Saddle-type vehicle

Abstract

To improve operability of a saddle-riding type vehicle having shift assist control function.SOLUTION: A two-wheeled motor vehicle comprises: a shift pedal 30 which can be displaced in a shift-up direction or a shift-down direction from a neutral position by operation of a crewman; a shift stroke sensor 52 which detects an operation load of the shift pedal 30; and a controller 60 which performs shift change assist control on the basis of a detection result of the shift stroke sensor 52. The controller 60 prohibits shift-down assist control during a first time after the shift pedal 30 returns to the neutral position after the shift pedal 30 has been operated in the shift-up direction and shift-up assist control has been executed, and prohibits shift-up assist control during a second time after the shift pedal 30 returns to the neutral position after the shift pedal 30 has been operated in the shift-down direction and shift-down assist control has been executed.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] Shift assist control has been proposed for saddle-ride vehicles equipped with a clutch device, enabling smooth gear changes without the driver operating the clutch. For example, Patent Document 1 discloses a gear shift device that temporarily reduces engine output when it detects a driver's upshift operation. This gear shift device allows the driver to smoothly upshift the transmission with the throttle open, even without clutch operation. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Utility Model Application Publication No. 3-114547 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with conventional shift assist controls, when a driver operates a shift operation member such as a shift pedal in a flicking motion, an unintended load is applied to the shift operation member due to inertia when the shift operation member returns to its original position, which may result in the shift assist control being unexpectedly activated. To address the above-mentioned issues, the present application aims to improve the operability of saddle-ride type vehicles with a shift assist control function. This will ultimately further improve traffic safety and contribute to the development of sustainable transportation systems. [Means for solving the problem]

[0005] A saddle-ride type vehicle according to a first aspect of the present invention includes a shift operation member (30) that can be displaced in an upshift direction or a downshift direction from a neutral position by operation by a rider, a sensor (52) that detects the operating load of the shift operation member (30), and a control device (60) that performs assist control of shift changes based on the detection result of the sensor (52). After the shift operation member (30) is operated in the upshift direction to perform upshift assist control, the control device (60) prohibits downshift assist control for a first time after the shift operation member (30) returns to the neutral position, and after the shift operation member (30) is operated in the downshift direction to perform downshift assist control, the control device (60) prohibits upshift assist control for a second time after the shift operation member (30) returns to the neutral position.

[0006] According to the first aspect, even if a shift operation member operated in the upshift direction is displaced in the downshift direction and returned to the neutral position, and then inertia in the downshift direction acts on the shift operation member, causing a load in the downshift direction to be applied to the shift operation member, the control device prohibits the downshift assist control, thereby preventing the downshift assist control from being unexpectedly executed. Also, even if a shift operation member operated in the downshift direction is displaced in the upshift direction and returned to the neutral position, and then inertia in the upshift direction acts on the shift operation member, causing a load in the upshift direction to be applied to the shift operation member, the control device prohibits the upshift assist control, thereby preventing the upshift assist control from being unexpectedly executed. Therefore, the unexpected execution of the shift change assist control can be prevented, thereby improving the operability of the saddle-ride type vehicle.

[0007] A saddle-ride type vehicle according to a second aspect of the present invention is the saddle-ride type vehicle according to the first aspect, wherein the control device (60) has a timer for measuring a predetermined time, and starts the timer when the shift operation member (30) is operated from the neutral position, and while the timer is running, assist control of successive shift changes of the same type may be prohibited even if the shift operation member (30) is operated.

[0008] According to the second aspect, the unexpected assist control due to the inertia acting on the shift operation member is restricted independently of the prohibition of the assist control for successive gearshifts of the same type, thereby preventing unnecessary prohibition of gearshift operations intended by the driver. Therefore, the assist control for gearshifts can be executed in a manner that respects the driver's intentions.

[0009] A saddle-ride type vehicle according to a third aspect of the present invention is the saddle-ride type vehicle according to the second aspect, wherein the first time period and the second time period may be shorter than the predetermined time period.

[0010] According to the third aspect, it is possible to avoid the situation where unexpected assist control due to inertia acting on the shift operation member is prohibited for an unnecessarily long period of time, thereby enabling the driver to effectively use the assist control for shift changes.

[0011] A saddle-ride type vehicle according to a fourth aspect of the present invention is the saddle-ride type vehicle according to any one of the first to third aspects, wherein the second time period may be longer than the first time period.

[0012] According to the fourth aspect, the shift operation member displaces toward the neutral position against the direction of gravity after a downshift operation, and displaces toward the neutral position along the direction of gravity after an upshift operation. Therefore, the shift operation member is more likely to displace due to inertia after returning to the neutral position after an upshift operation than after a downshift operation. Therefore, by setting the second time period longer than the first time period, it is possible to reliably prevent the upshift assist control from being unexpectedly executed even if a load in the upshift direction is applied to the shift operation member after a downshift operation.

[0013] A saddle-ride type vehicle according to a fifth aspect of the present invention is a saddle-ride type vehicle according to any one of the first to fourth aspects, wherein the sensor (52) is a stroke sensor, and the control device (60) may set a width at the neutral position.

[0014] According to the fifth aspect, taking into consideration the detection accuracy of the sensor, the sensor can reliably detect that the shift operating member has returned to the neutral position after a downshift operation. This prevents the unexpected prohibition of assist control due to inertia acting on the shift operating member for an unnecessarily long period of time, allowing the driver to effectively use the assist control for shift changes. [Effects of the Invention]

[0015] According to the present invention, it is possible to improve the operability of a saddle-ride type vehicle having a shift assist control function. [Brief explanation of the drawings]

[0016] [Figure 1] FIG. 1 is a left side view of a motorcycle according to an embodiment. [Figure 2] FIG. 2 is a cross-sectional view showing a part of the power unit according to the embodiment. [Figure 3] FIG. 2 is a side view showing the peripheral structure of the shift pedal according to the embodiment. [Figure 4] 1 is a block diagram of a transmission system for a motorcycle according to an embodiment. [Figure 5] 10 is a graph showing the relationship between the operation load of the shift pedal and the extension / contraction stroke amount of the shift rod. [Figure 6] 5 is a timing chart showing an example of a process for limiting quick shifter control after quick shifter control for upshifting is executed in the transmission system of the embodiment. [Figure 7] 5 is a timing chart showing an example of a process for limiting quick shifter control after quick shifter control for downshifting is executed in the transmission system of the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0017] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Note that directions such as front, rear, up, down, left, and right in the following description are the same as directions in a vehicle described below. That is, the up and down direction coincides with the vertical direction, and the left and right direction coincides with the vehicle width direction. In addition, in the drawings used in the following description, the arrow UP indicates upward, the arrow FR indicates forward, and the arrow LH indicates left, respectively.

[0018] FIG. 1 is a left side view of a motorcycle according to an embodiment. The motorcycle 1 shown in Fig. 1 is an example of a saddle-ride type vehicle. The motorcycle 1 includes a front wheel 2, a rear wheel 3, a front wheel suspension system 4, a body frame 5, a rear wheel suspension system 6, and a power unit 7. The front wheel 2 is steerably supported by the body frame 5 via the front wheel suspension system 4. The rear wheel 3 is supported by the body frame 5 via the rear wheel suspension system 6. The rear wheel suspension system 6 is supported by the body frame 5 so as to be able to swing up and down. The power unit 7 is supported by the body frame 5 so as not to be able to move relative to the body frame 5.

[0019] The power unit 7 integrally includes an engine 10, which is the prime mover of the motorcycle 1, as well as a transmission 20 and a clutch device 40. The engine 10 is provided in the front of the power unit 7. The transmission 20 is provided in the rear of the power unit 7.

[0020] The engine 10 includes a crankshaft extending in the vehicle width direction, a crankcase 11 that houses the crankshaft, and a cylinder 12 that stands upward and forward from the crankcase 11. The cylinder 12 is integrally connected to the crankcase 11. A piston is fitted in the cylinder 12. The reciprocating motion of the piston is converted into the rotational motion of the crankshaft via a connecting rod.

[0021] FIG. 2 is a cross-sectional view showing a part of the power unit according to the embodiment. As shown in FIG. 2 , the transmission 20 is housed in the rear portion of the crankcase 11. The rear portion of the crankcase 11 also serves as a transmission case 11a that houses the transmission 20. The transmission 20 is a stepped transmission that includes a main shaft 21 and a countershaft 22 rotatably supported by the transmission case 11a, a gear set 23 that straddles the main shaft 21 and the countershaft 22, and a gear change mechanism 24 that switches between gear pairs in the gear set 23 used to transmit power between the main shaft 21 and the countershaft 22. The main shaft 21 and the countershaft 22 each extend in the vehicle width direction. A clutch device 40 is coupled to the right end of the main shaft 21. Rotational power of the crankshaft is transmitted to the main shaft 21 via the clutch device 40 and then transmitted from the main shaft 21 to the countershaft 22 via an optional gear pair in the gear set 23. The countershaft 22 constitutes the output shaft of the power unit 7. The countershaft 22 protrudes to the left of the transmission case 11a and is connected to a drive sprocket. The rotation of the countershaft 22 is transmitted from the left side of the transmission case 11a to the rear wheel 3 via a chain drive type power transmission mechanism.

[0022] The change mechanism 24 is housed in the transmission case 11a. The change mechanism 24 has a hollow cylindrical shift drum 25 that is parallel to the main shaft 21 and the counter shaft 22. The change mechanism 24 actuates a plurality of shift forks 26 by rotation of the shift drum 25, and switches between gear pairs used for power transmission between the main shaft 21 and the counter shaft 22 in the transmission gear set 23.

[0023] The change mechanism 24 is operated by operation of a shift pedal (shift operation member) 30. The change mechanism 24 is equipped with a shift spindle 27 as an operation input shaft to which an external operating force is input. The shift spindle 27 extends parallel to the main shaft 21 and the counter shaft 22. The left end of the shift spindle 27 protrudes from the rear of the crankcase 11 to the outside of the case. A shift pedal 30 (see FIG. 1) is connected to the left end of the shift spindle 27 via a shift arm 33. When the shift spindle 27 is rotated by swinging the shift pedal 30, the shift drum 25 and the shift fork 26 are actuated to switch the gear pair that can transmit power in the transmission gear set 23 (i.e., the gear position is changed).

[0024] FIG. 3 is a side view showing the peripheral structure of the shift pedal according to the embodiment. As shown in FIG. 3, the shift pedal 30 is a lever supported on the vehicle body side so as to be rotatable about a pedal rotation shaft 31 extending along the vehicle width direction. The shift pedal 30 is disposed in front of the left step 8 so that the occupant (driver) can change gears with his / her left foot (see FIG. 1). The shift pedal 30 includes a pedal body 30a that comes into contact with the occupant's left foot and receives an operating load, and an arm 30b that is rotatably supported on the pedal rotation shaft 31 and supports the inner end of the pedal body 30a in the vehicle width direction. The pedal body 30a is disposed so as to be located within the range of the left step 8 in the vehicle width direction. This allows the pedal body 30a to be depressed or kicked up with the foot placed on the left step 8. The arm 30b is disposed in a position away from the left step 8 in the vehicle width direction to avoid interference with the foot operating the pedal body 30a. The shift pedal 30 is in a neutral position when no operating load is applied. When an operating load is applied to the shift pedal 30, the shift pedal 30 swings up and down around the neutral position.

[0025] A shift rod 32 is connected to the shift pedal 30. The shift rod 32 extends in the vertical direction. One end (lower end) of the shift rod 32 is rotatably connected to an arm 30b of the shift pedal 30. One end of the shift rod 32 is connected to a portion of the arm 30b between the pedal body 30a and the pedal rotation shaft 31. The one end of the shift rod 32 displaces upward as the pedal body 30a rises, and displaces downward as the pedal body 30a descends. The other end (upper end) of the shift rod 32 is rotatably connected to a shift arm 33 attached to the shift spindle 27. The other end of the shift rod 32 moves up and down as the shift pedal 30 swings up and down, rotating the shift spindle 27 via the shift arm 33. However, the shift rod does not have to extend in the vertical direction and may extend, for example, in the front-to-rear direction.

[0026] When the driver places his / her left foot on the left step 8 and hooks his / her toe on the pedal body 30a of the shift pedal 30 and kicks up the shift pedal 30, the shift pedal 30 swings upward (in the upshift direction). This pushes up the shift rod 32, causing the shift arm 33 to swing upward. As a result, the shift spindle 27 rotates in a first rotation direction (clockwise in FIG. 3). Rotation of the shift spindle 27 in the first rotation direction shifts up the gear of the transmission 20. In other words, the driver can perform an upshift operation by swinging the shift pedal 30 upward.

[0027] On the other hand, when the driver places his / her foot on the shift pedal 30 and steps on it, the shift pedal 30 swings downward (in the downshift direction). This pulls down the shift rod 32, causing the shift arm 33 to swing downward. As a result, the shift spindle 27 rotates in a second rotation direction (counterclockwise in FIG. 3). Rotation of the shift spindle 27 in the second rotation direction downshifts the gear of the transmission 20. In other words, the driver can perform a downshift operation by swinging the shift pedal 30 downward.

[0028] To ensure a good gear shifting feel, the shift rod 32 is fitted with a lost motion mechanism 34 that transmits the load applied when the driver operates the shift pedal 30. The lost motion mechanism 34 has a structure that expands and contracts by interposing a coil spring between the upper part on the shift arm 33 side and the lower part on the shift pedal 30 side. When the shift pedal 30 swings in conjunction with a gear shifting operation and the shift rod 32 is pushed up or down, the lost motion mechanism 34 expands and contracts the shift rod 32 by compressing and expanding the coil spring. The expansion and contraction stroke of the shift rod 32 is zero when the shift pedal 30 is in the neutral position.

[0029] <Shifting System 50> Here, the motorcycle 1 has a gear change system 50 that performs shift assist control. The shift assist control of this embodiment enables gear changes to be made simply by operating the shift pedal 30, without requiring the driver to operate the clutch. In the following description, when there is no need to distinguish between downshifting and upshifting, they will simply be referred to as shift changes.

[0030] FIG. 4 is a block diagram of a transmission system for a motorcycle according to an embodiment. As shown in FIG. 4, the transmission system 50 of the motorcycle 1 includes, in addition to the shift spindle 27 and shift pedal 30 described above, a control device 60, a shift spindle sensor 51, a shift stroke sensor 52, and a throttle sensor 53.

[0031] The shift spindle sensor 51 is a limit switch that is in the ON state when the shift spindle 27 is in a normal rotation position when no gear shifting operation is performed, and is turned off when the shift spindle 27 rotates due to a gear shifting operation. The shift spindle sensor 51 detects the rotation of the shift spindle 27 to detect the completion of a shift change (establishment of a gear position).

[0032] The shift stroke sensor 52 is provided on the lost motion mechanism 34 of the shift rod 32. The shift stroke sensor 52 detects the extension / contraction stroke amount (stroke amount corresponding to the operating load of the shift pedal 30) of the shift rod 32 that is extended and contracted by the lost motion mechanism 34. The shift stroke sensor 52 is a linear displacement sensor that detects the relative movement distance (extension / contraction stroke amount) between the upper and lower parts of the shift rod 32.

[0033] The throttle sensor 53 detects the opening of the throttle or the amount of operation of a throttle grip (not shown) by the driver.

[0034] The control device 60 is configured as one or more electronic control units (ECUs) provided in the motorcycle 1. The control device 60 includes a processing unit 61 and a memory 62. The processing unit 61 is realized by a processor such as a CPU (Central Processing Unit) executing a program stored in the memory 62. The memory 62 stores a map referenced by the processing unit 61.

[0035] The processing unit 61 controls the operation of a throttle drive device 71, an ignition device 72, and a fuel supply device 73 of the engine 10. The processing unit 61 adjusts the throttle opening by controlling the throttle drive device 71. The processing unit 61 adjusts the amount of fuel supplied from the fuel tank to the engine 10 by controlling the fuel supply device 73. The processing unit 61 adjusts the ignition timing by controlling the ignition device 72. Detection results from the shift spindle sensor 51, the shift stroke sensor 52, and the throttle sensor 53 are input to the processing unit 61. The control of the processing unit 61 is performed based on detection information from the shift spindle sensor 51, the shift stroke sensor 52, and the throttle sensor 53, etc.

[0036] As shown in FIG. 5, the map stored in the memory 62 is a map showing the relationship between the operation load of the shift pedal 30 and the extension / contraction stroke of the shift rod 32. In FIG. 5, the horizontal axis represents the operation load, and the positive direction represents a positive load (compression load). In FIG. 5, the vertical axis represents the extension / contraction stroke, and the positive direction represents a positive stroke (contraction amount) during upshifting. The extension / contraction stroke is zero when no operation load is applied to the shift pedal 30. The processing unit 61 converts the extension / contraction stroke of the shift rod 32 detected by the shift stroke sensor 52 into an operation load based on the solid characteristic line in the map. The processing unit 61 sets predetermined up-side and down-side thresholds. The processing unit 61 determines that an upshift operation using the shift pedal 30 has occurred when a positive operation load exceeding the up-side threshold has been input. The processing unit 61 determines that a downshift operation using the shift pedal 30 has occurred when a negative operation load exceeding the down-side threshold has been input. In this embodiment, a positive operating load is applied to the shift rod during an upshift, causing the shift rod to stroke in the compression direction, but a negative operating load may also be applied to the shift rod during an upshift, causing the shift rod to stroke in the extension direction. The same applies to the stroke direction during a downshift.

[0037] As an assist control for upshifting, the processing unit 61 reduces the output of the engine 10 when it determines that an upshift operation has been performed. The processing unit 61 controls the fuel supply device 73 to prohibit fuel supply and controls the ignition device 72 to retard the ignition timing, thereby reducing the output of the engine 10. By reducing the output of the engine 10, the transmission transmission torque can be reduced and the dog clutch of the transmission 20 can be smoothly disengaged, allowing for smooth and quick shifting of gears without clutch operation. When it determines that the shift change has been completed based on the detection information of the shift spindle sensor 51, the processing unit 61 is controlled to cancel the reduction in the output of the engine 10 and quickly restore the output of the engine 10.

[0038] As a downshift assist control, when accelerating during a downshift, such as kicking down, the processing unit 61 performs the same control as when an upshift operation is performed. The processing unit 61 determines that a kickdown operation is being performed based on the detection signals of the throttle sensor and the shift stroke sensor 52, and reduces the output of the engine 10. This allows for smooth and quick gear changes without clutch operation.

[0039] As a downshift assist control, the processing unit 61 increases the output of the engine 10 when it determines that a downshift operation has been performed. The processing unit 61 controls the throttle drive device 71 to increase the throttle opening, thereby increasing the engine speed and increasing the output of the engine 10. By increasing the output of the engine 10, gear changes can be performed smoothly and quickly without clutch operation. When it determines that the shift change has been completed based on the detection information of the shift spindle sensor 51, the processing unit 61 is controlled to cancel the increase in the output of the engine 10 and quickly restore the output of the engine 10.

[0040] In the following description, the assist control that changes the output of the engine 10 when the processing unit 61 determines that an upshift operation, a kickdown operation, or a downshift operation has occurred will be referred to as quick shifter control.

[0041] The processing unit 61 limits quick shifter control for consecutive upshifts and quick shifter control for consecutive downshifts. The processing unit 61 restricts quick shifter control for consecutive upshifts and consecutive downshifts within a predetermined restriction period. The processing unit 61 has a first timer for measuring a predetermined time. The predetermined time corresponds to the length of the restriction period. The processing unit 61 starts the first timer when quick shifter control is initiated. During the predetermined time that the first timer is operating, the processing unit 61 does not accept detection information from the shift stroke sensor 52 and prohibits consecutive quick shifter control of the same type even if the operating load on the shift pedal 30 exceeds the above-mentioned threshold. Note that the predetermined time measured by the first timer may be different between the time for restricting quick shifter control for consecutive upshifts and the time for restricting quick shifter control for consecutive downshifts.

[0042] The processing unit 61 limits downshift quickshifter control after executing upshift quickshifter control. The processing unit 61 has a second timer for measuring a first time period. The processing unit 61 starts the second timer when the shift pedal 30 returns to the neutral position. During the first time period while the second timer is operating, the processing unit 61 does not accept detection information from the shift stroke sensor 52, and prohibits downshift quickshifter control even if the operating load on the shift pedal 30 exceeds the downshift threshold. The first time period is shorter than the predetermined time period during which the first timer is operated.

[0043] The processing unit 61 limits upshift quickshifter control after executing downshift quickshifter control. The processing unit 61 has a third timer for measuring a second time period. The processing unit 61 starts the third timer when the shift pedal 30 returns to the neutral position. During the second time period while the third timer is operating, the processing unit 61 does not accept detection information from the shift stroke sensor 52, and prohibits upshift quickshifter control even if the operating load on the shift pedal 30 exceeds the upshift threshold. The second time period is shorter than the predetermined time period during which the first timer operates. The second time period may be longer than the first time period.

[0044] The neutral position of the shift pedal 30 includes a reference position where the extension / contraction stroke amount of the shift rod 32 is zero. The processing unit 61 determines whether the shift pedal 30 has returned to the neutral position based on the operating load of the shift pedal 30. The processing unit 61 sets a neutral range of the operating load having a positive upper limit value and a negative lower limit value, and determines that the shift pedal 30 has returned to the neutral position when the operating load falls within the neutral range. In this way, the processing unit 61 sets a range for the neutral position. The neutral range is set between the above-mentioned up-side threshold value and down-side threshold value.

[0045] Next, an example of the limiting process for quick shifter control in the transmission system 50 of this embodiment will be described with reference to FIGS.

[0046] FIG. 6 is a timing chart showing an example of a process for restricting quick shifter control after upshift quick shifter control is executed in the gear shifting system of the embodiment. In FIG. 6, the horizontal axis represents time, and the vertical axis represents the detection value of the shift stroke sensor corresponding to the operation load of the shift pedal 30, and the downshift permission flag. In the example shown in FIG. 6, when the operation load of the shift pedal 30 is 0 (when the shift pedal 30 is in the neutral position), the detection value of the shift stroke sensor 52 is 2.5 V. The detection value of the shift stroke sensor 52 corresponding to the neutral range of the operation load is 2.25 V to 2.75 V. The downshift permission flag is set to "1" when downshifting is permitted and set to "0" when downshifting is prohibited. When the downshift permission flag is set to "1," the processing unit 61 can execute downshift quick shifter control. When the downshift permission flag is set to "0," the processing unit 61 cannot execute downshift quick shifter control.

[0047] In the example shown in Figure 6, the downshift permission flag is 1 at time t11. At time t11, the processing unit 61 determines that the shift pedal 30 has been operated upward from the neutral position based on a change in the operating load, and executes upshift quick shifter control while starting the first timer. As a result, during the restricted period from time t11 until the elapse of a predetermined time, upshift quick shifter control is prohibited, and consecutive upshifts are not possible.

[0048] At time t12, which is after time t11, the magnitude of the operational load reaches its upper limit. For example, at time t12, a gear change is initiated. By time t13, which is after time t12, the driver reduces the operational load applied to the shift pedal 30 toward completing the upshift operation. At time t13, the operational load reaches a magnitude within the neutral range. The processing unit 61 determines that the shift pedal 30 has returned to the neutral position at time t13, starts a second timer, and sets the downshift permission flag to 0. In the illustrated example, time t13 is within the regulated period in which the first timer is operating. Note that the operational load does not have to reach its upper limit when changing a gear, and the gear change may be initiated when the operational load exceeds a predetermined range (e.g., the neutral range). Even in this case, as in the present embodiment, the second timer is started and the downshift permission flag is set to 0 when the shift pedal 30 returns to the neutral position.

[0049] At time t14, which is after time t13, the first timer completes timing, and upshift quick shifter control is permitted. At time t15, which is after time t14, the second timer completes timing, and the processing unit 61 sets the downshift permission flag to 1. That is, during the period from time t14 to time t15, upshift quick shifter control is permitted, while downshift quick shifter control is prohibited. Note that in the example shown in FIG. 6, the second timer completes timing after the first timer completes timing; however, for example, the driver's upshift operation may be completed earlier, and the second timer may complete timing before the first timer completes timing.

[0050] FIG. 7 is a timing chart showing an example of a process for limiting assist control after executing downshift assist control in the transmission system 50 of this embodiment. In FIG. 7, the horizontal axis represents time, and the vertical axis represents the detection value of the shift stroke sensor corresponding to the operation load of the shift pedal 30, and the upshift permission flag. In the example shown in FIG. 7, the relationship between the operation load of the shift pedal 30 and the detection value of the shift stroke sensor 52 is the same as the example shown in FIG. 6. The upshift permission flag is set to "1" when upshifting is permitted and to "0" when upshifting is prohibited. When the upshift permission flag is set to "1," the processing unit 61 can execute upshift quickshifter control. When the upshift permission flag is set to "0," the processing unit 61 cannot execute upshift quickshifter control.

[0051] In the example shown in Figure 7, the upshift permission flag is 1 at time t21. At time t21, the processing unit 61 determines that the shift pedal 30 has been operated downward from the neutral position based on a change in the operating load, and executes quick shifter control for downshifts, while starting the first timer. As a result, during the restricted period from time t21 until the elapse of a predetermined time, quick shifter control for downshifts is prohibited, and consecutive downshifts are not possible.

[0052] At time t22, which is after time t21, the magnitude of the operational load reaches an upper limit. For example, a gear change is initiated at time t22. By time t23, which is after time t22, the driver reduces the operational load applied to the shift pedal 30 toward completing the downshift operation. At time t23, the operational load reaches a magnitude within the neutral range. The processing unit 61 determines that the shift pedal 30 has returned to the neutral position at time t23, starts a third timer, and sets the upshift permission flag to 0. In the illustrated example, time t23 is within the restricted period during which the first timer is operating. Note that the operational load does not have to reach the lower limit when changing the gear, and the gear change may be initiated when the operational load exceeds a predetermined range (e.g., the neutral range). Even in this case, as in the present embodiment, the third timer is started and the upshift permission flag is set to 0 when the shift pedal 30 returns to the neutral position.

[0053] At time t24, which is after time t23, the first timer completes timing, and downshift quick shifter control is permitted. At time t25, which is after time t24, the third timer completes timing, and the processing unit 61 sets the upshift permission flag to 1. That is, during the period from time t24 to time t25, downshift quick shifter control is permitted, while upshift quick shifter control is prohibited. Note that in the example shown in FIG. 7, the third timer completes timing after the first timer completes timing; however, for example, the driver may complete a downshift operation earlier, and the third timer may complete timing before the first timer completes timing.

[0054] As described above, the motorcycle 1 of this embodiment is equipped with the control device 60 that performs shift change assist control based on the detection result of the shift stroke sensor 52. After the shift pedal 30 is operated in the upshift direction to perform upshift assist control, the control device 60 prohibits downshift assist control for a first time period after the shift pedal 30 returns to the neutral position. After the shift pedal 30 is operated in the downshift direction to perform downshift assist control, the control device 60 prohibits upshift assist control for a second time period after the shift pedal 30 returns to the neutral position. With this configuration, even if the shift pedal 30 is operated upward and then displaced downward to return to the neutral position, downward inertia acts on the shift pedal 30, applying a downward load to the shift pedal 30, the control device 60 prohibits downshift assist control, thereby preventing the downshift assist control from being unexpectedly performed. Furthermore, even if the shift pedal 30 is operated downward and then displaced upward to return to the neutral position, and upward inertia acts on the shift pedal 30, causing an upward load to be applied to the shift pedal 30, the control device 60 prohibits the upshift assist control, thereby preventing the upshift assist control from being unexpectedly executed. Therefore, the unexpected execution of the shift change assist control can be prevented, and the operability of the motorcycle 1 can be improved.

[0055] The control device 60 has a first timer for measuring a predetermined time, and starts the first timer when the shift pedal 30 is operated from the neutral position. While the first timer is running, the control device 60 prohibits assist control for successive shift changes of the same type, even if the shift pedal 30 is operated. With this configuration, the unexpected assist control due to the inertia acting on the shift pedal 30 is regulated independently from the prohibition of assist control for successive shift changes of the same type, preventing unnecessary prohibition of a shift change intended by the driver. Therefore, the control device 60 can execute assist control for shift changes that respects the driver's intention.

[0056] The first and second times are shorter than the predetermined time for which the first timer operates. This configuration prevents the unexpected activation of the assist control due to the inertia acting on the shift pedal 30 from being prohibited for an unnecessarily long period of time, allowing the driver to effectively use the assist control for gear shifting.

[0057] The second time period is longer than the first time period. With this configuration, the shift pedal 30 displaces toward the neutral position against the direction of gravity after a downshift operation, and displaces toward the neutral position along the direction of gravity after an upshift operation. Therefore, the shift pedal 30 is more likely to displace due to inertia after returning to the neutral position after an upshift operation than after a downshift operation. Therefore, by setting the second time period longer than the first time period, it is possible to reliably prevent the upshift assist control from being unexpectedly executed even if a load in the upshift direction is applied to the shift pedal 30 after a downshift operation.

[0058] The control device 60 sets a width for the neutral position. With this configuration, taking into consideration the detection accuracy of the shift stroke sensor 52, the sensor can reliably detect that the shift pedal 30 has returned to the neutral position after a downshift operation. This prevents the above-mentioned unexpected assist control due to inertia acting on the shift pedal 30 from being prohibited for an unnecessarily long period of time, allowing the driver to effectively use the shift change assist control.

[0059] The present invention is not limited to the above-described embodiment explained with reference to the drawings, and various modifications are possible within the technical scope of the present invention. For example, although the shift assist control function in the above embodiment changes the engine output when it is determined that a shift change operation has occurred, the shift assist control to which the present invention can be applied is not limited to this. For example, the present invention may be applied to an assist control that automatically performs an electrical control to connect and disconnect a clutch device when it is determined that a shift change operation has occurred.

[0060] In the above embodiment, a shift stroke sensor, which is a linear displacement sensor, is provided as a sensor for detecting the operating load on the shift pedal. However, instead of this shift stroke sensor, a sensor such as a pressure sensor or a strain sensor may be provided.

[0061] The second time period during which the third timer operates is longer than the first time period during which the second timer operates, but is not limited to this configuration, i.e., the second time period may be the same as or shorter than the first time period.

[0062] In the above embodiment, an upshift occurs when the pedal body 30a of the shift pedal 30 is operated upward, and a downshift occurs when the pedal body 30a is operated downward, but the present invention is not limited to this configuration. That is, the present invention may be applied to a vehicle in which an upshift occurs when the pedal body is operated downward, and a downshift occurs when the pedal body is operated upward.

[0063] In addition, the components in the above-described embodiments can be replaced with well-known components as appropriate, without departing from the spirit of the present invention. [Explanation of symbols]

[0064] 1...Motorcycle (saddle-ride type vehicle) 30...Shift pedal (shift operation member) 52...Shift stroke sensor (sensor) 60...Control device

Claims

1. a shift operation member (30) that can be displaced from a neutral position in an upshift direction or a downshift direction by an occupant's operation; a sensor (52) for detecting an operating load of the shift operating member (30); a control device (60) that changes the engine output as an assist control for shift change based on the detection result of the sensor (52), thereby eliminating the need for a driver to operate the clutch; The control device (60) After the shift operation member (30) is operated in the upshift direction to execute the upshift assist control, the downshift assist control is prohibited for a first time period after the shift operation member (30) returns to the neutral position, After the shift operation member (30) is operated in the downshift direction to execute the downshift assist control, the upshift assist control is prohibited for a second time period after the shift operation member (30) returns to the neutral position. Saddle-type vehicle.

2. The control device (60) has a timer for measuring a predetermined time, starts the timer when the shift operation member (30) is operated from the neutral position, and prohibits assist control of successive shift changes of the same type while the timer is running, even if the shift operation member (30) is operated. The saddle-ride type vehicle according to claim 1.

3. the first time and the second time are shorter than the predetermined time; 3. The saddle-ride type vehicle according to claim 2.

4. The second time period is longer than the first time period. The saddle-ride type vehicle according to any one of claims 1 to 3.

5. The sensor (52) is a stroke sensor, The control device (60) sets the width at the neutral position. The saddle-ride type vehicle according to any one of claims 1 to 3.

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