Clutch control device

Description

1 / 52 CLUTCH CONTROL DEVICE TECHNICAL FIELD

[001] The present invention relates to a clutch control device. TECHNICAL BACKGROUND

[002] A semi-automatic transmission system is disclosed in which a clutch arranged in a torque transmission path from a motor to wheels is operated by an actuator, or a transmission arranged downstream of the clutch is also operated by an actuator, in addition to the operation of the clutch (see, for example, Patent Document 1).

[003] In a semi-automatic transmission system having such a transmission and clutch, when the driver operates the shift button or the shift pedal to instruct gear shifting, the actuator first disengages the clutch to interrupt the transmission torque transmission, and then the transmission gear shifting operation is performed. Additionally, after the gear shifting operation in the transmission, the clutch engagement operation, i.e., the control to shift the clutch from the non-engaged state to the engaged state, is performed by the actuator. When the vehicle stops, the transmission gear is automatically shifted to the low-speed side according to the decrease in vehicle speed, and when the vehicle is started again after stopping, the vehicle can start from the low-speed gear, i.e., the low gear (first gear).

[004] Meanwhile, a semi-automatic transmission system of a type used in a motorcycle or similar vehicle is known, in which the driver performs the gear shifting operation of the transmission and Petition 870250085917, dated 09 / 23 / 2025, page 78 / 146 2 / 52 Only the operation of engaging and disengaging the transmission clutch is performed automatically. In the case of a transmission system that automatically performs only the clutch engagement / disengagement operation, as described above, even if the vehicle decelerates, the transmission gear is not automatically shifted to the low-speed side unless the driver performs the transmission gear shifting operation. As a result, if the vehicle is stopped without performing the gear shifting operation and the vehicle is restarted in a state where the driver does not recognize that the gear position is a high gear, for example, second gear or higher, the desired acceleration cannot be achieved, and a large load is applied to the clutch, which can cause partial clutch wear. List of Citations Patent Document

[005] Patent Document 1: Unexamined Japanese Patent Application, First Publication No. 2009-264519. SUMMARY OF THE INVENTION Technical Problem

[006] A clutch control device capable of manual and automatic clutch operation reduces the load on a clutch device by reducing the chance of starting in high gear. The present invention is aimed at improving operability in order to solve the above problem. This will further improve traffic safety and contribute to the development of a sustainable transport system. Solution to the Problem

[007] A clutch control device (40A) is provided with a clutch device (26) which is configured to disconnect and connect Petition 870250085917, dated 09 / 23 / 2025, page 79 / 146 3 / 52 the power transmission between a main impeller (13) and an emission object (21) of a vehicle (1), a clutch actuator (50) that is configured to operate the clutch device (26) and a control unit (40) that is configured to control the actuation of the clutch actuator (50), wherein the control unit (40) has an automatic control mode (M1), which automatically operates the clutch device (26) when actuating the clutch actuator (50), and a manual control mode (M2), which manually operates the clutch device (26) by operating input on a clutch operator (4b) operated by a driver, and the control unit (40) switches to a forced manual control mode, which can only select the manual control mode (M2), according to the wear state of the clutch device (26).

[008] According to this configuration, when clutch wear is considered, by selecting only the manual control mode in which high gear starting by automatic control cannot be performed, it is possible to suppress the continuation of clutch wear due to repeated high gear starting, while maintaining the state in which the vehicle can travel. As a result, the durability of the clutch device can be improved.

[009] In a second aspect of the present invention, in accordance with the first aspect mentioned above, the clutch device (26) transmits power by frictional engagement of a clutch plate (35), and the control unit (40) switches to forced manual control mode when the amount of wear on the clutch plate (35) becomes a threshold value or more.

[010] According to this configuration, when the amount of clutch plate wear becomes equal to or greater than the threshold value, it is determined Petition 870250085917, dated 09 / 23 / 2025, page 80 / 146 4 / 52 that the clutch device wear is progressing, and the clutch control mode is shifted to forced manual control mode, whereby the clutch control mode can be precisely limited based on direct information related to clutch wear.

[011] In the third aspect of the present invention, according to the first or second aspect mentioned above, an angle sensor (56d) configured to detect the rotation angle of a transmission element (56) of the clutch actuator (50) is additionally provided, and the control unit (40) switches to forced manual control mode when a value detected by the angle sensor (56d) has increased by a predetermined amount or more from an initial value at the time when a touch point (TP), at which the clutch device (26) begins to engage, has been reached during a clutch device (26) engagement.

[012] According to this configuration, when the rotation angle of the clutch actuator transmission element increases by a prescribed amount or more in the half-clutch region after the touch point, it is determined that the clutch device wear is progressing, and the clutch device is shifted to forced manual control mode, whereby the clutch control mode can be precisely and conveniently limited by using an angle sensor that can also be used for clutch actuator drive control.

[013] In a fourth aspect of the present invention, according to any one of the first to third aspects mentioned above, when the control unit (40) switches to forced manual control mode from a subsequent driving cycle by means of ON / OFF a Petition 870250085917, dated 09 / 23 / 2025, page 81 / 146 5 / 52 vehicle main switch (1) when the control unit (40) has determined that a set condition relating to wear of the clutch device (26) is met.

[014] According to this configuration, even when the adjustment condition related to the wear of the clutch device is satisfied and the clutch control mode is limited, the clutch control mode is not limited during the current driving cycle, so that the driver can be notified of the shift to the forced manual control mode when the main switch is ON / OFF, and the driver can easily accept the limitation of the clutch control mode.

[015] In a fifth aspect of the present invention, according to any one of the first to fourth aspects mentioned above, when the vehicle (1) decelerates and when a gear shift position of the transmission (21) of the vehicle (1) is on the high-speed side relative to the vehicle speed, a notification is made to the driver that the gear shift position is on the high-speed side.

[016] According to this configuration, when the vehicle is decelerated and the transmission gear shift position is high relative to the vehicle speed, the driver is notified, thus encouraging the driver to shift down and increasing the certainty that the shift position will be returned to the position corresponding to the low gear, especially before the vehicle stops. This reduces the frequency of starting the vehicle in the high gear shift position and reduces the load on the clutch device.

[017] In a sixth aspect of the present invention, in accordance with the fifth aspect mentioned above, when the vehicle (1) begins to travel while the gear shift position remains on the high-speed side, Petition 870250085917, dated 09 / 23 / 2025, page 82 / 146 6 / 52 a notification is given to the driver that the transmission has the gear shift position on the high-speed side.

[018] According to this configuration, the driver is notified that the gear shift position is on the high-speed side when the vehicle starts, so that the frequency of starts while the gear shift position is on the high-speed side can be further reduced, and the load on the clutch device can be further reduced.

[019] In a seventh aspect of the present invention, according to the fifth or sixth aspect mentioned above, when the vehicle (1) starts to travel, the control unit (40) performs a half-clutch control so that the engine rotation number becomes equal to or higher than a vehicle starting rotation number (Ne), and the control unit (40) reduces the vehicle starting rotation number (Ne) when the vehicle (1) starts to travel while the gear shift position is maintained on the high-speed side, compared to a case where the vehicle (1) starts to travel when the gear shift position is on the low-speed side.

[020] According to this configuration, when the transmission gear shift position is on the high-speed side, the number of vehicle starting revolutions is reduced compared to when the transmission gear shift position is on the low-speed side, and thus it is possible to suppress the clutch load due to half-clutch engagement at the start of travel in the gear shift position on the high-speed side.

[021] In an eighth aspect of the present invention, according to any one of the first to eighth aspects mentioned above, a Petition 870250085917, dated 09 / 23 / 2025, page 83 / 146 7 / 52 notification is given to the driver that the forced manual control mode is in effect while moving to the forced manual control mode.

[022] According to this configuration, by notifying the driver that the clutch control mode is the forced manual control mode, it is possible to suppress erroneous operations, such as the driver incorrectly identifying the clutch control mode as the automatic control mode and performing the engaged gear operation without performing the clutch operation. Advantageous Effects of the Invention

[023] According to the present invention, in the clutch control device capable of performing manual and automatic clutch operation, it is possible to reduce the opportunity for starting in high gear and reduce the load on the clutch device. BRIEF DESCRIPTION OF THE DRAWINGS

[024] [FIG. 1] A right side view of a motorcycle according to an embodiment of the present invention.

[025] [FIG. 2] A cross-sectional view of a gearbox and a motorcycle shift mechanism.

[026] [FIG. 3] A block diagram of the motorcycle's gear shift system.

[027] [FIG. 4] An explanatory view showing a transition from one clutch control mode of the motorcycle.

[028] [FIG. 5] A cross-sectional view taken along the axial direction of the clutch actuator.

[029] [FIG. 6] A perspective view of a release rod for operating a clutch device.

[030] [FIG. 7] A cross-sectional view taken along a line Petition 870250085917, dated 09 / 23 / 2025, page 84 / 146 8 / 52 VII-VII of FIG. 5.

[031] [FIG. 8A] A cross-sectional view corresponding to FIG. 7, showing an action of the release rod in the half-clutch region, and shows the operation when the release rod is actuated by the clutch actuator.

[032] [FIG. 8B] A cross-sectional view corresponding to FIG. 7, showing an action of the release rod in the half-clutch region, and shows the case during manual intervention.

[033] [FIG. 9A] A cross-sectional view corresponding to FIG. 7, showing an action of the release rod in the standby position and showing when the release rod is actuated by the clutch actuator.

[034] [FIG. 9B] A cross-sectional view corresponding to FIG. 7, showing an action of the release rod in the standby position and showing during manual intervention.

[035] [FIG. 10] A time graph showing a first example of a time change of a parameter when the vehicle is started in a high gear.

[036] [FIG. 11] A time graph showing a second example of a time change of a parameter when the vehicle is started in a high gear.

[037] [FIG. 12] A graph showing a correlation between a clutch lift load and a clutch control lever angle when clutch disconnection is performed.

[038] [FIG. 13] A flowchart showing a process when switching to forced manual mode.

[039] [FIG. 14] An explanatory diagram showing a basic control state of the clutch control device after starting the Petition 870250085917, dated 09 / 23 / 2025, page 85 / 146 9 / 52 system. DESCRIPTION OF THE MODALITIES

[040] Hereafter, an embodiment of the present invention will be described below with reference to the drawings.

[041] Additionally, in the following description, directions such as front, rear, left, and right are the same as the directions in a vehicle described below, unless otherwise specified. Furthermore, in the drawings used in the following description, an FR arrow indicating the front of the vehicle, an LH arrow indicating the left of the vehicle, and an UP arrow indicating the top of the vehicle are shown in appropriate positions. The term intermediate used in this embodiment means not only the center between the two ends of the object, but also the internal interval between the two ends of the object. <Veículo inteiro>

[042] As shown in FIG. 1, the present embodiment is applied to a motorcycle 1 as an example of a saddle-mounted type vehicle. The front wheel 2 of the motorcycle 1 is supported by the lower end portions of a pair of left and right front forks 3. The upper portions of the left and right front forks 3 are supported by a collector tube 6 at the front end of the vehicle body frame 5 by means of a steering base 4. A bar-type steering handlebar 4a is attached to a top bridge 4b ​​of the steering base 4.

[043] The vehicle body structure 5 includes the collector tube 6, main frames 7 extending downwards and aft from a center of the collector tube 6 in a vehicle-width direction (left / right direction), pivot structures 8 provided below the rear end portions of the main frames 7, and a seat structure 9 Petition 870250085917, dated 09 / 23 / 2025, page 86 / 146 10 / 52 continuous with the rear sides of the main structures 7 and the pivot structures 8. The front end portions of the swing arms 11 are variably axially supported by the pivot structures 8. A rear wheel 12 of the motorcycle 1 is supported by rear end portions of the swing arms 11.

[044] A fuel tank 18 is supported above the left and right main structures 7. A front seat 19 and a rear seat 19a are supported above the seat structure 9 behind the fuel tank 18. Knee grip portions 18a recessed inwards in a vehicle-width direction are formed on both the left and right sides of a rear portion of the fuel tank 18. The left and right knee grip portions 18a are formed to match the following areas. The areas are the inner sides around the left and right knees of a driver sitting in the front seat 19. Supports 18b are supported on both the left and right sides below the front seat 19. The driver places their feet in front of their ankles on the supports 18b.

[045] A PU power unit including a motorcycle main impeller 1 is suspended below the main structures 7. The PU power unit integrally has an engine (internal combustion engine, main impeller) 13 located at the front of it and a gearbox (emission object) 21 located at the rear of it. The engine 13 is, for example, a multi-cylinder engine in which a rotating rod of a crankshaft 14 is provided in a left / right direction (vehicle width direction).

[046] Engine 13 has a cylinder 16 positioned above a front portion of a crankcase 15. A rear portion of the crankcase 15 is a gearbox liner 17 configured to accommodate the gearbox 21. Petition 870250085917, dated 09 / 23 / 2025, page 87 / 146 11 / 52 A right-hand cover 17a crossing a portion of the right-hand side of the gearbox casing 17 is attached to a portion of the right-hand side of the crankcase 15. The right-hand cover 17a is a clutch cover configured to cover a clutch device 26. The power unit PU is connected to the rear wheel 12 by means of, for example, a chain-type transmission mechanism (not shown). <Caixa de engrenagens>

[047] With reference also to FIG. 2, the gearbox 21 is a stepped transmission. The gearbox 21 has a main shaft 22 and a counter shaft 23, and a change gear group 24 that bridges both shafts 22 and 23. The counter shaft 23 constitutes a transmission shaft of the gearbox 21 and the power unit PU. A left-end portion of the counter shaft 23 projects to the left from a rear portion of the gearbox casing 17 and is connected to the rear wheel 12 by means of the chain-type transmission mechanism.

[048] The main rod 22 and the counter rod 23 of the gearbox 21 are arranged behind the crankshaft 14. The clutch device 26 is arranged coaxially with a right-end portion of the main rod 22. The clutch device 26 connects and disconnects power transmission between the crankshaft 14 of the engine 13 and the main rod 22 of the gearbox 21. The clutch device 26 performs the connection and disconnection using at least one operation of a clutch operating element (e.g., a clutch lever 4b) by an occupant or actuation of a clutch actuator 50, which will be described below.

[049] The clutch device 26 is, for example, a wet-type multi-plate clutch, a clutch called normally closed. Petition 870250085917, dated 09 / 23 / 2025, page 88 / 146 12 / 52 The rotating power of the crankshaft 14 is transmitted to the main shaft 22 by means of the clutch device 26 and transmitted to the counter shaft 23 from the main shaft 22 by means of an arbitrary pair of gears of the change gear group 24. A drive sprocket 27 of the chain-type transmission mechanism is fixed to a left-end portion of the counter shaft 23 which projects to the left from a rear portion of the crankcase 15.

[050] A shift mechanism 25 configured to switch a pair of gears from the shift gear group 24 is accommodated in the gearbox housing 17 in the vicinity of the gearbox 21. The shift mechanism 25 has a hollow cylindrical displacement drum 32 parallel to both rods 22 and 23. The shift mechanism 25 operates a plurality of displacement forks 32a according to the rotation of the displacement drum 32. This operation is performed according to a pattern of a lead groove formed on an outer circumference of the displacement drum 32. According to this operation, the shift mechanism 25 switches the pairs of gears from the shift gear group 24 used for power transmission between both rods 22 and 23.

[051] Here, on motorcycle 1, only one gear shift operation (a foot operation of a shift pedal (not shown)) of the gearbox 21 is performed by a rider, and a clutch engagement / disengagement operation 26 is performed automatically by electrical control according to the operation of the shift pedal. That is, motorcycle 1 employs a gear shift system called semi-automatic (automatic clutch type gear shift system). <Sistema de deslocamento de engrenagem> Petition 870250085917, dated 09 / 23 / 2025, page 89 / 146 13 / 52

[052] As shown in FIG. 3, a gear shift system 30 includes the clutch actuator 50, a control unit 40, various sensors 41 to 46 and various devices 47, 48 and 50.

[053] The control unit 40 controls operations of the ignition device 47 and the fuel injection device 48, and controls an operation of the clutch actuator 50. This control is performed based on detection information from the acceleration sensor 41, the gear position sensor 42 and the displacement load sensor 43 (e.g., a torque sensor), various types of vehicle state detection information from the throttle opening sensor 44, the vehicle speed sensor 45 and the engine speed sensor 46 and the like.

[054] The acceleration sensor 41 detects vehicle body behavior. The gear position sensor 42 detects a gear change stage from a shift drum rotation angle 32. The shift load sensor 43 detects an operating torque input on a shift spindle 31 (see FIG. 2) of the shift mechanism 25. The choke opening sensor 44 detects a choke opening. The vehicle speed sensor 45 detects vehicle speed. The engine speed sensor 46 detects an engine speed.

[055] Control unit 40 includes a clutch control unit 40C and an engine control unit 40E, which are independent of each other. The clutch control section 40C mainly controls the actuation of the clutch actuator 50. The engine control unit 40E mainly controls the actuation of the engine 13. The clutch control unit 40C and the engine control unit 40E Petition 870250085917, dated 09 / 23 / 2025, pp. 90 / 146 14 / 52 are configured as, for example, ECUs (Electronic Control Units) that are separate from each other. The 40C clutch control unit and the 40E engine control unit can be integrated into the ECU, provided they perform independent control.

[056] With reference also to FIG. 2 and FIG. 5, the clutch actuator 50 controls a working torque applied to a release rod 53 in order to engage and disengage the clutch device 26. The clutch actuator 50 includes an electric drive motor 52 (electric drive motor, hereinafter simply referred to as the electric motor 52) as a drive source and a speed reduction mechanism (reduction gear mechanism, transmission mechanism) 51 configured to transmit a drive force from the electric motor 52 to the release rod 53. The speed reduction mechanism 51 includes a first reduction rod 57, a second reduction rod 58 and a third reduction rod 56. For example, the third reduction rod 56 is provided with a rotation angle sensor (rotation motion sensor) 56d to detect, for example, a rotation angle of the third reduction rod 56.

[057] With reference to FIG. 3., the clutch controller 40C calculates the following current value based on the previously established calculation program. The current value is the current supplied to the electric motor 52 in order to connect and disconnect the clutch device 26. The current supplied to the electric motor 52 is obtained from the correlation with the torque output to the electric motor 52. The target torque of the electric motor 52 is proportional to a working torque (a clutch lever actuated torque, which will be described later) given to the release rod 53. The value of the current supplied to the electric motor 52 is detected by a sensor of Petition 870250085917, dated 09 / 23 / 2025, page 91 / 146 15 / 52 current 40b included in clutch controller 40C. The operation of clutch actuator 50 is controlled according to a change in the detected value. Clutch actuator 50 will be described in detail below. <Dispositivo de embreagem>

[058] As shown in FIG. 2, the clutch device 26 of the embodiment is a multi-plate clutch obtained by stacking a plurality of clutch plates 35 in an axial direction, and a wet-type clutch disposed in an oil chamber in the right cover 17a. The clutch device 26 includes an outer clutch 33, a central clutch 34 and the plurality of clutch plates 35.

[059] The outer clutch 33 is engaged by normally transmitting rotating power from the crankshaft 14. The central clutch 34 is disposed in the outer clutch 33 and fully supported in a rotary manner by the main rod 22. The plurality of clutch plates 35 are stacked between the outer clutch 33 and the central clutch 34 and frictionally engage with each other.

[060] A pressure plate 36 having substantially the same diameter as the clutch plates 35 is disposed on a right side of the stacked clutch plates 35 (an outer side in the vehicle width direction). The pressure plate 36 receives an elastic load from a clutch spring 37 to be inclined to the left and pressure welds (frictionally engages) the stacked clutch plates 35 to each other. Consequently, the clutch device 26 is in a connected state in which power transmission is possible. The clutch device 26 is a normally closed clutch that becomes a connected state at normal times when there is no input from the outside.

[061] Release of pressure welding (friction engagement) is achieved Petition 870250085917, dated 09 / 23 / 2025, page 92 / 146 16 / 52 by an operation of a release mechanism 38 within the right cover 17a. Actuation of the release mechanism 38 is achieved by at least one of an operation of a clutch lever 4b by an occupant and application of a torque by the clutch actuator 50. <Mecanismo de liberação>

[062] As shown in FIG. 2, the release mechanism 38 includes a lift rod 39 and a release rod 53.

[063] The elevator rod 39 is reciprocally supported on a right-side portion of the main rod 22 in the axial direction. The release rod 53 is arranged in such a way that the elevator rod 39 is perpendicular to the axial direction and is supported on an outer-side portion of the right cover 17a to be rotatable around the axis.

[064] Line C4 in the drawings indicates a central axis of the release rod 53 extending in an up / down direction. The release rod 53 is inclined backward in the axial direction to be located behind as it goes upward in a vertical direction when viewed in the axial direction of the main rod 22 (when viewed in a side view of the vehicle) (see FIG. 1). The upper portion of the release rod 53 projects outward from the right cover 17a, and an actuated clutch lever 54 is rotatably attached integrally to an upper portion of the release rod 53. The actuated clutch lever 54 is connected to the clutch lever 4b by means of an operating cable 54c.

[065] An eccentric cam portion 38a is provided in a lower portion of the release rod 53 located within the right-hand cover 17a. The eccentric cam portion 38a is engaged with a right-hand end portion of the lift rod 39. The release rod 53 is rotated about its axial center to move the lift rod 39 to the right using the action of Petition 870250085917, dated 09 / 23 / 2025, page 93 / 146 17 / 52 eccentric cam portion 38a. The lifter rod 39 is integrally reciprocally configured with the pressure plate 36 of the clutch device 26. Therefore, when the lifter rod 39 is moved to the right, the pressure plate 36 is moved to the right (lifted) against the tensioning force of the clutch spring 37. Consequently, the frictional engagement between the stacked clutch plates 35 is released. Consequently, the normally closed clutch device 26 becomes a disconnected state in which power transmission is impossible.

[066] Additionally, the release mechanism 38 is not limited to the eccentric cam mechanism and may include a rack and pinion, a feed screw or the like. The mechanism configured to connect the clutch lever 4b and the driven clutch lever 54 is not limited to the operating cable 54c and may include a connecting rod, a linkage or the like. Additionally, a configuration may be provided in which an oil passage is provided between the clutch lever 4b and the release rod 53, and the oil pressure generated by the master cylinder on the side of the clutch lever 4b is transmitted to the slave cylinder on the side of the release rod 53, so that the release rod 53 is rotated by the operation of the slave cylinder. <Modo de controle de embreagem>

[067] As shown in FIG. 4, a 40A clutch control device of this type has three types of clutch control modes. The clutch control modes have an automatic mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation. The clutch control mode is appropriately transitioned between the three types of modes according to Petition 870250085917, dated 09 / 23 / 2025, pp. 94 / 146 18 / 52 operations of a clutch control mode change switch 49 (see FIG. 3) and a clutch lever 4b. Additionally, an object including manual mode M2 ​​and manual intervention mode M3 is referred to as a manual system M2A.

[068] Automatic mode M1 is a mode that calculates an appropriate clutch capacity for a given travel state and controls the clutch device 26 according to automatic gear shift / exit control. Manual mode M2 ​​is a mode that calculates a clutch capacity and controls the clutch device 26 according to a clutch operation instruction from an occupant. Manual intervention mode M3 is a mode that receives a clutch operation instruction from an occupant during automatic mode M1, calculates a clutch capacity from the clutch operation instruction, and controls the clutch device 26, which is a temporary manual operation mode. Additionally, during manual intervention mode M3, for example, when a state in which an occupant stops operating the clutch lever 4b (a fully released state) continues for a prescribed time, it can be set to return to automatic mode M1.

[069] For example, the clutch control device 40A starts control from the clutch engaged state (connected state) in automatic mode M1 when the system starts. Furthermore, the clutch control device 40A is set to return to the clutch engaged state in automatic mode M1 when the engine 13 stops (when the system is switched off). In the normally closed clutch device 26, when the clutch is engaged, there is no power supply to the electric motor 52 of the clutch actuator 50. Meanwhile, in the clutch disengaged state (disconnected state) of the clutch device 26, power is supplied. Petition 870250085917, dated 09 / 23 / 2025, pp. 95 / 146 19 / 52 power for the 52 electric motor is maintained.

[070] The M1 automatic mode is based on automatic clutch control. The M1 automatic mode allows the motorcycle 1 to travel without lever operation. In the M1 automatic mode, the clutch capacity is controlled based on the choke opening, engine speed, vehicle speed, displacement sensor output, and the like. Therefore, it is possible to start the motorcycle 1 only with choke operation without engine stalling (or engine stopping). Furthermore, the motorcycle 1 can be moved only by a displacement operation. Additionally, in the M1 automatic mode, when the occupant holds the clutch lever 4b, it switches to the M3 manual intervention mode. Consequently, the clutch device 26 can be disengaged arbitrarily.

[071] Meanwhile, in manual mode M2, by operating the lever, the occupant can control the clutch capacity (i.e., enable / disconnect the clutch device 26). Automatic mode M1 and manual mode M2 ​​can be switched between. This switching is performed, for example, by operating the clutch control mode change switch 49 (see FIG. 3) while the motorcycle 1 is stationary and the gearbox 21 is in neutral. Additionally, the clutch control device 40A may include an indicator that shows a manual state when transitioning to the manual system M2A (manual mode M2 ​​or manual intervention mode M3).

[072] The M2 manual mode is based on manual clutch control. The M2 manual mode can control the clutch capacity according to the operating angle of the clutch lever 4b (and thus the operating angle of the actuated clutch lever 54). Therefore, it is Petition 870250085917, dated 09 / 23 / 2025, pp. 96 / 146 20 / 52 It is possible to control the connection / disconnection of the clutch device 26 according to the occupant's intention.

[073] For example, a clutch switch 4c is provided in a lever holder to hold the clutch lever 4b, and the clutch switch 4c is switched on when the clutch lever 4b is in locked operation (when the clutch is disengaged) and is switched off when the clutch lever 4b is released as non-operation (when the clutch is engaged). By switching the clutch switch 4c on and off, the control unit 40 can detect whether or not the driver has operated the clutch.

[074] In automatic mode M1, the connection / disconnection of the clutch device 26 is performed automatically by the clutch actuator 50. Here, when performing the manual clutch operation on the clutch lever 4b, it is possible to have the automatic control of the clutch device 26 temporarily intervene in the manual operation (in manual intervention mode M3). <Operação de embreagem manual>

[075] On motorcycle 1 shown in FIG. 1, a clutch lever 4b as a manual clutch operator is fixed to one side of the base end of a left handlebar grip 4a (an inside side in the vehicle width direction).

[076] With reference also to FIG. 2, the clutch lever 4b is connected to the actuated clutch lever 54 fixed to the release rod 53 of the clutch device 26 by means of an operating cable 54c. The actuated clutch lever 54 is integrally rotatably fixed to the upper end portion of the release rod 53 projecting from the upper portion of the right cover 17a. Petition 870250085917, dated 09 / 23 / 2025, page 97 / 146 21 / 52

[077] In addition, for example, the clutch control mode change switch 49 is provided on a handlebar switch (not shown) fixed to the steering handlebar 4a. Therefore, it is possible for the occupant to easily switch the clutch control mode during normal operation. <Atuador de embreagem>

[078] As shown in FIG. 1, the clutch actuator 50 is attached to an upper portion of the right cover 17a of the crankcase 15 on the right side.

[079] With reference also to FIG. 5, the clutch actuator 50 includes the electric motor 52 and the speed reduction mechanism 51.

[080] The electric motor 52 is, for example, a DC motor and is arranged in such a way that, for example, the release rod 53 is parallel to the axial direction. The electric motor 52 is arranged in such a way that a drive rod 55 projects upwards. The speed reduction mechanism 51 transmits a drive force from the electric motor 52 to the release rod 53. Hereafter, the axial direction common to the electric motor 52 and the release rod 53 is referred to as an actuator axial direction.

[081] In this embodiment, a plurality of (two) electric motors 52 are provided in a single clutch actuator 50. Hereinafter, the electric motor 52 located in front of the clutch actuator 50 of the vehicle is referred to as a first electric motor 521, and the electric motor 52 located behind the first electric motor 521 of the vehicle and on an inner side in the width direction of the vehicle is referred to as a second electric motor 522. Lines C01 and C02 in the drawings indicate the central shafts (drive shafts) of the electric motors 521 and 522, respectively. For convenience of description, both electric motors 521 and 522 may be collectively referred to as the electric motor 52. Furthermore, both shafts C01 and C02 may be Petition 870250085917, dated 09 / 23 / 2025, pp. 98 / 146 22 / 52 collectively referred to as axis C0.

[082] The speed reduction mechanism 51 reduces the output of rotating power from the electric motor 52 and transmits it to the release rod 53. The speed reduction mechanism 51 includes, for example, a gear train in which the release rod 53 is parallel to the axial direction. The speed reduction mechanism 51 includes drive gears 55a, a first reduction gear 57a, a first small diameter gear 57b, a second reduction gear 58a, a second small diameter gear 58b, a third reduction gear 56a, a third small diameter gear 56b, a driven gear 63a and a gear lining (mechanism lining) 59.

[083] The drive gears 55a are supplied integrally with the drive rod 55 of each of the electric motors 521 and 522. The first reduction gear 57a is meshed with each of the drive gears 55a. The first small-diameter gear 57b is coaxially fitted to the first reduction gear 57a. The second reduction gear 58a is meshed with the first small-diameter gear 57b. The second small-diameter gear 58b is coaxially fitted to the second reduction gear 58a. The third reduction gear 56a is meshed with the second small-diameter gear 58b. The third small-diameter gear 56b is coaxially fitted to the third reduction gear 56a. The driven gear 63a is meshed with the second small-diameter gear 58b. The gear housing 59 accommodates the gears.

[084] The first reduction gear 57a and the first small diameter gear 57b are integrally supported rotatably by Petition 870250085917, dated 09 / 23 / 2025, page 99 / 146 23 / 52 a first support rod 57c. The first reduction gear 57a, the first small diameter gear 57b and the first support rod 57c constitute the first reduction rod 57. The second reduction gear 58a and the second small diameter gear 58b are integrally supported rotatably by a second support rod 58c. The second reduction gear 58a, the second small diameter gear 58b and the second support rod 58c constitute a second reduction rod 58.

[085] The third reduction gear 56a and the third small-diameter gear 56b are supported by a third support rod 56c so as to be integrally rotatable with the third support rod 56c. The third reduction gear 56a, the third small-diameter gear 56b, and the third support rod 56c constitute a third reduction rod 56. The third reduction gear 56a is a fan-shaped gear having its center on the third support rod 56c. In the figure, a line C1 indicates the central axis of the first reduction rod 57, a line C2 indicates the central axis of the second reduction rod 58, and a line C3 indicates the central axis of the third reduction rod 56.

[086] The driven gear 63a is provided integrally in a rotatable manner on the release rod 53. The driven gear 63a is a fan-shaped gear around the release rod 53.

[087] A gear of the speed reduction mechanism 51 on a downstream side has a small angle of rotation. For example, the third reduction gear 56a and the driven gear 63a can be formed as fan-shaped gears with a small angle of rotation.

[088] As a result, the speed reduction mechanism 51 and the clutch actuator 50 can be reduced in size. That is, even when Petition 870250085917, dated 09 / 23 / 2025, pp. 100 / 146 24 / 52 a large diameter reduction gear is provided in order to increase the reduction ratio, the following effects can be obtained by cutting portions other than the mesh strip of the reduction gear to make it fan-shaped. That is, in particular, it is possible to suppress the speed reduction mechanism 51 from hanging to the outside in the vehicle width direction, and it is possible to reduce the weight of the speed reduction mechanism 51.

[089] With this configuration, the electric motor 52 and the release rod 53 can always be interlocked by means of the speed reduction mechanism 51. Consequently, a system is configured in which the clutch actuator 50 directly connects or disconnects the clutch device 26.

[090] A rotation angle sensor 56d is provided on the upper surface of the gear housing 59. The rotation angle sensor 56d is disposed outside the gear housing 59, is connected to one end of the third reduction rod 56 which projects outward from the housing and detects the rotation angle of the third reduction rod 56. By detecting the rotational angle of the third reduction rod 56 close to the release rod 53, the detection accuracy of the rotational angle of the release rod 53 and thus the clutch capability are improved.

[091] The drive force of the electric motor 52 is reduced and transmitted to the release rod 53 as follows. That is, the drive force of the electric motor 52 is reduced between the drive gears 55a and the first reduction gear 57a, reduced between the first small diameter gear 57b and the second reduction gear 58a, reduced between the second small diameter gear 58b and the third reduction gear 56a and, additionally, reduced between the third small diameter gear 56b and the driven gear 63a. Petition 870250085917, dated 09 / 23 / 2025, pp. 101 / 146 25 / 52<Disposição de atuador de embreagem>

[092] As shown in FIG. 1, the clutch actuator 50 is arranged vertically below the knee grip portions 18a on the right side of the fuel tank 18 when viewed from a side view of the vehicle. Line L1 in the drawings designates a femoral region of a driver's leg, Line L2 designates a lower leg from the knee, and Line L3 designates a foot from the ankle. Regarding the driver's leg, when viewed from a side view of the vehicle, the lower leg L2 extends obliquely backward and downward from the knee grip portion 18a, and the foot L3 is placed on the support 18b.

[093] The clutch actuator 50 hangs out from the knee grip portions 18a in the vehicle width direction. The clutch actuator 50 is arranged so as to prevent the driver's lower leg L2 from moving forward when viewed from a side view of the vehicle. Consequently, interference of the clutch actuator 50 with respect to the driver's leg space is suppressed. The clutch actuator 50 is arranged so as to prevent the driver's lower leg L2 from moving forward in the side view of the vehicle, even when the driver extends the leg and places foot L3. In this respect also, interference of the clutch actuator 50 with respect to the driver's leg space is suppressed. <Haste de liberação>

[094] As shown in FIG. 5 and FIG. 6, the release rod 53 is divided into a plurality of elements in order to be rotatable, individually receiving input from the clutch actuator 50 and input from the occupant's operation.

[095] Release rod 53 includes an upper release rod 61, Petition 870250085917, dated 09 / 23 / 2025, pp. 102 / 146 26 / 52 which constitutes an upper portion, a lower release rod 62, which constitutes a lower portion, and an intermediate release rod 63. The intermediate release rod 63 is arranged to bridge the lower end portion of the upper release rod 61 and the upper end portion of the lower release rod 62.

[096] The upper release rod 61 is formed in a columnar shape. The upper release rod 61 is rotatably supported by an upper shoulder portion 59b of the gear housing 59. The upper release rod 61 has an upper end portion that projects outward from the gear housing 59. The actuated clutch lever 54 is integrally rotatably supported by the upper end portion of the upper release rod 61. A return spring (not shown) is attached to the actuated clutch lever 54. This return spring applies a tensioning force in a direction opposite to the rotation by the operation of the clutch lever 4b (rotating in the direction of disengaging the clutch) to the actuated clutch lever 54.

[097] The lower release rod 62 is formed in a columnar shape. The lower release rod 62 has a lower portion that is rotatably supported by an inner side of the right cover 17a. The lower portion of the lower release rod 62 faces the inside of the gear housing 59. The eccentric cam portion 38a of the release mechanism 38 is formed in the lower portion (see Fig. 2). A lower return spring (not shown) is attached to the lower end portion of the lower release rod 62. This lower return spring applies a tensioning force in a direction opposite to the rotation in the direction of disconnecting the clutch to the lower release rod 62.

[098] With reference to Fig. 7, a side-operated manual cam 61b Petition 870250085917, dated 09 / 23 / 2025, pp. 103 / 146 27 / 52 formed with a fan-shaped cross-section and extending in the axial direction is provided in a lower end portion of the upper release rod 61.

[099] A side clutch cam 62b formed with a fan-shaped cross-section and extending in the axial direction is provided in an upper end portion of the lower release rod 62. The side clutch cam 62b is provided within a range that prevents the side manual operating cam 61b in the circumferential direction.

[100] The lower end portion (the side-operated manual cam 61b) of the upper release rod 61 and the upper end portion (the side-clutch cam 62b) of the lower release rod 62 overlap each other in the axial direction, while avoiding each other in the circumferential direction. Therefore, it is possible to press one side surface 61b1 of the side-operated manual cam 61b in the circumferential direction against the other side surface 62b2 of the side-clutch cam 62b in the circumferential direction and rotate the lower release rod 62 (see FIG. 8B and FIG. 9B).

[101] The other side surface 61b2 of the manual side operating cam 61b in the circumferential direction and a side surface 62b1 of the clutch cam 62b in the circumferential direction are separated from each other in the circumferential direction. Therefore, when the clutch cam 62b has an input from the clutch actuator 50, the lower release rod 62 can be rotated independently of the upper release rod 61 (see FIG. 8A and FIG. 9A).

[102] For example, the intermediate release rod 63 is formed in a cylindrical shape. The intermediate release rod 63 can be inserted through a coupling portion (upper rod coupling portions and Petition 870250085917, dated 09 / 23 / 2025, pp. 104 / 146 28 / 52 lower) between the lower end portion of the upper release rod 61 and the upper end portion of the lower release rod 62. The driven gear 63a is integrally supported rotatably by the intermediate release rod 63.

[103] A side control operating cam 63b, formed with a fan-shaped cross-section and extending in the axial direction, is provided on the intermediate release rod 63.

[104] The side control operating cam 63b of the intermediate release rod 63 and the side clutch cam 62b of the lower release rod 62 overlap each other in the axial direction, while avoiding each other in the circumferential direction. Therefore, it is possible to press one side surface 63b1 of the side control operating cam 63b in the circumferential direction against the other side surface 62b2 of the side clutch cam 62b in the circumferential direction and rotate the lower release rod 62.

[105] The side control operating cam 63b is arranged to prevent the side manual operating cam 61b from the upper release rod 61 in the radial direction. Therefore, when the input from the clutch actuator 50 is transmitted to the side clutch cam 62b, the lower release rod 62 can be rotated independently of the upper release rod 61. Furthermore, when manual operation is performed, the upper release rod 61 can be rotated independently of the intermediate release rod 63 on the control side.

[106] The other side surface 63b2 of the lateral control operating cam 63b in the circumferential direction and the side surface 62b1 of the lateral clutch cam 62b in the circumferential direction are separated from each other in the circumferential direction. Therefore, when the cam of Petition 870250085917, dated 09 / 23 / 2025, pp. 105 / 146 29 / 52 side clutch 62b has an input from a side manual operating cam 63b, the lower release rod 62 can be rotated independently of the intermediate release rod 63.

[107] With reference to FIG. 5, the clutch actuator 50 pivotally supports the upper release rod 61 and the intermediate release rod 63 with the gear housing 59. The clutch actuator 50 includes the upper release rod 61 and the intermediate release rod 63. The lower release rod 62 is rotatably supported by the right cover 17a. The upper end of the lower release rod 62 projects outward from the cover on the right cover 17a of the actuator mounting portion and is inserted into the gear housing 59.

[108] In such a configuration, when the clutch actuator 50 is fixed to the right cover 17a, the linear release rod 53 is configured together with the lower release rod 62 located on the nearest side of the right cover 17a. The release rod 53 is configured by connecting the upper release rod 61, the intermediate release rod 63 and the lower release rod 62 to each other.

[109] The PU power unit of this type can be configured as follows for a manual clutch type power unit that performs the engagement / disengagement operation of the clutch device 26 by driver operation without electrical control. That is, the PU power unit can be configured by replacing the right cover 17a and the release rod 53 and adapting the clutch actuator 50. For this reason, the clutch actuator 50 can also be attached to power units of different models. For this reason, a semi-automatic gear shift system (automatic clutch type gear shift system) can be easily configured by sharing the actuator of Petition 870250085917, dated 09 / 23 / 2025, pp. 106 / 146 30 / 52 clutch 50 among many models. <Controle de Dois Motores Elétricos>

[110] With reference to FIG. 5, in this embodiment, two electric motors 521, 522 in the clutch actuator 50 can cooperate to actuate the release rod 53 (for connecting and disconnecting the clutch device 26). In this case, the load shared by the two electric motors 521, 522 is halved, so that the size of each electric motor 521, 522 can be reduced. This increases the degree of freedom in the layout of the electric motor 52 compared to the case where a single electric motor 52 is provided in a large size. Therefore, even when the clutch actuator 50 is arranged on the outside of the power unit PU, the clutch actuator 50 is easily prevented from being extended outwards in the vehicle width direction. Therefore, the clutch control device 40A can be substantially miniaturized.

[111] In this embodiment, in the clutch actuator 50, one of the plurality (two) of electric motors 52 can be used as a source of actuation of the release rod 53 in normal time (fault-free time), and the remaining one can be used for another purpose. For example, the action of the remaining electric motor 52 can be saved for the purpose of fail-safe operation or it can be used as a current sensor. <Estado de Controle Básico de Dispositivo de Controle de Embreagem>

[112] FIG. 14 shows the basic control state of the clutch control device 40A after the system starts. For example, when the ignition is switched on (main switch is on, system operating) from the moment when the gearbox 21 is in the neutral state, the clutch control device 40A is in the automatic clutch control state (automatic mode M1) (see a1 in the figure). At this moment, the Petition 870250085917, dated 09 / 23 / 2025, pp. 107 / 146 31 / 52 clutch actuator 50 is activated to release (disconnect) the clutch device 26 (see a2 in the figure). When the gearbox 21 is shifted in the engaged gear state and the choke is opened from this state, the starting control of the motorcycle 1, including the half-clutch control, is performed (see a3 in the figure).

[113] At this moment, the clutch control device 40A increases the vehicle speed while operating the clutch device 26 to the engagement side (connection side) so that the rotational difference (clutch difference rotation) between the upstream and downstream sides of the clutch device 26 converges to zero while the clutch switch 4c is kept off (no operation of the clutch lever 4b). The control in which the clutch device 26 is controlled to be released (disconnected) when the motorcycle 1 is stopped is performed independently of whether the gearbox 21 is in neutral or geared state.

[114] When automatic clutch control (automatic mode M1) is performed, the first indicator IN1 on the motorcycle's measuring device 1 is lit to notify the rider that automatic clutch control is being performed. When a downshift request described below is made, the rider is notified of the downshift request by using the second indicator IN2 on the measuring device.

[115] The second indicator IN2 has a configuration in which a gear position indicator GP is fitted with a downshift indicator DN and a mode limit indicator LM, and the background color can be changed. For example, when the vehicle is stopped with the shift device 21 in high gear, the indicator of Petition 870250085917, dated 09 / 23 / 2025, pp. 108 / 146 32 / 52 downshift DN is activated and the background color is set as a warning color to alert the driver. When the motorcycle 1 starts moving with the 21 shift gear in the high gear position, the warning color flashes to alert the driver more strongly. When the mode is shifted to forced manual mode, which will be described later, the LM mode limit indicator is activated to notify the driver of such a shift. The second indicator IN2 can be activated not only when the vehicle is stopped and starting, but also when the vehicle is moving. For example, when the gear stage (gear position) of transmission 21 is excessively close to high speed relative to the current vehicle speed, the second indicator IN2 may light up or flash the downshift indicator DN to suggest to the driver that they perform the gear change operation.

[116] During the journey in the clutch engaged state (clutch differential rotation 0), the automatic clutch control is interrupted and the actuation of the clutch actuator 50 is stopped (see a4 in the figure). When the clutch control device 40A is in automatic clutch control (automatic mode M1), the first indicator IN1 is lit regardless of whether the clutch actuator 50 is actuated, so that the driver can recognize that the clutch control device 40A is in automatic clutch control (automatic mode M1).

[117] In automatic clutch control, the gear change of gearbox 21 can only be performed by the driver operating the shift operator (see a5 in the figure). At this time, clutch control and cooperative engine control are performed with the shift operation as the gear change command. After the change Petition 870250085917, dated 09 / 23 / 2025, pp. 109 / 146 Once gear shift 33 / 52 is completed, the automatic clutch control returns to the interrupted state. <Matching for high gear starts>

[118] Next, the correspondence with high gear starting (starting in second gear or higher) in automatic mode M1 in the mode will be described with reference to FIGS. 10 to 13.

[119] If high gear starting in automatic mode M1 is performed continuously, it is conceivable that the clutch plate 35 will be abnormally worn (deteriorated) due to excessive half-clutch use. In order to suppress abnormal wear of the clutch plate 35 due to high gear starting, in this mode, a downshift indicator DN is provided on the metering device and, when the gear shift is high relative to the vehicle speed, the driver can be notified, by illumination and the like, of the downshift indicator DN.

[120] Determining whether the shift gear is high relative to the vehicle speed corresponds, for example, when the transmission gear position 21 is second gear or higher, to determining whether the current vehicle speed is less than the lower limit value of the pre-established speed range for each gear position. Following this, a high gear start is a start in which the transmission gear position 21 is second gear or higher.

[121] In addition to notifying the driver, as an additional match to starting in high gear, for example, control unit 40 has a dedicated map for starting in high gear and performs a control to reduce the starting time rotation speed Ne on starting in Petition 870250085917, dated 09 / 23 / 2025, pp. 110 / 146 34 / 52 high gear (particularly in the high degree of choke opening region). The starting rotational speed Ne is a lower limit value of the engine rotational speed maintained during half-clutch control. In half-clutch control at the moment of vehicle starting, half-clutch control is continued so that the engine speed is maintained at or above the starting speed Ne. The starting rotational speed Ne at the moment of starting in a high gear is set as a lower value than the starting rotational speed Ne when the transmission 21 is in a low gear (first gear). This enables the vehicle to start in a high gear and reduces the clutch load by reducing the half-clutch speed at the moment of starting in a high gear.

[122] As an additional measure for the case where starting in high gear is repeated even if the driver is notified, in this mode, it can be controlled in such a way that the clutch control mode is forcibly locked in manual mode M2 ​​so that starting in high gear can be performed. In other words, the mode can be shifted to forced manual mode, in which only manual mode M2 ​​can be selected and automatic mode M1 cannot be selected.

[123] Although it is difficult to directly measure the degree of wear of the clutch plate 35, the wear state of the clutch plate 35 can be estimated from changes in several parameters shown in FIGS. 10 to 12 and, therefore, when it is recognized that abnormal wear has occurred, based on such estimation results, the operating mode is shifted to forced manual mode.

[124] When the established condition relating to clutch wear is met, control unit 40 switches to mode Petition 870250085917, dated 09 / 23 / 2025, pp. 111 / 146 35 / 52 forced manual. The control unit 40 for automatic mode M1, which enables high gear starting before excessive abnormal wear of the clutch plate 35 progresses, and enables only manual mode M2, which starts the vehicle by manual operation, so that an increase in clutch load due to additional high gear starting can be suppressed.

[125] As a precondition for shifting to forced manual mode, the control unit 40 always learns the touch point (connection start position) TP of the clutch device 26 at the moment the vehicle is started (see FIGS. 10 and 11). Additionally, the control unit 40 always learns the clutch disconnection start position CP when the ignition is switched off (see FIG. 12).

[126] The clutch connection starting position TP and the clutch disconnect starting position CP are additionally learned each time the vehicle is started and each time the key is turned off, so that the amount of wear on the clutch device 26 can be understood (predicted). The learning of the clutch connection starting position TP and the clutch disconnect starting position CP will be described later.

[127] When the amount of clutch wear exceeds the specified amount, high gear starting, at least in automatic mode M1, is disabled (forced manual mode), so that the clutch device 26 can be operated manually for travel while the additional clutch wear due to high gear starting can be suppressed. Additionally, when switching to forced manual mode, even in the event of a system failure, it is possible to continue operation in manual mode M2. Petition 870250085917, dated 09 / 23 / 2025, pp. 112 / 146 36 / 52

[128] As clutch plate 35 wear is accelerated when high gear starting is repeated, the amount of disc wear is monitored (constant TP learning on vehicle start and disconnect start position learning when the key is switched off). The vehicle is allowed to operate in manual mode M2 ​​even during fail mode (during forced manual mode). The amount of clutch wear is monitored from the constant TP learning value and is shifted to forced manual mode when the threshold value is exceeded. <Processando até o Deslocamento de Modo Manual Forçado>

[129] With reference to the flowchart in FIG. 13, the process from control unit 40 to the shift to forced manual mode will be described.

[130] First, when the process is started with the ignition ON, it is determined in step S1 whether the fault indicator, which will be described later, is ON or off. If NO (indicator OFF) in step S1, the process proceeds to step S2. If YES (indicator ON) in step S1, the process proceeds to step S5 described later.

[131] In step S2, it is determined whether the angle difference between the current TP touch point and the initial learning value of the touch point is large or not in the wear direction. The current TP touch point is a touch point that is updated at any time during the use of the motorcycle 1 by the constant learning described above. The initial learning value of the touch point is a touch point acquired by learning (inspection) performed at the time of factory shipment or clutch replacement.

[132] If YES (large in the wear direction) in step S2, it is determined that the clutch wear is large and the process proceeds to step S3. If NO (small in the wear direction) in step S2, it is determined that the clutch wear is small or swollen, and the process is terminated. Petition 870250085917, dated 09 / 23 / 2025, pp. 113 / 146 37 / 52 temporarily with normal control being maintained (step S6).

[133] In step S3, a fault indication (e.g., switching off the automatic control indicator) is performed on the measuring device, the history of major wear faults is recorded in memory and then, in step S4, an effective signal (fault signal) for the next ignition is turned on, and the process is terminated.

[134] When the process is started on the next ignition ON, if YES (indicator ON) in step S1, the process proceeds to step S5. In step S5, the operating mode is shifted to forced manual mode. Thus, the shift to automatic mode M1 is stopped and only manual mode M2 ​​can be selected, and clutch wear due to increased clutch load due to starting in additional high gear is suppressed.

[135] With reference to FIG. 14, the clutch control device 40A notifies the driver of the automatic mode M1 by means of the first dedicated indicator IN1 from the point of view of showing the driver the specification difference between the manual mode M2 ​​and the automatic mode M1. Therefore, when the driver performs the gear engagement operation from the neutral position when the ignition is on, the driver can easily visually confirm that the automatic mode M1 is valid and can perform the gear engagement operation without operating the clutch lever 4b with ease.

[136] On the other hand, when transmission 21 is in high gear and the vehicle is coasting while the choke is closed or the vehicle is stationary, a background color of the second indicator IN2 is set to a color such as amber to alert the driver. That is, the driver is notified that the vehicle can start in a high gear. When Petition 870250085917, dated 09 / 23 / 2025, pp. 114 / 146 38 / 52 when the vehicle is started in a high gear (high gear start), the second indicator IN2 illuminates while the background color remains the warning color, thus strongly drawing the driver's attention.

[137] In the constant learning of TP, the touch point (clutch connection starting position) TP of the clutch device 26 is learned by a drop or increase in engine speed at the moment of starting the vehicle in automatic mode M1. The clutch disconnection starting position CP is learned when the ignition is switched off.

[138] The purpose of the constant TP learning at vehicle start-up is to eliminate a discrepancy between the clutch engagement starting position (target value) recognized by the control unit 40 and the actual clutch engagement starting position (actual measurement value). If the target value described above and the actual measurement value diverge from each other due to clutch wear or swelling, the clutch may engage too early, causing engine stalling, or the clutch may engage too late, increasing engine speed. In this mode, the clutch engagement starting position is corrected when the vehicle is started in automatic mode M1, thus preventing the possibility of engine stalling or engine explosion 13.

[139] FIGS. 10 and 11 are time graphs showing parameter time changes when launch control is performed in automatic mode M1. The transition of the clutch control state, the transmission gear state 21, the choke opening (line TH1), the engine speed (line NE1), the vehicle speed (line VL1), the target value and the actual measurement value of the clutch engagement amount (lines L13 and L14), the target value and the actual measurement value of the control lever angle of Petition 870250085917, dated 09 / 23 / 2025, pages 115 / 146 39 / 52 clutch (clutch operating angle) (lines L11 and L12) and the transition from electric motor control state are shown in order from the top of the figures.

[140] The target value of the clutch connection quantity is a target value for electric motor load control 52, and the target value of the clutch control lever angle is a target value for electric motor position control 52. The clutch control lever angle is a rotation angle of the intermediate release rod 63 that rotates by the electric motor drive 52. In this embodiment, the clutch control lever angle is calculated by multiplying the rotation angle of the third reduction rod 56 to which the rotation angle sensor 56d is attached by the gear ratio between gears 56b and 63a.

[141] In the connection standby state (range from the left end to time t1 in the figure) during start control in automatic mode M1, transmission 21 is in the engaged gear state, the electric motor control state is position control, and clutch device 26 is in the disconnected state (clutch connection quantity is 0 and clutch control lever angle is the disconnected angle Θ1). At this time, relearning the clutch connection start position at vehicle start is enabled when the following conditions are met: the engine is in the idle NE state after warm-up, the difference between the idle NE and the current NE is equal to or less than a predetermined value, and the engine is in the stopped state (vehicle speed is 0 and the throttle is closed).

[142] In the relearning of the clutch engagement starting position at the time of vehicle starting, first, the clutch engagement standby state at the time of vehicle starting control in automatic mode Petition 870250085917, dated 09 / 23 / 2025, pp. 116 / 146 40 / 52 M1 is switched to the vehicle start preparation control. At this moment, the choke motor is activated to slightly open the choke, and the clutch control lever angle is changed to the proximity of the clutch engagement starting position L11a (touch point TP) according to the degree of choke opening by the electric motor position control (instant t1). The initial target value of the clutch engagement amount at the clutch engagement starting position L11a is 0. After that, the divergence from the clutch engagement starting position L11a is learned according to the state of the engine speed drop or increase after the predetermined time lapse, and the control target value is corrected.

[143] In the example of FIG. 10, the drop in engine speed is detected after a lapse of a specified time t2 by the timer adjustment from instant t1 (part A in the figure). At this moment, when the engine speed drops to the first threshold value N1 or less, it is recognized that the clutch engagement is being anticipated due to the swelling of the clutch plate 35 or similar. At this moment, the amount of clutch engagement is unintentionally increased relative to the initial target value 0 (part B in the figure).

[144] Therefore, the clutch control lever angle is returned to the clutch disconnection side in order to return the engine speed to near the target value N2 to avoid the possibility of engine stalling, and the clutch connection starting position L11a and the clutch disconnection starting position L11c are shifted in the clutch disconnection direction based on the amount of return C of the clutch control lever angle. In the figure, lines L11a and L11c indicate the clutch connection starting position and the position Petition 870250085917, dated 09 / 23 / 2025, pp. 117 / 146 41 / 52 clutch disconnection start position of the clutch control lever angle, respectively. In the figure, lines L11b and L11d indicate the clutch connection start position and the clutch disconnection start position after correction (after relearning) of the clutch control lever angle, respectively.

[145] When the conditions for starting clutch engagement are met (instant t3), i.e., when the throttle opening degree and engine speed meet the conditions for enabling starting control (threshold value or higher), the process shifts from starting preparation control to vehicle starting control. Vehicle starting control includes half-clutch control and converges differential rotation of the clutch device 26 (differential clutch rotation) towards zero while accelerating the motorcycle 1. In vehicle starting control, the electric motor control state becomes load control, the target value of the clutch engagement amount becomes valid, and the target value of the clutch control lever angle becomes invalid.When the differential clutch rotation converges at the starting control (instant t4), the electric motor control state is switched to position control, and the clutch actuator 50 is actuated until the clutch control lever angle becomes the clutch linkage angle Θ2.

[146] Here, the correlation between the clutch control lever angle and the amount of travel of the clutch device 26 and thus the clutch lift load will be described with reference to FIG. 12.

[147] As shown in FIG. 12, the clutch lift load is divided into a stroke region (slack region) D, a torque control region (half-clutch region) E and a disconnection region of Petition 870250085917, dated 09 / 23 / 2025, pp. 118 / 146 42 / 52 clutch F according to the lever rotation angle.

[148] The D stroke region is a region where the clutch device 26 is in operation (during the stroke) for invalid elimination. Invalid elimination is eliminating the gap until the clutch device 26 reaches the clutch disconnection start position CP.

[149] The torque control region E is a region in which transmission load control (clutch capacity) is performed after the clutch device 26 has reached the clutch disconnection starting position CP.

[150] The clutch disconnection region F is a region where the clutch capacity becomes zero and the clutch device 26 becomes a disconnected state.

[151] FIG. 11 is a time graph similar to FIG. 10, but in the example of FIG. 11, although there is no drop in NE after the specified time lapse, an increase in engine speed is detected during vehicle start control.

[152] At time t3, when the conditions for clutch engagement are met, the throttle opening degree and engine speed satisfy the vehicle start control permission conditions (equal to or greater than the threshold value), and are shifted from vehicle start preparation control to vehicle start control. In vehicle start control, the electric motor control state becomes load control. In the example of FIG. 11, the engine speed increase (engine speed is equal to or higher than the second threshold value N2) is detected after a lapse of a predetermined time t5 by timer adjustment from time t3 (part G in the figure). From this increase, it is recognized that the clutch engagement is delayed due to Petition 870250085917, dated 09 / 23 / 2025, pp. 119 / 146 43 / 52 to clutch plate wear 35.

[153] Therefore, the clutch control lever angle (and the amount of clutch engagement) is increased towards the clutch engagement side in order to stop the engine speed from rising, compared to the case where there is no increase in engine speed. Based on the amount H of the clutch control lever angle increase at this moment, the clutch engagement starting position L11a and the clutch disengagement starting position L11c are shifted towards the clutch engagement direction. In the figure, lines L11b and L11d indicate the clutch engagement starting position and the clutch disengagement starting position after correction (after relearning) of the clutch control lever angle according to the second mode, respectively.

[154] When the differential clutch rotation is converged in the vehicle start control (instant t4), the electric motor control state is switched to position control, and the clutch actuator 50 is actuated until the clutch control lever angle becomes the clutch linkage angle Θ2.

[155] When motorcycle 1 is started again after motorcycle 1 has been in a stationary state and motorcycle 1 is started with a high gear position, for example, second gear or higher (high gear start) because the driver forgot to perform a gear shift operation where motorcycle 1 should be started with a first gear position, the following gear shift control is performed.

[156] For example, when starting motorcycle 1 while the transmission gear position 21 is in second gear or higher Petition 870250085917, dated 09 / 23 / 2025, pages 120 / 146 44 / 52 high and the vehicle speed is lower than a predetermined set value, the control unit 40 switches to clutch capacity control, in which the clutch capacity is higher than in normal clutch control.

[157] In clutch capacity control, the control unit 40 sets a target value for the amount of clutch actuation (amount of clutch engagement) of the clutch actuator 50 at a second target value higher than a first target value when the transmission gear position 21 is first gear.

[158] Although the clutch actuator 50 is actuated to start the connection of the clutch device 26, the clutch capacity is set to be higher than the half-clutch state at the time of normal vehicle start with the gear position in first gear.

[159] Therefore, when starting in high gear, the clutch device 26 is engaged in a state where the difference between the rotational speed of the engine 13 and the rotational speed of the engine converted from the rotational speed of the intermediate rod 23 is small, so that a large load is prevented from being applied to the clutch device 26. On the other hand, the method of the present embodiment is not limited to the method of the present embodiment, and the control unit 40 can control the operation of the ignition device 47 and the fuel injection device 48 so that the engine 13 is not over-rotated by the slippage of the clutch device 26 due to the clutch disengagement control when the vehicle is started in a high gear, and the engine speed can be made not to exceed a predetermined upper limit speed. Petition 870250085917, dated 09 / 23 / 2025, pp. 121 / 146 45 / 52

[160] FIG. 12 shows that the clutch disconnect starting position CP is learned when the ignition is switched off.

[161] As shown in FIG. 12, when the ignition is switched off, the electric motor 52 is activated to operate the clutch device 26 to the disconnect side. At this moment, the increase in the current supplied to the electric motor 52 is detected by the current sensor 40b, and the clutch control lever angle P2 at the moment when the electric motor supply current has increased is detected. When the lever angle P2 is divergent from the clutch control lever angle P1 previously learned and stored in memory, the clutch control lever angle is corrected using the lever angle P2 as a new control target value.

[162] As described above, the clutch control device 40A of the present embodiment is provided with a clutch device 26 that is configured to disconnect and connect power transmission between the engine 13 and the transmission 21 of the motorcycle 1, a clutch actuator 50 that is configured to operate the clutch device 26 and a control unit 40 that is configured to control the actuation of the clutch actuator 50, wherein the control unit 40 has an automatic control mode M1, which automatically operates the clutch device 26 when the clutch actuator 50 is actuated, and a manual control mode M2, which manually operates the clutch device 26 by operating input on a clutch lever 4b operated by a driver, and the control unit 40 switches to a forced manual control mode, which can only select the manual control mode M2,when a set condition relating to the wear of clutch device 26 is met., Petition 870250085917, dated 09 / 23 / 2025, pages 122 / 146 46 / 52

[163] According to this configuration, when clutch wear is considered, by selecting only the manual control mode M2, in which starting in high gear by automatic control cannot be performed, it is possible to suppress the continuation of clutch wear due to repeated starting in high gear, while maintaining the state in which the motorcycle 1 can travel. As a result, the durability of the clutch device 26 can be improved.

[164] In the clutch control device 40A of the present embodiment, the clutch device 26 transmits power by frictional engagement of the clutch plate 35, and the control unit 40 determines that the established condition relating to the wear of the clutch device 26 is satisfied when the amount of wear of the clutch plate 35 is equal to or greater than a threshold value.

[165] According to this configuration, when the amount of clutch plate wear 35 becomes equal to or greater than the threshold value, it is determined that the established condition related to clutch device wear 26 is satisfied, and the operating mode is shifted to the forced manual control mode, whereby the clutch control mode can be precisely limited based on direct information related to clutch wear.

[166] The clutch control device 40A of the present embodiment is equipped with an angle sensor 56d configured to detect the rotation angle of the transmission element (third reduction gear 56) of the clutch actuator 50, and the control unit 40 determines that the established condition related to the wear of the clutch device 26 is satisfied when the value detected by the angle sensor 56d increases by a predetermined amount or more from the initial value. Petition 870250085917, dated 09 / 23 / 2025, pages 123 / 146 47 / 52 at the moment when a touch point TP, at which the clutch device 26 begins to connect, has been reached during a connection of the clutch device 26.

[167] According to this configuration, when the rotation angle of the clutch actuator transmission element 50 increases by a predetermined amount or more in the half-clutch region after the touch point TP, it is determined that the established condition related to the wear of the clutch device 26 is satisfied, and the clutch device is shifted to the forced manual control mode, whereby the clutch control mode can be precisely and conveniently limited when using the angle sensor 56d which can also be used for clutch actuator 50 drive control.

[168] In the clutch control device 40A of the present embodiment, when the control unit 40 determines that the established condition related to the wear of the clutch device 26 is satisfied, the control unit 40 switches to the forced manual control mode from the next driving cycle by means of the ON / OFF of the motorcycle's main switch 1.

[169] According to this configuration, even when the adjustment condition related to the wear of the clutch device 26 is satisfied and the clutch control mode is limited, the clutch control mode is not limited during the current driving cycle, so that the driver can be notified of the shift to the forced manual control mode when the main switch is ON / OFF, and the driver can easily accept the limitation of the clutch control mode.

[170] In the clutch control device 40A of the present embodiment, when the motorcycle 1 decelerates, and when a position of Petition 870250085917, dated 09 / 23 / 2025, pages 124 / 146 48 / 52 Gear shift of transmission 21 of vehicle 1 is on the high-speed side relative to the vehicle speed, a notification is given to the driver that the gear shift position is on the high-speed side.

[171] According to this configuration, when motorcycle 1 is decelerated and the transmission 21 gear shift position is high relative to the vehicle speed, the driver is notified, thus encouraging the driver to shift down and increasing the certainty that the shift position will be returned to the low gear position, especially before motorcycle 1 stops. This reduces the frequency of starting the vehicle in the high gear shift position and reduces the load on the clutch device 26.

[172] In the clutch control device 40A of the present embodiment, when the motorcycle 1 starts to travel while the gear shift position remains on the high-speed side, a notification is made to a driver that the transmission 21 has the gear shift position on the high-speed side.

[173] According to this configuration, the driver is notified that the gear shift position is on the high-speed side when the vehicle starts, so that the frequency of starts while the gear shift position is on the high-speed side can be further reduced, and the load on the clutch device 26 can be further reduced.

[174] In the clutch control device 40A of the present embodiment, when the motorcycle 1 begins to travel, the control unit 40 performs a half-clutch control so that the engine speed becomes equal to or higher than a starting speed of Petition 870250085917, dated 09 / 23 / 2025, pages 125 / 146 49 / 52 vehicle Ne, and control unit 40 reduces the starting rotation number of vehicle Ne when motorcycle 1 starts traveling while the gear shift position is held on the high-speed side, compared to the case where motorcycle 1 starts traveling when the gear shift position is on the low-speed side.

[175] According to this configuration, when the transmission gear shift position 21 is on the high gear side, the vehicle starting revolutions Ne is reduced compared to when the transmission gear shift position 21 is on the low speed side, thus it is possible to suppress the clutch load due to half-clutch at the moment of starting the trip in the gear shift position on the high speed side.

[176] In the clutch control device 40A of the present embodiment, a notification is given to a driver that the forced manual control mode is in effect while shifting to the forced manual control mode.

[177] According to this configuration, by notifying the driver that the clutch control mode is the forced manual control mode, it is possible to suppress erroneous operations, such as the driver incorrectly identifying the clutch control mode as the automatic control mode and performing the engaged gear operation without performing the clutch operation.

[178] The present invention is not limited to the above embodiment and, for example, the clutch operating element is not limited to the clutch lever 4b and may be a clutch pedal or various other operating elements. The clutch device 26 may be a normally open clutch that is in a disconnected state in a state Petition 870250085917, dated 09 / 23 / 2025, pages 126 / 146 50 / 52 normal in which there is no entry from the outside. The clutch device 26 is not limited to the clutch device structured between the engine 13 and the gearbox 21, and may be structured between the main impeller and any emission object other than the gearbox. The main impeller is not limited to the internal combustion engine and may be an electrically driven electric motor.

[179] The present invention is not limited to application in a saddle-guided vehicle in which the clutch operation is automated, as in the embodiment above. For example, the present invention can be applied to a saddle-guided vehicle (a saddle-guided vehicle having a gearbox device without a clutch operation) that basically performs a manual clutch operation, but does not perform the manual clutch operation under a predetermined condition and can shift speed by adjusting the actuation force.

[180] The clutch control device 40A of the present embodiment can be applied to a saddle-mounted type vehicle other than a motorcycle.

[181] The saddle-guided type vehicle includes all vehicles in which the driver steers a vehicle while passing over the vehicle body and includes not only motorcycles (including motorized bicycles and scooter-type vehicles), but also three-wheeled vehicles (including vehicles with two front and rear wheels, as well as vehicles with two front and rear wheels) or four-wheeled vehicles (such as four-wheeled buggies).

[182] The invention can be applied to a vehicle that includes an electrically driven electric motor as a main impeller.

[183] ​​The invention can be applied to vehicles other than saddle-guided vehicles (passenger cars, buses, trucks, etc.). Petition 870250085917, dated 09 / 23 / 2025, pages 127 / 146 51 / 52

[184] Although the clutch control device 40A of the present embodiment is applied to a vehicle, the present invention is not limited to application to a vehicle and can be applied to various transport equipment, such as an aircraft and a ship, and to various mobile vehicles and bodies, such as construction machinery and industrial machinery. Furthermore, the present invention is broadly applicable to a hand-powered lawnmower, a cleaning machine and the like, provided that the clutch control device is provided in an apparatus that is not a vehicle.

[185] The embodiment configuration above is an example of the present invention and various changes can be made without departing from the scope of the present invention, such as replacing the embodiment components with well-known components. LIST OF REFERENCE SIGNS Motorcycle (vehicle) 4b Clutch lever (clutch operating element) Engine (internal combustion engines, main impeller) Gearbox (issued item) Clutch device Clutch plate Control unit 40A Clutch control device Clutch actuator Third reduction rod (transmission element) 56d Rotation Angle Sensor (angle sensor) M1 Automatic Control Mode, Automatic Mode M2 Manual Control Mode, Manual Mode M3 Manual Control Intervention Mode, Intervention Mode Petition 870250085917, dated 09 / 23 / 2025, pp. 128 / 146 52 / 52 Manual Ne Rotational speed at starting time TP Touchpoint Petition 870250085917, dated 09 / 23 / 2025, pp. 129 / 146

Claims

1 / 3 CLAIMS 1. Clutch control device (40A), characterized in that it comprises; a clutch device (26) that is configured to disconnect and connect power transmission between a main impeller (13) and an emission object (21) of a vehicle (1); a clutch actuator (50) that is configured to operate the clutch device (26); and a control unit (40) that is configured to control an actuation of the clutch actuator (50); wherein the control unit (40) has: an automatic control mode (M1) that automatically operates the clutch device (26) when actuating the clutch actuator (50);and a manual control mode (M2) that manually operates the clutch device (26) by an operating input on a clutch operator (4b) operated by a driver, and in which the control unit (40) shifts to a forced manual control mode, which can only select the manual control mode (M2), according to a wear state of the clutch device (26).

2. Clutch control device, according to claim 1, characterized in that the clutch device (26) transmits power by frictional engagement of a clutch plate (35), and the control unit (40) switches to forced manual control mode when a certain amount of wear on the clutch plate (35) becomes a threshold value or more.

3. Clutch control device, according to claim 1 or 2, characterized in that it further comprises an angle sensor (56d) configured to detect a rotation angle of a transmission element (56) of the clutch actuator (50), and the control unit (40) switches to forced manual control mode when a value detected by the angle sensor (56d) has increased by a predetermined amount or more from an initial value at the time when a touch point (TP), at which the clutch device (26) begins to engage, has been reached during a clutch device (26) engagement.

4. Clutch control device, according to claim 1 or 2, characterized in that the control unit (40) switches to forced manual control mode from the next driving cycle by means of ON / OFF of a main vehicle switch (1) when the control unit (40) has determined that a set condition relating to wear of the clutch device (26) is met.

5. Clutch control device, according to claim 1 or 2, characterized in that, when the vehicle (1) decelerates and when a gear shift position of the transmission (21) of the vehicle (1) is on a high-speed side relative to a vehicle speed, a notification is made to a driver that the gear shift position is on the high-speed side.

6. Clutch control device, according to claim 5, characterized in that, when the vehicle (1) starts to travel while the gear shift position remains on the high-speed side, a notification is made to a driver that the transmission has the gear shift position on the high-speed side.

7. Clutch control device, according to claim 5, characterized in that, when the vehicle (1) begins to travel, the control unit (40) performs a half-clutch control so that an engine rotation number becomes equal to or higher than a vehicle starting rotation number (Ne), and the control unit (40) reduces the vehicle starting rotation number (Ne) when the vehicle (1) begins to travel while the gear shift position is maintained on the high-speed side, compared to a case where the vehicle (1) begins to travel when the gear shift position is on a low-speed side.

8. Clutch control device according to claim 1 or 2, characterized in that a notification is made to a driver that the forced manual control mode is in effect while shifting to the forced manual control mode. Petition 870250085917, dated 23 / 09 / 2025, pp. 132 / 146

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