Clutch control device

Abstract

A clutch control device (50) is provided with a release mechanism (51, 151) for operating a clutch device (40). The release mechanism (51, 151) is provided with: a control-side release shaft (56) which is supported by the clutch actuator (60) and which rotates by receiving input from the motor (61); a clutch-side release shaft group (57, 157) that has a plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B) that integrally rotate by receiving the rotation of the control-side release shaft (56), and that is detachably engaged with the control-side release shaft (56); and a lift-off shaft (52) that initiates operation of the clutch device (40) by rotation of the clutch-side release shaft group (57, 157). The plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B) are disposed so that the central axes thereof are offset from each other.

Description

Technical Field

[0001] This invention relates to a clutch control device. Background Technology

[0002] Previously, a clutch control device was known, which included a clutch device and a clutch actuator that outputs driving force for operating the clutch device, and automatically performs the clutch device disengagement operation by electrical control (for example, see Patent Document 1). Patent Document 1 discloses a structure in which the driving force source for the clutch disengagement switching operation, namely the clutch actuator motor, is mounted on the outer side of the sprocket cover in the vehicle width direction while being housed in a first motor housing.

[0003] Prior art literature

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent No. 6578833 Summary of the Invention

[0006] Summary of the invention

[0007] The problem that the invention aims to solve

[0008] However, in order to achieve a more compact overall power unit with a clutch control device, it is desirable to position the clutch actuator close to the clutch push rod. On the other hand, depending on the vehicle type, the clutch actuator may come into contact with the driver's leg, causing discomfort. In particular, the motor periphery of the clutch actuator tends to be thick, making it prone to contact with the driver's leg. Therefore, in conventional clutch control devices, there is still room for improvement in terms of increasing the flexibility of clutch actuator placement.

[0009] This invention provides a clutch control device that increases the degree of freedom in configuring the clutch actuator. Furthermore, the objective of this application is to improve operability by enabling a compact configuration of the clutch actuator. This, in turn, further improves traffic safety and contributes to the development of sustainable transportation systems.

[0010] Solution for solving the problem

[0011] The clutch control device of the first embodiment of the present invention comprises: a clutch actuator (60) having a motor (61) that outputs a driving force for operating a clutch device (40); a clutch operating member for clutch operation by an occupant; and a disengagement mechanism (51, 151) that receives an input from at least one of the clutch actuator (60) and the clutch operating member to operate the clutch device (40), the disengagement mechanism (51, 151) comprising: a control-side disengagement shaft (56) supported on the clutch actuator (60) and rotating upon receiving an input from the motor (61); and a clutch-side disengagement shaft assembly (57, 157) having a mechanism for operating the clutch device (40) by receiving the control-side disengagement shaft (51, 157). 6) A plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B) that rotate integrally with the rotation of the clutch-side release shaft (56) and engage with the control-side release shaft (56) in a disengaging manner; and a release shaft (52) that extends axially and engages with the first clutch-side release shaft (57A, 157A) of the plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B), thereby triggering the operation of the clutch device (40) by the axial displacement of the clutch-side release shaft group (57, 157), wherein the plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B) are arranged such that their central axes are offset from each other.

[0012] According to the first scheme, by adjusting the configuration of the clutch-side release shaft assembly, which includes the clutch-side release shaft that engages with the control-side release shaft, the position of the clutch actuator including the control-side release shaft can be arbitrarily set relative to the release shaft. Therefore, the configuration freedom of the clutch actuator can be increased.

[0013] The clutch control device of the second embodiment of the present invention is based on the clutch control device of the first embodiment described above. In this embodiment, the separation mechanism (151) has a manual-side separation shaft (155). The manual-side separation shaft (155) is engaged with the clutch-side separation shaft assembly (157) in a disengaging manner and rotates under the operating force of the driver. A plurality of clutch-side separation shafts (157A, 157B) rotate as a unit by receiving the rotation of the manual-side separation shaft (155) and the rotation of the control-side separation shaft (156) respectively. The separation mechanism (151) has a reduction gear train (181) that reduces the rotation of the manual-side separation shaft (155) and transmits it to the first clutch-side separation shaft (157A).

[0014] According to the second scheme, when the clutch device is engaged, the operating load applied by the driver to the manual side release shaft can be reduced.

[0015] The clutch control device of the third embodiment of the present invention is based on the clutch control device of the first embodiment described above. In this embodiment, the separation mechanism (51) has a manual-side separation shaft (55). The manual-side separation shaft (55) is engaged with the clutch-side separation shaft assembly (57) in a disengaging manner and rotates under the operating force of the driver. A plurality of clutch-side separation shafts (57A, 57B, 57C) rotate as a unit by respectively receiving the rotation of the manual-side separation shaft (55) and the rotation of the control-side separation shaft (56). The manual-side separation shaft (55) is coaxially arranged with the first clutch-side separation shaft (57A) and directly engaged with the first clutch-side separation shaft (57A).

[0016] According to the third scheme, the manual-side release shaft is directly connected to the first clutch-side release shaft without using gears or other means. Therefore, when the clutch device is engaged, the driver can rotate the manual-side release shaft through direct operational feedback. This improves the operability of the manual disengagement operation of the clutch device.

[0017] The clutch control device of the fourth embodiment of the present invention is based on the clutch control device of any of the first to third embodiments described above. In addition, the clutch-side release shaft assembly (57) may further include: a second clutch-side release shaft (57B) that engages with the control-side release shaft (56); and a third clutch-side release shaft (57C) that transmits the rotation of the second clutch-side release shaft (57B) to the first clutch-side release shaft (57A).

[0018] According to the fourth scheme, compared to a structure with only two clutch-side release shafts, the clutch actuator, which includes the control-side release shaft, can be positioned further away from the release shaft. Therefore, the configuration flexibility of the clutch actuator can be further improved.

[0019] The clutch control device of the fifth embodiment of the present invention may be based on the clutch control device of any of the first to fourth embodiments described above, and may include: a shaft holding member (82, 182) disposed outside the clutch actuator (60) to hold at least one clutch-side release shaft in the clutch-side release shaft group (57, 157) other than the first clutch-side release shaft (57A, 157A); and a shaft cover portion (30) covering the first clutch-side release shaft (57A, 157A).

[0020] According to the fifth embodiment, the shaft retaining member is integrated with the clutch-side release shaft assembly on the outside of the clutch actuator. Therefore, the shaft retaining member is also covered by the shaft cover portion covered by the first clutch-side release shaft. As a result, the shaft retaining member and the first clutch-side release shaft can be sealed together, eliminating the need for an additional oil seal structure and minimizing the increase in the number of components.

[0021] Invention Effects

[0022] The clutch control device described above can improve the configuration flexibility of the clutch actuator. Attached Figure Description

[0023] Figure 1 This is a right-side view of the motorized two-wheeled vehicle according to the implementation method.

[0024] Figure 2 This is a cross-sectional view showing a portion of the power unit in the embodiment.

[0025] Figure 3 This is a cross-sectional view showing the clutch control device of the first embodiment.

[0026] Figure 4 This is a perspective view showing the shaft retaining member of the first embodiment.

[0027] Figure 5 This is a block diagram of the transmission system according to the first embodiment.

[0028] Figure 6 This is an explanatory diagram showing the change in clutch control mode of the motorized two-wheeled vehicle according to the first embodiment.

[0029] Figure 7 This is a cross-sectional view showing the clutch control device according to the second embodiment.

[0030] Figure 8 This is a perspective view showing the shaft retaining member of the second embodiment. Detailed Implementation

[0031] The embodiments of the present invention will now be described based on the accompanying drawings. It should be noted that in the following description, structures with the same or similar functions are labeled with the same reference numerals. Furthermore, repeated descriptions of these structures are sometimes omitted. Additionally, the directions of front, back, up, down, left, and right in the following description are the same as the directions in the vehicle described below. That is, the up-down direction is consistent with the vertical direction, and the left-right direction is consistent with the vehicle width direction. Furthermore, in the figures used in the following description, arrow UP indicates upward, arrow FR indicates forward, and arrow LH indicates left.

[0032] <Vehicle as a whole>

[0033] Figure 1This is a right-side view of the motorized two-wheeled vehicle according to the implementation method.

[0034] like Figure 1 As shown, the motorized two-wheeled vehicle 1 of this embodiment is an example of a straddle-type vehicle. The motorized two-wheeled vehicle 1 includes a front wheel 2, a rear wheel 3, a frame 10, a power unit 20, and a clutch control device 50.

[0035] The frame 10 includes a head tube 11, a main frame 12, and a pivot frame 13, which are joined together by welding or other means. The head tube 11 is located at the front end of the frame 10. The head tube 11 supports the steering rod of the front wheel suspension 4. The front wheel 2 is supported on the front wheel suspension 4. The main frame 12 extends rearward and downward from the head tube 11. The pivot frame 13 extends downward from the rear end of the main frame 12. The front end of the swing arm 5 is pivotally supported on the lower part of the pivot frame 13. The rear wheel 3 is supported at the rear end of the swing arm 5. It should be noted that the frame 10 is not limited to the above structure.

[0036] A fuel tank 18 is disposed above the main frame 12. A seat 19 is disposed behind the fuel tank 18. A knee support portion 18a is formed at the rear of the fuel tank 18, recessed inward in the vehicle width direction. The knee support portion 18a is formed on the left and right sides of the fuel tank 18. The knee support portion 18a is formed in such a way that it is located on the inner side of the left and right knees of the driver sitting on the seat 19. A footrest 18b is disposed below the seat 19. The driver rests his feet on the footrest 18b.

[0037] The power unit 20 is supported on the frame 10 without relative displacement. The power unit 20 integrally includes an engine 21, a transmission 25, and a clutch assembly 40. The engine 21 is located at the front of the power unit 20. The transmission 25 is located at the rear of the power unit 20.

[0038] The engine 21 includes a crankshaft extending along the width of the vehicle, a crankcase 22 housing the crankshaft, and cylinders 23 extending forward and upward from the crankcase 22. The crankcase 22, viewed from the side, is positioned below the main frame 12. The cylinders 23 and crankcase 22 are integrated as one unit. A piston is fitted and mounted within the cylinder 23. The reciprocating motion of the piston is converted into the rotational motion of the crankshaft via a connecting rod. The crankcase 22 is made of metal.

[0039] Figure 2 This is a cross-sectional view showing a portion of the power unit in the embodiment.

[0040] like Figure 2As shown, the transmission 25 is housed in the rear of the crankcase 22. The rear of the crankcase 22 also serves as the transmission housing 22a housing the transmission 25. The transmission 25 is a stepped transmission, comprising: a main shaft 26 and a countershaft 27 rotatably supported in the transmission housing 22a; a gear set 28 spanning the main shaft 26 and the countershaft 27; and a switching mechanism 29 for switching the gear pairs used for power transmission between the main shaft 26 and the countershaft 27 in the gear set 28. The main shaft 26 and the countershaft 27 extend in the vehicle width direction. The countershaft 27 forms the output shaft of the power unit 20. The countershaft 27 protrudes to the left of the transmission housing 22a and engages with a drive sprocket. Rotation of the countershaft 27 is transmitted from the left side of the transmission housing 22a to the rear wheel 3 via a chain-driven power transmission mechanism.

[0041] The main shaft 26 and the countershaft 27 are arranged in a front-to-back configuration behind the crankshaft. The clutch assembly 40 is engaged with the right end of the main shaft 26. The rotational power of the crankshaft is transmitted to the main shaft 26 via the clutch assembly 40, and from the main shaft 26 to the countershaft 27 via any gear pair of the transmission gear set 28.

[0042] The shift mechanism 29 is housed in the transmission housing 22a. The shift mechanism 29 has a hollow cylindrical shift drum 29b parallel to the main shaft 26 and the countershaft 27. The shift mechanism 29, through the rotation of the shift drum 29b, actuates multiple shift forks 29c. The shift forks 29c operate according to a pattern of guide grooves formed on the outer periphery of the shift drum 29b. The shift mechanism 29, through the operation of the shift forks 29c, switches the gear pairs used for power transmission between the main shaft 26 and the countershaft 27 in the transmission gear set 28.

[0043] The clutch cover 30 is engaged with the transmission case 22a. The clutch cover 30 is located to the right of the transmission case 22a and is engaged with the crankcase 22. The clutch cover 30 is positioned on the extension line of the main shaft 26. The clutch cover 30 divides a clutch chamber between itself and the crankcase 22. A shaft insertion portion 36 for the release shaft 53 to pass through is formed in the clutch cover 30 (see reference). Figure 3 ).

[0044] The clutch assembly 40 is a multi-plate friction clutch that cuts off / connects the power transmission between the crankshaft of the engine 21 and the main shaft 26 of the transmission 25. The clutch assembly 40 is located in the clutch chamber between the clutch cover 30 and the crankcase 22.

[0045] The clutch assembly 40 is a wet multi-plate clutch in which multiple clutch plates 43 are stacked axially. The clutch assembly 40 includes an outer clutch race 41, a central clutch portion 42, and multiple clutch plates 43.

[0046] The outer clutch race 41 is always driven by rotational power transmitted from the crankshaft. The clutch center portion 42 is disposed within the outer clutch race 41 and supported on the main shaft 26 in a manner that allows it to rotate integrally. A plurality of clutch plates 43 are stacked between the outer clutch race 41 and the clutch center portion 42. The plurality of clutch plates 43 cause the outer clutch race 41 and the clutch center portion 42 to engage frictionally.

[0047] A pressure plate 44, approximately the same diameter as the clutch plates 43, is positioned to the right (outer side in the vehicle width direction) of the stacked clutch plates 43. The pressure plate 44 is subjected to an elastic load from the clutch spring 45 and is forced to the left, causing the stacked clutch plates 43 to press against each other (friction engagement). Thus, the clutch device 40 is in an engaged state capable of power transmission. The clutch device 40 is a normally closed clutch that is engaged when there is no external input.

[0048] The disengagement of the clutch discs 43 from each other (friction engagement) is achieved by the operation of the disengagement mechanism 51 inside the clutch housing 30. The operation of the disengagement mechanism 51 is achieved by at least one of the occupant's operation of the clutch lever (clutch operating element) and the application of torque based on the clutch actuator 60.

[0049] (First Implementation)

[0050] The clutch control device 50 of the first embodiment includes a disengagement mechanism 51 and a clutch actuator 60 that outputs a driving force for operating the clutch device 40. The disengagement mechanism 51 includes a release shaft 52 and a release shaft 53.

[0051] The release shaft 52 has a central axis along the vehicle width direction. The release shaft 52 is held within the right side of the main shaft 26 in a manner that allows it to reciprocate in the vehicle width direction. The release shaft 53 is configured to rotate relative to the clutch cover 30.

[0052] Figure 3 This is a cross-sectional view showing the clutch control device according to the first embodiment. It should be noted that... Figure 3 A cross-section including the axis of rotation is shown for each rotating body of the clutch actuator 60.

[0053] like Figure 3 As shown, the release shaft 53 is divided into multiple elements so that it can rotate to receive inputs from the clutch actuator 60 and inputs based on occupant operation. Each of the multiple elements of the divided release shaft 53 has a central axis arranged parallel to each other along a direction orthogonal to the vehicle width direction. In the following description, unless otherwise specified, the axial direction of the release shaft will be simply referred to as the axial direction. Furthermore, the direction of rotation about the axis along the axial direction will be referred to as the circumferential direction.

[0054] The release shaft 53 includes: a manual-side release shaft 55, which rotates upon receiving the driver's operating force; a control-side release shaft 56, which rotates upon receiving input from the motor 61 of the clutch actuator 60; and a clutch-side release shaft assembly 57, which has multiple clutch-side release shafts 57A to 57C that rotate integrally upon receiving rotation from the manual-side release shaft 55 and the control-side release shaft 56, respectively. That is, the clutch-side release shaft assembly 57 rotates integrally upon receiving rotation from the manual-side release shaft 55 alone and upon receiving rotation from the control-side release shaft 56 alone.

[0055] The manual-side release shaft 55 is cylindrical. The lower part of the manual-side release shaft 55 is located inside the clutch housing 30. The manual-side release shaft 55 is rotatably supported on the clutch housing 30. The upper end of the manual-side release shaft 55 protrudes outward from the clutch housing 30. The driven clutch lever 58 is rotatably supported on the upper end of the manual-side release shaft 55. The driven clutch lever 58 is connected to the clutch lever via an operating cable. Thus, the manual-side release shaft 55 rotates via the clutch lever, etc., under the driver's operating force. A return spring is mounted on the driven clutch lever 58. The return spring applies a force to the driven clutch lever 58 in the opposite direction to the rotation based on the clutch lever operation (rotation in the clutch disengagement direction).

[0056] The control-side release shaft 56 is cylindrical. It is located inside the unit housing 70 of the clutch actuator 60. The control-side release shaft 56 is rotatably supported in the unit housing 70. An axially extending control-side engaging portion 56a is provided on the control-side release shaft 56. The cross-section of the control-side engaging portion 56a is fan-shaped.

[0057] The clutch-side release shaft assembly 57 has a plurality of clutch-side release shafts 57A to 57C configured to rotate relative to the clutch cover 30. The plurality of clutch-side release shafts 57A to 57C are a first clutch-side release shaft 57A, a second clutch-side release shaft 57B, and a third clutch-side release shaft 57C.

[0058] The first clutch-side release shaft 57A is cylindrical. It is located inside the clutch housing 30 and is covered by it. The first clutch-side release shaft 57A is rotatably supported on the clutch housing 30. It is coaxially arranged with the manual-side release shaft 55.

[0059] An eccentric cam portion 54 is formed at the lower part of the first clutch-side release shaft 57A. The eccentric cam portion 54 engages with the right end of the release shaft 52 (see reference). Figure 2 ).like Figure 2As shown, the first clutch-side release shaft 57A rotates about its central axis, thereby causing the release shaft 52 to move to the right via the action of the eccentric cam portion 54. The release shaft 52 can reciprocate integrally with the pressure plate 44 of the clutch device 40. Therefore, when the release shaft 52 moves to the right, the pressure plate 44 moves to the right against the force of the clutch spring 45. As a result, the frictional engagement of the stacked clutch plates 43 is released. Thus, the normally closed clutch device 40 is in a disengaged state where power transmission is not possible. A lower return spring is installed at the lower end of the first clutch-side release shaft 57A. The lower return spring applies a force to the first clutch-side release shaft 57A in the opposite direction to the rotation in the clutch disengagement direction.

[0060] like Figure 3 As shown, the upper part of the first clutch-side release shaft 57A and the lower part of the manual-side release shaft 55 overlap axially and face each other circumferentially. The first clutch-side release shaft 57A engages directly with the manual-side release shaft 55 without transmission mechanisms such as gears, thereby enabling them to rotate together in the same phase. That is, the first clutch-side release shaft 57A rotates by receiving rotation from the manual-side release shaft 55. Furthermore, when there is input to the first clutch-side release shaft 57A without transmission through the manual-side release shaft 55, the first clutch-side release shaft 57A can rotate independently within a predetermined range from the manual-side release shaft 55.

[0061] The second clutch-side release shaft 57B is arranged parallel to the first clutch-side release shaft 57A with its central axis offset. The second clutch-side release shaft 57B is positioned forward of the first clutch-side release shaft 57A. The second clutch-side release shaft 57B is coaxially arranged with the control-side release shaft 56. The lower part of the second clutch-side release shaft 57B is located inside the clutch cover 30 and is covered by the clutch cover 30. The second clutch-side release shaft 57B is rotatably supported on the clutch cover 30.

[0062] The upper part of the second clutch-side release shaft 57B protrudes outward from the clutch cover 30 through the shaft insertion portion 36 of the clutch cover 30. The upper part of the second clutch-side release shaft 57B faces into the gearbox 71 of the clutch actuator 60. An axially extending engagement portion 57a ​​is provided at the upper end of the second clutch-side release shaft 57B. The cross-section of the engagement portion 57a ​​is formed in a fan shape. The engagement portion 57a ​​overlaps with the control-side engagement portion 56a of the control-side release shaft 56 in the axial direction and faces each other in the circumferential direction. The second clutch-side release shaft 57B directly engages with the control-side release shaft 56 without transmission mechanisms such as gears, thereby enabling it to rotate integrally in the same phase. That is, the second clutch-side release shaft 57B rotates by receiving the rotation of the control-side release shaft 56. In addition, the engagement portion 57a ​​separates from the control-side engagement portion 56a in the circumferential direction. When there is an input to the second clutch-side release shaft 57B without passing through the control-side release shaft 56, the second clutch-side release shaft 57B can rotate independently within a range specified from the control-side release shaft 56.

[0063] The third clutch-side release shaft 57C is disposed between the second clutch-side release shaft 57B and the first clutch-side release shaft 57A. The central axes of the third clutch-side release shaft 57C, the second clutch-side release shaft 57B, and the first clutch-side release shaft 57A are aligned on the same straight line extending in the longitudinal direction when viewed axially. The third clutch-side release shaft 57C is located inside the clutch housing 30 and is covered by the clutch housing 30. The third clutch-side release shaft 57C is cylindrical. A support shaft 80 passes through the inside of the third clutch-side release shaft 57C. The third clutch-side release shaft 57C is rotatably supported by the support shaft 80. The support shaft 80 is located inside the clutch housing 30. The upper end of the support shaft 80 is supported by the clutch housing 30.

[0064] The separation mechanism 51 has a gear train 81 that transmits the rotation of the second clutch-side separation shaft 57B to the first clutch-side separation shaft 57A. The gear train 81 is disposed inside the clutch housing 30. The gear train 81 includes: a front gear 81a that rotates integrally with the second clutch-side separation shaft 57B; an intermediate gear 81b that rotates integrally with the third clutch-side separation shaft 57C; and a rear gear 81c that rotates integrally with the first clutch-side separation shaft 57A. The front gear 81a is integrally formed with the second clutch-side separation shaft 57B. The front gear 81a meshes with the intermediate gear 81b. The intermediate gear 81b is formed on the outer peripheral surface of the third clutch-side separation shaft 57C. The intermediate gear 81b meshes with the rear gear 81c. The rear gear 81c is integrally formed with the upper end of the first clutch-side separation shaft 57A. Thus, the plurality of clutch-side separation shafts 57A to 57C of the clutch-side separation shaft assembly 57 rotate integrally with each other.

[0065] Figure 4This is a perspective view showing the shaft retaining member of the first embodiment.

[0066] like Figure 3 and Figure 4 As shown, the second clutch-side release shaft 57B and support shaft 80 are supported on the shaft retaining member 82 inside the clutch housing 30. The shaft retaining member 82 includes: a first cylindrical portion 82a supporting the lower end of the second clutch-side release shaft 57B; a second cylindrical portion 82b supporting the lower end of the support shaft 80; and a fastening connection portion 82c fastened to the clutch housing 30 or the crankcase 22. The first cylindrical portion 82a and the second cylindrical portion 82b are arranged in the front-rear direction corresponding to the positional relationship between the second clutch-side release shaft 57B and the support shaft 80, and are integrally formed with each other. The fastening connection portion 82c is integrally formed with the first cylindrical portion 82a and the second cylindrical portion 82b, and extends downward from the first cylindrical portion 82a and the second cylindrical portion 82b. Through holes for bolts to pass through are formed in a front-rear arrangement on the fastening connection portion 82c.

[0067] like Figure 3 As shown, the clutch actuator 60 controls the operating torque applied to the release shaft 53 to disengage / engage the clutch device 40. The clutch actuator 60 is mounted on the upper part of the clutch cover 30. The clutch actuator 60 includes a motor 61 as a drive source, a reduction gear 62 that transmits the driving force of the motor 61 to the release shaft 53, and a unit housing 70 that houses the motor 61 and the reduction gear 62.

[0068] Motor 61 is, for example, a DC motor. Motor 61 is configured such that the axis of rotation of its rotor is along the axial direction of the release shaft 53. Motor 61 is configured such that its axis of rotation 61a protrudes upwards and downwards. In an embodiment, a single clutch actuator 60 includes a pair of motors 61. The pair of motors 61 are arranged in a front-rear direction. Control of the pair of motors 61 will be described later.

[0069] The reduction mechanism 62 reduces the rotational power output from the motor 61 and transmits it to the separation shaft 53. The reduction mechanism 62 includes a gear train 63. Each gear in the gear train 63 has a rotation axis along the axial direction. The gear train 63 includes a drive gear 61b, a first reduction gear 64b, a first minor diameter gear 64c, a second reduction gear 65b, a second minor diameter gear 65c, a third reduction gear 66b, a third minor diameter gear 66c, and a driven gear 67.

[0070] Drive gears 61b are integrally mounted on the rotating shafts 61a of each motor 61. A first reduction gear 64b is disposed between two drive gears 61b. The first reduction gear 64b meshes with each drive gear 61b. The first reduction gear 64b reduces the rotational speed of each drive gear 61b. A first minor diameter gear 64c is coaxially mounted with the first reduction gear 64b. A second reduction gear 65b meshes with the first minor diameter gear 64c. The second reduction gear 65b reduces the rotational speed of the first minor diameter gear 64c. The second minor diameter gear 65c is coaxially mounted with the second reduction gear 65b. A third reduction gear 66b meshes with the second minor diameter gear 65c. The third reduction gear 66b reduces the rotational speed of the second minor diameter gear 65c. The third minor diameter gear 66c is coaxially mounted with the third reduction gear 66b. A driven gear 67 meshes with the second minor diameter gear 65c. The driven gear 67 reduces the rotational speed of the second minor diameter gear 65c.

[0071] The first reduction gear 64b and the first minor diameter gear 64c are respectively configured to rotate integrally with the first support shaft 64a. The first reduction gear 64b, the first minor diameter gear 64c, and the first support shaft 64a constitute the first reduction shaft 64. The first reduction shaft 64 has a central axis along the axial direction.

[0072] The second reduction gear 65b and the second minor diameter gear 65c are respectively configured to rotate integrally with the second support shaft 65a. The second reduction gear 65b, the second minor diameter gear 65c, and the second support shaft 65a constitute the second reduction shaft 65. The second reduction shaft 65 has a central axis along the axial direction.

[0073] The third reduction gear 66b and the third minor diameter gear 66c overlap each other axially. The third reduction gear 66b and the third minor diameter gear 66c are integrally formed. The third reduction gear 66b and the third minor diameter gear 66c are each configured to rotate integrally with the third support shaft 66a. The third reduction gear 66b, the third minor diameter gear 66c, and the third support shaft 66a constitute the third reduction shaft 66. The third reduction shaft 66 has a central axis along the axial direction. A rotation angle sensor 68 is provided on the third reduction shaft 66 to detect the rotation angle of the third reduction shaft 66.

[0074] The third reduction shaft 66 is located in front of the second reduction shaft 65. The second reduction shaft 65 is located in front of the first reduction shaft 64. The control-side release shaft 56 is located in front of the third reduction shaft 66. The central axis of the control-side release shaft 56 and the central axes of each reduction shaft 64, 65, and 66 are aligned on the same straight line extending in the longitudinal direction when viewed axially. That is, the central axes of the multiple clutch-side release shafts 57A to 57C and the central axes of each reduction shaft 64, 65, and 66 are aligned on the same straight line extending in the longitudinal direction when viewed axially.

[0075] The first support shaft 64a, the second support shaft 65a, and the third support shaft 66a are rotatably supported on the unit housing 70. The third reduction gear 66b is a sector gear centered on the third support shaft 66a. The third reduction gear 66b is arranged to extend forward of the third support shaft 66a.

[0076] The driven gear 67 is configured to rotate integrally with the control-side separation shaft 56. The driven gear 67 is a sector gear centered on the control-side separation shaft 56. The driven gear 67 is arranged to extend forward from the control-side separation shaft 56. The fact that the third reduction gear 66b and the driven gear 67 are both sector gears allows for miniaturization of the reduction mechanism 62 and the clutch actuator 60. That is, even when a large-diameter reduction gear is used to obtain a reduction ratio, by cutting away the portion of the reduction gear outside its meshing range to create a sector shape, it is particularly effective to suppress the extension of the reduction mechanism 62 outward in the vehicle width direction and to achieve weight reduction of the reduction mechanism 62.

[0077] The reduction gear 62 connects the motor 61 to the control-side release shaft 56 so that they can always be linked. This constitutes a system in which the clutch device 40 is directly engaged / disengaged via the clutch actuator 60.

[0078] Unit housing 70 is fixed to clutch cover 30. Unit housing 70 includes gearbox 71 and motor housing 75.

[0079] The gearbox 71 supports the first support shaft 64a, the second support shaft 65a, and the third support shaft 66a so that they can rotate. The gearbox 71 houses the gear train 63. The gearbox 71 is formed in two axial sections. Hereinafter, the upper part of the gearbox 71 will be referred to as the upper section 71U, and the lower part of the gearbox 71 will be referred to as the lower section 71L. The upper section 71U is offset rearward relative to the lower section 71L along a plane orthogonal to the axial direction. The motor housing 75, which extends axially, is connected to the lower part of the lower section 71L.

[0080] The upper section 71U, when viewed axially, is a long rectangle extending in the front-to-back direction. The upper section 71U forms an upper gear housing 72U. The upper gear housing 72U houses the first minor diameter gear 64c, the second reduction gear 65b, the second minor diameter gear 65c, the third reduction gear 66b, the third minor diameter gear 66c, and the driven gear 67 from the gear train 63. The upper section 71U of the gearbox 71 is divided vertically by a dividing plane orthogonal to the axial direction. Hereinafter, the lower part of the upper section 71U will be referred to as the upper section body 71Ua, and the upper part of the upper section 71U will be referred to as the gearbox cover 71Ub. The upper section body 71Ua opens upwards. The gearbox cover 71Ub closes the upper opening of the upper section body 71Ua from above.

[0081] The lower section 71L, viewed axially, is an elongated cylindrical shape extending in the front-to-back direction. The lower section 71L forms the lower gear housing 72L. The upper gear housing 72U and the lower gear housing 72L are separated by a partition wall. The lower gear housing 72L houses the drive gears 61b and the first reduction gears 64b of the rotating shafts 61a of each motor 61 in the gear train 63. The lower section 71L of the gearbox 71 is divided vertically by a dividing plane orthogonal to the axial direction. Hereinafter, the upper part of the lower section 71L will be referred to as the lower section body 71La, and the lower part of the lower section 71L will be referred to as the lower cover 71Lb. The lower section body 71La opens downwards. The lower cover 71Lb closes the lower part of the lower section body 71La from below.

[0082] The motor housing 75 forms a motor housing chamber 76 that houses two motors 61. The motor housing chamber 76 houses the two cylindrical motors 61 arranged side by side. The motor housing 75 is a bottomed cylindrical shape with an elongated cross-section. At the top of the motor housing 75, a lower housing cover 71Lb is integrally formed with an enlarged cross-section. The motor housing 75 and the lower housing cover 71Lb are integrally formed to constitute the lower housing 77L.

[0083] The upper section main body 71Ua and the lower section main body 71La are integrally formed to constitute the upper housing 77U. The upper housing cover 71Ub is installed on the upper housing 77U from above, thereby forming an upper gear receiving chamber 72U between the upper housing 77U and the upper housing cover 71Ub. The lower housing cover 71Lb of the lower housing 77L is installed on the upper housing 77U from below, thereby forming a lower gear receiving chamber 72L between the upper housing 77U and the lower housing cover 71Lb. The lower housing 77L and the upper housing 77U are positioned relative to each other by a pair of front and rear locating pins 79. The lower part of each locating pin 79 is inserted into a retaining hole in the lower housing 77L. The upper part of each locating pin 79 is inserted into a fitting hole in the upper housing 77U.

[0084] An opening 73a is formed on the gearbox 71 for the second clutch-side release shaft 57B to pass through. The opening 73a is opposite to the shaft insertion portion 36 of the clutch cover 30. The opening 73a axially passes through the upper section body 71Ua. The gearbox 71 receives the second clutch-side release shaft 57B protruding from the clutch cover 30 through the opening 73a. The gearbox 71 retains the control-side release shaft 56 within itself so that it can rotate.

[0085] When the clutch actuator 60 is installed on the clutch cover 30, the control-side release shaft 56 and the second clutch-side release shaft 57B are connected to each other in a straight line.

[0086] <Transmission System>

[0087] In this motorized two-wheeled vehicle 1, the driver only performs the gear shifting operation of the transmission 25 (foot operation of the shift pedal), and the engagement / disengagement operation of the clutch device 40 is automatically performed by electronic control based on the operation of the shift pedal. That is, the motorized two-wheeled vehicle 1 adopts a so-called semi-automatic transmission system 100 (automatic clutch type transmission system).

[0088] Figure 5 This is a block diagram of the transmission system according to the first embodiment.

[0089] like Figure 5 As shown, the transmission system 100 of the motorized two-wheeled vehicle 1, in addition to the clutch actuator 60, mainly includes a control unit 101, an acceleration sensor 102, a gear position sensor 103, a shift load sensor 104, a throttle opening sensor 105, a vehicle speed sensor 106, an engine speed sensor 107, an ignition device 108, and a fuel injection device 109.

[0090] The control unit 101 controls the operation of the ignition device 108 and the fuel injection device 109, and also controls the operation of the clutch actuator 60. The control of the control unit 101 is based on detection information from the acceleration sensor 102, the gear position sensor 103 and the shift load sensor 104 (e.g., a torque sensor), as well as various vehicle status detection information from the throttle opening sensor 105, the vehicle speed sensor 106, the engine speed sensor 107, etc.

[0091] Acceleration sensor 102 detects the vehicle body's behavior. Gear position sensor 103 detects the transmission stage based on the rotation angle of shift drum 29b. Shift load sensor 104 detects the shift main shaft 29a of the shift mechanism 29 (see reference). Figure 2 The input operating torque. Throttle opening sensor 105 detects the throttle opening. Vehicle speed sensor 106 detects the vehicle speed. Engine speed sensor 107 detects the engine speed.

[0092] The control unit 101 includes a clutch control unit 101C and an engine control unit 101E, which are independent of each other. The clutch control unit 101C mainly controls the drive of the clutch actuator 60. The engine control unit 101E mainly controls the drive of the engine 21. The clutch control unit 101C and the engine control unit 101E can be configured as separate ECUs (Electronic Control Units). The clutch control unit 101C and the engine control unit 101E can be configured to perform independent control or they can be configured as a single ECU. Whether configured separately or as a single unit, the clutch control unit 101C and the engine control unit 101E perform coordinated control.

[0093] The clutch control unit 101C calculates the current value supplied to the motor 61 to disengage / engage the clutch device 40 based on a pre-set calculation program. The current supplied to the motor 61 is determined based on its correlation with the torque output by the motor 61. The target torque of the motor 61 is proportional to the working torque applied to the release shaft 53 (the driven clutch lever torque described later). The current value supplied to the motor 61 is detected by a current sensor included in the clutch control unit 101C. The operation of the clutch actuator 60 is controlled based on the changes in the detected value of the current sensor.

[0094] <Clutch Control Mode>

[0095] Figure 6 This is an explanatory diagram showing the change in clutch control mode of the motorized two-wheeled vehicle according to the first embodiment.

[0096] like Figure 6 As shown, the transmission system 100 of this embodiment has three clutch control modes. The clutch control modes include 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 switched between these three modes according to the clutch control mode switching switch 49 (see reference). Figure 5 The operation of the clutch and clutch operating components will cause appropriate changes. It should be noted that the object containing both manual mode M2 ​​and manual intervention mode M3 is referred to as manual system M2A.

[0097] Automatic mode M1 is a mode in which the clutch device 40 is controlled by calculating the appropriate clutch capacity for the driving state based on automatic start / transmission control. Manual mode M2 ​​is a mode in which the clutch device 40 is controlled by calculating the clutch capacity based on the clutch operation instruction given by the passenger. Manual intervention mode M3 is a mode in which the clutch device 40 is controlled by receiving a clutch operation instruction from the passenger in automatic mode M1 and calculating the clutch capacity based on the clutch operation instruction; it is a temporary manual operation mode. It should be noted that it can also be set so that, in manual intervention mode M3, if the state of the clutch operating component being stopped (fully released) continues for a specified time, the system returns to automatic mode M1.

[0098] For example, when the transmission system 100 starts, it is controlled from the clutch engaged state (connected state) via automatic mode M1. Furthermore, the transmission system 100 is set to return to the clutch engaged state via automatic mode M1 when the engine 21 stops (system shut down). In the normally closed clutch device 40, no power supply to the motor 61 of the clutch actuator 60 is required when the clutch is engaged. On the other hand, when the clutch device 40 is in the clutch disengaged state (disengaged state), the power supply to the motor 61 is maintained.

[0099] The basis of Automatic Mode M1 lies in automatic clutch control. Automatic Mode M1 enables the motorized two-wheeler 1 to move without lever operation. In Automatic Mode M1, the clutch capacity is controlled based on throttle opening, engine speed, vehicle speed, and shift sensor output. This allows the motorized two-wheeler 1 to start without engine stalling simply by operating the throttle. Furthermore, it allows the motorized two-wheeler 1 to shift gears only by shifting gears. Additionally, in Automatic Mode M1, the occupant can switch to Manual Engagement Mode M3 by holding the clutch lever.

[0100] In manual mode M2, the clutch capacity can be controlled by lever operation performed by the passenger. That is, in manual mode M2, the clutch device 40 can be disengaged / engaged by lever operation performed by the passenger. Automatic mode M1 and manual mode M2 ​​can be switched between each other. This switching occurs, for example, when the motorized two-wheeled vehicle 1 is parked and the transmission 25 is in neutral, by operating the clutch control mode switching switch 49 (see reference). Figure 5 It should be noted that the transmission system 100 may also have an indicator showing that it is in manual mode when switching to manual system M2A (manual mode M2 ​​or manual intervention mode M3).

[0101] The basis of manual mode M2 ​​lies in manual clutch control. Manual mode M2 ​​can control the clutch capacity based on the operating angle of the clutch lever (i.e., the operating angle of the driven clutch lever 58). Therefore, the engagement and disengagement of the clutch device 40 can be controlled according to the occupant's wishes. Hereinafter, the operating angle of the driven clutch lever 58 will be referred to as the driven clutch lever operating angle.

[0102] In automatic mode M1, the clutch device 40 is automatically disengaged via the clutch actuator 60. In automatic mode M1, manual clutch operation via the clutch lever temporarily intervenes in the automatic control of the clutch device 40 (manual intervention mode M3).

[0103] <Manual Clutch Operation>

[0104] like Figure 2 As shown, the clutch lever is connected to the driven clutch lever 58 mounted on the release shaft 53 of the clutch assembly 40 via an operating cable. The driven clutch lever 58 is mounted on the upper end of the release shaft 53 in a manner that allows it to rotate integrally.

[0105] Additionally, a clutch control mode switching switch 49 is provided, for example, on the handlebar switch mounted on the steering handlebar. This allows the occupant to easily switch clutch control modes during normal driving.

[0106] <2 Motor Control>

[0107] In one embodiment, the clutch actuator 60 can be configured such that a pair of motors 61 in the clutch actuator 60 cooperate to drive the release shaft 53 (disengaging / engaging the clutch device 40). In this case, the load (load) shared by the two motors 61 is halved, allowing for miniaturization of each motor 61. This increases the freedom of motor 61 placement compared to a clutch actuator 60 with a single motor 61. Therefore, even when the clutch actuator 60 is positioned on the outer side of the power unit 20, it is easy to suppress the clutch actuator 60 from extending outward in the vehicle width direction. Thus, substantial miniaturization of the clutch actuator 60 can be achieved.

[0108] In the implementation, in the clutch actuator 60, under normal conditions (in the absence of failure), one of the multiple (two) motors 61 can be used as the drive source for the release shaft 53, while the remaining one can be used for other purposes. For example, the remaining motor 61 can be used as a fail-safe device and standby, or it can be used as a current sensor.

[0109] As described above, the clutch control device 50 of this embodiment includes a disengagement mechanism 51 that operates the clutch device 40 by receiving input from at least one of the clutch actuator 60 and the clutch lever. The disengagement mechanism 51 includes: a control-side disengagement shaft 56 supported on the clutch actuator 60 and rotating upon receiving input from the motor 61; a clutch-side disengagement shaft assembly 57 having a plurality of clutch-side disengagement shafts 57A to 57C that rotate integrally with the control-side disengagement shaft 56 and engaging with the control-side disengagement shaft 56 in a disengageable manner; and a lift-off shaft 52 extending axially and engaging with the first clutch-side disengagement shaft 57A, thereby initiating operation of the clutch device 40 by axial displacement of the clutch-side disengagement shaft assembly 57. The plurality of clutch-side disengagement shafts 57A to 57C are arranged such that their central axes are offset from each other. According to this structure, by adjusting the configuration of the clutch-side release shaft assembly 57, which includes a second clutch-side release shaft 57B that engages with the control-side release shaft 56, the position of the clutch actuator 60, including the control-side release shaft 56, can be arbitrarily set relative to the release shaft 52. Therefore, the configuration freedom of the clutch actuator 60 can be increased. In particular, the position of the motor 61, which has a large thickness in the vehicle width direction, can be adjusted, thus preventing the periphery of the motor 61 in the clutch actuator from contacting the driver's leg.

[0110] The disengagement mechanism 51 has a manual-side disengagement shaft 55, which engages disengageably with the clutch-side disengagement shaft assembly 57 and rotates under the driver's operating force. Multiple clutch-side disengagement shafts 57A to 57C rotate as a unit by respectively receiving rotation from the manual-side disengagement shaft 55 and the control-side disengagement shaft 56. The manual-side disengagement shaft 55 is coaxially arranged with and directly engages with the first clutch-side disengagement shaft 57A. With this structure, the manual-side disengagement shaft 55 is directly connected to the first clutch-side disengagement shaft 57A without gears or the like, allowing the driver to rotate the manual-side disengagement shaft 55 directly when the clutch device 40 is engaged. Therefore, the operability of the manual disengagement operation of the clutch device 40 is improved.

[0111] The clutch-side release shaft assembly 57 further includes: a second clutch-side release shaft 57B, which engages with the control-side release shaft 56; and a third clutch-side release shaft 57C, which transmits the rotation of the second clutch-side release shaft 57B to the first clutch-side release shaft 57A. According to this structure, compared to a clutch-side release shaft assembly with only two clutch-side release shafts, the clutch actuator 60, including the control-side release shaft 56, can be positioned further away from the release shaft 52. Therefore, the configuration freedom of the clutch actuator 60 can be further improved.

[0112] The clutch assembly includes: a shaft retaining member 82 disposed on the outside of the clutch actuator 60 to retain the second clutch-side release shaft 57B; and a clutch cover 30 covering the first clutch-side release shaft 57A. According to this structure, the clutch cover 30 is integrally disposed on the outside of the clutch actuator 60 with the clutch-side release shaft assembly 57, thus covering the shaft retaining member 82 along with the first clutch-side release shaft 57A. This allows for a seal between the shaft retaining member 82 and the first clutch-side release shaft 57A, eliminating the need for an additional oil seal structure and minimizing the increase in the number of components.

[0113] It should be noted that, compared to a manual clutch-type power unit where the clutch device 40 is engaged or disengaged by the driver rather than through electronic control, the power unit 20 of this embodiment can be constructed by replacing the clutch cover 30 and the release shaft 53 and then installing the clutch actuator 60. Therefore, the clutch actuator 60 can be installed even for power units of different models. Thus, by sharing the clutch actuator 60 among multiple models, a semi-automatic transmission system 100 (automatic clutch-type transmission system) can be easily constructed.

[0114] (Second Implementation)

[0115] Next, refer to Figure 7 and Figure 8 The second embodiment will now be described. The clutch control device 150 of the second embodiment replaces the release shaft 53 of the first embodiment, and includes the release shaft 153. It should be noted that the structure, except as described below, is the same as that of the first embodiment.

[0116] Figure 7 This is a cross-sectional view showing the clutch control device according to the second embodiment.

[0117] like Figure 7 As shown, the separation mechanism 151 includes a separation shaft 153. The separation shaft 153 includes: a manual-side separation shaft 155, which rotates upon receiving the driver's operating force; a control-side separation shaft 156, which rotates upon receiving input from the clutch actuator 60; and a clutch-side separation shaft assembly 157, which has a plurality of clutch-side separation shafts 157A, 157B that rotate integrally by receiving the rotation of the manual-side separation shaft 155 and the control-side separation shaft 156, respectively.

[0118] The manual-side release shaft 155 is cylindrical. The lower part of the manual-side release shaft 155 is located inside the unit housing 70 of the clutch actuator 60. The manual-side release shaft 155 is rotatably supported in the unit housing 70. The upper end of the manual-side release shaft 155 protrudes outward from the unit housing 70. The driven clutch lever 58 is rotatably supported on the upper end of the manual-side release shaft 155.

[0119] The clutch-side release shaft assembly 157 has a plurality of clutch-side release shafts 157A and 157B configured to rotate relative to the clutch housing 30. The plurality of clutch-side release shafts 157A and 157B are a first clutch-side release shaft 157A and a second clutch-side release shaft 157B.

[0120] The first clutch-side release shaft 157A is cylindrical. It is located inside the clutch cover 30 and is covered by it. The first clutch-side release shaft 157A is rotatably supported on the clutch cover 30. An eccentric cam portion 54 is formed at the lower part of the first clutch-side release shaft 157A.

[0121] The second clutch-side release shaft 157B is arranged parallel to the first clutch-side release shaft 157A with its central axis offset. The second clutch-side release shaft 157B is positioned forward of the first clutch-side release shaft 157A. The second clutch-side release shaft 157B is coaxially arranged with the manual-side release shaft 155. The lower part of the second clutch-side release shaft 157B is located inside the clutch housing 30 and is covered by the clutch housing 30. The second clutch-side release shaft 157B is rotatably supported on the clutch housing 30. The upper part of the second clutch-side release shaft 157B protrudes from the clutch housing 30 to the outside of the clutch housing 30 through the shaft insertion portion 36. The upper part of the second clutch-side release shaft 157B faces into the gearbox 71 of the clutch actuator 60.

[0122] A manual-side engaging portion 155a extending axially is provided at the lower end of the manual-side release shaft 155. An axially extending engaging portion 157a is provided at the upper end of the second clutch-side release shaft 157B. The cross-sections of the manual-side engaging portion 155a and the engaging portion 157a are respectively formed in a fan shape. The manual-side engaging portion 155a and the engaging portion 157a overlap each other axially and face each other circumferentially. The second clutch-side release shaft 157B engages with the manual-side release shaft 155 and can rotate as a unit. That is, the second clutch-side release shaft 157B rotates by receiving rotation from the manual-side release shaft 155. Furthermore, when there is input to the second clutch-side release shaft 157B without passing through the manual-side release shaft 155, the second clutch-side release shaft 157B can rotate independently within a predetermined range from the manual-side release shaft 155.

[0123] The control-side release shaft 156 is formed in the same manner as the control-side release shaft 56 in the first embodiment. The control-side release shaft 156 can pass through the engagement portion between the lower end of the manual-side release shaft 155 and the upper end of the second clutch-side release shaft 157B. The cross-section of the control-side engagement portion 56a of the control-side release shaft 156 is formed in a fan shape.

[0124] The control-side engaging portion 56a of the control-side release shaft 156 and the engaging portion 157a of the second clutch-side release shaft 157B overlap axially and face each other circumferentially. Thus, the second clutch-side release shaft 157B rotates by receiving rotation from the control-side release shaft 156. Furthermore, the engaging portion 157a separates circumferentially from the control-side engaging portion 56a. When there is input to the second clutch-side release shaft 157B without passing through the control-side release shaft 156, the second clutch-side release shaft 157B can rotate independently within a range predetermined from the control-side release shaft 156.

[0125] The disengagement mechanism 51 has a gear train 181 that transmits the rotation of the second clutch-side disengagement shaft 157B to the first clutch-side disengagement shaft 157A. The gear train 181 is disposed inside the clutch housing 30. The gear train 181 includes: a front gear 181a that rotates integrally with the second clutch-side disengagement shaft 157B; and a rear gear 181b that rotates integrally with the first clutch-side disengagement shaft 157A. The front gear 181a is integrally formed with the second clutch-side disengagement shaft 157B. The rear gear 181b meshes with the front gear 181a. Thus, the plurality of clutch-side disengagement shafts 157A and 157B of the clutch-side disengagement shaft assembly 157 rotate integrally. In this embodiment, the gear train 181 decelerates the rotation of the manual-side disengagement shaft 155 and transmits it to the first clutch-side disengagement shaft 157A.

[0126] Figure 8 This is a perspective view showing the shaft retaining member of the second embodiment.

[0127] like Figure 7 and Figure 8 As shown, the second clutch-side release shaft 157B is supported on the shaft retaining member 182 inside the clutch housing 30. The shaft retaining member 182 includes: a cylindrical portion 182a supporting the lower end of the second clutch-side release shaft 157B; and a fastening connection portion 182b fasteningly connected to the clutch housing 30 or the crankcase 22. The fastening connection portion 182b is integrally formed with the cylindrical portion 182a and extends rearward from the cylindrical portion 182a. Through holes for bolts to pass through are formed vertically in the fastening connection portion 182b.

[0128] The clutch actuator 60 has a housing 71Uc instead of the housing cover 71Ub in the first embodiment. An opening 173 is formed in the housing cover 71Uc for the manual-side release shaft 155 to pass through. The opening 173 axially extends through the housing cover 71Uc. When the manual-side release shaft 155 protrudes outward from the gearbox 71 through the opening 173, the inner circumferential surface of the opening 173 holds the manual-side release shaft 155 in a rotatable position.

[0129] When the clutch actuator is installed on the clutch cover 30, the manual side release shaft 155, the control side release shaft 156, and the second clutch side release shaft 157B are connected to each other in a straight line.

[0130] As explained above, the clutch control device 150 according to this embodiment has the same effect as that in the first embodiment. In addition, in this embodiment, the disengagement mechanism 151 has a gear train 181 that reduces the rotational speed of the manual-side disengagement shaft 155 and transmits it to the first clutch-side disengagement shaft 157A. With this structure, when the clutch device 40 is operated, the operating load applied by the driver to the manual-side disengagement shaft 155 can be reduced.

[0131] It should be noted that in the first and second embodiments, the clutch actuator 60 includes control-side release shafts 56 and 156, which are substantially shared. Therefore, by placing the release shaft assembly between the clutch actuator 60 and the first clutch-side release shafts 57A and 157A provided on the vehicle body side, or by directly connecting the clutch actuator 60 to the release shaft on the vehicle body side, a clutch device can be formed, enabling the clutch actuator 60 to be shared among multiple vehicle models.

[0132] The separation mechanism 51 in this embodiment is an eccentric cam mechanism, but the separation mechanism can also be a mechanism with a rack and pinion, a feed screw, etc. The mechanism connecting the clutch lever and the driven clutch lever 58 is not limited to an operating cable, and can also be a mechanism with a rod, a connecting rod, etc.

[0133] In this embodiment, the disengagement mechanism is configured to operate in response to input from the clutch operating element, but it is not limited to this configuration. That is, the disengagement mechanism may also be configured to operate only in response to input from the clutch actuator. Furthermore, the clutch actuator 60 in this embodiment has a pair of motors 61, but the clutch actuator may also have only one motor.

[0134] In this embodiment, the clutch-side release shaft assembly is configured as a two-shaft or three-shaft assembly, but is not limited to this configuration. The clutch-side release shaft assembly may also be configured as a four-shaft or more assembly.

[0135] Furthermore, without departing from the spirit of the present invention, the constituent elements in the above embodiments can be appropriately replaced with well-known constituent elements.

[0136] Industrial availability

[0137] The clutch control device described above can improve the configuration flexibility of the clutch actuator.

[0138] Symbol explanation:

[0139] 30…Clutch cover (shaft cover section)

[0140] 40… Clutch device

[0141] 50, 150… Clutch control device

[0142] 51, 151… Separation mechanism

[0143] 52…Lift off shaft

[0144] 53, 153… Separation shaft

[0145] 55, 155… Manual side split shaft

[0146] 56, 156… Control side separation shaft

[0147] 57, 157… Clutch-side release shaft assembly

[0148] 57A, 157A… First clutch-side release shaft (clutch-side release shaft)

[0149] 57B, 157B… Second clutch-side release shaft (clutch-side release shaft)

[0150] 57C…Third clutch-side release shaft (clutch-side release shaft)

[0151] 60… Clutch Actuator

[0152] 61…motor

[0153] 82, 182… Shaft retaining components

[0154] 181… Gear train (reduction gear train)

Claims

1. A clutch control device, wherein, The clutch control device includes: The clutch actuator (60) has a motor (61) that outputs a driving force for operating the clutch device (40); Clutch operating components, which are operated by the occupant; as well as The disengagement mechanism (51, 151) receives input from at least one of the clutch actuator (60) and the clutch operating element to operate the clutch device (40). The separation mechanism (51, 151) has: The control-side release shaft (56), which is supported by the clutch actuator (60), rotates upon receiving input from the motor (61); The clutch-side release shaft assembly (57, 157) has a plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B) that rotate integrally by receiving the rotation of the control-side release shaft (56), and engages with the control-side release shaft (56) in a disengaging manner. as well as The release shaft (52), which extends axially, engages with the first clutch-side release shaft (57A, 157A) among the plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B). The operation of the clutch device (40) is initiated by the axial displacement of the clutch-side release shaft assembly (57, 157). The multiple clutch-side release shafts (57A, 57B, 57C, 157A, 157B) are arranged such that their central axes are offset from each other.

2. The clutch control device according to claim 1, wherein, The separation mechanism (151) has a manual-side separation shaft (155), which engages with the clutch-side separation shaft assembly (157) in a disengaging manner and rotates in response to the driver's operating force. The plurality of clutch-side release shafts (157A, 157B) rotate as a unit by respectively receiving rotation from the manual-side release shaft (155) and the control-side release shaft (156). The separation mechanism (151) has a reduction gear train (181) that reduces the rotation of the manual-side separation shaft (155) and transmits it to the first clutch-side separation shaft (157A).

3. The clutch control device according to claim 1, wherein, The separation mechanism (51) has a manual-side separation shaft (55), which engages with the clutch-side separation shaft assembly (57) in a disengaging manner and rotates in response to the driver's operating force. The plurality of clutch-side release shafts (57A, 57B, 57C) rotate as a unit by respectively receiving rotation from the manual-side release shaft (55) and the control-side release shaft (56). The manual side release shaft (55) is coaxially configured with the first clutch side release shaft (57A) and directly engages with the first clutch side release shaft (57A).

4. The clutch control device according to claim 1 or 2, wherein, The clutch-side release shaft assembly (57) also has: The second clutch-side release shaft (57B) engages with the control-side release shaft (56); and The third clutch-side release shaft (57C) transmits the rotation of the second clutch-side release shaft (57B) to the first clutch-side release shaft (57A).

5. The clutch control device according to claim 1 or 2, wherein, The clutch control device has: Shaft retaining members (82, 182), disposed outside the clutch actuator (60), retain at least one clutch-side release shaft in the clutch-side release shaft assembly (57, 157) other than the first clutch-side release shaft (57A, 157A); and Shaft cover (30) covers the first clutch-side release shaft (57A, 157A).

Images