Gear shifting device

Abstract

Gear-shifting device comprising a control unit (60) which: has a manual mode in which a clutch is engaged and disengaged by actuating a clutch lever (4b), and an automatic mode in which the clutch is engaged and disengaged without actuating the clutch lever (4b), and is capable of changing a setting between the manual mode and the automatic mode; and is configured to signal a false detection of a mode when it is determined that the false detection of a mode has occurred, wherein the control unit (60) is configured to determine that the false detection of the mode has occurred only when a shifting operation has been performed without actuating the clutch lever (4b), in a state in which the manual mode is set, and it is determined that the vehicle speed is equal to or less than a predetermined value.

Description

TECHNICAL FIELD OF APPLICATIONThe present invention relates to a speed change device.BACKGROUND OF THE TECHNIQUEIn the related art, a control unit for a motorcycle in which an automatic mode and a manual mode are provided as a control mode for a transmission is disclosed (see, for example, Patent Document 1).The control unit described in Patent Document 1 controls a transmission such that a gear ratio of the transmission reaches a gear ratio corresponding to an operation state of a vehicle in an automatic mode. In a manual mode, the control unit controls the transmission in response to a gear change request received from a gear change actuator (e.g., a shift switch, a shift pedal, and an accelerator).That is, in Patent Document 1, switching between the automatic mode and the manual mode can be performed without operation of a dedicated mode switch by performing a predetermined operation on the gear change operation member.PRIOR ART DOCUMENTSPECIFICATIONPatent Document 1: Japanese Unexamined Patent Application, First Publication No. 2014-74 424 AJapanese Patent Application Laid-Open No. 2015-137 697 discloses a clutch control device capable of switching an operation mode and accurately reflecting a driver's intention while realizing a simple operation. When a 2-pedal mode is selected, the reaction force of the clutch pedal is stronger than when the 3-pedal mode is selected. When a state in which a clutch pedal depression amount is equal to or larger than a prescribed amount continues for a prescribed period of time (when the YES judgment is made in step ST 13 and the YES judgment is made in step ST 17), the 2-pedal is activated The mode is automatically changed to the 3-pedal mode (a step ST 18). In addition, when at least one of an operation amount of an accelerator pedal and an operation amount of a brake pedal is changed in a state where the clutch pedal depression amount is equal to or greater than a prescribed amount (when the judgment is made as YES). (Step ST 16), the 2-pedal mode is automatically switched to the 3-pedal mode even if the prescribed period of time is not continued.SUMMARYPROBLEMS TO BE SOLVED BY THE INVENTIONIn such a gear change device used for a motorcycle or the like, a manual mode in which the motorcycle starts, stops, and changes a gear by an operation of a clutch lever, and an automatic mode in which the motorcycle starts, stops, and changes the gear without an operation of the clutch lever are provided, and it is possible to change a setting to the manual mode and the automatic mode. When the manual mode is set in the speed change device, a clutch is electrically controlled, and thus the motorcycle can start without the clutch lever being operated at the time of starting, but there is a possibility that a driver does not recognize that the automatic mode is set.Therefore, an object of the invention is to enable a driver to incorrectly recognize the pre-start mode in a gear change device that can change setting to a manual mode and an automatic mode.MEANS FOR SOLVING THE PROBLEMOne aspect of the present invention uses the following configurations.(1) A speed change device according to an aspect of the invention includes a control unit (60) that includes: a manual mode in which a clutch is engaged and released by operation of a clutch lever (4b), and an automatic mode in which the clutch is engaged and released without operation of the clutch lever (4b), and is capable of changing a setting to the manual mode and the automatic mode; and is configured to signal false recognition of a mode when it is determined that the false recognition of a mode has occurred.(2) In the gear change device according to Aspect 1, the control unit (60) may signal the wrong detection of the mode by stopping a vehicle (1).(3) In the gear change device according to aspect (1) or (2), the control unit (60) may signal the wrong detection of the mode by outputting a signal for stopping an engine (13) of the vehicle (1).(4) In the gear change device according to the aspect of any one of (1) to (3), the control unit (60) may determine that the wrong recognition of the mode has occurred when a shift operation is performed without operation of the clutch lever (4b) in a state in which the manual mode is set.(5) In the gear change device according to Aspect 4, the control unit ( 60) may determine that the wrong mode detection has occurred only when it is determined that a vehicle speed is equal to or lower than a predetermined value.(6) In the gear change device according to the aspect of any one of (1) to (5), the control unit (60) may signal the wrong recognition of the mode with a means other than the stopping of the vehicle (1) when it is repeatedly determined that the wrong recognition of the mode has occurred.(7) In the gear change device according to aspect (6), the other means may be a means configured to change a blinking cycle of a direction indicator.ADVANTAGE OF THE INVENTIONIn the gear change device according to the aspect (1) of the invention, since the control unit that gives a notification of the wrong recognition of the mode when the wrong recognition of the mode has occurred is provided, the following advantages are obtained. Since the wrong recognition of the mode can be actively notified even in a state where a driver does not recognize a current mode, it is possible to enable a driver to recognize a wrong recognition of the mode before starting.In the gear change device according to the aspect (2) of the invention, since the control unit notifies the driver of the wrong recognition of the mode by stopping the vehicle, it is possible to enable a driver to recognize more reliably that a wrong recognition of the mode has occurred. Since an operation of stopping the vehicle is performed in a controlled manner, it is possible to reduce a shock at the time of stopping compared to a case where the operation of stopping the vehicle is performed mechanically.In the gear change device according to the aspect (3) of the invention, since the control unit notifies the driver of the wrong recognition of the mode by outputting a signal for stopping the engine of the vehicle, it is possible to enable a driver to recognize that a wrong recognition of the mode has occurred more reliably.In the speed change device according to the aspect (4) of the invention, since the control unit determines that the wrong mode detection has occurred when the shift operation is performed without operation of the clutch lever (4b) in a state where the manual mode is set, the following advantages are obtained. Since the driver can recognize wrong recognition of the mode when the manual mode is set, it is possible to avoid erroneous operation when the manual mode is set.In the gear change device according to the aspect (5) of the invention, since the control unit determines that the wrong mode recognition has occurred only when it is determined that the vehicle speed is equal to or lower than a predetermined value, the time for which a driver is allowed to recognize the wrong mode recognition can be limited to a time period for which it is determined that the vehicle speed is equal to or lower than the predetermined value.In the gear change device according to aspect (6) of the invention, since the control unit is configured to signal wrong recognition of the mode by a means other than the stopping of the vehicle when it is repeatedly determined that the wrong recognition of the mode has occurred, it is possible to enable a driver to recognize the mode wrong even at the time of stopping the vehicle.In the speed change device according to the aspect (7) of the invention, since the other means includes changing the blinking cycle of the direction indicator, the following advantages are obtained. By allowing a driver to recognize the change of a blinking cycle of the direction indicator, it is possible to allow the driver to more reliably recognize that false recognition of the mode has occurred.BRIEF DESCRIPTION OF THE DRAWINGSFIG. 1 is a left side view of a motorcycle according to an embodiment. FIG. 2 is a sectional view of a transmission and a change mechanism of the motorcycle. FIG. 3 is a diagram schematically illustrating a clutch actuation system including a clutch actuator. FIG. 4 is a block diagram illustrating a gear change system. FIG. 5 is a graph illustrating a change in supplied hydraulic pressure of the clutch actuator. FIG. 6 is a diagram illustrating switching of a clutch control mode according to the embodiment. FIG. 7 is a diagram illustrating an example of a control mode of a clutch-by-wire system. FIG. 8 is a diagram illustrating an example of clutch control in an automatic mode according to the embodiment. FIG. 9 is a diagram illustrating an example of clutch control in a manual mode according to the embodiment. FIG. 10 is a flowchart illustrating a mode misrecognition notification control according to the embodimentDESCRIPTION OF THE EMBODIMENTSHereinafter, an embodiment of the present invention will be described with reference to the attached drawings. In the following description, it is assumed that the directions forward, rearward, right, left and the like are the same as directions in a vehicle to be described unless otherwise stated. In the drawings used for the following explanation, 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 top of the vehicle are displayed at the respective positions.< Layout of Vehicle>As illustrated in FIG. 1, this embodiment is applied to a motorcycle 1 that is a saddle-riding type vehicle. A front wheel 2 of the motorcycle 1 is supported by lower ends of a pair of front forks 3.Upper portions of the left and right front forks 3 are supported by a head pipe 6 of a front end of a vehicle frame 5 via a steering shaft pipe 4. A handle 4a is attached to an upper bridge of the steering shaft tube 4.The vehicle frame 5 includes a head pipe 6, a main pipe 7 extending downward and rearward at the center in a vehicle width direction (a lateral direction) of the head pipe 6, right and left pivot frames 8 extending downward from a rear end of the main pipe 7, and a seat frame 9 extending rearward from the main pipe 7 and from the left and right pivot frames 8. Front ends of the swing arms 11 are pivotally supported by the right and left pivot frames 8. A rear wheel 12 of the motorcycle 1 is supported by lower ends of the swing arms 11.A fuel tank 18 is held on the left and right main pipes 7. A front seat 19 and a rear seat trim 19 aare arranged in the longitudinal direction and are supported on the seat frame 9 behind the fuel tank 18. The seat frame 9 is surrounded by a rear fairing 9a.A power unit PU, which is an engine of the motorcycle 1, is suspended below the right and left main pipes 7. For example, the drive unit PU is connected to the rear wheel 12 via a chain-type transmission mechanism.The drive unit PU includes an engine (an internal combustion engine) 13 located at the front side thereof and a transmission 21 located at the rear side thereof as a unitary body. For example, the engine 13 is a multi-cylinder engine in which a rotation shaft of a crankshaft 14 (hereinafter also referred to as a "crankshaft 14") is arranged to be parallel to the lateral direction (the vehicle width direction). In the engine 13, the cylinders 16 rise at the front of a crankcase 15.<Gear>As shown in FIG. 2, the transmission 21 is a stepped transmission having a main shaft 22, a counter shaft 23, and a speed change gear group 24 suspended between the two shafts 22 and 23. The countershaft 23 (hereinafter also referred to as "countershaft 23") constitutes an output shaft of the transmission 21 (the drive unit PU illustrated in FIG. 1 ). One end of the countershaft 23 protrudes leftward from the rear part of the crankcase 15 and is connected to the rear wheel 12 via the chain-type transmission mechanism.The speed change gear group 24 includes gears corresponding to the number of gear stages held by the two shafts 22 and 23. The transmission 21 is of a normal engagement type in which respective gear pairs of the speed change gear group 24 are normally engaged between the two shafts 22 and 23. A plurality of gears held on the two shafts 22 and 23 are classified into a free gear rotatable with respect to the corresponding shaft and a slide gear (shifter, slider) spline-fitted to the corresponding shaft. A pawl convex in the axial direction is provided in one of the free gear and the slide gear, and a slot concave in the axial direction is provided in the other direction so as to be engageable with the pawl. That is, the transmission 21 is a so-called dog clutch transmission.The main shaft 22 and the counter shaft 23 of the transmission 21 are arranged rearward of the crankshaft 14 in the longitudinal direction (see FIG. 1 ). Referring to FIG. 3, a clutch device 26 operated by a clutch actuator 50 is coaxially disposed at the right end of the main shaft 22 (see FIG. 2 ). For example, the clutch device 26 is a wet multi-plate clutch and is a so-called normally-open clutch. The clutch device 26 is switched to an engaged state in which power transmission is possible, and hydraulic pressure is supplied from the clutch actuator 50. The clutch device 26 is returned to an open state in which power transmission is not possible when supply of hydraulic pressure from the clutch actuator 50 is prohibited.Referring to FIG. 2, a rotational force of the crankshaft 14 (see FIG. 1 ) is transmitted to the main shaft 22 via the clutch device 26, and is transmitted from the main shaft 22 to the countershaft 23 via any gear pair of the speed change gear group 24. A drive sprocket 27 of the chain-type transmission mechanism is mounted on the left end protruding from the rear part of the crankcase 15 (see FIG. 1 ) into the counter shaft 23.A changeover mechanism 25 that changes over the gear pairs of the gear change gear group 24 is accommodated in the rear upper part of the transmission 21. The change mechanism 25 operates a plurality of shift fork shafts 36a according to a pattern of guide grooves formed on an outer periphery with the rotation of a hollow cylindrical shift drum 36 parallel to both shafts 22 and 23. Accordingly, the gear pair used for power transmission between the two shafts 22 and 23 in the speed change gear group 24 is switched.The change mechanism 25 has a shift spindle 31 which is parallel to the shift drum 36.In the changeover mechanism 25, a shift arm 31 afixed to the shift spindle 31 rotates the shift drum 36 with the rotation of the shift spindle 31, and accordingly, the shift forks 36 amoves in the axial direction according to the pattern of the guide grooves to switch the gear pair in which power transmission is possible in the gear change gear group 24 (i.e., the gear stage is switched).In the shift spindle 31, an outer shaft portion 31 bprotrudes outward (left side) in the vehicle width direction of the crankcase 15 so that the changeover mechanism 25 can be operated. A shift load sensor 73 (shift operation detection means) is coaxially attached to the outer shaft portion 31 bof the shift spindle 31 (see FIG. 1 ). A swing lever 33 is attached to the outer shaft portion 31 bof the shift spindle 31 (or the rotation shaft of the shift load sensor 73). The swing lever 33 extends rearward from a base end 33a fixed with clamps to the shift spindle 31 (or the rotary shaft). An upper end of a connecting rod 34 is swingably connected to a distal end 33 bof the swing lever 33 via an upper ball joint 34 a. A lower end of the connecting rod 34 is swingably connected to a shift pedal 32 (see FIG. 1 ) operated by a foot of a driver via a lower ball joint (not illustrated).As shown in FIG. 1, a front end of the shift pedal 32 is swingably supported vertically by the lower portion of the crankcase 15 via a shaft parallel to the lateral direction. A pedal portion on which a driver's foot tip is laid on a step 32 ais provided at the rear end of the shift pedal 32. The lower end of the link rod 34 is connected to an intermediate portion in the longitudinal direction of the shift pedal 32.As illustrated in FIG. 2, a shift change device 35 that switches the gear stage of the transmission 21 is configured to include the shift pedal 32 (see FIG. 1 ), the connecting rod 35, and the change mechanism 25. In the shift change device 35, a component (the shift drum 36, the shift fork 36 a, and the like) that switches the gear stage of the transmission 21 in the transmission case 17 is referred to as a shift change operation unit 35 a. An assembly (the shift spindle 31, the shift arm 31 a, and the like) that receives a gear change operation on the shift pedal 32 rotates about the axis of the shift spindle 31 and transmits this rotation to the gear change operation unit 35 ais referred to as a gear change operation receiving unit 35 b.Here, the motorcycle 1 uses a so-called semi-automatic speed change system (an automatic clutch type speed change system) in which a driver performs only a speed change operation of the transmission 21 (an operation of the shift pedal 32 with the foot) and an engagement and disengagement operation of the clutch device 26 is automatically performed by electronic control based on the operation of the shift pedal 32.<Shift System (Gear Shifting Device)>As illustrated in FIG. 4, the gear change system includes a clutch actuator 50, an electronic control unit (ECU: Control Unit) 60, and various sensors 71 to 76.The ECU 60 is supplied with detection information from an inclination angle sensor 71 that detects an inclination angle of the vehicle body, a gear position sensor 72 that detects a gear stage based on the rotation angle of the shift drum 36, and a shift load sensor 73 (for example, a torque sensor) that detects an operation torque input to the shift spindle 31, and various kinds of vehicle state detection information from a throttle operation sensor 74 that detects an opening amount of the throttle, a vehicle speed sensor 75, an engine speed sensor 76 that detects an engine speed, and the like. The ECU 60 controls the operation of the clutch actuator 50 based on various kinds of vehicle state detection information and controls the operation of the ignition switch device 46 and a gasoline injector 47. the ECU 60 is also supplied with detection information from hydraulic pressure sensors 57 and 58 (see FIG. 3 ) and a shift operation detection switch (a neutral shift switch) 48.The ECU 60 includes a hydraulic pressure control unit (a clutch control unit) 61 and a storage unit 62.Referring to FIG. 3, the clutch actuator 50 may control a liquid pressure for engaging and releasing the clutch device 26 by causing the ECU 60 to control the operation thereof. The clutch actuator 50 includes an electric motor 52 (hereinafter, simply referred to as "motor 52") that is a drive source, and a master cylinder 51 that is driven by the motor 52. The clutch actuator 50 constitutes a unitary clutch control unit 50 atogether with a hydraulic circuit device 53 provided between the master cylinder 51 and a hydraulic pressure supply / discharge port 50 p.The ECU 60 calculates a target value of a hydraulic pressure (a target hydraulic pressure) supplied to a slave cylinder 28 to engage or disengage the clutch device 26 based on a predetermined calculation program. The ECU 60 controls the clutch control unit 50A so that a hydraulic pressure (a subordinate hydraulic pressure) on the slave cylinder 28 side detected by a downstream hydraulic pressure sensor 58 approaches the target hydraulic pressure.The master cylinder 51 causes a piston 51 bof a cylinder body 51 ato make a stroke by driving the motor 52, so that working oil in the cylinder body 51 acan be supplied or discharged from the slave cylinder 28. Reference numeral 55 in the drawing denotes a conversion mechanism which is a ball screw mechanism, reference numeral 54 denotes a gear mechanism suspended between the motor 52 and the conversion mechanism 50, and reference numeral 51 eindicates a reservoir connected to the master cylinder 51.The hydraulic circuit device 53 includes a valve mechanism (a solenoid valve 56) that opens or closes at an intermediate portion of a main oil passage 53 m(an oil passage for supplying / discharging hydraulic pressure) that extends from the master cylinder 51 to the clutch device 26 side (the slave cylinder 28 side). The main oil passage 53 mof the hydraulic circuit device 53 is divided into an upstream oil passage 53 awhich is closer to the master cylinder 51 than the solenoid valve 53 and a downstream oil passage 53 bwhich is closer to the slave cylinder 28 than the solenoid valve 56. The hydraulic circuit device 53 further includes a bypass oil passage 53 cthat communicates with the upstream oil passage 53 aand the downstream oil passage 53 bby bypassing the solenoid valve 56.The solenoid valve 56 is a so-called normally open valve. A one-way valve 53 c 1 that causes working oil to flow only in a direction from the upstream side to the downstream side is provided in the bypass oil passage 53 c. An upstream hydraulic pressure sensor 57 that detects a hydraulic pressure of the upstream oil passage 53 ais provided upstream of the solenoid valve 56. A downstream hydraulic pressure sensor 58 that detects a hydraulic pressure of the downstream oil passage 53 bis provided downstream of the solenoid valve 56.For example, as illustrated in FIG. 1, the clutch control unit 50A is accommodated in the rear fender 9 a. The slave cylinder 28 is mounted on the rear left part of the crankcase 15. The clutch control unit 50A and the slave cylinder 28 are connected to each other via a hydraulic pressure pipe 53 c(see FIG. 3 ).As shown in FIG. 2, the slave cylinder 28 is coaxially disposed on the left side of the main shaft 22. The slave cylinder 28 pushes a push rod 28 a, which passes through the main shaft 22, to the right (see FIG. 3 ) upon supply of a hydraulic pressure from the clutch actuator 50. The slave cylinder 28 causes the clutch device 26 to operate via the push rod 28 ain the engaged state by pushing the push rod 28 ato the right. The slave cylinder 28 releases the pressure of the push rod 28 aand returns the clutch device to the released state when the supply of hydraulic pressure is stopped.When it is intended to keep the clutch device 26 in the engaged state, it is necessary to continuously supply the hydraulic pressure and much electric power is consumed. Therefore, as illustrated in FIG. 3, the 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 a hydraulic pressure is supplied to the clutch device 26. Accordingly, by utilizing a configuration in which the hydraulic pressure supplied to the clutch device 26 is maintained and the hydraulic pressure is supplemented by the decrease in pressure (is recharged by leakage), the power consumption is attenuated.< Control>The operation of a clutch control system will be described below with reference to the graph shown in FIG. 5. In the graph illustrated in FIG. 5, the vertical axis represents a supplied hydraulic pressure detected by a downstream hydraulic pressure sensor 58, and the horizontal axis represents elapsed time.When the motorcycle 1 is stopped (idling), the solenoid valve 56 controlled by the ECU 60 is in an open state. At this time, the slave cylinder 28 side (the downstream side) is in a low pressure state lower than a contact point hydraulic pressure TP, and the clutch device 26 is in an disengaged state (a released state, an open state). This state corresponds to the region A in FIG. 5.In a state where the vehicle stops in a gear mesh state, electric power is supplied to the motor 52 and a slight hydraulic pressure is generated. This serves to enable the immediate start of the vehicle while maintaining the clutch unchanged.When the rotational speed of the engine 13 increases at the time of starting the motorcycle 1, electric power is supplied only to the engine 52, and a hydraulic pressure is supplied from the master cylinder 51 to the slave cylinder 28 via the open solenoid valve 56. When the hydraulic pressure on the slave cylinder 28 side (the downstream side) increases to be equal to or greater than the contact point hydraulic pressure TP, the engagement of the clutch device 26 is started and the clutch device 26 is switched to a half-clutch state in which transmission of a certain power is possible. Accordingly, the motorcycle 1 can be smoothly started. This state corresponds to the region B in FIG. 5.When a difference between the input rotation and output rotation of the clutch device 26 decreases and the hydraulic pressure on the slave cylinder 28 side (the downstream side) reaches a lower limit retention hydraulic pressure LP, the engagement of the clutch device 26 shifts to a locked state, and the entire driving force of the motor 13 is transmitted to the transmission 21. This state corresponds to the region C in FIG. 5.When a hydraulic pressure is supplied from the master cylinder 51 side to the slave cylinder 28, the solenoid valve 56 is switched to an open state and the master cylinder 51 is pressurized by supplying electric power to the motor 52 to drive the motor 52 forward in a rotational direction. Accordingly, a hydraulic pressure on the slave cylinder 28 side is adjusted to a clutch engagement hydraulic pressure. At this time, the operation of the clutch actuator 50 is controlled in the manner of feedback based on a hydraulic pressure detected by the downstream hydraulic pressure sensor 58.When the hydraulic pressure on the slave cylinder 28 side (the downstream side) reaches an upper limit retention hydraulic pressure HP, electric power is supplied to the solenoid valve 56 so that the solenoid valve 56 closes, supply of electric power to the motor 52 is stopped, and generation of hydraulic pressure is stopped. That is, the hydraulic pressure on the upstream side decreases and reaches a low pressure state, and the downstream side is maintained in a high pressure state (the upper limit maintenance hydraulic pressure HP). Accordingly, the clutch device 26 is maintained in the engaged state without causing the master cylinder 51 to generate a hydraulic pressure, and the motorcycle 1 is allowed to travel, thereby attenuating power consumption.Depending on the gear shift operation, the gear shift may be performed directly after the clutch device 26 is charged with a hydraulic pressure. In this case, before the solenoid valve 56 is operated to be closed and the upstream side is brought into a low pressure state, the motor 52 is driven in a reverse rotation direction with the solenoid valve 56 left open. Accordingly, the master cylinder 51 is decompressed, the reservoir 51 cis put in communication, and the hydraulic pressure on the clutch device 26 side is released to the master cylinder 51. At this time, the operation of the clutch actuator 50 is controlled in the manner of feedback based on the hydraulic pressure detected by the upstream hydraulic pressure sensor 57.In a state where 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 indicated by the region D in FIG. 5. That is, the hydraulic pressure on the downstream side gradually decreases due to causes such as leakage of the hydraulic pressure based on deformation of a seal of the solenoid valve 56 and the one-way valve 53 c 1 or temperature decrease.On the other hand, as in the region E in FIG. 5, the hydraulic pressure on the downstream side may increase due to a temperature increase or the like. When the hydraulic pressure on the downstream side slightly fluctuates, a small change may be absorbed by an unillustrated accumulator. Accordingly, when the hydraulic pressure fluctuates, the power consumption is not increased by the operation of the motor 52 and the solenoid valve 56.When the hydraulic pressure on the downstream side increases to the upper limit retention hydraulic pressure HP as in the range E in FIG. 5, a countermeasure of reducing the supply of electric power to the solenoid valve 56 or the like is performed. Accordingly, the solenoid valve 56 is gradually opened, and the hydraulic pressure on the downstream side is released to the upstream side.When the downstream side hydraulic pressure decreases on the lower limit retaining hydraulic pressure LP as in the range F in FIG. 5, the supply of electric power to the motor 52 is started in a state where the solenoid valve 56 is closed, and the upstream side hydraulic pressure is increased. When the hydraulic pressure on the upstream side is higher than the hydraulic pressure on the downstream side, this hydraulic pressure is supplied (recharged) to the downstream side via the bypass oil passage 53 cand the one-way valve 53 c 1. When the hydraulic pressure on the downstream side reaches the maintenance hydraulic pressure of the upper limit value, supply of electric power to the motor 52 is stopped to stop generation of hydraulic pressure. Accordingly, the hydraulic pressure on the downstream side is maintained between the upper limit maintaining hydraulic pressure HP and the lower limit maintaining hydraulic pressure LP, and the clutch device 26 is maintained in the engaged state.When the transmission 21 becomes neutral at the time of stopping the motorcycle 1, supply of electric power to both the engine 52 and the solenoid valve 56 is stopped. Accordingly, the master cylinder 51 stops generating a hydraulic pressure and stops supplying a hydraulic pressure to the slave cylinder 28, and the solenoid valve 56 is opened and the hydraulic pressure in the downstream oil passage 51 bis returned to the reservoir 51 e. As a result, the slave cylinder 28 side (the downstream side) reaches a lower hydraulic pressure than the contact point hydraulic TP, and the clutch device 26 is switched to the released state. This state corresponds to the regions G and H in FIG. 5.In the state where the transmission 21 is in a neutral state at the time of stopping the motorcycle 1, supply of electric power to the engine 52 is prohibited and the engine is stopped. Accordingly, the hydraulic pressure goes to 0.On the other hand, when the transmission is maintained in a gear mesh state at the time of stopping the motorcycle 1, a standby state is maintained at the time of stopping the motorcycle 1, a standby state in which a standby hydraulic pressure WP is applied to the slave cylinder 28 side is started.The standby hydraulic pressure WP is a hydraulic pressure slightly lower than the contact point hydraulic pressure TP at which engagement of the clutch device 26 is started, and is a hydraulic pressure in which the clutch device 26 is not yet engaged (the hydraulic pressure applied in the regions A and H in FIG. 5 ). By applying the standby hydraulic pressure WP, invalid engagement of the clutch device 26 (play of members, termination of an operational reaction force, application of a preload to a hydraulic oil passage, and the like) becomes possible. Accordingly, operability at the time of engaging the clutch device 26 is improved.<Control>The speed change control of the motorcycle 1 will be described below.The motorcycle 1 according to this embodiment performs control for decreasing the standby hydraulic pressure WP supplied to the slave cylinder 28 when a shift operation from a first gear stage to a neutral stage is performed on the shift pedal 32 in a gear mesh stopped state in which a gear position of the transmission 21 is in a gear mesh state of a first gear stage and a vehicle speed is lower than a set value corresponding to a stopped state.When the motorcycle 1 is stopped and the gear position of the transmission 21 is in a gear stage other than the neutral stage, i.e., when the transmission 21 is in a gear mesh stopped state, a predetermined standby hydraulic pressure WP is supplied to the slave cylinder 28.The standby hydraulic pressure WP is set to a first set value P 1 (see FIG. 5 ) that is a standard hydraulic pressure in a normal state (in an undetected state in which a gear change operation of the shift pedal 32 is not detected). Accordingly, the clutch device 26 is in a standby state in which invalid engagement is performed, and responsiveness at the time of clutch engagement is improved. That is, when a driver increases an amount of throttle opening to increase the rotational speed of the engine 13, the engagement of the clutch device 26 is immediately started by supplying a hydraulic pressure to the slave cylinder 28, and a quick start and an acceleration of the motorcycle 1 become possible.The motorcycle 101 includes a shift operation detection switch 48 that is separated from the shift load sensor 73 to detect the shift operation of the driver of the shift pedal 32 (see FIG. 4 ).When the shift operation detection switch 48 detects a shift operation from the first gear stage to the neutral stage in the gear mesh stopped state, a hydraulic pressure control unit 61 performs setting of the standby hydraulic pressure WP to a second set value P 2 (a standby low hydraulic pressure, see FIG. 5 ) lower than the first set value P 1 before performing a gear shift operation.When the transmission 21 is in a gear-engaged state, the standard standby hydraulic pressure corresponding to the first set value P 1 is supplied to the slave cylinder 28 in the normal state, and thus a slight so-called slipping is generated in the clutch device 26. At this time, the dog and the slot (a dog hole) engaged with each other in the dog clutch of the transmission 21 may press each other in the rotational direction, and a release resistance may be caused to make the shift operation harder. In this case, when the standby hydraulic pressure WP supplied to the slave cylinder 28 is lowered to a low standby hydraulic pressure corresponding to the second set value p 2, the dog and the slot are more easily released to simplify the shifting operation.< Control Mode>As illustrated in FIG. 6, a clutch control device 60A according to this embodiment has three kinds of clutch control modes. The clutch control mode is switched between the three mode types in a corresponding manner, including an automatic mode M 1 in which automatic control is performed, a manual mode M 2 in which manual operation is performed, and a manual engagement mode M 3 in which manual operation is temporarily performed in response to operations of a clutch control mode switch 59 (see FIG. 4 ) and a clutch lever 4 b(see FIG. 1 ). The objects including the manual mode M 2 and the manual intervention mode M 3 constitute a manual system M 2A.The automatic mode M 1 is a mode in which a clutch capacity suitable for a running state is calculated, and the clutch device 26 is controlled by automatic start and gear shift control. The manual mode M 2 is the mode in which the clutch capacity is calculated, and the clutch device 26 is controlled in response to a clutch operation instruction from a driver. The manual engagement mode M 3 is a temporary manual operation mode in which the clutch operation instruction is obtained from a driver in the automatic mode M 1, the clutch capacity is calculated from the clutch operation instruction, and the clutch device 26 is controlled. When the driver finishes operating the clutch lever 4 bin the manual engagement mode M 3 (when the clutch lever is fully released), the clutch control mode is set to return to the automatic mode M 1.The clutch control device 60A according to the present embodiment controls the clutch actuator 50 (see FIG. 3 ) to generate a clutch control hydraulic pressure. Accordingly, the clutch control device 60A starts control in a disengaged state (a released state) in the automatic mode in 1 at the time of system start. In the automatic mode M 1, since the clutch operation is not required at the time of stopping the engine 13, the clutch control device 60A is set to return to the disengaged state.In the embodiment, the clutch control device 60A constitutes a clutch control system together with the clutch lever 4 b.In the automatic mode M 1, basically, the clutch control is automatically performed, and the motorcycle 1 can be made to run without operating the lever. In the automatic mode M1, the clutch capacity is controlled based on the amount of throttle opening, the engine speed, the vehicle speed, and the shift sensor output. Accordingly, the motorcycle 1 can easily start by a throttle operation without stopping the engine, and can change a gear simply by a shift operation. At the time of a very low speed corresponding to idling, the clutch device 26 can be automatically released. In the automatic mode M 1, the manual engagement mode M 3 is started by gripping the clutch lever 4 b, and the clutch device 26 can be released arbitrarily.On the other hand, in the manual mode M 2, the clutch capacity is controlled by a lever operation of a driver. The automatic mode M 1 and the manual mode M 2 can be switched over by operating the clutch control mode switch 59 (see FIG. 4 ) during the stopping. The clutch control device 60A may include a flasher indicating that the lever operation is valid at the time of transition to the manual system M 2A (the manual mode M 2 or the manual engagement mode M 3).In the manual mode M 2, basically, the clutch control is manually performed, and the clutch hydraulic pressure may be controlled based on an operation angle of the clutch lever 4 b. Accordingly, engagement and disengagement of the clutch device 26 can be controlled according to an intention of a driver, and the clutch device 26 can be engaged for travel even at a very low speed corresponding to idling. The engine can be stopped depending on a lever operation, and automatic start simply by throttle operation is not possible. In the manual mode M 2, automatic clutch control intervening engagement is also performed at the time of the shift operation.In the automatic mode M 1, engagement and disengagement of the clutch device 26 are automatically performed by the clutch actuator 50. In the automatic mode M 1, a manual operation in the automatic control of the clutch device 26 may be temporarily performed therebetween by performing a manual clutch operation on the clutch lever 4 b(the manual engagement mode M 3).< Clutch Operation>As illustrated in FIG. 1, the clutch lever 4 b, which is a manual clutch operating member, is attached to a base end of a left handle (in the vehicle width direction) of the handle 4 a. The clutch lever 4 bfunctions as an operating member that outputs a clutch operation request signal to the ECU 60 without a mechanical connection to the clutch device 26 via a cable, a hydraulic pressure, or the like. That is, the motorcycle uses a clutch-by-wire system in which the clutch lever 4 band the clutch device 26 are electrically connected to each other.Referring to FIG. 4, a clutch lever operation sensor 4 cthat detects an operation amount (a rotation angle) of the clutch lever 4 bis integrally provided in the clutch lever 4 b. The clutch lever operation sensor 4c converts an operation amount of the clutch lever 4b into an electric signal and outputs the electric signal.In a state where the operation of the clutch lever 4 bis valid (the manual system M 2A), the ECU 60 controls the clutch actuator 50 based on the output of the clutch lever operation sensor 4 c. The clutch lever 4 band the clutch lever operation sensor 4 cmay be integrated with each other or may be separated from each other.The motorcycle 1 has the clutch control mode switch 59 that switches the control mode of the clutch operation. The clutch control mode switch 59 can switch between the automatic mode M 1 in which the clutch control is automatically performed and the manual mode M 2 in which the clutch control is manually performed according to the operation of the clutch lever 4 bin certain circumstances. For example, the clutch control mode switch 59 is provided in a handle switch attached to the handle 4a. Accordingly, a driver can easily operate the clutch control mode switch 59 at the time of normal operation.<Control Mode of Clutch-by-Wire System>FIG. 7 is a diagram illustrating an example of a control mode of the clutch-by-wire system.As illustrated in FIG. 7, the clutch-by-wire system has an automatic mode and a manual mode. The clutch-by-wire system is set to switch between the automatic mode and the manual mode. The switching between the automatic mode and the manual mode is performed by operating a mode switch (not shown) at the time of stopping the vehicle or at the neutral gear position. In FIG. 7, "start" denotes the start time of the vehicle, "gear change" denotes the time of gear change during running of the vehicle, "stop" denotes the time of stopping the vehicle after deceleration, and "lever" denotes the clutch lever 4 b(see FIG. 4 ).In the automatic mode, the vehicle can basically travel without the clutch lever 4b being operated. In the automatic mode, the clutch can also be released arbitrarily by gripping the clutch lever 4b. In the automatic mode, since the engine stop avoidance control is provided, the engine is not stopped by operating the clutch lever.In the automatic mode, at the time of starting the vehicle, the vehicle can be automatically started simply with a throttle operation without gripping the clutch lever 4b, thereby avoiding an engine stop. In the automatic mode at the time of starting the vehicle, manual operation may be temporarily performed temporarily. For example, in the automatic mode, when the vehicle is started, manual starting is possible while avoiding engine stop.In the automatic mode at the time of changing the speed, a gear change is basically possible easily with a shift operation during the travel of the vehicle, and an automatic clutch control intervention is performed at the time of the shift operation. In the automatic mode at the time of gear shift, it is also possible at times during the travel of the vehicle that manual operation therebetween is performed. For example, in the automatic mode, at the time of running the vehicle, manual gear change is possible while avoiding engine stop.In the automatic mode, a clutch-off state is automatically started at the time of stopping the vehicle after deceleration. In the automatic mode, at the time of stopping the vehicle after deceleration, manual operation therebetween may be temporarily performed. For example, in the automatic mode, at the time of stopping the vehicle after deceleration, disengagement by manual operation is possible.The manual mode basically uses the manual operation, and the clutch control intervening engagement is performed only at the gear shift. The manual mode does not use engine stop avoidance control, and thus the engine stop may be effected depending on the operation of the clutch lever.In the manual mode, at the time of starting the vehicle, a manual start is possible by means of the operation of the clutch lever and the throttle operation. In the manual mode, automatic start is not possible only by means of the throttle actuation.In the manual mode, basically, at the time of gear change during the running of the vehicle, manual gear change is possible by the operation of the clutch lever, and the shift operation is possible. A gear change is possible only by means of the shifting operation without the clutch lever being actuated. In this case, the clutch control engagement is performed.In the manual mode, at the time of stopping the vehicle after deceleration, a clutch-off state is started by the manual operation. For example, in the manual mode, at the time of stopping the vehicle after deceleration, the clutch is switched to the released state by operation of the clutch lever, the gear position of the transmission is switched to the gear mesh state of the first gear stage by the shift operation, and then is switched from the first gear stage to the neutral state.In the manual mode, at the time of stopping the vehicle after deceleration, when the shift operation is performed without operating a clutch lever, wrong recognition of the mode by the driver may be considered to have occurred, and notification control of wrong recognition of the mode, which will be described later, may be performed therebetween. For example, when it is determined that the wrong recognition of the manual mode has been made, the ECU 60 outputs an engine stop signal.< Control in Automatic Mode>FIG. 8 is a diagram illustrating an example of clutch control in the automatic mode according to the embodiment. In FIG. 8, the horizontal axis represents time, and the vertical axis represents clutch hydraulic pressure. In FIG. 8, a reference character K 1 indicates a target clutch hydraulic pressure based on an operation of the clutch lever, a reference character K 2 indicates a target clutch hydraulic pressure based on automatic control, a reference character Kt indicates a target clutch hydraulic pressure, a reference character Pmax indicates a maximum clutch engagement hydraulic pressure, the direction of arrow Vc indicates a direction of releasing a clutch, and the reference character In indicates an engagement region (a manual operation engagement region).As illustrated in FIG. 8, in the automatic mode, the lower one of the target clutch hydraulic pressure K 2 based on automatic control and the target clutch hydraulic pressure K 1 based on operation of the clutch lever is selected and set as the target clutch hydraulic pressure Kt. That is, in the automatic mode, the clutch control is performed by selecting the lower target hydraulic pressure of the automatic side and the manual side. Accordingly, it is possible to easily start the vehicle by the throttle operation without stopping the engine. By engaging the clutch lever 4b, the clutch can be released arbitrarily.< Control in Manual Mode>FIG. 9 is a diagram illustrating an example of the clutch control in the manual mode according to the embodiment. In FIG. 9, the horizontal axis represents time, and the vertical axis represents clutch hydraulic pressure. In FIG. 9, reference character K 1 indicates a target clutch hydraulic pressure based on an operation of the clutch lever, reference character Kt indicates a target clutch hydraulic pressure, reference character Pmax indicates a maximum hydraulic pressure of the clutch engagement, and the direction of arrow Vc indicates a direction for releasing the clutch.As illustrated in FIG. 9, in the manual mode, the target clutch hydraulic pressure K 2 is selected based on an operation of the clutch lever and set as the target clutch hydraulic pressure Kt. That is, in the manual mode, the clutch hydraulic pressure can be controlled according to an operation angle of the clutch lever 4 b. Accordingly, it is possible to control the engagement and disengagement of the clutch according to an intention of a driver. The motorcycle can travel with the clutch engaged even at a very low speed corresponding to idling.< Control of Mis Recognition of Mode>The gear change system (gear change device) according to the present embodiment has the manual mode in which the motorcycle starts with operation of the clutch lever 4 b, stops, and shifts the gear (see FIG. 4 ), and the automatic mode in which the motorcycle starts without operation of the clutch lever 4 b, stops, and shifts the gear. The gear change system may change setting of the manual mode and the automatic mode. The gear change system includes the ECU 60 (the control unit) that notifies of the wrong recognition of the mode when it is determined that the wrong recognition of the mode has occurred.An example of a process flow performed by the ECU 60 at the time of the mode wrong recognition notification control will be described below with reference to the flowchart illustrated in FIG. 10. This control procedure is repeatedly performed in a predetermined control cycle (1 ms to 10 ms).As shown in FIG. 10, the ECU 60 determines whether the ignition is on (step S 1). In step S 1, the ECU 60 determines whether the engine stops.If the result of the determination of step S1 is YES (the ignition is on and the engine does not stop), the processing proceeds to step S2.On the other hand, when the result of the determination of step S 1 is NO (the ignition is off and the engine is stopped), the processing proceeds to step S 12.In step S2, the ECU 60 determines whether the motorcycle is in a stopped state. Here, the stopped state includes a state in which the vehicle speed is less than a set value corresponding to the stop. That is, the stop state includes a state in which the motorcycle comes to stop after being braked, and a state in which the motorcycle restarts in the state in which the motorcycle is completely stopped. In this embodiment, it is determined whether the result of detection (the vehicle speed) from the vehicle speed sensor 75 (see FIG. 4 ) is less than a predetermined value (hereinafter, also referred to as "vehicle speed limit value"). For example, the vehicle speed limit value is set to 1 km / h.If the result of the determination of step S2 is YES (the stopped state), the processing proceeds to step S3. In this embodiment, when the vehicle speed is less than the vehicle speed limit value (for example, 1 km / h), the processing proceeds to step S 3.On the other hand, when the result of the determination of step S 2 is NO (the motorcycle is not in a stopped state but is traveling), the processing proceeds to step S 12.In step S 3, the ECU 60 determines whether the operation mode is the manual mode. In step S 3, the ECU 60 determines whether the operation mode is set to the manual mode or the automatic mode.When the result of the determination of step S 3 is YES (the operation mode is set to the manual mode), the processing proceeds to step S 4.On the other hand, when the result of the determination of step S 3 is NO (the operation mode is not set to the manual mode but is set to the automatic mode), the processing proceeds to step S 13.In step S 4, the ECU 60 determines whether an operation of the clutch lever is not performed. In step S 4, the ECU 60 determines whether the clutch lever 4 bis not engaged and is in the clutch engaged state, or whether the clutch lever 4 bis engaged and is in a disengaged state (the released state).If the result of the determination of step S4 is YES (the clutch engagement state), the processing proceeds to step S5.On the other hand, if the result of the determination of step S4 is NO (the disengaged state), the processing proceeds to step S13.In step S 5, the ECU 60 determines whether the gear position is at the neutral stage. In step S 5, the ECU 60 determines whether the gear position is at the neutral stage or whether the gear position is at a gear stage other than the neutral stage.If the result of the determination of step S5 is YES (the gear position is at the neutral stage), the processing proceeds to step S6.On the other hand, when the result of the determination of step S 5 is NO (the gear position is at a gear stage other than the neutral stages), the processing proceeds to step S 7.In step S 6, the ECU 60 determines whether a gear engagement operation is performed. In step S 6, the ECU 60 determines whether an operation has been performed at a gear stage other than the neutral stage in the state where the gear position is at the neutral stage.If the result of the determination of step S 6 is YES (the engaging operation of the gear has been performed), the processing proceeds to step S 7.On the other hand, if the result of the determination of step S 6 is NO (the engaging operation of the gear has not been performed), the processing proceeds to step S 13.In step S 7, the ECU 60 determines that an engine stop request flag is activated. Here, an engine stop request flag activation means that an engine stop signal request flag is activated.In this embodiment, the engine stop request flag activation is determined by satisfying the conditions that the gear position is at a gear stage other than the neutral stage (NO in step S5) or that a gear engagement operation has been performed on the premise that the ignition is on (YES in step S1) (YES in step S 6), the motorcycle is in the stopped state (YES in step S2), the operation mode is the manual mode (YES in step S3), and that the clutch is in the engaged state (YES in step S4).In this embodiment, the ECU 60 notifies misrecognition of the mode by outputting a signal for stopping the engine of the vehicle (hereinafter also referred to as an "engine stop signal"). For example, the engine stop signal includes a signal to perform an ignition interrupt or a gasoline injection interrupt.In this embodiment, the ECU 60 notifies the wrong detection of the mode by stopping the vehicle.In this embodiment, the ECU 60 determines that the wrong mode detection has occurred only when it is determined that the vehicle speed is less than a predetermined value. When the shift operation has been performed without the clutch lever 4 bbeing operated in the state in which the manual mode is set, the ECU 60 determines that false detection of the mode has occurred.After step S 7, the processing proceeds to step S 8.In step S 8, the ECU 60 determines whether the engine has been stopped (engine stop).If the result of the determination of step S8 is YES (the engine has been stopped), the processing proceeds to step S9.On the other hand, if the result of the determination of step S8 is NO (the engine has not been stopped), the processing ends.In step S 9, the ECU 60 calculates an engine stop request flag activation counter. For example, when it is repeatedly determined that the engine stop request flag is activated, the ECU 60 calculates the number of determinations.After step S9, the processing proceeds to step S10.In step S 10, the ECU 60 determines whether the engine stop request flag activation counter is larger than a set value (hereinafter also referred to as a "counter limit value"). Here, the engine stop request flag activation counter means the number of times of determination of the engine stop request flag activation by the ECU 60. For example, the counter limit value is set to 3.When the result of the determination of step S 10 is YES (the engine stop request flag activation counter is larger than a predetermined value), the processing proceeds to step S 11.On the other hand, when the result of the determination of step S 10 is NO (the engine stop request flag activation counter is equal to or less than a predetermined value), the processing proceeds to step S 3.In step S 11, ECU 60 displays a mode selection screen. In this embodiment, when it is repeatedly determined that wrong recognition of the mode has occurred, the ECU 60 notifies the wrong recognition of the mode by a means other than stopping the vehicle. For example, the other means includes changing a blinking cycle of a direction indicator.For example, the flasher is provided in a display device (for example, a tacho) on which various setting information of the various modes is displayed. For example, the ECU 60 may signal wrong recognition of the mode by shortening the blink cycle of the blinker as compared to that in the normal state.In step S 12, the ECU 60 resets the engine stop request flag activation counter. For example, when the ignition is off (NO in step S 1) or the vehicle is traveling (NO in step S 2), the ECU 60 sets the number of determinations of the engine stop request flag activation to 0.In step S 13, the ECU 60 determines that an engine stop request flag is disabled. Here, an engine stop request flag deactivation means that an engine stop signal request flag is not activated. In this embodiment, the engine stop request flag deactivation is determined by satisfying any condition of the conditions that the ignition is off (NO in step S 1), the vehicle is running (NO in step S 2), the operation mode is the automatic mode (NO in step S 3), the clutch is in the released state (NO in step S 4), and a gear engagement operation has not been performed (NO in step S 6).As described above, the above embodiment uses the ECU 60 having the manual mode in which the clutch is engaged and released by operation of the clutch lever 4 band the automatic mode in which the clutch is engaged and released without operation of the clutch lever 4 bwhich can switch between the manual mode and the automatic mode; and notifies wrong recognition of the mode when it is determined that the wrong recognition of the mode has occurred.With this configuration, when it is determined that the wrong mode recognition has occurred, a driver can be actively notified of the wrong mode recognition even by the ECU 60 notifying of the wrong mode recognition if the driver does not recognize a current mode. Accordingly, it is possible to cause the driver to recognize wrong recognition of the mode before starting.In the above embodiment, since the ECU 60 notifies the wrong recognition of the mode by stopping the vehicle, it is possible to enable a driver to more reliably recognize that a wrong recognition of the mode has occurred. Since an operation of stopping the vehicle is performed under the control, it is possible to reduce a shock at the time of stopping compared to a case where the operation of stopping the vehicle is mechanically performed.In the above embodiment, since the ECU 60 notifies the wrong recognition of the mode by outputting an engine stop signal, it is possible to enable a driver to more reliably recognize that a wrong recognition of the mode has occurred.In the above embodiment, since the ECU 60 determines that the wrong detection of the engine has occurred when the shift operation is performed without operation of the clutch lever 4 bin a state where the manual mode is set, the following advantages are obtained. Since the driver can recognize wrong recognition of the mode when the manual mode is set, it is possible to avoid erroneous operation when the manual mode is set. For example, even if the driver does not recognize that the manual mode is set, it is possible to cause the driver to recognize the mode by causing the driver to select the mode in a semi-forced manner by notifying wrong recognition of the mode.In the above embodiment, since the ECU 60 determines that the wrong recognition of the mode has occurred only when it is determined that the vehicle speed is equal to or lower than a predetermined value, the time at which a driver is allowed to recognize a wrong recognition of the engine can be limited to a period in which it is determined that the vehicle speed is equal to or lower than the predetermined value.In the above embodiment, since the ECU 60 notifies wrong recognition of the engine by a means other than the stopping of the vehicle, when it is repeatedly determined that the wrong recognition of the engine has occurred, it is possible to enable a driver to misrecognize the engine even at the time of stopping the vehicle.In the above embodiment, since the other means comprises changing the flashing cycle of the flasher, the following advantages are obtained. By allowing a driver to recognize the change of a blinking cycle of the direction indicator, it is possible to allow the driver to more reliably recognize that false recognition of the mode has occurred.The manual mode is divided into a simple mode and an expert mode depending on an operation amount of the clutch lever 4b. Here, the simple mode is a mode in which the clutch can be switched to the disengaged state (the released state) only when the operation amount of the clutch lever 4 bis larger than a certain value. On the other hand, the expert mode is a mode in which the clutch can be switched to the disengaged state when the operation amount of the clutch lever 4 bis slightly smaller than a predetermined value (smaller than a displacement amount in the simple mode).For example, the ECU 60 may determine that the wrong recognition of the mode has occurred when the shift operation is performed without operation of the clutch lever 4 bin a state where the expert mode is set. Accordingly, since the driver can recognize wrong recognition of the mode when the expert mode is set, it is possible to avoid erroneous operation when the expert mode is set. For example, even if a driver does not recognize that the expert mode is set, it is possible to cause the driver to recognize the mode by causing the driver to select the mode by notifying wrong recognition of the mode in a semi-forced manner.The clutch may be engaged with an increase in hydraulic pressure and the clutch may be released with a decrease in hydraulic pressure. For example, the clutch may employ a configuration in which the clutch is released with an increase in hydraulic pressure and the clutch is engaged with a decrease in hydraulic pressure.The clutch actuator may employ a clutch pedal or other various clutch actuators.In the above embodiment, an example in which the control unit is incorporated into the ECU (an example in which the ECU includes the hydraulic pressure control unit) has been described. For example, the control unit may be separate from the ECU. The gear change device may include, for example, a hydraulic pressure control unit that is separate from the ECU. In this case, the wrong detection of the mode may be determined by the hydraulic pressure control unit, and the engine stop signal may be output from the ECU.The saddle-riding type vehicle may have a gear change device without requiring a clutch operation in which a manual clutch operation is basically used and gear change under certain conditions is possible by adjusting a driving force without performing a manual clutch operation.Examples of the saddle-riding type vehicle include all vehicles on which a rider sits astride a vehicle body, as well as three-wheel vehicles (including a vehicle having a front wheel and two rear wheels and a vehicle having two front wheels and one rear wheel), or four wheels in addition to a motorcycle (including a bicycle having an engine and a scooter type vehicle), and also include a vehicle having an electric motor as an engine.BRIEF DESCRIPTION OF THE REFERENCE NUMERALS1 Motorcycle (saddle-riding type vehicle, vehicle) 4B Clutch lever 13 Engine 60 ECU (control unit)

Claims

A speed change device comprising a control unit (60) that includes: a manual mode in which a clutch is engaged and released by operation of a clutch lever (4b); and an automatic mode in which the clutch is engaged and released without operation of the clutch lever (4b), and is capable of changing setting to the manual mode and the automatic mode; and configured to signal false detection of a mode when it is determined that the false detection of a mode has occurred, wherein the control unit (60) is configured to determine that the false detection of the mode has occurred only when a shift operation has been performed without the clutch lever (4b) being operated in a state where the manual mode is set, and it is determined that the vehicle speed is equal to or lower than a predetermined value.Gear change device according to claim 1, wherein the control unit (60) is configured to signal the wrong detection of the mode by stopping a vehicle (1).The gear change device according to claim 1, wherein the control unit (60) is configured to signal the wrong detection of the mode by outputting a signal for stopping an engine (13) of the vehicle (1).The gear change device according to any one of claims 1 to 3, wherein the control unit (60) is configured to signal the wrong recognition of the mode with a means other than the stopping of the vehicle (1) when it is repeatedly determined that the wrong recognition of the mode has occurred.The gear change device according to claim 4, wherein the other means is a means configured to change a blinking cycle of a direction indicator.

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