DISPOSITIVO DE CONTROLE DE EMBREAGEM

Abstract

This clutch control device (40A) is provided with a clutch device (26), a clutch actuator (50), and a control unit (40). The control unit (40) performs clutch automatic disconnection control for disconnecting the clutch device (26) at the time of shifting and at the time of vehicle speed reduction and also makes the clutch disengagement speed (L12VB) of the clutch automatic disengagement control at the time of vehicle speed reduction slower than the clutch disengagement speed (L12VA) of the clutch automatic disengagement control at the time of shifting.

Description

1 / 52 CLUTCH CONTROL DEVICE TECHNICAL FIELD

[001] This invention relates to a clutch control device. FUNDAMENTALS OF THE TECHNIQUE

[002] Conventionally, a clutch control device in which the connection / disconnection operation of a clutch device is automatically performed by electrical control is known (see, for example, Patent Documents 1 and 2).

[003] For example, Patent Document 1 discloses that engine stalling is prevented by automatically disengaging the clutch when the vehicle is in a transition state to stop.

[004] Here, for example, as in Patent Document 2, when the driver-operated clutch lever and the clutch actuator are mechanically connected, when the clutch is automatically disengaged by the clutch actuator, the movement of the clutch actuator is also transmitted to the clutch lever. A clutch disengagement control during gear changes is within the driver's expectation; however, a clutch disengagement control during which the vehicle speed is reduced generates unexpected behavior in the clutch lever, and there is concern that an uncomfortable sensation may be transmitted to the driver. Citation List Patent Document Patent Document 1: Unexamined Japanese Patent Application, First Publication No. H9-324827 Patent Document 2: Unexamined Japanese Patent Application, Petition 870250083737, dated 09 / 17 / 2025, pages 164 / 218 2 / 52 First Publication No. 2005-106246 SUMMARY OF THE INVENTION Technical Problem

[005] Therefore, the objective of the present invention is to provide a clutch control device capable of performing manual and automatic clutch operations, which can suppress a feeling of discomfort in clutch disengagement control when vehicle speed is reduced. The present invention is aimed at improving operational capability in order to solve the above problem. This will further increase traffic safety and contribute to the development of a sustainable transportation system. Solution to the Problem

[006] A clutch control device (40A) is provided with a clutch device (26) that is configured to disconnect and connect the power transmission between a primary booster (13) and an output 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) performs automatic clutch disconnection control that disconnects the clutch device (26) during a gear change and a vehicle speed reduction, and sets a clutch disconnection speed (L12VB) of the automatic clutch disconnection control during vehicle speed reduction to a speed lower than a clutch disconnection speed (L12VA) of the automatic clutch disconnection control during a gear change,wherein the control unit (40) has: an automatic control mode (M1) that automatically operates the clutch device (26) when actuating the actuator of, Petition 870250083737, dated 09 / 17 / 2025, pages 165 / 218 3 / 52 clutch (50); and a manual control intervention mode (M3) that manually operates the clutch device (26) by an operating input for a clutch operator (4b) operated by a driver, and wherein, when the vehicle speed or engine speed is reduced to a predetermined rate change determination threshold value (W1) in the manual control intervention mode (M3) and when the rate of reduction of vehicle speed or engine speed is equal to or greater than a predetermined engine stall prevention determination threshold value (W2), the automatic clutch disconnection control is performed at a clutch disconnection speed that is greater than when the reduction rate is less than the predetermined engine stall prevention determination threshold value (W2).

[007] According to this configuration, by setting the clutch disengagement speed of the automatic clutch disengagement control during vehicle speed reduction to be lower than the clutch disengagement speed of the automatic clutch disengagement control during gear shifting, it is possible to suppress the occurrence of an unexpected movement due to the sudden clutch disengagement control in the operating element of the clutch touched by the driver, and suppress the occurrence of a feeling of discomfort in the automatic clutch disengagement control during vehicle speed reduction.

[008] According to this configuration, when the vehicle speed or engine speed is less than the threshold value for determining rate change and the rate of reduction in vehicle speed or engine speed is equal to or greater than the threshold value for determining engine stall prevention, the engine stalls due to the delay in automatic disconnection. Petition 870250083737, dated 09 / 17 / 2025, pp. 166 / 218 4 / 52 of the clutch can be suppressed by performing automatic clutch disconnection with the engine stall prevention clutch disconnection speed, which is a relatively high speed.

[009] In a second aspect of the present invention, according to the first aspect mentioned above, the automatic clutch disconnection control during vehicle speed reduction is performed by a relaxed clutch disconnection speed that is set when the rate of reduction in vehicle speed or engine speed is less than a predetermined engine stall prevention determination threshold value (W2) and an engine stall prevention clutch disconnection speed that is set when the rate of reduction in vehicle speed or engine speed is equal to or greater than the predetermined engine stall prevention determination threshold value (W2), and the relaxed clutch disconnection speed is set to be less than the engine stall prevention clutch disconnection speed.

[010] According to this configuration, the downshift clutch disengagement speed and the engine stall prevention clutch disengagement speed, which are different from each other in speed, are defined, and these are switched according to the downshift rate in vehicle speed or engine speed, so that both improved lever feel and engine stall prevention can be achieved.

[011] In a third aspect of the present invention, in accordance with the second aspect mentioned above, when a predetermined return condition to automatic control mode (M1) is satisfied during control in manual control intervention mode (M3), the control unit (40) automatically returns to automatic control mode (M1). Petition 870250083737, dated 09 / 17 / 2025, pages 167 / 218 5 / 52

[012] According to this configuration, when a predetermined return condition to automatic control mode is met during control in manual control intervention mode, the automatic control mode is automatically returned to automatic control mode, whereby it is possible to prevent the driver from incorrectly identifying the control mode and performing the gear change operation (in particular, performing the engaged gear operation without the clutch operation despite the manual control intervention mode), to prevent engine stalling due to forgetting to disconnect the clutch and to improve operability.

[013] In a fifth aspect of the present invention, in accordance with the first aspect mentioned above, the automatic clutch disconnection control during vehicle speed reduction is executed when the vehicle speed becomes equal to or less than the threshold values ​​(V1, V2), and a first threshold value (V1) to determine the execution of the automatic clutch disconnection control in manual control intervention mode (M3) is set lower than a second threshold value (V2) to determine the execution of the automatic clutch disconnection control in automatic control mode (M1).

[014] According to this configuration, by setting the threshold value for clutch disconnection execution determination in manual control intervention mode lower than the threshold value for clutch disconnection execution determination in automatic control mode, it is possible to respect the driver's intention as much as possible in manual control intervention mode and improve lever feel in automatic control mode.

[015] In a sixth aspect of the present invention, in accordance with the first or second aspect mentioned above, the disconnection control of Petition 870250083737, dated 09 / 17 / 2025, pages 168 / 218 6 / 52 automatic clutch during vehicle speed reduction is initiated when a predetermined parameter reaches a threshold value (V1, V2), and the threshold value (V1, V2) changes according to the gear position of the vehicle's transmission (21) (1).

[016] According to this configuration, the start time of the automatic clutch disconnect control during vehicle speed reduction changes according to the transmission gear position, so it is possible to set the automatic clutch disconnect control to start earlier as the gear position is higher, for example, and it is possible to increase the certainty of preventing engine stalling.

[017] In a seventh aspect of the present invention, in accordance with the sixth aspect mentioned above, when the transmission gear (21) is on the high-speed side relative to the vehicle speed, a notification is given to the driver to cause him to perform a gear change operation.

[018] According to this configuration, by issuing the notification when the transmission gear position is higher than the vehicle speed, it is possible to increase the possibility of downshifting and increase the certainty that the gear position will return to the level corresponding to the low gear position before the vehicle stops. This reduces the possibility of starting the vehicle in a high gear position and suppresses the deterioration of the clutch device. Advantageous Effects of the Invention

[019] According to the clutch control device of the present invention, in the clutch control device capable of performing both manual and automatic clutch operation, it is possible to suppress a feeling of discomfort in the clutch disconnection control during vehicle speed reduction. Petition 870250083737, dated 09 / 17 / 2025, pp. 169 / 218 7 / 52 BRIEF DESCRIPTION OF THE DRAWINGS

[020] Figure 1 is a right side view of a motorcycle according to an embodiment of the present invention.

[021] Figure 2 is a cross-sectional view of a motorcycle gearbox and shift mechanism.

[022] Figure 3 is a block diagram of the motorcycle's gear shift system.

[023] Figure 4 is an explanatory view showing a transition from one clutch control mode of the motorcycle.

[024] Figure 5 is a cross-sectional view considered along the axial direction of the clutch actuator.

[025] Figure 6 is a perspective view of a release rod for operating a clutch device.

[026] Figure 7 is a cross-sectional view considered along line VII-VII of Figure 5.

[027] Figure 8A is a cross-sectional view corresponding to Figure 7, which shows 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.

[028] Figure 8B is a cross-sectional view corresponding to Figure 7, which shows an action of the release rod in the half-clutch region, and shows the case during manual intervention.

[029] Figure 9A is a cross-sectional view corresponding to Figure 7, which shows an action of the release rod in the standby position, and shows when the release rod is actuated by the clutch actuator.

[030] Figure 9B is a cross-sectional view corresponding to Figure 7, which shows an action of the release rod in the standby position, and shows Petition 870250083737, dated 09 / 17 / 2025, pages 170 / 218 8 / 52 during manual intervention.

[031] Figure 10A is a time graph showing a time variation of a parameter when performing an automatic clutch disconnect control in a comparable example.

[032] Figure 10B is a time graph showing a time variation of a parameter when performing an automatic clutch disconnection control in the mode.

[033] Figure 11 is a time graph corresponding to Figure 10B in a variant example of the modality.

[034] Figure 12 is a time graph corresponding to Figure 10B in another variant example of the modality.

[035] Figure 13 is an explanatory diagram showing a basic control state of the clutch control device.

[036] Figure 14 is a flowchart showing a process for performing a clutch disconnect rate limit definition.

[037] Figure 15 is a flowchart that shows a process for performing an automatic return determination.

[038] Figure 16 is a flowchart showing a process for performing a motor stop suppression determination control. DESCRIPTION OF THE MODALITIES

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

[040] 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 indicates the front of the vehicle, an LH arrow indicates the left of the vehicle, and an UP arrow indicates Petition 870250083737, dated 09 / 17 / 2025, pages 171 / 218 9 / 52 The upper side of the vehicle is 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 inner strip between the two ends of the object. Entire Vehicle

[041] As shown in figure 1, the present embodiment is applied to a motorcycle 1 as an example of a saddle-type vehicle. The front wheel 2 of the motorcycle 1 is supported by the lower end parts of a pair of left and right front forks 3. The upper parts of the left and right front forks 3 are supported by a collector tube 6 at the front end of the vehicle body 5 via a steering column 4. The bar-type steering handle 4a is fixed to the top bridge of the steering column 4.

[042] The vehicle body 5 includes the collector tube 6, main structures 7 extending downwards and aft from a center of the collector tube 6 in a vehicle-width direction (left / right direction), articulation structures 8 provided below the rear end parts of the main structures 7, and a seat frame 9 continuous with the rear sides of the main structures 7 and the articulation structures 8. The front end parts of the swing arms 11 are axially supported in an oscillating manner by the articulation structures 8. A rear wheel 12 of the motorcycle 1 is supported by the rear end parts of the swing arms 11.

[043] A fuel tank 18 is supported above the main left and right structures 7. A front seat 19 and a rear seat 19a are supported above the seat frame 9 behind the fuel tank 18. The recessed knee support parts 18a are set back into the Petition 870250083737, dated 09 / 17 / 2025, pages 172 / 218 10 / 52 width direction of the vehicle are formed on both the left and right sides of a rear part of the fuel tank 18. The left and right knee support parts 18a are formed to correspond with the following areas. The areas are the inner sides around the left and right knees of a driver seated in the front seat 19. Steps 18b are supported on both the left and right sides below the front seat 19. The driver positions their feet in front of their ankles on the steps 18b.

[044] A PU power unit which includes a primary motorcycle booster 1 is suspended below the main structures 7. The PU power unit integrally has an engine (internal combustion engine, primary booster) 13 located at its front, and the gearbox (output object) 21 located at its rear. 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 (width direction of the vehicle).

[045] The engine 13 has a cylinder 16 positioned above a front part of a crankcase 15. A rear part of the crankcase 15 is a gearbox housing 17 configured to accommodate the gearbox 21. A right cover 17a crossing a part of the right side of the gearbox housing 17 is attached to a part of the right side of the crankcase 15. The right cover 17a is a clutch cover configured to cover a clutch device 26. The power unit PU is connected to the rear wheel 12 via, for example, a chain-type transmission mechanism (not shown). Gearbox

[046] With reference also to figure 2, the gearbox is a stepped transmission. The gearbox 21 has a main shaft 22 and an intermediate shaft 23, and a gear shift group 24 that bridges between Petition 870250083737, dated 09 / 17 / 2025, pp. 173 / 218 11 / 52 both rods 22 and 23. The intermediate rod 23 constitutes an output rod of the gearbox 21 and the power unit PU. A left-end portion of the intermediate rod 23 projects to the left from a rear part of the gearbox housing 17 and is connected to the rear wheel 12 via a chain-type transmission mechanism.

[047] The main rod 22 and the intermediate rod 23 of the gearbox 21 are arranged behind the crankshaft 14. The clutch device 26 is arranged coaxially with a right-end part of the main rod 22. The clutch device 26 connects and disconnects the 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 the actuation of a clutch actuator 50, which will be described below.

[048] The clutch device 26 is, for example, a wet-type multi-plate clutch, a so-called normally closed clutch. The rotary power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and transmitted to the intermediate shaft 23 from the main shaft 22 via an arbitrary gear pair of the gear shift group 24. A sprocket 27 of the chain-type transmission mechanism is fixed to a left-end part of the intermediate shaft 23 projecting to the left from a rear part of the crankcase 15.

[049] A shift mechanism 25 configured to switch a pair of gears from the gear shift group 24 is housed in the gearbox housing 17 in close proximity to the gearbox 21. The shift mechanism 25 has a hollow cylindrical shift drum 32 parallel to both 22 and 23. The shift mechanism 25 operates a plurality of shift forks 32a of Petition 870250083737, dated 09 / 17 / 2025, pages 174 / 218 12 / 52 according to the rotation of the shift drum 32. This operation is performed according to a pattern of a feed groove formed on an outer circumference of the shift drum 32. According to this operation, the shift mechanism 25 switches the gear pairs of the gear shift group 24 used for power transmission between both rods 22 and 23.

[050] Here, on motorcycle 1, only the gear shifting operation (an operation of a gear shift pedal (not shown)) of the gearbox 21 is performed by a rider, and a connection / disconnection operation of the clutch device 26 is automatically performed by the electrical control according to the operation of the gear shift pedal. That is, motorcycle 1 uses a so-called semi-automatic gear shifting system (automatic clutch type gear shifting system). Gear shift system

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

[052] The control unit 40 controls the 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 shift 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 number sensor 46, and the like.

[053] The acceleration sensor 41 detects a behavior of the vehicle body. The gear position sensor 42 detects the gear shift stage from a rotation angle of the shift drum 32. The Petition 870250083737, dated 09 / 17 / 2025, pages 175 / 218 13 / 52 shift load sensor 43 detects an operating torque input to a shift spindle 31 (see figure 2) of the shift mechanism 25. The throttle opening sensor 44 detects a throttle opening. The vehicle speed sensor 45 detects a vehicle speed. The engine speed number sensor 46 detects an engine speed number.

[054] The 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 are configured as, for example, separate ECUs (Electronic Control Units). The clutch control unit 40C and the engine control unit 40E can be integrated into the ECU provided they perform the control independently.

[055] With reference also to Figure 2 and Figure 5, the clutch actuator 50 controls a working torque applied to a release rod 53 to engage and disengage the clutch device 26. The clutch actuator 50 includes an electric motor 52 (electric motor, hereafter simply referred to as the motor 52) as a drive source, and a speed reduction mechanism (gear reduction mechanism, transmission mechanism) 51 configured to transmit a drive force from the 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, an angle Petition 870250083737, dated 09 / 17 / 2025, pages 176 / 218 14 / 52 rotation of the third reduction rod 56.

[056] With reference to Figure 3, the clutch controller 40C calculates the following current value based on the previously defined calculation program. The current value is a current value supplied to the motor 52 to engage and disengage the clutch device 26. The current supplied to the motor 52 is obtained from the correlation with the torque delivered to the motor 52. The target torque of the 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 motor 52 is detected by a current sensor 40b included in the clutch controller 40C. The operation of the clutch actuator 50 is controlled according to a change in the detected value. The clutch actuator 50 will be described in detail below. Clutch device

[057] As shown in figure 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.

[058] The outer clutch 33 is actuated by the normal rotary power transmission of the crankshaft 14. The central clutch 34 is disposed in the outer clutch 33 and supported by the main rod 22 integrally in a rotary manner. The plurality of clutch plates 35 are stacked between the outer clutch 33 and the central clutch 34 and engage with each other by friction.

[059] A pressure plate 36 with a diameter substantially equal to Petition 870250083737, dated 09 / 17 / 2025, pages 177 / 218 The 15 / 52 diameter of the clutch plates 35 is arranged on a right side of the stacked clutch plates 35 (an outer side in the width direction of the vehicle). The pressure plate 36 receives an elastic load from a clutch spring 37, which is displaced to the left, and pressure welds (engages by friction) the stacked clutch plates 35 together. 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 under normal conditions when there is no external input.

[060] Release of the pressure weld (friction engagement) is achieved by operating a release mechanism 38 inside the right cover 17a. Actuation of the release mechanism 38 is achieved by at least one operation of a clutch lever 4b by an occupant and the application of torque by the clutch actuator 50. Release mechanism

[061] As shown in figure 2, the release mechanism 38 includes a lifting rod 39, and the release rod 53.

[062] The lifting rod 39 is reciprocally held in a right-side part of the main rod 22 in the axial direction. The release rod 53 is arranged so that the lifting rod 39 is perpendicular to the axial direction, and is held in an outer side part of the right cover 17a so that it can rotate around the axis.

[063] Line C4 in the drawings indicates a central axis of the release rod 53 extending in the up / down direction. The release rod 53 is angled backward in the axial direction to be located rearward as it rises in the vertical direction when viewed in the axial direction of the main rod 22 (when viewed in a side view of the vehicle) (see figure 1). The upper part of Petition 870250083737, dated 09 / 17 / 2025, pages 178 / 218 16 / 52 release rod 53 projects outward from the right cover 17a, and the actuated clutch lever 54 is integrally rotatably fixed to the top of the release rod 53. The actuated clutch lever 54 is connected to the clutch lever 4b via an operating cable 54c.

[064] An eccentric cam part 38a is provided in a lower part of the release rod 53 located within the right-hand cover 17a. The eccentric cam part 38a is engaged with a right-hand end part of the lifting rod 39. The release rod 53 is articulated around the axial center to move the lifting rod 39 to the right using the action of the eccentric cam part 38a. The lifting rod 39 is reciprocally and integrally configured with the pressure plate 36 of the clutch device 26. Consequently, when the lifting rod 39 is moved to the right, the pressure plate 36 is moved to the right (lifted) against the biasing 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.

[065] Additionally, the release mechanism 38 is not limited to the eccentric cam mechanism and may include a rack and pinion, a lead 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 link, 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. Petition 870250083737, dated 09 / 17 / 2025, pages 179 / 218 17 / 52 Clutch control mode

[066] As shown in Figure 4, a clutch control device 40A of this type has three types of clutch control modes. The clutch control modes have an automatic mode M1 for performing automatic control, a manual mode M2 ​​for performing manual operation, and a manual intervention mode M3 for performing temporary manual operation. The clutch control mode is appropriately transitioned between the three types of modes according to the operations of a clutch control mode transformation switch 49 (see Figure 3) and a clutch lever 4b. Additionally, an object that includes the manual mode M2 ​​and the manual intervention mode M3 is referred to as a manual system M2A.

[067] Automatic mode M1 is a mode for calculating an appropriate clutch capacity for a given state of motion and controlling clutch device 26 according to the automatic start / gear shift control. Manual mode M2 ​​is a mode for calculating a clutch capacity and controlling clutch device 26 according to a clutch operation instruction from an occupant. Manual intervention mode M3 is a mode for receiving a clutch operation instruction from an occupant during automatic mode M1, calculating a clutch capacity from the clutch operation instruction, and controlling clutch device 26, which is a temporary manual operation mode. Additionally, during manual intervention mode M3, for example, when a state in which the occupant stops operating the clutch lever 4b (a fully released state) is maintained for a prescribed time, it can be configured to return to automatic mode M1.

[068] For example, the 40A clutch control device initiates the Petition 870250083737, dated 09 / 17 / 2025, pages 180 / 218 18 / 52 control from the clutch engaged state (connected state) in automatic mode M1 when a system starts. Additionally, clutch control device 40A is set to return the clutch engaged in automatic mode M1 when engine 13 stops (when a system is switched off). In the normally closed clutch device 26, when the clutch is engaged, there is no power supply to motor 52 from clutch actuator 50. Meanwhile, in the clutch disengaged state (disconnected state) of clutch device 26, the power supply to motor 52 is maintained.

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

[070] Meanwhile, in manual mode M2, by operating the lever, the occupant can control the clutch capacity (i.e., to enable the connection / disconnection of the clutch device 26). Automatic mode M1 and manual mode M2 ​​can be switched between each other. This switching is performed, for example, by operating the clutch control mode transformation switch 49 (see figure 3) while the motorcycle 1 is stopped and the gearbox 21 is in neutral. Additionally, the device of Petition 870250083737, dated 09 / 17 / 2025, pages 181 / 218 19 / 52 clutch control 40A may include an indicator that shows a manual state when transitioning to the M2A manual system (either the M2 manual mode or the M3 manual intervention mode).

[071] The manual mode M2 ​​is based on manual clutch control. The manual mode M2 ​​can control the clutch capacity according to the operating angle of the clutch lever 4b (and thus the operating angle of the engaged clutch lever 54). Consequently, it is possible to control the engagement / disengagement of the clutch device 26 according to the occupant's intention.

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

[073] In automatic mode M1, the connection / disconnection of the clutch device 26 is automatically performed 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). Manual clutch operation

[074] On motorcycle 1 shown in figure 1, a clutch lever 4b as a manual clutch operator is fixed to one side of the base end of a left-hand grip steering handle 4a (one side Petition 870250083737, dated 09 / 17 / 2025, pages 182 / 218 20 / 52 internal width direction of the vehicle).

[075] With reference also to figure 2, the clutch lever 4b is connected to the actuated clutch lever 54 fixed to the release rod 53 of the clutch device 26 via an operating cable 54c. The actuated clutch lever 54 is integrally rotatably fixed to the upper end of the release rod 53 which projects from the upper part of the right cover 17a.

[076] In addition, for example, the clutch control mode switching 49 is provided on a high switch (not shown) fixed to the steering handle 4a. Consequently, it is possible for the occupant to easily switch the clutch control mode during normal operation. Clutch actuator

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

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

[079] The motor 52 is, for example, a DC motor, and is arranged so that, for example, the release rod 53 is parallel to the axial direction. The motor 52 is arranged so that the drive rod 55 projects upwards. The speed reduction mechanism 51 transmits the drive force from the motor 52 to the release rod 53. From here on, the axial direction common to the motor 52 and the release rod 53 is referred to as an “actuator axial direction”.

[080] In this embodiment, a plurality of (two) motors 52 is provided in a single clutch actuator 50. From here on, the motor 52 located in front of the clutch actuator 50 of the vehicle is referred to as a first motor 521, and the motor 52 located behind the first motor 521 of the vehicle and in Petition 870250083737, dated 09 / 17 / 2025, pages 183 / 218 21 / 52, an inner side in the width direction of the vehicle, is referred to as a second motor 522. Lines C01 and C02 in the drawings indicate shafts (drive shafts) of motors 521 and 522, respectively. For ease of description, both motors 521 and 522 can be collectively referred to as motor 52. Furthermore, both shafts C01 and C02 can be collectively referred to as shaft C0.

[081] The speed reduction mechanism 51 reduces the rotary power output from the 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 drive gear 63a, and a gear housing (mechanism housing) 59.

[082] The drive gears 55a are integrally provided with the drive rod 55 of each of the 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 provided coaxially with 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 provided coaxially with 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 provided coaxially with the third reduction gear 56a. A Petition 870250083737, dated 09 / 17 / 2025, pages 184 / 218 The 22 / 52 drive gear 63a is meshed with the second small-diameter gear 58b. The gear housing 59 accommodates the gears.

[083] The first reduction gear 57a and the first small-diameter gear 57b are integrally supported rotatably by 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 the second reduction rod 58.

[084] 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 the fan-shaped gear that has 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.

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

[086] A gear of the speed reduction mechanism 51 on a downstream side has a small angle of rotation. For example, the third Petition 870250083737, dated 09 / 17 / 2025, pages 185 / 218 The 23 / 52 reduction gear 56a and the drive gear 63a can be formed as fan-shaped gears with a small angle of rotation.

[087] As a result, the speed reduction mechanism 51 and the clutch actuator 50 can be reduced in size. That is, even when a large diameter reduction gear is provided in order to increase the reduction ratio, the following effects can be obtained by cutting different parts of the gear range of the reduction gear to make it fan-shaped. That is, in particular, it is possible to suppress the speed reduction mechanism 51 from being suspended to the outside in the width direction of the vehicle, and it is possible to reduce the weight of the speed reduction mechanism 51.

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

[089] 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 out from the housing, and detects the rotation angle of the third reduction rod 56. By detecting the rotation angle of the third reduction rod 56 close to the release rod 53, the detection accuracy of the rotation angle of the release rod 53 and thus the clutch capacity is increased.

[090] The drive force of motor 52 is reduced and transmitted to the release rod 53 as follows. That is, the drive force of motor 52 is reduced between the drive gears 55a and the first Petition 870250083737, dated 09 / 17 / 2025, pages 186 / 218 24 / 52 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 drive gear 63a. Clutch actuator arrangement

[091] As shown in Figure 1, the clutch actuator 50 is positioned vertically below the knee support parts 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 the 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 support part 18a, and the foot L3 is positioned on the step 18b.

[092] The clutch actuator 50 is suspended outwards from the knee support parts 18a in the width direction of the vehicle. The clutch actuator 50 is arranged so as to prevent the lower part of the driver's leg L2 from moving forward when viewed from a side view of the vehicle. Consequently, the 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 lower part of the driver's leg L2 from moving forward in the side view of the vehicle even when a driver extends his leg and rests his foot L3. Also in relation to this, the interference of the clutch actuator 50 with respect to the driver's leg space is suppressed. Release rod Petition 870250083737, dated 09 / 17 / 2025, pp. 187 / 218 25 / 52

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

[094] The release rod 53 includes an upper release rod 61 which constitutes an upper part, a lower release rod 62 which constitutes a lower part, and an intermediate release rod 63. The intermediate release rod 63 is arranged to bridge the lower end part of the upper release rod 61 and the upper end part of the lower release rod 62.

[095] The upper release rod 61 is formed in a columnar shape. The upper release rod 61 is rotationally 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 rotationally 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 biasing force in a direction opposite to the articulation by operating the clutch lever 4b (articulation in the clutch disconnection direction) to the actuated clutch lever 54.

[096] The lower release rod 62 is formed in a columnar shape. The lower release rod 62 has a lower part that is rotatably supported by an inner side of the right cover 17a. The lower part of the lower release rod 62 faces the inside of the gear housing 59. The eccentric cam part 38a of the release mechanism 38 is formed in the lower part (see figure 2). A lower return spring (not shown) is attached to the part of Petition 870250083737, dated 09 / 17 / 2025, pages 188 / 218 26 / 52 lower end of lower release rod 62. This lower return spring applies a biasing force in a direction opposite to the linkage in the clutch disconnection direction to the lower release rod 62.

[097] With reference to figure 7, a manually operated side cam 61b 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.

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

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

[0100] The other lateral surface 61b2 of the manually operated side cam 61b in the circumferential direction and a lateral surface 62b1 of the clutch side cam 62b in the circumferential direction are separated from each other in the circumferential direction. Consequently, when the clutch side cam 62b has an input from the clutch actuator 50, the lower release rod 62 can be rotated independently from the upper release rod 61 (see figure 8A and figure 9A). Petition 870250083737, dated 09 / 17 / 2025, pages 189 / 218 27 / 52

[0101] For example, the intermediate release rod 63 is formed in a cylindrical shape. The intermediate release rod 63 can be inserted through an engagement part (upper and lower rod engagement parts) between the lower end part of the upper release rod 61 and the upper end part of the lower release rod 62. The drive gear 63a is integrally supported rotatably by the intermediate release rod 63.

[0102] 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.

[0103] The control operating side cam 63b of the intermediate release rod 63 and the clutch side cam 62b of the lower release rod 62 overlap each other in the axial direction while avoiding each other in the circumferential direction. Consequently, it is possible to press one side surface 63b1 of the control operating side cam 63b in the circumferential direction against the other side surface 62b2 of the clutch side cam 62b in the circumferential direction and rotate the lower release rod 62.

[0104] The control operating side cam 63b is arranged to prevent the manual operating side cam 61b from the upper release rod 61 in the radial direction. Consequently, when the input from the clutch actuator 50 is transmitted to the clutch side cam 62b, the lower release rod 62 can be rotated independently from the upper release rod 61. Furthermore, when manual operation is performed, the upper release rod 61 can be rotated independently from the intermediate release rod 63 on the control side.

[0105] The other lateral surface 63b2 of the lateral operating cam of Petition 870250083737, dated 09 / 17 / 2025, pages 190 / 218 28 / 52 control 63b in the circumferential direction and a side surface 62b1 of the clutch side cam 62b in the circumferential direction are separated from each other in the circumferential direction. Consequently, when the clutch side cam 62b has an input from a manually operated side cam 63b, the lower release rod 62 can be rotated independently from the intermediate release rod 63.

[0106] With reference to figure 5, the clutch actuator 50 articulately holds 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 held by the right cover 17a. The upper end of the lower release rod 62 projects out of the cover on the right cover 17a of the actuator mounting part and is inserted into the gear housing 59.

[0107] 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 side closest to 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.

[0108] The PU power unit of this type can be configured as follows: for a manual clutch type power unit that performs the connection / disconnection operation of the clutch device 26 by the driver's 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 types. Petition 870250083737, dated 09 / 17 / 2025, pages 191 / 218 29 / 52 models. For this reason, a semi-automatic gear shift system (automatic clutch type gear shift system) can be easily configured by sharing the clutch actuator 50 between several models. Dual motor control

[0109] With reference to Figure 5, in this embodiment, two 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 motors 521, 522 is halved, so the size of each motor 521, 522 can be reduced. This increases the degree of freedom in the layout of motor 52 compared to the case where a single motor 52 is provided in a larger 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 extending outwards in the width direction of the vehicle. Therefore, the clutch control device 40A can be substantially miniaturized.

[0110] In this embodiment, in the clutch actuator 50, one of the plurality of (two) motors 52 can be used as the actuation source for the release rod 53 in normal time (fault-free time), and the remainder can be used for another purpose. For example, the action of the remaining motor 52 can be saved for fail-safe purposes or can be used as a current sensor. Basic control state of the clutch control device.

[0111] Figure 13 shows the basic control state of the clutch control device 40A after the system is started. For example, when the ignition is switched on (main switching is on, system in operation) from the moment when the gearbox 21 is in neutral, p Petition 870250083737, dated 09 / 17 / 2025, pages 192 / 218 30 / 52 clutch control device 40A is in the automatic clutch control state (automatic mode M1) (see a1 in the figure). At this moment, the clutch actuator 50 is activated to release (disconnect) the clutch device 26 (see a2 in the figure). When the gearbox 21 is switched to the engaged state and the throttle is opened from this state, the starting control of the motorcycle 1, including the half-clutch control, is performed (see a3 in the figure).

[0112] 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 switching 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 engaged.

[0113] When automatic clutch control (automatic mode M1) is activated, the first indicator IN1 on the motorcycle's measuring device 1 is lit to notify the rider that automatic clutch control is being activated. When a downshift request described below is made, the rider is notified of the downshift request using the second indicator IN2 on the measuring device.

[0114] The second indicator IN2 has a configuration in which a gear position indicator GP is provided with a downshift indicator DN and the background color can be changed. For example, when the vehicle is stopped with the gearshift device 21 in high gear, the downshift indicator DN is switched on and the background color is set to a warning color to alert the driver. Petition 870250083737, dated 09 / 17 / 2025, pp. 193 / 218 31 / 52 When motorcycle 1 starts moving with gear 21 in the high gear position, the warning light flashes to alert the rider more intensely. The second indicator IN2 can be activated not only when the vehicle is stopped and turned on, but also when the vehicle is in motion. For example, when transmission 21 is in an excessively high gear relative to the vehicle's current speed, the second indicator IN2 may light up or flash the downshift indicator DN to prompt the rider to perform a gear change operation.

[0115] During movement with the clutch engaged (differential clutch rotation 0), automatic clutch control is interrupted and 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 engaged, so that the driver can recognize that the clutch control device 40A is in automatic clutch control (automatic mode M1).

[0116] In automatic clutch control, the gear change of the gearbox 21 can only be performed by the driver operating the gearshift operator (see a5 in the figure). At this time, clutch control and cooperative engine control are performed with the gearshift operation as the gear change command. After the gear change is completed, the automatic clutch control is returned to the interrupted state. Automatic clutch disconnect control

[0117] Next, the automatic clutch disconnection control according to the mode will be described with reference to the graphs in the figures. Petition 870250083737, dated 09 / 17 / 2025, pages 194 / 218 32 / 52 10A and 10B. This control serves to prevent the engine from stalling, automatically switching to the clutch disengaged state when the motorcycle decelerates and stopping in the clutch engaged state.

[0118] The graphs in Figures 10A and 10B show the temporal variation of the main parameters when automatic clutch disconnection control is performed. The lower part of the graph shows the clutch operating angle (hereinafter referred to simply as the clutch angle), the upper part of the graph shows the vehicle speed, and the middle part of the graph shows the engine speed. The horizontal axis of the graph indicates time.

[0119] For example, the clutch angle is an angle detected by the rotation angle sensor 56d, and is a value to detect clutch capacity. For example, the rotation angle of the release rod 53 or the actuated clutch lever 54 can be detected as another value to detect clutch displacement.

[0120] Automatic clutch disconnection control is performed when a clutch control mode is automatic mode M1 or manual intervention mode M3. Figures 10A and 10B show automatic clutch disconnection control in manual intervention mode M3.

[0121] The clutch angle is a parameter related to the clutch capacity, and its target control value (see line L11 in the figure) is calculated by multiplying the engine rotation angle 52 by the reduction ratio of the reduction mechanism 51, for example. The target control value indicated by line L11 in the figure is a target control value of the clutch angle (clutch control target angle) when the clutch device 26 is operated by the engine 52. A line L12 in the figure indicates the actual measurement value of the clutch angle. Petition 870250083737, dated 09 / 17 / 2025, pages 195 / 218 33 / 52

[0122] In the normally closed clutch, when the clutch angle is 0, the clutch device 26 has no operating input (disconnection-side input) from the driver and the engine 52, and the clutch capacity reaches 100%. That is, when the clutch angle is 0, the clutch device 26 is in the engaged state. This state corresponds to region A on the horizontal axis of the figure. In region A, the target clutch control angle L11 is set close to the predetermined clutch engagement angle θ1.

[0123] With reference to line VL1 at the top of the graph, when the vehicle speed of motorcycle 1 gradually decreases while the clutch device 26 remains in the engaged state and the vehicle speed decreases to the first disconnection determination value (first threshold value) V1, the automatic clutch disconnection control is initiated at this time t1. At this moment, the clutch control target angle L11 changes from the clutch engagement angle θ1 to the clutch disconnection angle θ2, and the control unit 40 above the engine 52 operates the clutch device 26 towards the disconnection side via release rod 53 and similar. For example, the start time t1 of the automatic clutch disconnection control is not limited to the time when the vehicle speed reaches the threshold value, and may be the time when the engine speed reaches the threshold value.

[0124] When the actual clutch angle L12 reaches the clutch disconnect angle θ2 following the change in the clutch control target angle L11, the clutch device 26 is brought to the disconnected state. For example, in automatic clutch disconnect control, after the clutch device 26 is automatically disconnected, the clutch disconnect state is maintained until the Petition 870250083737, dated 09 / 17 / 2025, pages 196 / 218 34 / 52 The throttle operation is opened or the vehicle speed increases due to a downhill or similar situation and exceeds the first disconnection determination value V1.

[0125] As shown in Figure 10A, in the automatic clutch disconnection control, when the clutch control target angle L11 increases from the clutch engagement angle Θ1 to the clutch disconnection angle Θ2 at once, the motor 52 is driven to match the increase in the clutch control target angle L11, and the actual measured value L12 of the clutch angle increases sharply. The automatic clutch disconnection control (part B in the figure) in Figure 10A corresponds to the control for disconnecting the clutch device 26 in response to a transmission shift operation 21 (shift pedal operation). In Figure 10A, the slope (rate of change) when the clutch angle changes from the clutch engagement angle Θ1 to the clutch disengagement angle Θ2 is equivalent to infinity at the clutch control target angle L11, and therefore the slope of the actual measurement value L12 is applied as a substantial value.In the figure, a reference number t1 indicates a time at which the actual measurement value L12 becomes the clutch disconnect angle Θ2.

[0126] In the automatic clutch disconnection control of Figure 10A, the clutch device 26 is suddenly disconnected, and the clutch lever 4b undergoes a sudden change in lever reaction force. Such behavior can be assumed by the driver during gear changes, but in the case of clutch disconnection control during vehicle deceleration, the behavior of the clutch lever 4b occurs unexpectedly for the driver, and when the driver places their hand on the clutch lever 4b, the driver feels Petition 870250083737, dated 09 / 17 / 2025, pages 197 / 218 35 / 52 discomfort.

[0127] Therefore, as shown in Figure 10B, in the automatic clutch disconnection control mode, the target clutch control angle L11 is gradually increased from the clutch engagement angle Θ1 to the clutch disconnection angle Θ2 during the first shift time T3 (part C in the figure). By providing the shift time T3, the actual clutch angle measurement value L12 is also substantially increased according to the target clutch control angle L11. In the figure, the reference number t2 indicates a time at which the actual measurement value L12 becomes the clutch disconnection angle Θ2.

[0128] In the automatic clutch disconnect control of Figures 10A and 10B, considering each rate of change (slope) of the actual measurement value L12 of the clutch angle, the slope (rate of change, clutch disconnect speed L12VA) of the actual measurement value L12 of Figure 10A is greater than the slope (rate of change, clutch disconnect speed L12VB) of the actual measurement value L12 of Figure 10B as a whole. In other words, the clutch disconnect speed L12VB in the automatic clutch disconnect control of Figure 10B is defined to be lower than the clutch disconnect speed L12VA in the automatic clutch disconnect control of Figure 10A.

[0129] In the automatic clutch disconnection control of figure 10B, the clutch device 26 is gradually disconnected when performing the clutch disconnection during the first shift time T3, and the reaction force of the clutch lever 4b also changes gradually, so that the driver hardly feels any discomfort.

[0130] In particular, when the control mode is the manual system, the driver often places his finger on the clutch lever 4b because Petition 870250083737, dated 09 / 17 / 2025, pages 198 / 218 36 / 52 The driver operates the clutch lever 4b. Therefore, unintended behavior of the clutch lever 4b tends to cause discomfort to the driver. The release rod 53 connected to the clutch lever 4b by the operating cable 54c, when the engine 52 is engaged to rotate the intermediate release rod 63 on the engine side and the lower release rod 62 on the clutch side, the upper release rod 61 on the lever side is disengaged from the lower release rod 62. As a result, only the reaction force of the return spring acts on the upper release rod 61, and the operating reaction force of the clutch lever 4b is suddenly reduced, causing improper behavior of the clutch lever 4b.

[0131] On the other hand, in the automatic clutch disconnection control of the mode, the clutch device 26 is smoothly disconnected by the control using the relaxed angle limit described later, so that the change in the lever reaction force is smooth and the discomfort caused to the driver can be suppressed. Additionally, by smoothly disconnecting the clutch device 26, it is possible to suppress the influence on the vehicle body behavior at low speed.

[0132] Figure 11 shows the temporal variation of the parameters when the clutch control mode is automatic mode M1. In automatic mode M1, since the clutch operation by the driver is not performed, the clutch operation by the automatic control can be prioritized. That is, for example, at vehicle speed, the second disconnection determination value (second threshold value) V2 higher than the first disconnection determination value V1 can be set, and the automatic clutch disconnection control can be initiated at the moment the speed Petition 870250083737, dated 09 / 17 / 2025, pages 199 / 218 37 / 52 of the vehicle speed decreases to the second disconnection determination value V2 (time t4). The start time t4 of the automatic clutch disconnection control in Figure 11 is not limited to the timing when the vehicle speed reaches the threshold value, and may be the time when the engine speed reaches the threshold value.

[0133] In this case, the actual clutch angle measurement value L12 is gradually increased during a second shift time T5, which is greater than the first shift time T3, until the actual clutch angle measurement value L12 changes from the clutch engagement angle Θ1 to the clutch disengagement angle Θ2 (from time t4 to time t2) (part D in the figure). Thus, the clutch device 26 is disengaged more smoothly, and the change in lever reaction force and the influence on the vehicle body behavior are suppressed, so that the quality of the automatic mode M1 can be improved.

[0134] The example in Figure 11 is an example of defining a plurality of threshold values ​​for vehicle speed in relation to the start time of the automatic clutch disconnect control, and the following configuration is given as another example.

[0135] As another example, the vehicle speed threshold value related to the start time of the automatic clutch disconnect control can be set for each gear position of the transmission 21. That is, even if the engine does not stall in first gear, the engine may stall in second gear or higher due to the wheel reaction force. Therefore, in the highest gear, it is preferable to set a plurality of threshold values ​​by increasing the threshold values ​​in stages, and ensuring a shift time as the speed increases, to initiate the disconnect control. Petition 870250083737, dated 09 / 17 / 2025, pages 200 / 218 38 / 52 automatic clutch with a margin. When the 21 transmission is a continuously variable transmission, a virtual gear can be set within the operating range of an appropriate shift operating element, and a plurality of threshold values ​​can be set in the same manner described above.

[0136] Figure 12 shows the time variation of the parameters when the rate of reduction in vehicle speed is large (when a vehicle is rapidly decelerated).

[0137] When the rate of reduction in vehicle speed is large (see line VL2 which has a greater slope than line VL1), the following events are predicted when the clutch is disengaged during the shift time T3 or T5 mentioned above. That is, it is predicted that at least one of the vehicle speed and the engine speed (in the embodiment, the engine speed) will become equal to or less than the engine stall determination value (N1) before the clutch is disengaged. In this case, the priority is to avoid stalling the engine rather than suppressing the feeling of discomfort, and the clutch is disengaged quickly, as in the case of part B of figure 10A.

[0138] Next, a process (definition of clutch disconnection rate limit) performed by control unit 40 when an automatic clutch disconnection control is performed will be described with reference to the flowchart in figure 14.

[0139] “Rate limit setting” is a process of setting any of the following normal angle rate limits, relaxed angle rate limits, and angle rate limits to prevent engine stalling.

[0140] First, in step S1, it is determined whether a current clutch control mode is automatic mode M1. If YES (automatic mode M1) in step S1, the process proceeds to step S2. If NO (not automatic mode) Petition 870250083737, dated 09 / 17 / 2025, pages 201 / 218 39 / 52 M1) in step S1, i.e., if the mode is manual mode M2 ​​or manual intervention mode M3, the rate limit setting is not necessary (step S8), and the process is temporarily terminated. In manual mode M2, the clutch control itself is not performed. In manual intervention mode M3, the clutch is basically not automatically disengaged, and after the conditions for returning to automatic mode M1 are met during manual intervention mode M3, the clutch is disengaged upon returning to automatic mode M1.

[0141] In step S2, it is determined whether the vehicle speed is decreasing. If YES (vehicle speed is decreasing) in step S2, the process proceeds to step S3. If NO (vehicle speed is not decreasing) in step S2, automatic clutch disconnection control is performed using the normal angle rate limit (step S7). The “control using the normal angle rate limit” is a control (control during gear change) that corresponds to part B in figure 10A. The “normal angle rate limit” indicates an upper limit of a reduction rate (reduction ratio) of a target clutch angle control value (target clutch control angle) per unit of time. The normal angle rate limit of the mode is greater than the relaxed angle rate limit described below.

[0142] In step S3, it is determined whether the vehicle speed is equal to or greater than the rate change determination threshold value W1. The rate change determination threshold value W1 is a value predetermined by a test or similar as a value that can complete the clutch disconnection without causing the engine to stall, even when automatic clutch disconnection control is performed using the relaxed angle rate limit. If YES in step S3 (the vehicle speed is equal to or greater than the rate change determination threshold value W1 (a Petition 870250083737, dated 09 / 17 / 2025, pages 202 / 218 40 / 52 (vehicle speed is still high)), the automatic clutch disconnection control is performed using the relaxed angle rate limit (step S4). In this case, since the clutch device is already in the disconnected state, step S5 is substantially finalized. If NO (vehicle speed is equal to or greater than the rate change determination threshold value W1 (vehicle speed is low)) in step S3, the process proceeds to step S5.

[0143] In step S5, it is determined whether the engine speed reduction rate is equal to or greater than the engine stall prevention determination threshold value W2. The engine stall prevention determination threshold value W2 is a value predetermined by a test or similar as a value indicating that the possibility of engine stalling is high in a state where the vehicle speed is less than the rate change determination threshold value W1. With reference to figures 10B and 11, for example, the determination in step S5 corresponds to determining whether or not the engine speed is predicted to be equal to or less than the engine stall determination value N1 when the clutch is disengaged during the shift time T3 or T5 based on the engine speed reduction rate. In the standards of the respective drawings, the engine speed after clutch disengagement is the slow speed N2.

[0144] If YES in step S5 (the rate of reduction in engine speed is equal to or greater than the engine stall prevention threshold value W2 (engine speed decreases rapidly)), automatic clutch disconnection control is performed using the engine stall prevention angle rate limit (step S6). The “control using the engine stall prevention angle rate limit” is a control (control at the moment of gear change) that corresponds to part B in figure 10A, similar Petition 870250083737, dated 09 / 17 / 2025, pages 203 / 218 41 / 52 to “control using normal angle rate limit”, and the clutch is disengaged quickly. The normal angle rate limit is set after the angle rate limit to prevent engine stalling and the relaxed angle rate limit. The angle rate limit to prevent engine stalling and the normal angle rate limit may be the same or different, depending on the specifications. This can prevent the possibility of engine stalling. If NO (the rate of reduction in engine speed is less than the W2 engine stall prevention determination threshold value (engine speed is decreasing smoothly)) in step S5, the process proceeds to step S4, and automatic clutch disengagement control using the relaxed angle rate limit is performed.The “control using the relaxed angle rate limit” is a control that corresponds to part C of figure 10B and part D of figure 11, and can be considered a “control using the angle rate limit to improve leverage feel”.

[0145] The “relaxed angle rate limit” is an upper limit of the target angle reduction rate of the clutch control and is lower than the normal angle rate limit described above. When performing automatic clutch disconnection control using the relaxed angle rate limit, the target clutch control angle is gradually increased to disconnect the clutch device 26, and the behavior of the clutch lever 4b is suppressed, so that driver discomfort can be reduced even when the driver's hand is on the clutch lever. Additionally, it is also possible to suppress the electrical energy required to start the engine 52, the deviation between the target value and the actual measurement value of the clutch angle, and the excess of the actual measurement value of the clutch angle. Processing after manual intervention Petition 870250083737, dated 09 / 17 / 2025, pages 204 / 218 42 / 52

[0146] Next, the processing performed by control unit 40 when automatic mode return control is performed after manual intervention will be described with reference to the flowchart in figure 15.

[0147] First, in step S11, it is determined whether the clutch control mode is manual intervention mode M3. If YES (i.e., manual intervention mode M3) in step S11, the process proceeds to step S12. If NO (not manual intervention mode M3) is determined in step S11 (for example, if mode transformation switching 49 is operated to manual mode M2), automatic mode return control is not performed, and the process proceeds to the engine stall prevention determination of step 19.

[0148] In step S12, it is determined whether a differential clutch rotation has converged (whether the differential clutch rotation is less than the differential rotation threshold value Ne1). This determination corresponds to a determination of whether or not there is differential clutch rotation (clutch engaged state). If YES (differential clutch rotation has converged) in step S12, the process proceeds to step S13. If NO (differential clutch rotation has not converged) in step S12, the automatic mode return control is not performed, and the process proceeds to the engine stall prevention determination of step 19. The case where the differential clutch rotation has not converged corresponds to a state where the clutch device 26 slips due to a half-clutch or similar.

[0149] In step S13, it is determined whether clutch shift 4c is OFF (if clutch lever 4b is not operated). If YES (no operation of clutch lever 4b) in step S13, the process proceeds to step S14. If NO (clutch lever 4b is operated) in step Petition 870250083737, dated 09 / 17 / 2025, pages 205 / 218 43 / 52 In S13, automatic return mode control is not performed, and the process proceeds to the motor stop prevention determination of step 19.

[0150] In step S14, it is determined whether the vehicle speed is equal to or greater than a first threshold value V1. The vehicle speed threshold value V1 in step S14 is a value that becomes a boundary between the low vehicle speed region and the medium vehicle speed region, and corresponds, for example, to 1600 rpm at engine speed. In step S14, the differential clutch rotation is converged and the clutch lever 4b is not engaged, and therefore the vehicle speed is proportional to the engine speed. Therefore, although gearbox information 21 is also required, step S14 can be replaced by a determination of whether the engine speed is equal to or greater than the threshold value. If YES (vehicle speed is equal to or greater than the first threshold value V1) in step S14, the process proceeds to step S15.If NO (vehicle speed is less than a first threshold value V1) in step S14, the process proceeds to step S17.

[0151] In step S15, it is determined whether the return time T has passed the first return time T1. The first return time T1, in a case where the vehicle speed is equal to or greater than the first threshold value V1, is set to, for example, 1 second. In the medium vehicle speed region (e.g., 1600 rpm or more), the possibility of the driver operating the clutch device 26 is lower than in the low vehicle speed region (e.g., less than 1600 rpm). Therefore, even if it returns to automatic mode M1 in a short period of time, the possibility of giving the driver a feeling of discomfort is low. If YES (the first return time T1 has passed) in step S15, the process proceeds to step S16, and the automatic mode return control is performed. If the answer to the Petition 870250083737, dated 09 / 17 / 2025, pages 206 / 218 44 / 52 If the S15 stage issue is NO (the first return time T1 did not pass), the automatic return mode control is not performed, and the process is temporarily terminated.

[0152] In step S17, it is determined whether the throttle is in a closed state (if the driver does not intend to drive). In the low vehicle speed region (e.g., less than 1600 rpm), the possibility that the driver will continuously operate the clutch device 26 is greater than in the medium vehicle speed region (e.g., 1600 rpm or more). Therefore, if the engine returns to automatic mode M1 without any condition, the driver's clutch operation may be affected, giving a feeling of discomfort. If YES (no intention to drive) in step S17, the process proceeds to step S18. If NO (intention to drive) in step S17, the automatic mode return control is not performed, and the process proceeds to the engine stall prevention determination of step 19.

[0153] In step S18, it is determined whether a second return time T2 greater than the first return time T1 passed in the closed throttle state. If YES (the second return time T2 passed) in step S18, it is determined that the driver does not intend to operate the clutch device 26, and the process proceeds to step S16 to perform automatic return control. If the answer to the question in step S18 is NO (the second return time T2 did not pass), the process proceeds to step S19 for engine stall prevention determination. Engine shutdown prevention trial

[0154] If following, a process performed by control unit 40 when the clutch is disengaged using the engine stall prevention angle rate limit when the possibility of engine stall occurs when a return condition is not met in the mode of Petition 870250083737, dated 09 / 17 / 2025, pages 207 / 218 45 / 52 manual intervention M3 will be described with reference to the flowchart in Figure 16.

[0155] First, in step S21, it is determined whether the vehicle speed is equal to or greater than the rate change determination threshold value W1. If YES in step S21 (vehicle speed is equal to or greater than the rate change determination threshold value W1 (vehicle speed is still high)), it is determined that rate limit setting is not necessary (step S22), and the process is temporarily terminated. If NO (vehicle speed is less than the rate change determination threshold value W1 (vehicle speed is low)) in step S21, the process proceeds to step S23.

[0156] In step S23, it is determined whether the engine speed reduction rate is equal to or greater than the engine stall prevention threshold value W2. If YES in step S23 (the engine speed reduction rate is equal to or greater than the engine stall prevention threshold value W2 (engine speed is decreasing rapidly)), automatic clutch disconnection control is performed even in manual intervention mode M3 (step S24). Thus, even if the clutch control mode is the manual system, the clutch control is intervening to prevent the possibility of engine stalling. If NO (the engine speed reduction rate is less than the engine stall prevention threshold value W2 (engine speed is decreasing smoothly)) in step S23, setting the rate limit is not necessary (step S22), and the process is temporarily terminated.

[0157] As described above, the clutch control device 40A of the present invention is a clutch control device 40A comprising a clutch device 26 that is configured to disconnect and connect the power transmission between the engine 13 and the transmission 21 of the motorcycle 1, a clutch actuator 50 which is Petition 870250083737, dated 09 / 17 / 2025, pages 208 / 218 46 / 52 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 performs the automatic clutch disconnection control, which automatically disconnects the clutch device 26 during a gear change and a vehicle speed reduction, and sets the clutch disconnection speed (the rate of change of the actual measurement value L12 of the clutch angle in Figure 10B) L12VB of the automatic clutch disconnection control during vehicle speed reduction to a speed lower than the clutch disconnection speed (the rate of change of the actual measurement value L12 of the clutch angle in Figure 10A) L12VA of the automatic clutch disconnection control during a gear change.

[0158] According to this configuration, by setting the clutch disconnect speed L12VB of the automatic clutch disconnect control during vehicle speed reduction to be lower than the clutch disconnect speed L12VA of the automatic clutch disconnect control during gear shifting, it is possible to suppress the occurrence of an unexpected movement due to the sudden clutch disconnect control in the operating element of the clutch touched by the driver, and suppress the occurrence of a feeling of discomfort in the automatic clutch disconnect control during vehicle speed reduction.

[0159] In a clutch control device 40A of the present invention, automatic clutch disconnection control during vehicle speed reduction is achieved either by a relaxed angle rate limit, which is set when the rate of reduction in vehicle speed, or by Petition 870250083737, dated 09 / 17 / 2025, pages 209 / 218 47 / 52 engine speed is less than a specified engine stall prevention threshold value W2 and an engine stall prevention angle rate limit that is set when the rate of reduction in vehicle speed or engine speed is equal to or greater than the engine stall prevention threshold value W2, and the relaxed angle rate limit is set to be less than the engine stall prevention angle rate limit.

[0160] According to this configuration, the relaxed angle rate limit and the engine stall prevention angle rate limit, which are different from each other at speed, are defined, and these are switched according to the rate of reduction in vehicle speed or engine speed, so that both improved lever feel and engine stall prevention can be achieved.

[0161] In a clutch control device 40A of the present invention, the control unit 40 has an automatic control mode M1 that automatically operates the clutch device 26 when the clutch actuator 50 is actuated, and a manual control intervention mode M3 that manually operates the clutch device 26 by an operating input to the clutch operating element 4b, and, when a predetermined return condition to the automatic control mode M1 is satisfied during control in the manual control intervention mode M3, the control unit 40 automatically returns to the automatic control mode M1.

[0162] According to this configuration, when a predetermined return condition to automatic control mode is met during control in manual control intervention mode M3, the automatic control mode is automatically returned to automatic control mode M1, thereby preventing the driver from misidentifying Petition 870250083737, dated 09 / 17 / 2025, pages 210 / 218 48 / 52 the control mode and perform the gear change operation (in particular, perform a gear engaged operation without the clutch operation despite the manual control intervention mode M3), to prevent the engine from stalling due to forgetting to disconnect the clutch and to improve operability.

[0163] In the clutch control device 40A of the present invention, when the vehicle speed or engine speed is reduced to a predetermined rate change determination threshold value W1 in manual control intervention mode M3 and when the rate of reduction of vehicle speed or engine speed is equal to or greater than a predetermined engine stall prevention determination threshold value W2, the automatic clutch disconnection control is performed at the engine stall prevention clutch disconnection speed.

[0164] According to this configuration, when the vehicle speed or engine speed is less than a rate change determination threshold value W1 and the rate of reduction in vehicle speed or engine speed is equal to or greater than the engine stall prevention determination threshold value W2, engine stalling due to automatic clutch disconnection delay can be suppressed by performing automatic clutch disconnection with the engine stall prevention clutch disconnection speed which is a relatively high speed.

[0165] In a clutch control device 40A of the present invention, automatic clutch disconnection control during vehicle speed reduction is executed when the vehicle speed becomes equal to or less than threshold values ​​V1, V2, and a first threshold value V1 to determine the execution of automatic clutch disconnection control in manual control intervention mode M3 is set lower Petition 870250083737, dated 09 / 17 / 2025, pages 211 / 218 49 / 52 to a second threshold value V2 to determine the execution of the automatic clutch disconnect control in automatic control mode M1.

[0166] According to this configuration, by setting a clutch disconnection execution determination threshold value V1 in manual control intervention mode M3 lower than the clutch disconnection execution determination threshold value V2 in automatic control mode M1, it is possible to respect the driver's intention as much as possible during manual control intervention mode M3 and improve lever feel during automatic control mode M1.

[0167] In the clutch control device 40A of the present invention, the automatic clutch disconnection control during vehicle speed reduction is initiated when a predetermined parameter (vehicle speed) reaches a threshold value (disconnection determination values ​​V1, V2), and the threshold value changes according to the gear position of the motorcycle transmission 21.

[0168] According to this configuration, the start time of the automatic clutch disconnect control during vehicle speed reduction changes according to the transmission gear position, and thus, for example, it is possible to set the automatic clutch disconnect control to start earlier (in a state where the vehicle speed is high) as the gear position is on the high-speed side, and it is possible to increase the certainty of preventing engine stalling.

[0169] The clutch control device 40A of the present invention notifies a driver of a gear change operation when the transmission gear position 21 is on the high-speed side relative to the vehicle speed.

[0170] According to this configuration, when issuing the notification when the Petition 870250083737, dated 09 / 17 / 2025, pages 212 / 218 50 / 52 gear position of the transmission is higher relative to the vehicle speed, it is possible to increase the possibility of downshifting and increase the certainty that the gear position will return to the level corresponding to the low gear position before the vehicle stops. This reduces the possibility of starting the vehicle in the high-speed gear position, and suppresses wear on the clutch device.

[0171] 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 other various operating elements. The clutch device 26 may be a normally open clutch that is in a disconnected state in a normal state in which there is no external input. The clutch device 26 is not limited to the clutch device disposed between the engine 13 and the gearbox 21, and may be disposed between the primary drive and any output object other than the gearbox. The primary drive is not limited to the internal combustion engine, and may be an electric motor.

[0172] The present invention is not limited to application to a saddle-type vehicle, in which the clutch operation is automated, as in the embodiment above. For example, the present invention can be applied to a saddle-type vehicle (a saddle-type vehicle that has a gearbox device without clutch operation) that basically performs manual clutch operation, but does not perform manual clutch operation under a predetermined condition and can change speed by adjusting the actuation force.

[0173] The clutch control device 40A of the present embodiment can be applied to a saddle-type vehicle, in addition to a motorcycle. Petition 870250083737, dated 09 / 17 / 2025, pages 213 / 218 51 / 52

[0174] Saddle-type vehicles include all vehicles in which the driver drives 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 carts).

[0175] The invention can be applied to a vehicle that includes an electric motor as the primary propulsion system.

[0176] The invention can be applied to vehicles that are not of the saddle type (passenger cars, buses, trucks, etc.).

[0177] 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 may be applied to various transport equipment, such as aircraft and ships, and to various vehicles and mobile vehicles, such as construction machinery and industrial machinery. Additionally, the present invention is widely applicable to manual lawnmowers, cleaning machines and the like, provided that the clutch control device is provided in an apparatus other than a vehicle.

[0178] 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. Reference List Motorcycle (vehicle) 4b Clutch lever (clutch operating element) Engine (internal combustion engine, primary booster) Gearbox (output item) Petition 870250083737, dated 09 / 17 / 2025, pages 214 / 218 52 / 52 Clutch device Control unit 40a Clutch control device Clutch actuator L12va, L12vb Clutch disconnect speed (rate of change of the actual measurement value of the clutch angle) m1 Automatic control mode, automatic mode m2 Manual control mode, manual mode m3 Manual control intervention mode, manual intervention mode v1, v2 Threshold value w1 Threshold value for determining the rate of change w2 Threshold value for judging engine stall prevention Petition 870250083737, dated 09 / 17 / 2025, pages 215 / 218

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 a power transmission between a primary booster (13) and an output 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) performs automatic clutch disconnection control which disconnects the clutch device (26) during a gear change and a vehicle speed reduction, and sets a clutch disconnection speed (L12VB) of the automatic clutch disconnection control during vehicle speed reduction to a speed lower than a clutch disconnection speed (L12VA) of the automatic clutch disconnection control during a gear change; wherein the control unit (40) has: an automatic control mode (M1) which automatically operates the clutch device (26) when the clutch actuator (50) is activated;and a manual control intervention mode (M3) that manually operates the clutch device (26) by an operating input to a clutch operator (4b) operated by a driver, and wherein when the vehicle speed or engine speed is reduced to a predetermined rate change determination threshold value (W1) in the manual control intervention mode (M3) and Petition 870250083737, dated 17 / 09 / 2025, page 216 / 218 2 / 3 when the rate of reduction of vehicle speed or engine speed is equal to or greater than a predetermined engine stall prevention determination threshold value (W2), the automatic clutch disconnection control is performed at a clutch disconnection speed that is greater than when the reduction rate is less than the predetermined engine stall prevention determination threshold value (W2).; 2. Clutch control device, according to claim 1, characterized in that the automatic clutch disconnection control during vehicle speed reduction is performed by one of: a relaxed clutch disconnection speed that is set when a reduction rate in vehicle speed or engine speed is less than a threshold value for preventing engine stalling (W2); and a clutch disconnection speed for preventing engine stalling that is set when the reduction rate in vehicle speed or engine speed is equal to or greater than the threshold value for preventing engine stalling (W2); and the relaxed clutch disconnection speed is set to be less than the clutch disconnection speed for preventing engine stalling.

3. Clutch control device, according to claim 1 or 2, characterized in that when a predetermined return condition to the automatic control mode (M1) is satisfied during control in the manual control intervention mode (M3), the control unit (40) automatically returns to the automatic control mode (M1).

4. Clutch control device, according to claim Petition 870250083737, dated 09 / 17 / 2025, page 217 / 218 3 / 3 1, characterized in that the automatic clutch disconnection control during vehicle speed reduction is executed when the vehicle speed becomes equal to or less than the threshold value (V1, V2), and a first threshold value (V1) to determine the execution of the automatic clutch disconnection control in manual control intervention mode (M3) is set lower than a second threshold value (V2) to determine the execution of the automatic clutch disconnection control in automatic control mode (M1).

5. Clutch control device, according to claim 1 or 2, characterized in that the automatic clutch disconnection control during vehicle speed reduction is initiated when a predetermined parameter reaches a threshold value (V1, V2); and the threshold value (V1, V2) changes according to a gear position of a transmission (21) of the vehicle (1).

6. Clutch control device, according to claim 5, characterized in that when the transmission gear position (21) is on the high-speed side relative to the vehicle speed, a notification is given to the driver to cause him to perform a gear change operation. Petition 870250083737, dated 09 / 17 / 2025, pp. 218 / 218

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