates from the neutral position D1 to the shift-up side indicated by the arrow SUP in the figure and the shift-down side indicated by the arrow SDN in the figure by a predetermined angle. It is possible. The shift arm 31a is urged toward the neutral position D1 by the spring force of the return spring 39a. In FIG. 8, the clutch device 26, the clutch cover including the outer wall 17a2 of the clutch case 17a, and the shift operation sensor 48 attached to the clutch cover are not shown.

The shift arm 31a is urged by the return spring 39a and placed in the neutral position D1 in a state where the operating load from the shift pedal 32 (see FIG. 1) is not applied (a state in which the shift operation is not performed by the driver). Will be done. At this time, the shift operation sensor 48 detects the rotation angle of the shift spindle 31 as 0 °.

On the other hand, in a state where an operating load is applied to the shift pedal 32 (a state in which the shift operation is performed by the driver), the shift spindle 31 and the shift arm 31a rotate integrally against the urging force of the return spring 39a, which is not shown. The shift drum 36 is rotated by the angle required for the shift change via the ratchet mechanism of the above. At this time, the shift operation sensor 48 detects the rotation angle of the shift spindle 31, so that the shift operation can be detected with high sensitivity from the rotation of the shift spindle 31. That is, the shift operation of the driver can be detected with higher sensitivity than in the case of detecting the shift operation from the shift operation load.

With reference to FIGS. 2, 9, and 10, the shift arm 31a includes an arm body 37 and a shifter plate 38. Each of the arm body 37 and the shifter plate 38 has a plate shape orthogonal to the shift spindle 31. The base end side of the arm body 37 is fixed to the shift spindle 31. The arm body 37 extends along the extension reference line L1 so as to overlap the shift drum 36 in the axial direction. The arm body 37 extends until the tip of the arm body 37 passes through the shift drum 36 in the axial direction. A shifter plate 38 is attached to the tip end side of the arm body 37 from the shift drum 36 side. The shifter plate 38 is slidably attached to the tip end side of the arm body 37 along the extension reference line L1 by a predetermined amount.

On the base end side of the arm body 37, at an angle position inclined toward the tip end side of the arm body 37 from the direction orthogonal to the extension reference line L1 in the axial direction, the regulation bolt 39 fixed to the transmission case 17 An engaging hole 39c is formed to allow the loose fitting. A return spring 39a, which is a torsion coil spring, is externally fitted in the vicinity of the arm body 37 of the shift spindle 31. A regulation bolt 39 is sandwiched between a pair of coil ends extending in the radial direction of the return spring 39a, and a spring receiving piece 39b formed on the base end side of the arm body 37 is sandwiched.

When the shift arm 31a rotates with the rotation of the shift spindle 31, the pair of coil ends of the return spring 39a are widened so as to be separated from each other by the relative movement between the spring receiving piece 39b and the regulation bolt 39. After that, when the force for rotating the shift arm 31a disappears, the shift arm 31a is returned to the neutral position D1 by the elastic force of the return spring 39a.

The drive arm 37a that engages the sensor actuating shaft 49 at an angle position on the base end side of the arm body 37 that is inclined toward the base end side of the arm body 37 from the direction orthogonal to the extension reference line L1 in the axial direction. Is integrally formed.
A ratchet mechanism is configured between the shift arm 31a and the shift drum 36 to intermittently rotate the shift drum 36 by a predetermined angle according to the rotation of the shift arm 31a.

The shift arm 31a rotates the shift drum 36 to the shift-up side or the shift-down side as it rotates from the neutral position D1. After rotating the shift drum 36, the shift arm 31a returns to the neutral position D1 before the rotation without returning the rotation of the shift drum 36. In this way, by repeating the forward and reverse rotation of the shift spindle 31, the shift drum 36 can be rotated by a predetermined angle to switch the shift stage. The shift arm 31a can rotate by a specified angle, for example, by a play in the rotation direction between the regulation bolt 39 and the engagement hole 39c.

When the shift spindle 31 and the shift arm 31a perform one reciprocating motion of forward and reverse rotation by a predetermined angle, the shift drum 36 rotates in one direction by a predetermined angle (60 degrees when the number of shift stages is 6). This rotation angle corresponds to an angle at which the shift stage of the transmission 21 is shifted up or down by one step. Due to the rotation of the shift drum 36, the transmission 21 changes the current shift stage to the next shift stage on the shift-up side or the shift-down side. By repeating the reciprocating motion of the shift spindle 31 and the shift arm 31a in forward and reverse rotations at a predetermined angle, the transmission 21 can be shifted up or down stepwise.

A gear position sensor 41 for detecting a shift position is engaged with the shift drum 36, for example, at one end in the axial direction. The gear position sensor 41 detects the rotation angle of the shift drum 36 and sends it to the ECU 60 so that the current shift stage of the transmission 21 can be detected.

<Sensor operating shaft>
As shown in FIGS. 2 and 8 to 11, in the present embodiment, the sensor operating shaft 49 is provided in parallel with the shift spindle 31, and the sensor operating shaft 49 and the shift arm 31a are provided with the slit 37b and the pin 49d. It is possible to interlock by engaging with each other depending on the combination. Then, the shift operation sensor (angle sensor) 48 is operated via the sensor operating shaft 49 by the rotation of the shift spindle 31, and the rotation angle of the sensor operating shaft 49 and the shift spindle 31 is detected by the shift operation sensor 48.

That is, the motorcycle 1 is provided with a shift operation sensor 48 as an angle sensor in addition to the shift load sensor 42 in order to detect the driver's shift operation with respect to the shift pedal 32. As a result, it is possible to perform a preliminary operation according to the shift change before the shift load is generated, prevent an increase in the shift load, and perform a quick shift operation.

The sensor operating shaft 49 is arranged so as to extend along the left-right direction inside the outer peripheral wall 17a1 that covers the outer peripheral side of the clutch device 26 in the clutch case 17a. In the example of FIG. 2, the sensor actuating shaft 49 is arranged on the rear upper side of the clutch device 26. The shift spindle 31 is arranged on the left side of the clutch device 26 at a position where it overlaps with the rear upper portion of the clutch device 26 in a side view. The shift arm 31a is arranged so as to extend rearward and downward from the right end portion (inner end portion in the vehicle width direction) of the shift spindle 31 in a side view. The vehicle width direction of the motorcycle 1 is also the width direction and the axial direction of the transmission 21.

The end portion 49a on the inner side in the vehicle width direction of the sensor operating shaft 49 is rotatably supported by a bearing portion 17a3 provided on the clutch case 17a via a rolling bearing such as a needle bearing 17a4. The end portion 49b on the outer side in the vehicle width direction of the sensor operating shaft 49 has, for example, a semicircular cross section having a plane (engagement surface) along the axial direction, and this end portion 49b is integrated with the rotation shaft 48c of the shift operation sensor 48. Rotatably engaged. The end portion 49b of the sensor operating shaft 49 and the rotating shaft 48c can be engaged with and detached from each other by moving in the vehicle width direction.

The sensor has a rotor 48b that rotates integrally with the rotation shaft 48c in the housing 48a, and detects the rotation angle of the sensor operating shaft 49 from the rotation angle of the rotor 48b. The sensor operating shaft 49 can rotate in conjunction with the shift spindle 31, and the rotation angle of the shift spindle 31 and the shift operation are detected according to the rotation angle of the sensor operating shaft 49. The shift operation sensor 48 is attached to and detached from the outside in the vehicle width direction along the vehicle width direction to the concave sensor mounting portion 17a2 formed on the outer wall 17a2 that covers the outside of the clutch device 26 in the vehicle width direction in the clutch case 17a. At this time, the rotation shaft 48c of the shift operation sensor 48 is engaged with and detached from the end portion 49b on the outer side in the vehicle width direction of the sensor operating shaft 49.

A plate-shaped operating arm 49c orthogonal to the axial direction is integrally provided at a portion of the sensor operating shaft 49 separated from the end 49a on the inner side in the vehicle width direction to the outer side in the vehicle width direction. The actuating arm 49c has an elliptical shape in the axial direction and extends to one side in the radial direction (downward in the example of the figure). On the tip end side of the actuating arm 49c, a columnar engaging pin 49d that stands up inward in the vehicle width direction is provided.

The engaging pin 49d is provided at a position where it overlaps with the drive arm 37a provided on the upper side of the base end portion of the shift arm 31a in a side view. The drive arm 37a is formed in a plate shape as a part of the arm main body 37. The drive arm 37a is formed with, for example, a slit 37b that opens toward the sensor operating shaft 49 side (upward in the example of the figure). In the slit 37b, the engaging pin 49d of the operating arm 49c is slidably engaged in the longitudinal direction of the slit 37b and rotatably engaged around the axis of the engaging pin 49d. The interlocking mechanism including the slit 37b and the engaging pin 49d enables the sensor operating shaft 49 to rotate in conjunction with the shift arm 31a and the shift spindle 31.

The drive arm 37a is provided with a pair of wall portions 37c1 and 37c2 on both sides of the slit 37b in the rotational direction. Of these pair of wall portions 37c1 and 37c2, the outer peripheral portion of the primary driven gear 29 is arranged close to the outside of one of the wall portions 37c1 in the rotation direction, and the engaging pin 49d of the actuating arm 49c is the wall portion 37c1. It will not accidentally enter the outside. Of the pair of wall portions 37c1 and 37c2, on the outer side of the other wall portion 37c2 in the rotation direction, a regulation wall 37d to which the engaging pin 49d of the operating arm 49c can be abutted is provided, and the engaging arm 49c is engaged. It prevents the pin 49d from accidentally entering the outside of the wall portion 37c2.

The regulation wall 37d is formed in a plate shape as a part of the arm main body 37. The regulation wall 37d is arranged so as to cross a space (shaft insertion space) sandwiched between the tip end (upper end) of the drive arm 37a and the lower surface of the outer peripheral wall 17a1 on the upper side of the transmission case 17. The pair of wall portions 37c1 and 37c2 of the drive arm 37a are formed asymmetrically in the axial direction by the regulation wall 37d. The restricting wall 37d restricts the sensor operating shaft 49 from being inserted to the assembly complete position (see FIG. 2) in the vehicle width direction at least by the protruding height of the engaging pin 49d. As a result, the operator is made to recognize that the engaging pin 49d of the operating arm 49c is not at an angle position where it can engage with the slit 37b in the rotation direction of the sensor operating shaft 49, and erroneous assembly of the sensor operating shaft 49 is suppressed. ..

In the present embodiment, the sensor operating shaft 49 rotates in conjunction with the rotation of the shift arm 31a and the shift spindle 31, and the shift operation sensor 48 detects this rotation. This makes it possible to detect the rotation of the shift arm 31a and the shift spindle 31 more accurately than in the case of detecting the rotation of the shift arm 31a and the shift spindle 31 from the shift operation load. Further, by setting the lever ratio between the operating arm 49c and the drive arm 37a, it is possible to increase the operating angle of the shift operation sensor 48 with respect to the operating angle of the shift spindle 31, and the operating angle of the shift spindle 31 can be detected in detail. It is possible to do.

A drive arm 37a is integrally provided on the upper side of the base end portion of the shift arm 31a. The drive arm 37a is provided so as to overlap the actuating arm 49c in the axial direction. The drive arm 37a has the tip (upper end) of the drive arm 37a on the upper side of the clutch case 17a when the shift arm 31a and the shift spindle 31 are assembled in the transmission case 17 and the shift arm 31a is in the neutral position D1. It is separated below the lower surface of the outer peripheral wall 17a1 of. The space sandwiched in the vertical direction between the tip (upper end) of the drive arm 37a and the lower surface of the outer peripheral wall 17a1 on the upper side of the transmission case 17 in the side view is a shaft insertion space for inserting the sensor operating shaft 49. .. In front of the shaft insertion space, an outer peripheral portion of the primary driven gear 29 that rises forward is arranged.

With reference to FIG. 12, when the operating arm 49c is at an angle position where the operating arm 49c can engage with the drive arm 37a (hereinafter referred to as the first angle position K1) in the rotation direction of the sensor operating shaft 49, the operating arm 49c The tip side overlaps with the outer peripheral portion of the primary driven gear 29 in a side view. The sensor operating shaft 49 is inserted into the transmission case 17 from the outside in the vehicle width direction and assembled in a state where the clutch device 26 and the change mechanism 25 are assembled in the transmission case 17. Therefore, the sensor actuating shaft 49 is inserted into the transmission case 17 in a state where the actuating arm 49c is rotated so as to face rearward so that there is no interference that overlaps with the actuating arm 49c in the side view. The angular position in the rotation direction of the sensor operating shaft 49 at this time is referred to as a second angular position K2.

When the end portion 49a on the inner side in the vehicle width direction is brought closer to the bearing portion 17a3, the sensor actuating shaft 49 brings the operating arm 49c closer to the inner side in the vehicle width direction than the primary driven gear 29. The sensor operating shaft 49 at this time is in the middle of assembly position before reaching the assembly completion position in the vehicle width direction. At the mid-assembly position, the sensor actuating shaft 49 can rotate from the second angle position K2 to the first angle position K1.

Then, after rotating the sensor operating shaft 49 to the first angle position K1, the sensor operating shaft 49 is further inserted inward in the vehicle width direction, so that the end portion 49a of the sensor operating shaft 49 inside in the vehicle width direction becomes the bearing 17a4. The engagement pin 49d of the actuating arm 49c is inserted into and engaged with the slit 37b of the drive arm 37a while being inserted and supported therein. After that, the clutch cover including the outer wall 17a2 of the clutch case 17a and the shift operation sensor 48 are assembled, and the outer end portion 49b of the shift operation shaft 49 in the vehicle width direction is engaged with the rotation shaft 48c of the shift operation sensor 48. By supporting it, the assembly of the shift actuating shaft 49 and the shift operation sensor 48 is completed.

Even if the sensor actuating shaft 49 is inserted into the transmission case 17 at an angle position (third angle position K3) rotated so that the actuating arm 49c faces forward, the actuating arm 49c is the primary driven gear 29. Since it interferes with the outer peripheral portion, it cannot be inserted into the transmission case 17. The sensor actuating shaft 49 is inserted into the transmission case 17 at the second angle position K2 with the actuating arm 49c facing rearward, rotates in the middle of assembly, and rotates to the first angle position K1 to engage the engagement pin 49d. It is arranged at an angle position where it can be engaged with the slit 37b. At this time, if the sensor actuating shaft 49 is rotated too much, the engaging pin 49d passes through an angular position where it can engage with the slit 37b. However, even if the engaging pin 49d reaches the outside of the other wall portion 37c2, the restricting wall 37d restricts the insertion of the engaging pin 49d, so that the engaging pin 49d is inserted outside the wall portion 37c2. It is prevented that it will be in a misassembled state.

In the present embodiment, the sensor operating shaft 49 is provided in parallel with the shift spindle 31, and the operating arm 49c and the shift arm 31a of the sensor operating shaft 49 are interlocked via an interlocking mechanism that combines a slit 37b and an engaging pin 49d. .. The shift operation sensor 48 operates via the sensor operating shaft 49 to detect the rotation angle of the shift spindle 31 (that is, detect the shift operation). The shift operation sensor 48 is arranged so as to be offset in the axial direction with respect to the shift spindle 31 and the like via the sensor operating shaft 49.

This makes it possible to improve the degree of freedom in sensor placement, such as arranging the shift operation sensor 48 on the outside of the transmission case 17 (clutch case 17a) or arranging the shift operation sensor 48 on top of the clutch device 26 in the axial direction. be. The sensor is arranged in the transmission case 17 as compared with the case where the shift operation sensor 48 is arranged to face the outer peripheral surface of the shift spindle 31 or the shift operation sensor 48 is arranged to face the extension tip of the shift arm 31a. Since it is not necessary to secure a space, it is possible to suppress the increase in size of the transmission and the power unit PU in the axial view (side view of the transmission) of the shift spindle 31.

As described above, the transmission of the saddle-riding vehicle according to the above embodiment has the shift drum 36 that rotates around the axis to switch the shift stage of the transmission 21 and rotates around the axis in response to the shift operation of the occupant. The shift spindle 31 that rotates the shift drum 36, the shift operation sensor 48 that detects the rotation of the shift spindle 31, and the shift spindle 31 and the shift operation sensor 48 are arranged in the shift spindle 31. It includes a sensor operating shaft 49 that rotates in conjunction with the shift spindle 31 and transmits the rotation of the shift spindle 31 to the shift operation sensor 48.

According to this configuration, by transmitting the rotation of the shift spindle 31 to the shift operation sensor 48 via the sensor operating shaft 49, the shift operation is performed as compared with the case where the rotation of the shift spindle 31 is directly detected by the shift operation sensor 48. The degree of freedom in arranging the sensor 48 can be improved. As a result, the shift operation sensor 48 that detects the rotation of the shift spindle 31 can be installed while suppressing the increase in size of the transmission and the power unit PU accompanying the installation of the shift operation sensor 48.

The transmission of the saddle-riding vehicle rotates integrally with the shift spindle 31, engages with the shift drum 36 to rotate the shift drum 36, and engages with the sensor actuating shaft 49 to engage with the sensor. The actuating shaft 49 is further provided with a shift arm 31a for transmitting the rotation of the shift spindle 31.
According to this configuration, the shift arm 31a that rotates integrally with the shift spindle 31 is used to transmit the rotation of the shift spindle 31 to the sensor operating shaft 49, so that the configuration for transmitting the rotation of the shift spindle 31 to other configurations is increased. The shift drum 36 and the sensor actuating shaft 49 can be rotated without any need, and an increase in the number of parts can be suppressed.

In the transmission of the saddle-riding vehicle, the shift spindle 31 extends from one side portion in the axial direction supporting the shift arm 31a toward the other side portion toward one side in the width direction of the transmission 21. The sensor operating shaft 49 extends from one side portion in the axial direction that engages with the shift arm 31a toward the other side portion in the axial direction and toward the other side in the width direction of the transmission 21.
According to this configuration, the shift spindle 31 extends from the portion supporting the shift arm 31a toward one side in the width direction of the transmission 21, and the width of the transmission 21 from the portion where the sensor operating shaft 49 engages with the shift arm 31a. Since it extends toward the other side in the direction, the shift spindle 31 and the sensor operating shaft 49 are distributed and arranged on both sides of the shift arm 31a in the width direction of the transmission 21, and the size of the transmission is increased by improving the efficiency of component arrangement. It can be suppressed.

In the transmission of the saddle-riding vehicle, the shift drum 36 is arranged on one side of the transmission 21 in the width direction with respect to the shift arm 31a.
According to this configuration, since the shift spindle 31 and the shift drum 36 are collectively arranged on one side in the width direction of the transmission 21, it is possible to suppress the increase in size of the transmission by improving the efficiency of component arrangement.

In the transmission of the saddle-mounted vehicle, the sensor actuating shaft 49 includes an actuating arm 49c that engages with the shift arm 31a, and is a concave first at a specific angle position in the rotation direction of the shift arm 31a. An engaging portion (slit 37b) is provided, and the operating arm 49c is provided with a convex second engaging portion (engaging pin 49d) that engages with the first engaging portion.
According to this configuration, since the actuating arm 49c is engaged at a specific angle position of the shift arm 31a, it is easier to determine the relative position (initial position) between them as compared with the case where they are engaged via a gear or the like. Moreover, it is easy to engage with each other, and the engaging element can be miniaturized to save space.

The transmission of the saddle-riding vehicle further includes a primary driven gear 29 that receives power from the prime mover, and the first engaging portion of the shift arm 31a is positioned so as to overlap the primary driven gear 29 in the axial direction. Have been placed.
According to this configuration, since the shift arm 31a and the operating arm 49c are engaged at a position where they overlap with the primary driven gear 29 in the axial direction, the shift arm 31a and the operating arm are engaged at a position where they do not overlap with the primary driven gear 29 in the axial direction. Space can be saved as compared with the case where the 49c is engaged.

In the transmission of the saddle-mounted vehicle, the first engaging portion of the shift arm 31a has a concave shape, and the second engaging portion of the operating arm 49c has the sensor operating shaft on the first engaging portion. The shift arm 31a has a convex shape that is inserted and engaged in the axial direction of 49, the shift arm 31a is arranged inside the transmission case 17 that houses the transmission 21, and the sensor operating shaft 49 is the transmission case. It is inserted axially from the outside of the transmission case 17 into the inside of the transmission case 17, and the second engaging portion of the operating arm 49c is inserted into and engaged with the first engaging portion of the shift arm 31a.
A pair of wall portions 37c1 and 37c2 are provided on both sides of the first engaging portion in the rotation direction of the shift arm 31a, and one of the pair of wall portions 37c1 and 37c2 is described in the rotation direction of the shift arm 31a. Other parts (primary driven gear 29) are arranged close to each other on the outer side opposite to the first engaging portion, and on the other side of the pair of wall portions 37c1 and 37c2, the first in the rotation direction of the shift arm 31a. On the outer side opposite to the engaging portion, a regulating wall 37d is provided which abuts the tip of the second engaging portion of the operating arm 49c to restrict the insertion of the sensor operating shaft 49.

According to this configuration, when the sensor actuating shaft 49 is inserted into the transmission case 17 in the axial direction and the second engaging portion of the actuating arm 49c is inserted into and engaged with the first engaging portion of the shift arm 31a. , It is possible to prevent the sensor actuating shaft 49 from being erroneously assembled. That is, since the other parts are arranged in close proximity to the outside of one of the wall portions 37c1 and 37c2 of the pair of wall portions 37c1 and 37c2 sandwiching the first engaging portion, the second engaging portion of the actuating arm 49c is a wall. It is possible to prevent accidentally entering the outside of the portion 37c1. Of the pair of wall portions 37c1 and 37c2 sandwiching the first engaging portion, on the outside of the other wall portion 37c2, a regulation wall 37d to which the second engaging portion of the operating arm 49c can be abutted is provided. It is possible to prevent the second engaging portion of the actuating arm 49c from accidentally entering the outside of the wall portion 37c2.

The transmission of the saddle-riding vehicle further includes a clutch device 26 for connecting and disconnecting power transmission between the prime mover (engine 13) and the transmission 21, and the sensor operating shaft 49 is the outer periphery of the clutch device 26. It is placed on the side.
According to this configuration, since the sensor operating shaft 49 is arranged by utilizing the space on the outer peripheral side of the clutch device 26, it is possible to suppress the increase in size of the transmission by improving the efficiency of component arrangement.

In the transmission of the saddle-riding vehicle, the shift operation sensor 48 is an angle sensor that detects the rotation angle of the shift spindle 31.
According to this configuration, since the shift operation sensor 48 is an angle sensor, the transmission can be controlled more finely according to the rotation angle of the shift spindle 31 as compared with the case where the shift operation sensor 48 is a switch that simply detects on / off of the shift operation. Is possible, and the commercial value can be enhanced. Further, even if the shift operation sensor 48 is increased in size, it can be efficiently arranged by improving the degree of freedom of arrangement.

In the transmission of the saddle-riding vehicle, the shift operation sensor 48 is arranged in the transmission case 17 accommodating the transmission 21.
According to this configuration, since the shift operation sensor 48 is arranged in the transmission case 17, the assembly and maintenance of the shift operation sensor 48 can be facilitated.

The transmission of the saddle-riding vehicle further includes a primary driven gear 29 that receives power from the prime mover, and the sensor operating shaft 49 is arranged on the outer peripheral side of the primary driven gear 29.
According to this configuration, the primary driven gear 29 has a large diameter in order to secure the primary reduction ratio, but since the sensor operating shaft 49 is arranged on the outer peripheral side of the primary driven gear 29, both sides of the primary driven gear 29 are sandwiched. The shift spindle 31 and the shift operation sensor 48 can be distributed and arranged, and the increase in the size of the transmission can be suppressed by improving the efficiency of component arrangement.

The present invention is not limited to the above embodiment, and is not limited to the application to, for example, a configuration in which a clutch is engaged by increasing the hydraulic pressure and the clutch is disengaged by decreasing the hydraulic pressure. It may be applied to the configuration in which the clutch is connected by reducing the pressure.
The clutch operator is not limited to the clutch lever 4b, but may be a clutch pedal or various other operators.
Not limited to the application to the saddle-riding type vehicle in which the clutch operation is automated as in the above embodiment, while the manual clutch operation is the basis, the driving force is adjusted without performing the manual clutch operation under predetermined conditions to shift gears. It is also applicable to saddle-riding vehicles equipped with a so-called clutch operation-less transmission that enables this.
By controlling the operation of the ignition device 46 and the fuel injection device 47 when the shift operation is detected and removing the gear drive load of the transmission 21, even if it is applied to the transmission that does not require the clutch operation and throttle operation at the time of shift change. good.

The shift operation sensor 48 is not limited to the angle sensor that detects the rotation angle of the sensor operating shaft 49, and may be a contact switch facing a cam or the like that rotates integrally with the sensor operating shaft 49.
The engagement structure (drive structure) between the actuating arm 49c and the drive arm 37a is not limited to the combination of the slit 37b and the pin 49d, but may be a combination of a hole or a concave portion and a convex portion engaged with the hole or the concave portion. Further, they may be linked via gears, cams, links and the like.
The shift spindle 31 and the sensor actuating shaft 49 are not limited to the configuration in which they are engaged via the shift arm 31a, and may be directly engaged via a gear, a cam, a link, or the like.
The sensor actuating shaft 49 may be arranged so as to intersect the shift spindle 31.

The above-mentioned saddle-riding type vehicle includes all vehicles that the driver rides across the vehicle body, and includes not only motorcycles (including motorized bicycles and scooter type vehicles) but also three wheels (one front wheel and two rear wheels). , Front two-wheel and rear one-wheel vehicles) or four-wheel vehicles are also included, and vehicles that include an electric motor as a prime mover are also included.
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 constituent elements of the embodiment with well-known constituent elements.

1 Motorcycle (saddle-riding vehicle)
13 engine (motor)
17 Transmission case (case)
21 Transmission 26 Clutch device 29 Primary driven gear (other parts)
31 Shift spindle 31a Shift arm 36 Shift drum 37b First engagement part 37c1, 37c2 Wall part 37d Regulation wall 48 Shift operation sensor (angle sensor)
49 Sensor actuating shaft 49c Actuating arm 49d Second engaging part

Claims (11)

A shift drum that rotates around the axis to switch the transmission stage of the transmission,
A shift spindle that rotates around an axis to rotate the shift drum in response to an occupant's shift operation,
A shift operation sensor that detects the rotation of the shift spindle, and
It is characterized by having a sensor actuating shaft which is arranged between the shift spindle and the shift operation sensor, rotates in conjunction with the shift spindle, and transmits the rotation of the shift spindle to the shift operation sensor. A transmission for saddle-riding vehicles. A shift arm that rotates integrally with the shift spindle, engages with the shift drum to rotate the shift drum, and engages the sensor actuating shaft to transmit the rotation of the shift spindle to the sensor actuating shaft. The transmission for a saddle-riding vehicle according to claim 1, further comprising. The shift spindle extends from one side in the axial direction supporting the shift arm toward the other side and toward one side in the width direction of the transmission.
2. The sensor actuating shaft is characterized in that it extends from one side portion in the axial direction engaged with the shift arm toward the other side portion in the axial direction and toward the other side in the width direction of the transmission. The transmission of the saddle-riding vehicle described in. The transmission for a saddle-riding vehicle according to claim 3, wherein the shift drum is arranged on one side in the width direction of the transmission with respect to the shift arm. The sensor actuating shaft comprises an actuating arm that engages the shift arm.
A concave or convex first engaging portion is provided at a specific angular position in the rotational direction of the shift arm.
The saddle according to any one of claims 2 to 4, wherein the operating arm is provided with a convex or concave second engaging portion that engages with the first engaging portion. Riding vehicle transmission. Further equipped with primary driven gear that receives the power of the prime mover,
The transmission for a saddle-riding vehicle according to claim 5, wherein the first engaging portion of the shift arm is arranged at a position where the primary driven gear and the primary driven gear overlap in an axial direction. The first engaging portion of the shift arm has a concave shape,
The second engaging portion of the actuating arm has a convex shape that is inserted into and engaged with the first engaging portion in the axial direction of the sensor actuating shaft.
The shift arm is located inside a case that houses the transmission.
The sensor actuating shaft is axially inserted from the outside of the case to the inside of the case, and the second engaging portion of the actuating arm is inserted into the first engaging portion of the shift arm to engage. Let me
A pair of wall portions are provided on both sides of the first engaging portion in the rotational direction of the shift arm.
In one of the pair of wall portions, other parts are arranged close to each other on the outer side opposite to the first engaging portion in the rotation direction of the shift arm.
On the other side of the pair of wall portions, the tip of the second engaging portion of the operating arm is abutted against the outer side opposite to the first engaging portion in the rotation direction of the shift arm to operate the sensor. The transmission of a saddle-riding vehicle according to claim 5 or 6, wherein a regulation wall for restricting the insertion of a shaft is provided. Further equipped with a clutch device for connecting and disconnecting the power transmission between the prime mover and the transmission.
The transmission for a saddle-riding vehicle according to any one of claims 1 to 7, wherein the sensor operating shaft is arranged on the outer peripheral side of the clutch device. The speed change device for a saddle-riding vehicle according to any one of claims 1 to 8, wherein the shift operation sensor is an angle sensor that detects the rotation angle of the shift spindle. The transmission for a saddle-riding vehicle according to any one of claims 1 to 9, wherein the shift operation sensor is arranged in a case accommodating the transmission. Further equipped with primary driven gear that receives the power of the prime mover,
The transmission for a saddle-riding vehicle according to any one of claims 1 to 10, wherein the sensor actuating shaft is arranged on the outer peripheral side of the primary driven gear.

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