Saddle riding type vehicle

Abstract

To provide a compact saddle riding type vehicle having a high design and manufacture freedom degree capable of designing and manufacturing vehicles of different transmission types in accordance with rider's preference.SOLUTION: A saddle riding type vehicle includes an engine, a clutch, a multistage transmission, a shift and clutch common actuator, a clutch link transmission mechanism, and a shift link transmission mechanism. The clutch link transmission mechanism includes a first clutch link arm, a clutch link rod, and a second clutch link arm, and the shift link transmission mechanism includes a first shift link arm, a shift link rod, and a second shift link arm. Both the clutch link transmission mechanism and the shift link transmission mechanism are disposed outside a crankcase and outside an engine cover.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a saddle-ride type vehicle. [Background technology]

[0002] For example, Patent Document 1 discloses a saddle-ride type vehicle equipped with a transmission. This transmission is an automatic multi-speed transmission. More specifically, the saddle-ride type vehicle of Patent Document 1 includes a motor that rotates a shift spindle of the transmission, and a clutch that is disengaged by a clutch lever provided on the shift spindle. More specifically, the motor is connected to a spindle member and a reduction gear train, and the rotation of the motor transmitted by the spindle member and the reduction gear train is transmitted to the shift spindle. A clutch lever with a pin is fixed to the shift spindle. The pin engages with a cam hole in a connecting arm of the clutch. When the motor operates, the shift spindle rotates via the spindle member and the reduction gear train, and the gear position is changed. At this time, the pin of the clutch lever, which rotates together with the shift spindle, rubs against the cam hole in the connecting arm, causing the connecting arm to rotate. This disengages the clutch. In the saddle-type vehicle of Patent Document 1, the clutch and transmission are driven by a single motor, thereby achieving a compact design. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6419625 Summary of the Invention [Problem to be solved by the invention]

[0004] In the case of saddle-ride type vehicles, it is sometimes desirable to manufacture multiple types of vehicles according to the rider's preferences for gear shifting methods while keeping most of the vehicle body parts in common. More specifically, in the case of saddle-ride type vehicles, it is sometimes desirable to have a high degree of freedom in design and manufacturing so that vehicles with different gear shifting types can be designed and manufactured, such as electrically-shifted vehicles in which gear shifting is performed by an actuator, and manual-shifted vehicles in which gear shifting is performed by the rider's operating force, while also being compact.

[0005] The object of the present invention is to provide a compact saddle-type vehicle that has a high degree of freedom in design and manufacturing, allowing the design and manufacturing of vehicles with different gear types according to the rider's preferences, such as an electrically-operated transmission type vehicle in which the gears are changed by an actuator, and a manual type vehicle in which the gears are changed by the rider's operating force. [Means for solving the problem]

[0006] For example, the saddle-ride type vehicle of Patent Document 1 is an electrically variable transmission type. The rotation of the motor in the saddle-ride type vehicle of Patent Document 1 is transmitted by a reduction gear train. Therefore, the saddle-ride type vehicle requires a space to allow the entire gears constituting the reduction gear train to rotate. Furthermore, in the reduction gear train, rotation is transmitted by precise meshing between the gears. Therefore, each gear is firmly supported by a highly rigid case to maintain precise meshing. Specifically, both ends of each gear in the reduction gear train are supported by cases such as a front casing and a gear case. The case is connected to the power unit of the saddle-ride type vehicle. Furthermore, the case is required to function to isolate the reduction gear train from the outside in order to maintain a sealed state to prevent sand or other obstacles from entering the meshing portions of the gears and to maintain a lubricated state for the meshing. In the case of the clutch of the saddle-ride type vehicle disclosed in Patent Document 1, a pin attached to the rotating clutch lever presses the connecting arm so as to rotate. Therefore, the clutch lever rotates with a diameter equal to the distance from the rotation center of the shift spindle to the pin, which is the point of application. The connecting arm also rotates with a diameter equal to the distance from the rotation center to the point of application where the pin contacts the rotation center. Therefore, the saddle-ride type vehicle disclosed in Patent Document 1 is required to provide space for the shift spindle to rotate and space for the connecting arm to rotate. Furthermore, the distances from the rotation center to the application point of the clutch lever and the connecting arm are long, corresponding to the distance over which the force for shifting is transmitted, and a large load corresponding to these distances is applied to each of the rotation centers, which serve as fulcrums. Therefore, the rotating shafts at the rotation centers of the clutch lever and the connecting arm are supported by cases at both ends. In this way, in the saddle-ride type vehicle of Patent Document 1, the mechanism that transmits the power of the motor to the transmission and clutch is housed in a case that is connected to the power unit for the purposes of precise connection, load on the rotating shaft, prevention of intrusion of obstacles, and maintenance of lubrication. In other words, the transmission mechanism is housed in the case of the power unit.

[0007] As described above, in the case of saddle-ride type vehicles, it is sometimes desirable to manufacture multiple types of vehicles according to different rider preferences in terms of the method of shifting gears, while keeping most of the vehicle body parts in common. The present inventor has researched a configuration for realizing a compact saddle-ride type vehicle that has a high degree of freedom in design and manufacturing, allowing the design and manufacturing of vehicles with different gear types according to rider preferences, such as an electrically shiftable vehicle in which the gears are shifted by an actuator, and a manual vehicle in which the gears are shifted by the rider's operating force. For example, if a manual-type vehicle is designed and manufactured, and then an attempt is made to design and manufacture an electrically-transmitted vehicle by referring to the mechanism of Patent Document 1, for the reasons mentioned above, it would be necessary to make significant changes not only to the mechanism that transmits power to the transmission and clutch, but also to the power unit itself, including the case.

[0008] The inventors have considered constructing the transmission mechanism that transmits the rotational force of the shared shift / clutch actuator to the shift shaft and the transmission mechanism that transmits that rotational force to the clutch actuation cam as link transmission mechanisms each having a link rod connected to a link arm, and have considered locating both of these link transmission mechanisms outside the crankcase and outside the engine cover. The link rod in the link transmission mechanism transmits force by moving in the longitudinal direction of the link rod. Therefore, the width dimension perpendicular to the direction of movement of the space that must be maintained for the movement of the link rod is not related to the distance over which the force is transmitted, unlike, for example, gear connections or direct connections between arms. Furthermore, the link arm connected to the link rod can also be placed in a rotation space with a diameter from the center of rotation to the connection point with the link rod, regardless of the distance over which the force is transmitted. Therefore, the transmission mechanism can be placed compactly regardless of the distance over which the force is transmitted from the motor.

[0009] Furthermore, the link rod itself does not need to be supported by the case. Furthermore, the distance from the fulcrum of the rotating link arm to the point of application is the distance from the center of rotation of the link arm to the connection point with the link rod, and the load acting on the fulcrum is independent of the length of the link rod. This reduces the load acting on the fulcrum. Therefore, for example, force can be transmitted without supporting both ends of the link arm's rotating shaft on the crankcase or engine cover. Furthermore, because gear meshing and rubbing parts can be eliminated from the transmission mechanism, the impact of obstacles such as sand is reduced. Therefore, even if both parts of the transmission mechanism are located outside the crankcase and outside the engine cover, the impact on the transmission function is minimized.

[0010] Therefore, if both an electrically-operated and a manual-type vehicle are designed and manufactured, the electrically-operated vehicle can be designed and manufactured by adding a common shift / clutch actuator to the manual-type vehicle by adopting the above-mentioned link transmission mechanism, and both link transmission mechanisms can be located outside the crankcase and outside the engine cover. In this case, the electrically-operated vehicle can be designed and manufactured while retaining the basic structure of the crankcase and engine cover of the manual-type vehicle.

[0011] Therefore, it is possible to realize a compact saddle-type vehicle while having a high degree of freedom in design and manufacturing, allowing the design and manufacturing of vehicles with different gear types according to the rider's preferences, such as an electrically-shifted vehicle in which the gears are changed by an actuator, and a manual type vehicle in which the gears are changed by operating force. The present inventors have completed the present invention based on the above findings. Specifically, the present invention can employ the following configurations.

[0012] (1) A saddle-type vehicle, The saddle-ride type vehicle is an engine having a power mechanism including a crankshaft that generates power for driving the saddle-riding type vehicle, a crankcase that supports the crankshaft, and an engine cover that is attached to the crankcase and houses a part of the power mechanism; a clutch having a clutch actuating cam and disconnecting and connecting the transmission of the power in response to rotation of the clutch actuating cam; a multi-speed transmission having a shift shaft and changing gear stages in response to rotation of the shift shaft; a shift / clutch actuator having an electric actuator and an output rotary shaft for outputting a rotational force generated by the electric actuator, the shift / clutch actuator outputting a rotational force from the output rotary shaft for driving the clutch and the multi-stage transmission; a clutch link transmission mechanism that has a first clutch link arm fixed to the clutch actuating cam, a clutch link rod connected to the first clutch link arm, and a second clutch link arm connected to the clutch link rod, and that transmits the rotational force of the output rotation shaft of the common shift / clutch actuator to the clutch actuating cam; a shift link transmission mechanism that has a first shift link arm fixed to the shift shaft, a shift link rod connected to the first shift link arm, and a second shift link arm connected to the shift link rod, and transmits a rotational force of the output rotation shaft of the shift / clutch actuator to the shift shaft, Both the clutch link transmission mechanism and the shift link transmission mechanism are disposed outside the crankcase and outside the engine cover.

[0013] The straddle-type vehicle (1) includes an engine, a clutch, a multi-speed transmission, a shift / clutch actuator, a clutch link transmission mechanism, and a shift link transmission mechanism. The engine has a power mechanism, a crankcase, and an engine cover. The power mechanism generates power for driving the saddle-riding type vehicle. The power mechanism includes a crankshaft. For example, in addition to the crankshaft, the power mechanism has pistons, connecting rods, valves, spark plugs, a generator, and a crank position detection device as mechanisms for generating power for driving the saddle-riding type vehicle. The crankcase supports the crankshaft. Note that the crankcase may support mechanisms and parts other than the crankshaft. The engine cover is attached to the crankcase. The engine cover houses a part of the power mechanism. For example, the engine cover is attached to the crankshaft and covers a generator provided outside the crankcase. Note that the engine cover is not particularly limited, and may house a part of the power mechanism that generates power other than the generator. The clutch has a clutch actuation cam, and the clutch cuts off and connects the transmission of power in response to the rotation of the clutch actuation cam. The multi-speed transmission has a plurality of gears. The multi-speed transmission has a shift shaft. The multi-speed transmission changes gears in response to rotation of the shift shaft. The combined shift / clutch actuator has an output rotary shaft and an electric actuator. The output rotary shaft outputs the rotational force generated by the electric actuator. The combined shift / clutch actuator outputs from the output rotary shaft the rotational force that drives the operation of the clutch and the multi-speed transmission. The clutch link transmission mechanism has a first clutch link arm, a clutch link rod, and a second clutch link arm. The first clutch link arm is fixed to the clutch actuation cam. The clutch link rod is connected to the first clutch link arm. The second clutch link arm is connected to the clutch link rod. The clutch link transmission mechanism transmits the rotational force of the output rotary shaft of the shift / clutch actuator to the clutch actuation cam. The shift link transmission mechanism has a first shift link arm, a shift link rod, and a second shift link arm. The first shift link arm is fixed to the shift shaft. The shift link rod is connected to the first shift link arm. The second shift link arm is connected to the shift link rod. The shift link transmission mechanism transmits the rotational force of the output rotation shaft of the shift / clutch actuator to the shift shaft. Both the clutch linkage transmission mechanism and the shift linkage transmission mechanism are located outside the crankcase and outside the engine cover.

[0014] The clutch link rod in the clutch link transmission mechanism transmits force by moving in the direction in which the clutch link rod extends. Therefore, the clutch link rod can be arranged in a space that is the space for the clutch link rod itself plus additional space for the movement of the clutch link rod. Unlike, for example, a gear connection or a direct connection between arms, the additional space for the movement of the clutch link rod is not related to the distance over which the force is transmitted. In other words, the width dimension perpendicular to the direction of movement of the space that must be maintained for the movement of the clutch link rod is not related to the distance over which the force is transmitted, unlike, for example, a gear connection or a direct connection between arms. Furthermore, the link arm connected to the clutch link rod can also be arranged in a rotation space with a diameter from the center of rotation to the connection point with the clutch link rod, regardless of the distance over which the force is transmitted. Therefore, the clutch link transmission mechanism can be arranged compactly regardless of the distance over which the force is transmitted from the motor. Furthermore, the shift link rod in the shift link transmission mechanism transmits force by moving in the direction in which the shift link rod extends. Therefore, the shift link rod can be arranged in a space that adds space for the movement of the shift link rod to the space for the shift link rod itself. Unlike, for example, a gear connection or a direct connection between arms, the additional space for the movement of the shift link rod is not related to the distance over which the force is transmitted. In other words, the width dimension perpendicular to the direction of movement of the space that must be maintained for the movement of the shift link rod is not related to the distance over which the force is transmitted, unlike, for example, a gear connection or a direct connection between arms. Furthermore, the link arm connected to the shift link rod can also be arranged in a rotation space with a diameter from the center of rotation to the connection point with the shift link rod, regardless of the distance over which the force is transmitted. Therefore, the shift link transmission mechanism can be arranged compactly regardless of the distance over which the force is transmitted from the motor.

[0015] Furthermore, the link rod itself does not need to be supported by the case. Furthermore, for the first clutch link arm, second clutch link arm, first shift link arm, and second shift link arm, the distance from the fulcrum of the rotating link arm to the point of application is the distance from the link arm's rotation center to the connection point with the link rod, and the load applied to the fulcrum is independent of the length of the link rod. Therefore, regardless of the force transmission distance, the distance from the link arm's rotation center to the connection point with the link rod, which is the point of application, can be reduced, thereby reducing the load applied to the rotation center, i.e., the fulcrum. Therefore, for example, force can be transmitted without supporting both ends of the link arm's rotating shaft on the crankcase or engine cover. Furthermore, because the transmission mechanism does not have any gear meshing or rubbing parts, the impact of obstacles such as sand and dust is reduced. Therefore, even if both the clutch link transmission mechanism and the shift link transmission mechanism are located outside the crankcase and the engine cover, the transmission function is not affected.

[0016] Therefore, for example, if an electrically-operated and manual-type vehicle are designed and manufactured, the electrically-operated vehicle can be designed and manufactured by adding a common shift / clutch actuator to the manual-type vehicle by adopting the above-mentioned link transmission mechanism, and further by locating both link transmission mechanisms outside the crankcase and outside the engine cover. In this case, an electrically-operated vehicle can be designed and manufactured by adding parts while retaining the basic structure of the crankcase and engine cover of the manual-type vehicle.

[0017] Therefore, it is possible to realize a compact saddle-type vehicle while having a high degree of freedom in design and manufacturing, allowing the design and manufacturing of vehicles with different gear types according to the rider's preferences, such as an electrically-shifted vehicle in which the gears are changed by an actuator, and a manual type vehicle in which the gears are changed by operating force.

[0018] (2) A saddle-type vehicle as defined in (1), a vehicle body frame to which the engine is attached, the clutch and the multi-speed transmission are attached to the engine, The common shift / clutch actuator is attached to the vehicle frame.

[0019] In a saddle-type vehicle in which a shift / clutch actuator is attached to the vehicle frame, the distance from the clutch actuation cam of the clutch or the shift shaft of a multi-speed transmission to the output rotation shaft of the shift / clutch actuator is cumulatively affected by at least the following tolerances. Mounting tolerance of the shift / clutch actuator to the vehicle frame - Engine mounting tolerance to the vehicle frame - Installation tolerance of the clutch and multi-speed transmission to the engine For this reason, the distance from the clutch actuating cam or shift shaft to the output rotary shaft is likely to have a large tolerance for each vehicle. In the saddle-ride type vehicle (2), the clutch actuation cam and the output rotary shaft are connected via a clutch link transmission mechanism. Also, the shift shaft and the output rotary shaft are connected via a shift link transmission mechanism. The transmission distance in the link transmission mechanism can be adjusted more flexibly, for example, by using a link rod length adjustment mechanism, compared to transmission using gears, for example. This allows for a high degree of freedom, including adjustment, in the design and manufacture of electrically variable transmission type vehicles.

[0020] (3) A saddle-type vehicle as defined in (1) or (2), The second shift link arm is fixed to the output rotary shaft of the shift / clutch actuator, and the second clutch link arm is fixed to the shift shaft.

[0021] According to the straddle-type vehicle of (3), the rotation of the output rotary shaft of the combined shift / clutch actuator is transmitted to the shift shaft via the shift link transmission mechanism. The rotation of the shift shaft is then transmitted to the clutch actuation cam via the clutch link transmission mechanism. According to the straddle-type vehicle of (3), the link rods are prevented from being concentrated on the output rotary shaft of the combined shift / clutch actuator. Therefore, the shift link transmission mechanism and the clutch link transmission mechanism can be arranged compactly.

[0022] (4) A saddle-type vehicle as defined in any one of (1) to (3), The clutch link rod and the shift link rod are disposed so as to extend along a plane perpendicular to the vehicle width direction of the saddle-ride type vehicle.

[0023] When transmitting force, the link rod in the link mechanism moves in the direction in which the link rod extends. According to the saddle-ride type vehicle of (4), the clutch link rod and the shift link rod are arranged to extend along a plane perpendicular to the vehicle width direction. Therefore, when the clutch and the transmission are operating, the clutch link rod and the shift link rod are prevented from moving so as to protrude in the vehicle width direction of the saddle-ride type vehicle. When the angle between the rod and the surface is less than 45 degrees, it can be said that "the rod extends along the surface."

[0024] (5) A saddle-type vehicle according to any one of (1) to (4), The clutch is an inner push type that is disposed to the right of the center line in the vehicle width direction of the saddle riding type vehicle when viewed from above.

[0025] According to the straddle-type vehicle (5), the clutch actuating cam of the inner push-type clutch, which is positioned to the right of the center line, is positioned to the left of the center line. In other words, the clutch actuating cam is positioned to the left of the center line, just like the connection end of the shift shaft. Therefore, when the shift link rod is positioned to extend along a plane perpendicular to the vehicle width direction, the clutch link rod is also positioned to extend along a plane perpendicular to the vehicle width direction. This further reduces the shift link rod's movement to protrude in the vehicle width direction.

[0026] (6) A saddle-type vehicle according to any one of (1) to (5), The shared shift / clutch actuator is disposed behind the cylinders of the engine and above the crankcase.

[0027] The straddle-type vehicle (6) has a high degree of freedom in design and manufacturing, allowing vehicles with different transmission types to be designed and manufactured. Even in the case of an electric transmission type, the space created by the shape of the engine can be utilized to compactly position the actuator for both the shift and clutch. (7) A saddle-type vehicle as defined in any one of (1) to (6), the engine includes a sprocket that outputs driving force from the multi-stage transmission; The shift shaft is disposed above the sprocket in the vertical direction of the saddle-ride type vehicle.

[0028] According to the straddle-type vehicle of (7), when the shift / clutch actuator is disposed above the crankcase, the shift link transmission mechanism can be disposed in a position that does not overlap with the sprocket, chain, or belt in a side view of the straddle-type vehicle, which allows the shift link transmission mechanism to be disposed compactly in the vehicle width direction of the straddle-type vehicle. (8) A saddle-type vehicle according to any one of (1) to (7), The clutch link transmission mechanism and the shift link transmission mechanism are configured so that the rotation angle of the clutch actuating cam is equal to or greater than the rotation angle of the shift shaft.

[0029] In the straddle-type vehicle (8), the clutch actuating cam rotates through an angle greater than that of the shift shaft. The rotation angle of the clutch actuating cam required for the clutch to operate varies depending on the degree of wear and installation tolerance of the plates built into the clutch. Because the clutch actuating cam rotates through an angle greater than that of the shift shaft, when the shift shaft rotates, the clutch actuating cam rotates an angle sufficient to operate the clutch.

[0030] A saddle-type vehicle is a vehicle equipped with a saddle-type seat. A saddle-type vehicle is configured so that a rider sits astride the seat. A saddle-type vehicle has a power source. Saddle-type vehicles are not limited to scooter-type, moped-type, off-road-type, and on-road-type motorcycles, but also include snowmobiles, watercraft, all-terrain vehicles (ATVs), and the like. A saddle-type vehicle may have at least one front wheel and at least one rear wheel. A saddle-type vehicle is not limited to motorcycles, but may be a three-wheeled vehicle having a pair of front or rear wheels, or a four-wheeled vehicle having a pair of front and rear wheels, respectively. A saddle-type vehicle may be configured to be able to turn in a leaning position, leaning toward the center of a curve.

[0031] The combined shift / clutch actuator is attached to, for example, the vehicle body frame. However, the attachment of the combined shift / clutch actuator is not particularly limited, and it may be attached to, for example, the crankcase.

[0032] The clutch is, for example, a centrifugal clutch, but the clutch is not particularly limited, and may be configured without a centrifugal clutch function.

[0033] The electric actuator is controlled by, for example, a control device. This control device has, for example, a function to control the electric actuator and a function to control the engine. However, the control device is not particularly limited, and for example, the control device may have a function to control the electric actuator without having a function to control the engine.

[0034] The terminology used herein is for the purpose of defining particular embodiments only and is not intended to limit the invention. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed components. As used herein, the use of the terms "including," "comprising," or "having," and variations thereof, identifies the presence of stated features, steps, operations, elements, components, and / or equivalents thereof, but may include one or more of the steps, operations, elements, components, and / or groups thereof. As used herein, the terms "attached," "connected," "coupled," and / or equivalents thereof are used broadly and encompass both direct and indirect attachments, connections, and couplings. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, but can include direct or indirect electrical connections or couplings. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms, such as those defined in commonly used dictionaries, should be interpreted to have a meaning consistent with the meaning in the context of the relevant technology and this disclosure, and should not be interpreted in an idealized or overly formal sense unless explicitly defined herein. It is understood that numerous techniques and processes are disclosed in the description of the present invention. Each of these has distinct advantages, and each can also be used with one or more, or in some cases all, of the other disclosed techniques. Therefore, for the sake of clarity, this description will refrain from unnecessarily repeating every possible combination of individual steps. Nevertheless, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention and claims. A novel straddle-type vehicle is described herein. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention. However, it will be apparent to one skilled in the art that the present invention may be practiced without these specific details. The present disclosure is to be considered as an example of the present invention and is not intended to limit the present invention to the specific embodiments illustrated in the following drawings or description. [Effects of the Invention]

[0035] According to the present invention, it is possible to realize a compact saddle-type vehicle while having a high degree of freedom in design and manufacturing, allowing the design and manufacturing of vehicles with different gear types according to the rider's preferences, such as an electrically-driven vehicle in which the gears are changed by an actuator, and a manual vehicle in which the gears are changed by the rider's operating force. [Brief explanation of the drawings]

[0036] [Figure 1] 1 is a schematic side view showing a saddle-ride type vehicle according to an embodiment of the present invention; [Figure 2] FIG. 2 is a schematic side view showing the power unit shown in FIG. [Figure 3] 3 is a developed cross-sectional view showing a cross section along each axis of the power unit shown in FIG. 2. FIG. [Figure 4] 3 is an enlarged cross-sectional view showing the clutch shown in FIG. 2, the multi-speed transmission, the shift / clutch actuator, the clutch link transmission mechanism, and the shift link transmission mechanism. FIG. [Figure 5] 5 is a cross-sectional view showing a modified example of the clutch link transmission mechanism 8 shown in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0037] FIG. 1 is a schematic side view showing a saddle-ride type vehicle according to one embodiment of the present invention. In the drawings of this application, "F" indicates the front when traveling, and "B" indicates the rear. Also, "U" indicates the upper side when the saddle-type vehicle is upright, and "D" indicates the lower side. Also, "L" indicates the left side in the direction of travel, and "D" indicates the right side. The vehicle width direction including the left side L and the right side R is referred to as LR.

[0038] The straddle-type vehicle 1 shown in FIG. 1 includes two wheels 2a, 2b, a seat 3, a drive unit DU, and a body frame FR. The seat 3 is saddle-shaped. A rider of the saddle-type vehicle 1 sits astride on the seat 3. The rear wheel 2b functions as a drive wheel. The drive unit DU is equipped with an engine 4. The drive unit DU supplies driving force to the wheel 2b, which serves as a drive wheel. The wheel 2b receives the driving force and rotates, causing the saddle-type vehicle 1 to move. The body frame FR supports the entire body of the saddle-type vehicle 1. The engine 4 of the drive unit DU is attached to the body frame FR.

[0039] FIG. 2 is a schematic side view showing the power unit shown in FIG. FIG. 3 is an exploded cross-sectional view showing a cross section along each axis of the power unit shown in FIG. 2. The cross section shown in FIG. 3 is not a single plane, but a curved surface along each axis and center line within the power unit. Each part is shown exploded to avoid overlapping and to make the drive structure easier to understand. Therefore, the relative positions of each part are different from those shown in FIG. 2.

[0040] 2 and 3 includes an engine 4, a clutch 5, a multi-speed transmission 6, a combined shift / clutch actuator 7, a clutch link transmission mechanism 8, and a shift link transmission mechanism 9. In other words, the saddle-ride type vehicle 1 shown in FIG. 1 includes an engine 4, a clutch 5, a multi-speed transmission 6, a combined shift / clutch actuator 7, a clutch link transmission mechanism 8, and a shift link transmission mechanism 9.

[0041] The engine 4 has a power mechanism 41, a crankcase 42, and engine covers 43a and 43b. The power mechanism 41 generates power for driving the saddle-riding type vehicle 1. The power mechanism 41 includes a crankshaft 411. In addition to the crankshaft 411, the power mechanism 41 has, for example, a piston 412, a connecting rod 413, an ignition plug 415, a generator 416, and a crank position detection device 417 as a mechanism for generating power for driving the saddle-riding type vehicle 1. The engine 4 also has a cylinder 418 that houses the piston 412. The cylinder 418 is connected to the crankcase 42. The crankcase 42 supports the crankshaft 411. Note that the crankcase 42 may support mechanisms and parts other than the crankshaft 411. The crankcase 42 supports the clutch 5 and the multi-speed transmission 6. In other words, the clutch 5 and the multi-speed transmission 6 are attached to the engine 4.

[0042] The engine covers 43a and 43b are attached to the crankcase 42. The engine covers 43a and 43b house parts of the power mechanism 41. The engine cover 43a houses part of the power mechanism 41 to prevent water and sand from entering from the outside. The engine cover 43a covers part of the power mechanism 41 in a watertight manner.

[0043] The engine cover 43a covers the generator 416. The generator 416 is attached to the crankshaft 411 and is provided outside the crankcase 42. The engine cover 43a also covers the crank position detection device 417. The crank position detection device 417 detects the rotational position of the crankshaft 411 by magnetically detecting the rotational position of the rotor of the generator 416. Using the electric power generated by the generator 416, the spark plug 415 ignites the fuel-air mixture based on the position detected by the crank position detection device 417. This causes the engine 4 to perform combustion operation and generate power. Therefore, the generator 416 and the crank position detection device 417 are included in the power mechanism 41 that generates power.

[0044] Engine cover 43b covers clutch 5. Clutch 5 is connected to crankshaft 411 and is provided outside crankcase 42. Power of crankshaft 411 is transmitted by clutch 5 to multi-speed transmission 6 and then to wheels 2b. Therefore, clutch 5 is included in power mechanism 41 that generates power.

[0045] The clutch 5 is disposed to the right R of a center line C in a vehicle width direction LR of the saddle riding type vehicle 1 in a plan view of the saddle riding type vehicle 1. The clutch 5 is an inner push type. The clutch 5 has a clutch actuating cam 51. The clutch actuating cam 51 is disposed to the left of the center line C. The clutch 5 connects and disconnects the transmission of power in response to the rotation of a clutch actuation cam 51. More specifically, the clutch 5 has a push rod 52, a plurality of clutch plates 53, a weight member 54, and a cam member 55. The clutch 5 is a centrifugal clutch. The weight member 54 is in cam engagement with the cam member 55. The weight member 54 rotates in conjunction with the crankshaft 411. When the crankshaft 411 is stopped or is rotating at a speed below idling speed, the weight member 54 of the clutch 5 is positioned toward the center of rotation. In this case, the clutch 5 is in a disconnected state in which the transmission of power is cut off. When the rotational speed of the crankshaft 411 exceeds the idling speed, the weight member 54 moves outward. The cam member 55 and the weight member 54 press against the multiple clutch plates 53. This causes the clutch 5 to connect power. When the clutch 5 is in the engaged state, the clutch actuating cam 51 receives an actuating force and rotates, causing the push rod 52 engaged with the clutch actuating cam 51 to move. The push rod 52 moves so as to reduce the pressing force of the clutch plate 53. This puts the clutch 5 in a half-clutch state or a disengaged state.

[0046] The multi-speed transmission 6 has a plurality of gears. The multi-speed transmission 6 has a shift shaft 61. The multi-speed transmission 6 changes gears in accordance with the rotation of the shift shaft 61. The multi-speed transmission 6 is provided with a sprocket SP. The multi-speed transmission 6 outputs power from the sprocket SP. A chain or belt is attached to the sprocket SP. The power is transmitted to the wheel 2b (see Figure 1) via the chain or belt. By switching the gears, the gear ratio of the rotation transmitted to the wheel 2b changes. More specifically, the multi-speed transmission 6 includes a shift cam 62 and a gear group 63. The shift cam 62 rotates in response to rotation of the shift shaft 61. When the shift cam 62 rotates, the gear combination in the gear group 63 that is cam-engaged with the shift cam 62 is switched. This causes the gear position to be changed.

[0047] The shift / clutch actuator 7 is attached to the vehicle body frame FR. The shift / clutch actuator 7 has an output rotary shaft 71 and an electric actuator 72. The output rotary shaft 71 outputs a rotational force generated by the electric actuator 72. The shift / clutch actuator 7 outputs a rotational force from the output rotary shaft 71 that drives the operation of the clutch 5 and the multi-stage transmission 6. More specifically, the electric actuator 72 is controlled by the control unit ECU. When the electric actuator 72 operates under the control of the control unit ECU, the gear position of the multi-stage transmission 6 is changed, and the clutch 5 changes from an engaged state to a half-clutch state or a disengaged state.

[0048] The control device ECU may also have a function of controlling the output of the engine 4. For example, the control device ECU may perform a quick shift to facilitate changing the gear combination in the gear group 63 by controlling the output of the engine 4 to be temporarily changed when shifting gears in the multi-speed transmission 6. In this case, shifting of gears is easy even when the clutch 5 is not in a disengaged state. However, by placing the clutch 5 in a half-clutch state, the shock of the speed change caused by shifting gears can be alleviated. Also, for example, the control device ECU may be configured not to control the output of the engine 4. For example, when shifting gears in the multi-speed transmission 6, it is also possible to employ a configuration in which the output of the engine 4 is not changed and the clutch 5 is disengaged. This makes it easy to shift gears even without performing a quick shift.

[0049] The clutch link transmission mechanism 8 has a first clutch link arm 81, a clutch link rod 82, and a second clutch link arm 83. The first clutch link arm 81 is fixed to the clutch actuation cam 51. The clutch link rod 82 is connected to the first clutch link arm 81. The clutch link rod 82 has a rod body and two connecting portions that are threadedly connected to both sides of the rod body. The two connecting portions are rotatably connected to the first clutch link arm 81 and the second clutch link arm 83, respectively. The overall length of the clutch link rod 82 can be adjusted by changing the length of the threaded connected portion. The second clutch link arm 83 is connected to the clutch link rod 82. The clutch link transmission mechanism 8 transmits the rotational force of the output rotation shaft 71 of the shared shift / clutch actuator 7 to the clutch actuation cam 51. The clutch link rod 82 is arranged to extend along a plane N that is perpendicular to the vehicle width direction LR. Furthermore, the axis of rotation of the first clutch link arm 81, i.e., the axis of rotation of the clutch actuating cam 51, and the axis of rotation of the second clutch link arm 83 are not parallel, but are in a geometrically twisted relationship. The axis of rotation of the clutch actuating cam 51 and the axis of rotation of the second clutch link arm 83 become parallel when one is rotated substantially 90 degrees. The direction of the axis of rotation can be changed easily and compactly by the clutch link transmission mechanism 8 having the clutch link rod 82.

[0050] The shift link transmission mechanism 9 has a first shift link arm 91, a shift link rod 92, and a second shift link arm 93. The first shift link arm 91 is fixed to the shift shaft 61. The shift link rod 92 is connected to the first shift link arm 91. The shift link rod 92 has a rod body and two connecting portions that are threadedly connected to both sides of the rod body. The two connecting portions are rotatably connected to the first shift link arm 91 and the second shift link arm 93, respectively. The overall length of the shift link rod 92 can be adjusted by changing the length of the threaded connected portion. The second shift link arm 93 is connected to the shift link rod 92. The second shift link arm 93 is fixed to the shift shaft 61. The shift link rod 92 is arranged to extend along a plane N that is perpendicular to the vehicle width direction LR. The shift link transmission mechanism 9 transmits the rotational force of the output rotary shaft 71 of the shift / clutch actuator 7 to the shift shaft 61. When the second shift link arm 93 rotates due to the rotational force of the output rotary shaft 71, the shift link rod 92 moves in the longitudinal direction of the shift link rod 92. As a result, the first shift link arm 91 rotates together with the shift shaft 61.

[0051] In this embodiment, the second clutch link arm 83 is fixed to the shift shaft 61. Therefore, when the shift shaft 61 rotates together with the first shift link arm 91, the second clutch link arm 83 also rotates. The shift link rod 92 moves in the longitudinal direction of the shift link rod 92. As a result, the first clutch link arm 81 rotates together with the clutch actuating cam 51. The operating force of the clutch actuating cam 51 is transmitted via the shift shaft 61.

[0052] Both the clutch link transmission mechanism 8 and the shift link transmission mechanism 9 are disposed outside the crankcase 42 and outside the engine covers 43a, 43b. In other words, both the clutch link transmission mechanism 8 and the shift link transmission mechanism 9 are exposed to the outside of the saddle riding type vehicle 1. It is also possible to employ a configuration in which, for example, a rod-shaped or plate-shaped guard member for contact protection is provided outward of the clutch link transmission mechanism 8 and the shift link transmission mechanism 9. However, even in this case, unlike the case of the generator 416, the clutch link transmission mechanism 8 and the shift link transmission mechanism 9 are not sealed and are arranged so as to be in contact with the outside air.

[0053] Figure 4 is an enlarged cross-sectional view showing the clutch, multi-speed transmission, shift / clutch actuator, clutch link transmission mechanism, and shift link transmission mechanism shown in Figure 2. The engine is not shown, and the shift / clutch actuator is shown in the vicinity of the position shown in Figure 2. Hatching has been omitted in Figure 4 to more clearly show the drive structure.

[0054] The clutch link rod 82 in the clutch link transmission mechanism 8 transmits force by moving in the direction in which the clutch link rod 82 extends. The clutch link rod 82 can be placed in a space 8S, which is the space for the clutch link rod 82 itself plus additional space for the movement of the clutch link rod 82. Unlike, for example, a gear connection or a direct connection between arms, the additional space required for the movement of the clutch link rod 82 is not related to the distance over which the force is transmitted. In other words, the width 8W perpendicular to the direction of movement of the space 8S that must be maintained for the movement of the clutch link rod 82 is not related to the distance over which the clutch link transmission mechanism 8 transmits force, unlike, for example, a gear connection or a direct connection between arms. In addition, the first clutch link arm 81 and the second clutch link arm 83 connected to the clutch link rod 82 can also be placed in a rotation space with a diameter from the center of rotation to the connection portion with the clutch link rod 82, regardless of the distance over which the clutch link transmission mechanism 8 transmits force. Therefore, the clutch link transmission mechanism 8 can be placed compactly regardless of the distance over which the force is transmitted.

[0055] Furthermore, the shift link rod 92 in the shift link transmission mechanism 9 transmits force by moving in the direction in which the shift link rod 92 extends. Therefore, the shift link rod 92 can be arranged in a space 9S, which is the space for the shift link rod 92 itself plus additional space for the movement of the shift link rod 92. Unlike, for example, a gear connection or a direct connection between arms, the additional space required for the movement of the shift link rod 92 is not related to the distance over which the force is transmitted. In other words, unlike, for example, a gear connection or a direct connection between arms, the width dimension 9W of the space required for the movement of the shift link rod 92, which is perpendicular to the direction of movement, is not related to the distance over which the force is transmitted. Furthermore, the first shift link arm 91 and the second shift link arm 93 connected to the shift link rod 92 can also be arranged in a rotation space with a diameter from the center of rotation to the connection point with the shift link rod 92, regardless of the distance over which the force is transmitted. Therefore, the shift link transmission mechanism 9 can be arranged compactly regardless of the distance over which the force is transmitted.

[0056] Furthermore, the link rods 82, 92 themselves do not need to be supported by the case. Furthermore, for the first clutch link arm 81, the second clutch link arm 83, the first shift link arm 91, and the second shift link arm 93, the distance from the fulcrum to the point of application is the distance from the center of rotation to the connection point with the link rods 82, 92, and the load applied to the fulcrum is independent of the length of the link rods 82, 92. Therefore, regardless of the force transmission distance, the distance from the rotation center of the link arms 81, 83, 91, 93 to the connection point with the link rods 82, 92, which is the point of application, can be reduced, thereby reducing the load applied to the rotation center, i.e., the fulcrum. Therefore, for example, force can be transmitted without supporting both ends of the rotation shafts of the link arms 81, 83, 91, 93 on the crankcase 42 or the engine covers 43a, 43b. Furthermore, because parts that mesh or rub against gears can be eliminated from the transmission mechanism, the influence of obstacles such as sand and dust is reduced. Therefore, even if both the clutch link transmission mechanism 8 and the shift link transmission mechanism 9 are disposed outside the crankcase 42 and outside the engine covers 43a, 43b, the effect on the transmission function is suppressed.

[0057] Therefore, for example, if an electrically variable transmission type saddle-ride type vehicle 1 and a manual type saddle-ride type vehicle 1 are designed and manufactured as saddle-ride type vehicles 1, by employing the link transmission mechanism of this embodiment for the electrically variable transmission type, it is possible to add a shift / clutch shared actuator 7 to the manual type vehicle, and further to dispose both the clutch link transmission mechanism 8 and the shift link transmission mechanism 9 outside the crankcase 42 and outside the engine covers 43a, 43b. In this case, it is possible to design and manufacture the electrically variable transmission type while retaining the basic structures of the crankcase and engine cover of the manual type.

[0058] Therefore, a compact saddle-type vehicle 1 can be realized while having a high degree of freedom in design and manufacturing, allowing the design and manufacturing of vehicles with different gear types according to the rider's preferences, such as an electrically-shifted saddle-type vehicle in which the gears are changed by an actuator, and a manual saddle-type vehicle in which the gears are changed by the rider's operating force.

[0059] In this embodiment, the shift / clutch actuator 7 is attached to the vehicle body frame FR. By attaching the shift / clutch actuator 7 to the vehicle body frame FR, for example, there is no need to form an actuator attachment portion on the crankcase 42 just for the electric transmission type.

[0060] The distance from the clutch actuating cam 51 of the clutch 5 or the shift shaft 61 of the multi-speed transmission 6 to the output rotary shaft 71 of the shift / clutch actuator 7 is affected by at least the following cumulative tolerances. Mounting tolerance of the shift / clutch actuator 7 to the vehicle frame FR - Engine 4 installation tolerance to the front frame - Installation tolerance of the clutch 5 and the multi-speed transmission 6 relative to the engine 4 For this reason, the distance from the clutch actuating cam 51 or the shift shaft 61 to the output rotation shaft 71 is likely to have a large tolerance for each individual saddle-ride type vehicle 1 . According to this embodiment, the clutch actuating cam 51 and the output rotary shaft 71 are connected via a clutch link transmission mechanism 8. Furthermore, the shift shaft 61 and the output rotary shaft 71 are connected via a shift link transmission mechanism 9. The transmission distance in the clutch link transmission mechanism 8 can be adjusted more flexibly, for example, by using a length adjustment mechanism for the clutch link rod 82, compared to transmission using gears. The transmission distance in the shift link transmission mechanism 9 can also be adjusted more flexibly, for example, by using a length adjustment mechanism for the shift link rod 92, compared to transmission using gears. This allows for a high degree of freedom, including adjustment, in the design and manufacture of electrically variable transmission type vehicles.

[0061] In this embodiment, the second shift link arm 93 is fixed to the output rotary shaft 71 of the shift / clutch actuator 7 , and the second clutch link arm 83 is fixed to the shift shaft 61 .

[0062] The rotation of the output rotary shaft 71 of the combined shift / clutch actuator 7 is transmitted to the shift shaft 61 via the shift link transmission mechanism 9. The rotation of the shift shaft 61 is then transmitted to the clutch actuating cam 51 via the clutch link transmission mechanism 8. In the present embodiment, the link rods are prevented from being concentrated on the output rotary shaft 71 of the combined shift / clutch actuator 7. Therefore, the shift link transmission mechanism 9 and the clutch link transmission mechanism 8 can be arranged compactly near the combined shift / clutch actuator 7.

[0063] In this embodiment, the clutch link rod 82 and the shift link rod 92 are disposed so as to extend along a plane N perpendicular to the vehicle width direction LR of the saddle riding type vehicle 1.

[0064] The clutch link rod 82 and the shift link rod 92 are arranged to extend along a plane N (see FIG. 3) perpendicular to the vehicle width direction LR. Therefore, when the clutch 5 and the multi-stage transmission 6 are operating, the clutch link rod 82 and the shift link rod 92 are prevented from moving so as to protrude in the vehicle width direction LR of the saddle riding type vehicle 1.

[0065] Furthermore, the clutch 5 is an inner push type that is positioned to the right R of the center line C, and the clutch actuating cam 51 of the clutch 5 is positioned to the left L of the center line C. In other words, the clutch actuating cam 51 is positioned to the left L of the center line C, just like the connection end of the shift shaft 61. Therefore, when the shift link rod 92 is positioned to extend along a plane N that is perpendicular to the vehicle width direction, the clutch link rod 82 is also positioned to extend along a plane N that is perpendicular to the vehicle width direction LR. This further reduces the movement of the shift link rod 92 so that it protrudes in the vehicle width direction LR.

[0066] As shown in FIG. 2, the shift / clutch actuator 7 is disposed at a position B behind the cylinder 418 of the engine 4 and at a position U above the crankcase 42.

[0067] In this case, in the electrically variable transmission saddle-ride vehicle 1, the shift / clutch actuator 7 can be disposed by utilizing the space created by the shape of the engine 4. Therefore, the shift / clutch actuator 7 can be disposed compactly.

[0068] The engine 4 also includes a sprocket SP that outputs driving force from the multi-speed transmission 6, and the shift shaft 61 is disposed above the sprocket SP in the up-down direction UD.

[0069] In this case, the shift link transmission mechanism 9 is disposed in a position that does not overlap with the sprocket SP, the chain, or the belt in a side view of the saddle-riding type vehicle 1. Therefore, the shift link transmission mechanism 9 can be disposed compactly in the saddle-riding type vehicle 1 in the vehicle width direction LR.

[0070] In this embodiment, the clutch link transmission mechanism 8 and the shift link transmission mechanism 9 are configured so that the rotation angle of the clutch actuating cam 51 is equal to or greater than the rotation angle of the shift shaft 61.

[0071] In this case, the clutch actuating cam 51 rotates through an angle greater than that of the shift shaft 61. The rotation angle of the clutch actuating cam 51 required for the clutch 5 to operate varies depending on the degree of wear and installation tolerance of the clutch plates 53 built into the clutch 5. Because the clutch actuating cam 51 rotates through an angle greater than that of the shift shaft 61, when the shift shaft 61 rotates, the clutch actuating cam 51 rotates an angle sufficient to operate the clutch 5.

[0072] [Variations] FIG. 5 is a cross-sectional view showing a modification of the clutch link transmission mechanism 8 shown in FIG.

[0073] 5 has a first clutch link arm 81′, a clutch link rod 82′, and a second clutch link arm 83′. The second clutch link arm 83′ is fixed to the output rotary shaft 71 of the shift / clutch actuator 7. In the modified example shown in FIG. 5, the clutch link transmission mechanism 8 ′ also transmits the rotational force of the output rotation shaft 71 of the shift / clutch actuator 7 to the clutch actuation cam 51 . The shift link transmission mechanism 9 transmits the rotational force of the output rotation shaft 71 of the shift / clutch actuator 7 to the shift shaft 61. The operating force of the clutch operating cam 51 is transmitted without passing through the shift shaft 61. [Explanation of symbols]

[0074] 1: Saddle-type vehicle 4: Engine 5: Clutch 6: Multi-speed transmission 7: Clutch shared actuator 8,8': Clutch link transmission mechanism 8': Clutch link transmission mechanism 9: Shift link transmission mechanism 41: Power mechanism 42: Crankcase 43a, 43b: Engine cover 51: Clutch operating cam 61: Shift shaft 71: Output rotating shaft 72: Electric actuator 81,81': First clutch link arm 82,82': Clutch link rod 83,83': Second clutch link arm 91: First shift link arm 92: Shift link rod 93: Second shift link arm 411: Crankshaft 418: Cylinder FR: Body frame

Claims

1. A saddle-type vehicle, The saddle-ride type vehicle is an engine having a power mechanism including a crankshaft that generates power for driving the saddle-riding type vehicle, a crankcase that supports the crankshaft, and an engine cover that is attached to the crankcase and houses a part of the power mechanism; a clutch having a clutch actuating cam and disconnecting and connecting the transmission of the power in response to rotation of the clutch actuating cam; a multi-speed transmission having a shift shaft and changing gear stages in response to rotation of the shift shaft; a shift / clutch actuator having an electric actuator and an output rotary shaft that outputs a rotational force generated by the electric actuator, and that outputs a rotational force from the output rotary shaft that drives the clutch and the multi-stage transmission; a clutch link transmission mechanism that has a first clutch link arm fixed to the clutch actuation cam, a clutch link rod connected to the first clutch link arm, and a second clutch link arm connected to the clutch link rod, and transmits the rotational force of the output rotation shaft of the shift / clutch actuator to the clutch actuation cam; a shift link transmission mechanism that has a first shift link arm fixed to the shift shaft, a shift link rod connected to the first shift link arm, and a second shift link arm connected to the shift link rod, and transmits the rotational force of the output rotation shaft of the shift / clutch actuator to the shift shaft, Both the clutch link transmission mechanism and the shift link transmission mechanism are disposed outside the crankcase and outside the engine cover.

2. 2. The saddle-type vehicle according to claim 1, a vehicle body frame to which the engine is attached, the clutch and the multi-speed transmission are attached to the engine, The common shift / clutch actuator is attached to the vehicle frame.

3. 3. The saddle-type vehicle according to claim 1 or 2, The second shift link arm is fixed to the output rotary shaft of the shift / clutch actuator, and the second clutch link arm is fixed to the shift shaft.

4. 4. A saddle-type vehicle according to claim 1, The clutch link rod and the shift link rod are disposed so as to extend along a plane perpendicular to the vehicle width direction of the saddle-ride type vehicle.

5. 5. A saddle-type vehicle according to claim 1, The clutch is an inner push type that is disposed to the right of the center line in the vehicle width direction of the saddle riding type vehicle when viewed from above.

6. 6. A saddle-type vehicle according to claim 1, The shared shift / clutch actuator is disposed behind the cylinders of the engine and above the crankcase.

7. 7. A saddle-type vehicle according to claim 1, the engine includes a sprocket that outputs driving force from the multi-stage transmission; The shift shaft is disposed above the sprocket in the vertical direction of the saddle-ride type vehicle.

8. 8. A saddle-ride type vehicle according to claim 1, The clutch link transmission mechanism and the shift link transmission mechanism are configured so that the rotation angle of the clutch actuating cam is equal to or greater than the rotation angle of the shift shaft.

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