Clutch control device

Description

1 / 45 CLUTCH CONTROL DEVICE TECHNICAL FIELD

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

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

[003] For example, Patent Document 1 discloses a configuration in which a driver can select an automatic mode to automatically perform a clutch operation and a manual mode to manually operate a clutch, by operating a mode change switch when performing a clutch lever operation.

[004] However, it is difficult for the driver to operate both the clutch lever and the mode change switch in order to switch the clutch control mode. In a gearbox capable of switching between automatic and manual modes, there is a case where the driver operates the gearbox while incorrectly identifying the clutch control mode at that moment. For example, if the vehicle is stationary while the clutch control mode is in manual mode, there is a concern that the driver may mistakenly recognize that the vehicle is in automatic mode and may operate the gear shift operating member without operating the clutch lever. List of Citations Patent Document

[005] Patent Document 1: Japanese Patent Application No. Petition 870250085652, dated 09 / 22 / 2025, page 71 / 132 2 / 45 Examined, First Publication No. 2016-114230 SUMMARY OF THE INVENTION Technical Problem

[006] One objective of the present invention is to properly return to automatic mode after manual mode intervention in a clutch control device that is capable of switching from an automatic mode to automatically control a clutch to a manual mode to manually operate the clutch. The present invention is aimed at improving operability in order to solve the above problem. This will further improve traffic safety and contribute to the development of a sustainable transportation system. Solution to the Problem

[007] A clutch control device (40A) is provided with a clutch device (26), which is configured to disconnect and connect power transmission between a main impeller (13) and an emission object (21) of a vehicle (1), a clutch actuator (50), which is configured to operate the clutch device (26), a clutch operating element (4b), which is configured to operate the clutch device (26) separately from the clutch actuator (50), and a control unit (40), which is configured to control the actuation of the clutch actuator (50), wherein the control unit (40) is a clutch control device (40A) that has an automatic control mode (M1) to automatically operate the clutch device (26) by an actuation of the clutch actuator (50) and a manual control mode (M2) to manually operate the clutch device (26) by an operating input to the clutch operating element (4b),the control unit (40) has a manual control intervention mode (M3) to be moved when, Petition 870250085652, dated 09 / 22 / 2025, page 72 / 132 3 / 45 The operation for the clutch operating element (4b) is detected during automatic control mode (M1), and the control unit (40) performs a return control to automatic mode that returns to automatic control mode (M1) when a state in which a predetermined return condition is satisfied continues for a predetermined return time (T) during manual control intervention mode (M3).

[008] According to this configuration, when the state that satisfies the predetermined return condition continues for the predetermined return time during the manual control intervention mode, the automatic return to the automatic control mode is performed, whereby it is possible to prevent the driver from incorrectly identifying the control mode and performing the shifting operation (in particular, performing the gear engagement operation without the clutch operation, despite the manual control intervention mode).

[009] In the second aspect of the present invention, in accordance with the first aspect mentioned above, the return time (T) is varied according to at least one of the vehicle speed (1) and the rotational speed of the main impeller (13).

[010] According to this configuration, by varying the time to return to automatic control mode according to at least one of the vehicle speed and the number of revolutions of the main drive, mode switching can be performed considering the driver's operability after the control intervention mode, and the clutch control mode can be properly returned to automatic control mode, while suppressing driver discomfort.

[011] In a third aspect, in accordance with the second aspect mentioned above, when at least one of the vehicle speed and the Petition 870250085652, dated 09 / 22 / 2025, page 73 / 132 4 / 45 rotational speed is less than a first threshold (V1), the recovery time (T) will be set longer than in a case where at least one of the vehicle speed and rotational speed values ​​is equal to or greater than the first threshold (V1).

[012] According to this configuration, when at least one of the vehicle speed and rotational speed is in a low vehicle speed region, the return time is extended to delay the return to automatic control mode and thus it is possible to suppress the occurrence of a feeling of discomfort due to clutch control that is different from the driver's intention.

[013] In a fourth aspect, in accordance with the third aspect mentioned above, the clutch device (26) is a normally closed clutch for transmitting rotational power and begins counting the return time (T) in a case where the differential clutch rotation generated between the upstream side and the downstream side of the clutch device (26) is less than a predetermined differential rotation threshold (Ne1).

[014] According to this configuration, when the differential clutch rotation is less than the threshold (when the clutch device is in the locked state), the return time is counted and therefore the return to automatic control mode can be achieved in a state where the possibility of the driver operating the clutch device is low and the influence on the vehicle body behavior is small.

[015] In the fifth aspect, in accordance with the fourth aspect mentioned above, when the possibility of the main drive (13) stopping is detected during the return time count (T), the clutch control device returns to automatic control mode (M1) immediately, without waiting for the return time (T) to elapse. Petition 870250085652, dated 09 / 22 / 2025, page 74 / 132 5 / 45

[016] According to this configuration, when it is determined that there is a possibility that the main drive will stop in this state because at least one of the vehicle speed and rotational speed has decreased and so on, by performing a control to immediately return to automatic control mode and disconnecting the clutch device and so on, it is possible to prevent the main drive from stopping.

[017] In the sixth aspect, in accordance with the fifth aspect mentioned above, the possibility of the main impeller (13) stopping is detected in a case where at least one of the vehicle speed and the rotational speed becomes equal to or less than a predetermined threshold (Ne2) or in a case where the rate of decrease in at least one of the vehicle speed and the rotational speed becomes equal to or greater than a predetermined rate of decrease threshold (Ne3).

[018] According to this configuration, the possibility of a main impeller stall can be easily detected by detecting the values ​​or rate of decrease of vehicle speed and rotational speed, and the clutch control mode can be appropriately returned to automatic control mode.

[019] In a seventh aspect, in accordance with the fifth aspect, the possibility of the main impeller (13) stopping is detected in a case where the vehicle speed is less than the idle vehicle speed and at least one of the vehicle speed and the rotational speed is reduced.

[020] According to this configuration, by additionally detecting a decrease in at least one of the vehicle speed and rotational speed below the idle vehicle speed, it is possible to reliably detect the possibility of stopping the main impeller and returning. Petition 870250085652, dated 09 / 22 / 2025, page 75 / 132 6 / 45 properly shift the clutch control mode to automatic control mode. Advantageous Effects of the Invention

[021] According to the clutch control device of the present invention, in a clutch control device that is capable of intervening in an automatic mode to automatically control a clutch to a manual mode to manually operate the clutch, it is possible to properly return to the automatic mode after the manual mode intervention. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

[024] [FIG. 3] a block diagram of the motorcycle's gear shift system.

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

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

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

[028] [FIG. 7] A cross-sectional view taken along line VII-VII of FIG. 5.

[029] [FIG. 8A] A cross-sectional view corresponding to FIG. 7, showing an action of the release rod in the half-clutch region, and shows the operation when the release rod is actuated by the actuator. Petition 870250085652, dated 09 / 22 / 2025, page 76 / 132 7 / 45 clutch.

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

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

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

[033] [FIG. 10] An explanatory diagram showing a specific example of the clutch control mode transition.

[034] [FIG. 11] A flowchart showing a process for performing a return control to automatic mode. DESCRIPTION OF THE MODALITIES

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

[036] Additionally, in the following description, directions such as front, rear, left, and right are the same as the directions in a vehicle described below, unless otherwise specified. Furthermore, in the drawings used in the following description, an FR arrow indicating the front of the vehicle, an LH arrow indicating the left of the vehicle, and an UP arrow indicating the top of the vehicle are shown in appropriate positions. The term intermediate used in this embodiment means not only the center between the two ends of the object, but also the internal interval between the two ends of the object. <Veículo inteiro> Petition 870250085652, dated 09 / 22 / 2025, page 77 / 132 8 / 45

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

[038] The vehicle body structure 5 includes the collector tube 6, main frames 7 extending downwards and aft from a center of the collector tube 6 in a vehicle-width direction (left / right direction), pivot structures 8 provided below the rear end portions of the main frames 7, and a seat structure 9 continuous with the rear sides of the main frames 7 and the pivot structures 8. The front end portions of the swingarms 11 are variably axially supported by the pivot structures 8. A rear wheel 12 of the motorcycle 1 is supported by rear end portions of the swingarms 11.

[039] A fuel tank 18 is supported above the left and right main structures 7. A front seat 19 and a rear seat 19a are supported above the seat structure 9 behind the fuel tank 18. Knee grip portions 18a recessed inwards in a vehicle-width direction are formed on both the left and right sides of a rear portion of the fuel tank 18. The left and right knee grip portions 18a are formed to match the following areas. The areas are the inner sides around the left and right knees of a driver sitting in the front seat 19. Supports 18b are supported in Petition 870250085652, dated 09 / 22 / 2025, page 78 / 132 9 / 45 both left and right sides below the front seat 19. The driver places their feet in front of their ankles on the footrests 18b.

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

[041] The engine 13 has a cylinder 16 positioned above a front portion of a crankcase 15. A rear portion of the crankcase 15 is a gearbox liner 17 configured to accommodate the gearbox 21. A right cover 17a crossing a right-side portion of the gearbox liner 17 is attached to a right-side portion 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 by means of, for example, a chain-type transmission mechanism (not shown). <Caixa de engrenagens>

[042] With reference also to FIG. 2, the gearbox 21 is a stepped transmission. The gearbox 21 has a main shaft 22 and a counter shaft 23, and a group of shift gears 24 that bridges both shafts 22 and 23. The counter shaft 23 constitutes a transmission shaft of the gearbox 21 and the power unit PU. A left-end portion of the counter shaft 23 projects to the left from a rear portion of the gearbox casing. Petition 870250085652, dated 09 / 22 / 2025, p. 79 / 132 10 / 45 gears 17 and is connected to the rear wheel 12 by means of a chain-type transmission mechanism.

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

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

[045] A shifting mechanism 25 configured to switch a pair of gears from the shifting gear group 24 is housed in the gearbox housing 17 in the vicinity of the gearbox 21. The shifting mechanism 25 has a hollow cylindrical displacement drum 32 parallel to both rods 22 and 23. The shifting mechanism 25 operates a plurality of displacement forks 32a according to the rotation of the displacement drum 32. This operation is performed according to Petition 870250085652, dated 09 / 22 / 2025, page 80 / 132 11 / 45 a pattern of a lead groove formed on an outer circumference of the displacement drum 32. According to this operation, the change mechanism 25 switches the gear pairs of the change gear group 24 used for power transmission between both rods 22 and 23.

[046] Here, on motorcycle 1, only one gear shifting operation (a foot operation of a shift pedal (not shown)) of the gearbox 21 is performed by a rider, and a clutch engagement / disengagement operation 26 is performed automatically by electrical control according to the operation of the shift pedal. That is, motorcycle 1 employs a gear shifting system called semi-automatic (automatic clutch type gear shifting system). <Sistema de deslocamento de engrenagem>

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

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

[049] The acceleration sensor 41 detects vehicle body behavior. The gear position sensor 42 detects a stage Petition 870250085652, dated 09 / 22 / 2025, page 81 / 132 12 / 45 gear change from a shift drum rotation angle 32. The shift load sensor 43 detects an operating torque input on a shift spindle 31 (see FIG. 2) of the shift mechanism 25. The choke opening sensor 44 detects a choke opening. The vehicle speed sensor 45 detects the vehicle speed. The engine speed sensor 46 detects an engine speed.

[050] 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 independent control.

[051] With reference also to FIG. 2 and FIG. 5, the clutch actuator 50 controls a working torque applied to a release rod 53 in order to engage and disengage the clutch device 26. The clutch actuator 50 includes an electric drive motor 52 (electric drive motor, hereinafter simply referred to as the electric motor 52) as a drive source and a speed reduction mechanism (reduction gear mechanism, transmission mechanism) 51 configured to transmit a drive force from the electric motor 52 to the release rod 53. The speed reduction mechanism 51 includes a first reduction rod 57, a second reduction rod 58 Petition 870250085652, dated 09 / 22 / 2025, page 82 / 132 13 / 45 and a third reduction rod 56. For example, the third reduction rod 56 is equipped with a rotation angle sensor (rotation motion sensor) 56d to detect, for example, a rotation angle of the third reduction rod 56.

[052] With reference to FIG. 3., the clutch controller 40C calculates the following current value based on the previously established calculation program. The current value is the current supplied to the electric motor 52 in order to connect and disconnect the clutch device 26. The current supplied to the electric motor 52 is obtained from the correlation with the torque output to the electric motor 52. The target torque of the electric motor 52 is proportional to a working torque (a clutch lever actuated torque, which will be described later) given to the release rod 53. The value of the current supplied to the electric motor 52 is detected by a 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. <Dispositivo de embreagem>

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

[054] The outer clutch 33 is engaged by normally transmitting rotating power from the crankshaft 14. The central clutch 34 is located in the outer clutch 33 and is fully supported rotatably by the main rod 22. The plurality of clutch plates 35 is stacked between Petition 870250085652, dated 09 / 22 / 2025, page 83 / 132 14 / 45 the outer clutch 33 and the central clutch 34 and they frictionally engage with each other.

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

[056] Release of the pressure weld (friction engagement) is achieved by an operation of a release mechanism 38 within the right cover 17a. Actuation of the release mechanism 38 is achieved by at least one of an operation of a clutch lever 4b by an occupant and application of a torque by the clutch actuator 50. <Mecanismo de liberação>

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

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

[059] Line C4 in the drawings indicates a central axis of the release rod 53 that extends in an up / down direction. The release rod Petition 870250085652, dated 09 / 22 / 2025, page 84 / 132 15 / 45 is inclined backward in the axial direction to be located behind as it goes upward in a vertical direction when viewed in the axial direction of the main rod 22 (when viewed in a side view of the vehicle) (see FIG. 1). The upper portion of the release rod 53 projects outward from the right cover 17a, and an actuated clutch lever 54 is rotatably fixed integrally to an upper portion of the release rod 53. The actuated clutch lever 54 is connected to the clutch lever 4b by means of an operating cable 54c.

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

[061] Additionally, the release mechanism 38 is not limited to the eccentric cam mechanism and may include a rack and pinion, a feed screw or the like. The mechanism configured to connect the clutch lever 4b and the actuated clutch lever 54 is not limited to the operating cable 54c and may include a connecting rod, a linkage or the like. Additionally, a configuration may be provided in which a passage of Petition 870250085652, dated 09 / 22 / 2025, page 85 / 132 16 / 45 oil is supplied between the clutch lever 4b and the release rod 53, and the oil pressure generated by the master cylinder on the side of the clutch lever 4b is transmitted to the slave cylinder on the side of the release rod 53, so that the release rod 53 is rotated by the operation of the slave cylinder. <Modo de controle de embreagem>

[062] As shown in FIG. 4, a clutch control device 40A of this embodiment 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 operations of a clutch control mode change switch 49 (see FIG. 3) and a clutch lever 4b. Additionally, an object including the manual mode M2 ​​and the manual intervention mode M3 is referred to as a manual system M2A.

[063] Automatic mode M1 is a mode that calculates an appropriate clutch capacity for a given travel state and controls the clutch device 26 according to automatic gear shift / exit control. Manual mode M2 ​​is a mode that calculates a clutch capacity and controls the clutch device 26 according to a clutch operation instruction from an occupant. Manual intervention mode M3 is a mode that receives a clutch operation instruction from an occupant during automatic mode M1, calculates a clutch capacity from the clutch operation instruction, and controls the clutch device 26, which is a temporary manual operation mode. Petition 870250085652, dated 09 / 22 / 2025, page 86 / 132 17 / 45 Additionally, during manual intervention mode M3, for example, when a state in which an occupant stops operating the clutch lever 4b (a fully released state) continues for a prescribed time, it can be set to return to automatic mode M1.

[064] For example, the clutch control device 40A starts control from the clutch engaged state (connected state) in automatic mode M1 when the system starts. Furthermore, the clutch control device 40A is set to return to the clutch engaged state in automatic mode M1 when the engine 13 stops (when the system is switched off). In the normally closed clutch device 26, when the clutch is engaged, there is no power supply to the electric motor 52 of the clutch actuator 50. Meanwhile, in the clutch disengaged state (disconnected state) of the clutch device 26, power supply to the electric motor 52 is maintained.

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

[066] Meanwhile, in manual M2 mode, through the operation of Petition 870250085652, dated 09 / 22 / 2025, page 87 / 132 18 / 45 lever by the occupant, it is possible to control the clutch capacity (i.e., enable connection / disconnection of the clutch device 26). The automatic mode M1 and the manual mode M2 ​​can be switched between each other. Such switching is performed, for example, by operating the clutch control mode change switch 49 (see FIG. 3) while the motorcycle 1 is stationary and the gearbox 21 is in neutral. Additionally, the clutch control device 40A may include an indicator that shows a manual state when transitioning to the manual system M2A (manual mode M2 ​​or manual intervention mode M3).

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

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

[069] In automatic mode M1, the connection / disconnection of the clutch device 26 is performed automatically by the clutch actuator 50. Here, when performing the manual clutch operation on the clutch lever 4b, it is possible to make the automatic control of the clutch device possible. Petition 870250085652, dated 09 / 22 / 2025, page 88 / 132 19 / 45 temporarily intervene in manual operation (in manual intervention mode M3). <Operação de embreagem manual>

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

[071] With reference also to FIG. 2, the clutch lever 4b is connected to the actuated clutch lever 54 fixed to the release rod 53 of the clutch device 26 by means of an operating cable 54c. The actuated clutch lever 54 is integrally rotatably fixed to the upper end portion of the release rod 53 projecting from the upper portion of the right cover 17a.

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

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

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

[075] The electric motor 52 is, for example, a DC motor and is arranged in such a way that, for example, the release rod 53 is parallel to the axial direction. The electric motor 52 is arranged in such a way that a drive rod 55 projects upwards. The speed reduction mechanism 51 transmits a Petition 870250085652, dated 09 / 22 / 2025, page 89 / 132 20 / 45 drive force of electric motor 52 to release rod 53. Hereinafter, the axial direction common to electric motor 52 and release rod 53 is referred to as an actuator axial direction.

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

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

[078] The drive gears 55a are supplied integrally with the drive rod 55 of each of the electric motors 521 and 522. A Petition 870250085652, dated 09 / 22 / 2025, pp. 90 / 132 21 / 45 The first reduction gear 57a is meshed with each of the drive gears 55a. The first small-diameter gear 57b is coaxially fitted to the first reduction gear 57a. The second reduction gear 58a is meshed with the first small-diameter gear 57b. The second small-diameter gear 58b is coaxially fitted to the second reduction gear 58a. The third reduction gear 56a is meshed with the second small-diameter gear 58b. The third small-diameter gear 56b is coaxially fitted to the third reduction gear 56a. The driven gear 63a is meshed with the second small-diameter gear 58b. The gear housing 59 accommodates the gears.

[079] 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 a second reduction rod 58.

[080] The third reduction gear 56a and the third small-diameter gear 56b are supported by a third support rod 56c so as to be integrally rotatable with the third support rod 56c. The third reduction gear 56a, the third small-diameter gear 56b, and the third support rod 56c constitute a third reduction rod 56. The third reduction gear 56a is a gear in Petition 870250085652, dated 09 / 22 / 2025, pp. 91 / 132 22 / 45 fan shape having a 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.

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

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

[083] 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 portions other than the mesh strip of the reduction gear to make it fan-shaped. That is, in particular, it is possible to suppress the speed reduction mechanism 51 from hanging outwards in the width direction of the vehicle, and it is possible to reduce the weight of the speed reduction mechanism 51.

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

[085] 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, it is connected to a Petition 870250085652, dated 09 / 22 / 2025, pp. 92 / 132 23 / 45 end of the third reduction rod 56 that projects outward from the casing 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 accuracy of detecting the rotation angle of the release rod 53 and thus the clutch capability are improved.

[086] The drive force of the electric motor 52 is reduced and transmitted to the release rod 53 as follows. That is, the drive force of the electric motor 52 is reduced between the drive gears 55a and the first reduction gear 57a, reduced between the first small diameter gear 57b and the second reduction gear 58a, reduced between the second small diameter gear 58b and the third reduction gear 56a and, additionally, reduced between the third small diameter gear 56b and the driven gear 63a. <Disposição de atuador de embreagem>

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

[088] The clutch actuator 50 hangs out from the knee grip portions 18a in the width direction of the vehicle. The clutch actuator 50 is arranged so as to prevent the driver's lower leg L2 from moving forward when viewed from a side view of the vehicle. By Petition 870250085652, dated 09 / 22 / 2025, pp. 93 / 132 24 / 45 consequently, interference of the clutch actuator 50 with respect to the driver's leg space is eliminated. The clutch actuator 50 is arranged so as to prevent the driver's lower leg L2 from moving forward in the side view of the vehicle, even when the driver extends the leg and places foot L3. In this respect also, interference of the clutch actuator 50 with respect to the driver's leg space is eliminated. <Haste de liberação>

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

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

[091] 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 tensioning force in a direction opposite to the rotation by Petition 870250085652, dated 09 / 22 / 2025, pp. 94 / 132 25 / 45 operation of clutch lever 4b (turning in the direction of disengaging the clutch) to the engaged clutch lever 54.

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

[093] With reference to Fig. 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.

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

[095] The lower end portion (the side-operated manual cam 61b) of the upper release rod 61 and the upper end portion (the side-clutch cam 62b) of the lower release rod 62 overlap each other in the axial direction, while avoiding each other in the circumferential direction. Therefore, it is possible to press a side surface 61b1 of the side-operated manual cam 61b in the circumferential direction. Petition 870250085652, dated 09 / 22 / 2025, pp. 95 / 132 26 / 45 against the other side surface 62b2 of the side clutch cam 62b in the circumferential direction and rotate the lower release rod 62 (see FIG. 8B and FIG. 9B).

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

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

[098] 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.

[099] The side control operating cam 63b of the intermediate release rod 63 and the side clutch cam 62b of the lower release rod 62 overlap each other in the axial direction, while avoiding each other in the circumferential direction. Therefore, it is possible to press one side surface 63b1 of the side control operating cam 63b in the circumferential direction against the other side surface 62b2 of the side clutch cam 62b in the circumferential direction and rotate the lower release rod. Petition 870250085652, dated 09 / 22 / 2025, pp. 96 / 132 27 / 45 62.

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

[101] The other side surface 63b2 of the side control operating cam 63b in the circumferential direction and the side surface 62b1 of the side clutch cam 62b in the circumferential direction are separated from each other in the circumferential direction. Therefore, when the side clutch cam 62b has an input from a side manual operating cam 63b, the lower release rod 62 can be rotated independently of the intermediate release rod 63.

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

[103] In such a configuration, when the clutch actuator 50 is fixed to the right cover 17a, the linear release rod 53 is configured together with the lower release rod 62 located on the nearest side of the right cover. Petition 870250085652, dated 09 / 22 / 2025, pp. 97 / 132 28 / 45 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.

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

[105] With reference to FIG. 5, in this embodiment, two electric motors 521, 522 in the clutch actuator 50 can cooperate to actuate the release rod 53 (for connecting and disconnecting the clutch device 26). In this case, the load shared by the two electric motors 521, 522 is halved, so that the size of each electric motor 521, 522 can be reduced. This increases the degree of freedom in the layout of the electric motor 52 compared to the case where a single electric motor 52 is provided in a large size. Therefore, even when the clutch actuator 50 is arranged on the outside of the power unit PU, the clutch actuator 50 is easily prevented from being extended outwards in the vehicle width direction. Therefore, the clutch control device 40A can be substantially miniaturized. Petition 870250085652, dated 09 / 22 / 2025, pp. 98 / 132 29 / 45

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

[107] With reference to FIG. 10, a specific example of the clutch control mode transition will be described.

[108] FIG. 10 shows the basic control state of the clutch control device 40A after the system starts. For example, when the ignition is switched on (main switch is on, system operating) from the moment when the gearbox 21 is in the neutral state, the clutch control device 40A is in the automatic clutch control state (automatic mode M1) (see a1 in the figure). At this moment, the clutch actuator 50 is activated to release (disconnect) the clutch device 26 (see a2 in the figure). When the gearbox 21 is shifted in the engaged gear state and the choke is opened from this state, the starting control of the motorcycle 1, including the half-clutch control, is performed (see a3 in the figure).

[109] At this moment, the clutch control device 40A increases the vehicle speed while operating the clutch device 26 to the engagement side (connection side) so that the rotational difference (clutch difference rotation) between the upstream and downstream sides of the clutch device 26 converges to zero while the clutch switch 4c is kept off (no operation of the clutch lever 4b). The control in which the clutch device 26 is controlled to be Petition 870250085652, dated 09 / 22 / 2025, pp. 99 / 132 30 / 45 released (disconnected) when motorcycle 1 is stopped is performed regardless of whether gearbox 21 is in neutral or geared state.

[110] When automatic clutch control (automatic mode M1) is engaged, the IN indicator on the motorcycle measuring device 1 is lit to notify the rider that automatic clutch control is being engaged. During travel in the clutch-engaged state (clutch differential 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 IN indicator is lit regardless of whether the clutch actuator 50 is engaged, so that the rider can recognize that the clutch control device 40A is in automatic clutch control (automatic mode M1).

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

[112] When the operation of clutch lever 4b (manual operation) is detected from the automatic clutch control state, the automatic clutch control state is switched to the manual control intervention state (manual intervention mode M3) (see a6 in the figure). In manual intervention control, the driver can manually operate the clutch device 26. In intervention control Petition 870250085652, dated 09 / 22 / 2025, pages 100 / 132 In manual mode 31 / 45, after a state in which a predetermined return condition is met, and after a predetermined return time T, the clutch is automatically returned to automatic clutch control (return control for automatic mode, see a7 in the figure). In manual mode M2, the clutch control does not intervene and the IN indicator is also switched off.

[113] In manual intervention control, when the possibility of engine stalling is detected, automatic clutch control is immediately returned, without waiting for the return time T to elapse. When gearbox 21 is in the engaged gear state in manual intervention control, manual intervention control is returned to automatic clutch control from manual intervention control, even if gearbox 21 is moved to the neutral position. The state in which the return condition is satisfied is, for example, a state in which the clutch switch 4c is off (no operation of the clutch lever 4b) and the clutch device 26 is engaged so that slippage (differential rotation of the clutch) is eliminated.After this state is reached, the time count for the state in which the aforementioned return condition is being satisfied begins, and it is determined whether or not the duration has reached the return time threshold T.

[114] Here, the possibility of engine stalling is considered to be detected from the vehicle speed or the rate of decrease in engine speed. However, if the possibility of engine stalling is determined only by the rate of decrease in vehicle speed or engine speed, there is a possibility that the possibility of engine stalling is determined at the moment of vehicle start-up and, in this case, there is a possibility that a return to Petition 870250085652, dated 09 / 22 / 2025, pp. 101 / 132 32 / 45 automatic clutch control is performed, which is not intended by the driver. Therefore, the detection of the possibility of engine stalling can be initiated after the vehicle speed reaches a pre-determined vehicle speed threshold (e.g., 10 km / h), at which point it can be determined that the start has been completed.

[115] For example, when motorcycle 1 is stopped in the engaged gear state, and the system is started by switching on the ignition from this stopped state, the clutch control device 40A enters the manual control intervention state in the engine stopped state with the gear engaged. In this state, for example, it is assumed that the system is started from the stopped state with the gear engaged on an incline and a decline, and therefore the connected state of the clutch device 26 is continued. In this state, the engine is started by gripping the clutch lever 4b, as in the case of a conventional motorcycle. After the engine is started, the same manual control intervention state, as described above, is introduced (see a6 in the figure).

[116] The clutch control device 40A is brought to the same automatic clutch control state described above by the gearbox 21 being operated to the neutral position from the manual control intervention state in the engine stop state with the gear engaged (see a1 in the figure). After that, the clutch actuator 50 is actuated to release (disconnect) the clutch device 26 (see a2 in the figure) and the gearbox 21 is shifted to the engaged gear from this state and, by opening the choke, the starting control of the motorcycle 1, including the half-clutch control, is performed (see a3 in the figure).

[117] When the mode is changed to manual mode M2 ​​(mode of Petition 870250085652, dated 09 / 22 / 2025, pages 102 / 132 33 / 45 system disablement, mode in which clutch control is not performed) by the mode change switch 49, the return control to automatic mode is not performed and, therefore, even when performing driving other than normal driving (for example, racing on a circuit or similar), the clutch device 26 is not disengaged near idle speed or does not prevent a start at high speed. <Processamento após Intervenção Manual>

[118] Next, the processing performed by control unit 40 when the return control to automatic mode is performed after manual intervention will be described with reference to the flowchart in FIG. 11.

[119] First, in step S1, it is determined whether the clutch control mode is manual intervention mode M3. If YES (i.e., manual intervention mode M3) in step S1, the process proceeds to step S2. If NO (it is not manual intervention mode M3) is determined in step S1 (for example, if mode change switch 49 is operated to manual mode M2), the return control to automatic mode is not performed (step S13) and the process is temporarily terminated.

[120] In step S2, it is determined whether the differential clutch rotation has converged (whether the differential clutch rotation is less than the differential rotation threshold Ne1). This determination corresponds to a determination of whether or not there is differential clutch rotation (clutch engaged state). If YES (the differential clutch rotation has converged) in step S2, the process proceeds to step S3. If NO (the differential clutch rotation has not converged) in step S2, the return control to automatic mode is not performed (step S13) and the process is temporarily terminated. The case where the differential clutch rotation is not Petition 870250085652, dated 09 / 22 / 2025, pp. 103 / 132 34 / 45 converged corresponds to a state where the clutch device 26 slips due to a half-clutch or similar.

[121] In step S3, it is determined whether clutch switch 4c is OFF (if clutch lever 4b is not operated). If YES (no operation of clutch lever 4b) in step S3, the process proceeds to step S4. If NO (clutch lever 4b is operated) in step S3, the return control to automatic mode is not performed (step S13) and the process is temporarily terminated.

[122] In step S4, it is determined whether the vehicle speed is equal to or higher than a first threshold V1. The vehicle speed threshold V1 in step S4 is a value that becomes a boundary between the low vehicle speed region and the medium vehicle speed region and corresponds to, for example, 1600 rpm in engine speed. In step S4, the differential clutch rotation is converged and the clutch lever 4b is not operated, and therefore the vehicle speed is proportional to the engine speed. Therefore, although the gear information from gearbox 21 is also required, step S4 can be replaced by a determination of whether the engine speed is equal to or higher than the threshold. If YES (the vehicle speed is equal to or higher than the first threshold V1) in step S4, the process proceeds to step S5.If NO (the vehicle speed is less than the first threshold V1) in step S4, the process proceeds to step S6.

[123] In step S5, it is determined whether the return time T has exceeded the first return time t1. The first return time t1 in a case where the vehicle speed is equal to or higher than the first threshold V1 is set as, for example, 1 second. In the medium vehicle speed region (e.g., 1600 rpm or more), the possibility of the driver operating the Petition 870250085652, dated 09 / 22 / 2025, pp. 104 / 132 35 / 45 clutch device 26 is lower than that in the low vehicle speed range (e.g., less than 1600 rpm). Therefore, even if it returns to automatic mode M1 in a short time, the possibility of causing discomfort to the driver is low. If YES (the first return time t1 has elapsed) in step S5, the process proceeds to step S11 and the return control to automatic mode of the clutch connection system is performed. If the answer to the question in step S5 is NO (the first return time t1 has not elapsed), the return control to automatic mode is not performed (step S13) and the process will be temporarily terminated.

[124] The return control to automatic clutch connection system mode means returning to automatic mode M1 while clutch device 26 is connected (without performing the disconnect / connect operation of clutch device 26).

[125] In step S6, it is determined whether the choke is in the closed state (if the driver does not intend to drive). In the low vehicle speed range (e.g., less than 1600 rpm), the possibility of the driver continuously operating the clutch device 26 is higher than in the medium vehicle speed range (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 S6, the process proceeds to step S7. If NO (intention to drive) in step S6, the return to automatic mode control is not performed (step S13) and the process is temporarily terminated.

[126] In step S7, it is determined whether the vehicle speed is equal to or less than the second threshold V2. The vehicle speed threshold V2 in step S7 Petition 870250085652, dated 09 / 22 / 2025, pp. 105 / 132 36 / 45 is a value that serves as a boundary between the low vehicle speed region and the extremely low vehicle speed region; it is lower than the first threshold V1 and corresponds, for example, to the idle speed (e.g., 1200 rpm) of engine 13. In step S7, the differential clutch rotation is converged and the clutch lever 4b is not operated, and therefore the vehicle speed is proportional to the engine speed. Therefore, although the gear information from gearbox 21 is also required, step S7 can be replaced by determining whether the engine speed is equal to or less than the threshold or not.In the low vehicle speed region and the extremely low vehicle speed region, the possibility of operating the clutch device 26 is higher than in the medium vehicle speed region, but in the extremely low vehicle speed region, the possibility of engine stalling must be considered. Therefore, if YES (the vehicle speed is equal to or less than the second threshold V2) in step S7, it is determined that the vehicle speed is in the extremely low vehicle speed region, and the process proceeds to step S8. If NO (the vehicle speed exceeds the second threshold V2) in step S7, the possibility of immediate engine stalling is considered low, and the return control to automatic mode is not performed (step S13), and the process is temporarily terminated.

[127] In step S8, it is determined whether a second return time t2, in which the return time T is longer than the first return time t1, has elapsed or not. If YES (the second return time t2 has elapsed) in step S8, it is determined that the driver does not intend to operate the clutch device 26, even in the extremely low vehicle speed region, and the process proceeds to step S12 to carry out the Petition 870250085652, dated 09 / 22 / 2025, pp. 106 / 132 37 / 45 return control for automatic clutch release system mode to prevent engine stalling. If NO (the second return time t2 has not elapsed) in step S8, the process proceeds to step S9, and the state of decrease in engine rotation speed is determined.

[128] The clutch release system automatic return mode control refers to a control to release (disconnect) the clutch device 26 simultaneously with the return to automatic mode.

[129] In step S9, it is determined whether the engine speed is less than the engine shutdown threshold (engine speed immediately before engine shutdown) Ne2 according to the engine speed decrease state. That is, when the engine speed decreases and falls below the engine shutdown threshold Ne2, while waiting for the second return time t2 to elapse, the engine speed immediately returns to automatic mode M1, without waiting for the second return time t2 to elapse, and the clutch device 26 is disengaged independently of driver operation to prevent engine shutdown. If YES (less than the engine shutdown threshold Ne2) in step S9, the process proceeds to step S12, and the return control to automatic mode of the clutch release system is executed.If NO (equal to or greater than the motor shutdown threshold Ne2) in step S9, the return control to automatic mode is not performed (step S13) and the process is temporarily terminated.

[130] In step S9, the determination is not limited to determining whether the engine speed (or vehicle speed) value is less than the threshold, and may include determining whether the gradient (the rate of decrease) of the decrease in engine speed (or vehicle speed) is less than the threshold. Petition 870250085652, dated 09 / 22 / 2025, pp. 107 / 132 38 / 45 of a vehicle) per hour is equal to or greater than the Ne3 threshold.

[131] As described above, the clutch control device 40A is provided with a clutch device 26, which is configured to disconnect and connect power transmission between an engine 13 and a gearbox 21 of a motorcycle 1, a clutch actuator 50, which is configured to operate the clutch device 26, a clutch operating element 4b, which is configured to operate the clutch device 26 separately from the clutch actuator 50, and a control unit 40, which is configured to control the actuation of the clutch actuator 50, wherein the control unit 40 is a clutch control device 40A that has an automatic control mode M1 to automatically operate the clutch device 26 by actuation of the clutch actuator 50 and a manual control mode M2 ​​to manually operate the clutch device 26 by operating input to the clutch operating element 4b,Control unit 40 has a manual control intervention mode M3 that is engaged when operation for the clutch operating element 4b is detected during automatic control mode M1, and control unit 40 performs a return control to automatic mode that returns to automatic control mode M1 when a state in which a predetermined return condition is met continues for a predetermined return time T during manual control intervention mode M3.

[132] According to this configuration, when the state that satisfies the specified return condition continues for the specified return time T during the manual control intervention mode M3, the automatic return to the automatic control mode M1 is performed, whereby it is possible to prevent the driver from incorrectly identifying the control mode and performing the Petition 870250085652, dated 09 / 22 / 2025, pages 108 / 132 39 / 45 shift operation (in particular, performing the gear-engaged operation without clutch operation, despite the M3 manual control intervention mode).

[133] The clutch control device 40A varies the return time T according to at least one of the motorcycle vehicle speed 1 and the engine rotational speed 13 (engine rotational speed).

[134] According to this configuration, by varying the time to return to automatic control mode M1 according to at least one of the vehicle speed and the motorcycle engine speed, mode switching can be performed considering the driver's operability after the manual control intervention mode M3, and the clutch control mode can be properly returned to automatic control mode M1, while suppressing driver discomfort.

[135] That is, in the vehicle's average speed range (e.g., 1600 rpm or more), the possibility of the driver operating the clutch device 26 is low and, even if the clutch device 26 is operated in automatic control mode M1, the possibility of the driver experiencing discomfort is low. Therefore, automatic control mode M1 is returned in advance by setting the return time T to approximately one second.

[136] On the other hand, in a low vehicle speed region (from idle speed down to less than 1600 rpm) of the vehicle, the driver will likely operate the clutch device 26 continuously and, if the clutch device 26 operates in automatic control mode M1, the driver may feel uncomfortable. Therefore, the return time T is extended to about 5 seconds, which is longer than Petition 870250085652, dated 09 / 22 / 2025, pp. 109 / 132 40 / 45 in the average vehicle speed range, and the return to M1 automatic control mode is delayed.

[137] The return time count T in the low vehicle speed region starts after the choke is switched off (after the driver loses the intention to drive). This is because the driver assumes that the clutch device 26 is engaged by manual operation when the choke opening is continued (when the driver intends to drive).

[138] If the engine speed decreases below the threshold while waiting for the return time T in the OFF state (clutch engaged state) of the clutch switch 4c, the engine speed is immediately returned to automatic control mode M1, without waiting for the return time T, and the clutch device 26 is disconnected independently of driver operation to prevent engine stalling.

[139] When at least one of the vehicle speed and the engine rotation speed is less than a first threshold V1, a clutch control device 40A establishes a longer recovery time T than in a case where at least one of the vehicle speed and rotational speed values ​​is equal to or greater than the first threshold V1.

[140] According to this configuration, when at least one of the vehicle speed and engine speed is in the low vehicle speed region, the return time T is extended to delay the return to automatic control mode M1 and thus it is possible to suppress the occurrence of a feeling of discomfort due to clutch control different from the driver's intention. This is because the driver probably Petition 870250085652, dated 09 / 22 / 2025, pages 110 / 132 41 / 45 will operate the clutch device 26 continuously in the low vehicle speed range and, if the clutch device 26 is operated automatically, the driver may feel uncomfortable.

[141] In the clutch control device 40A, the clutch device 26 is a normally closed clutch that transmits rotational power and starts counting the return time T in a case where the differential clutch rotation generated between the upstream and downstream sides of the clutch device 26 is less than a prescribed differential rotation threshold Ne1.

[142] According to this configuration, when the differential clutch rotation is less than the threshold Ne1 (when the clutch device 26 is in the locked state), the return time T is counted and thus the return to automatic control mode M1 can be achieved in a state where the possibility of the driver operating the clutch device 26 is low and the influence on the vehicle body behavior is small.

[143] When the clutch control device 40A detects the possibility of engine stalling during the return time T count, the clutch control device 40A immediately returns to automatic control mode M1, without waiting for the return time T to elapse.

[144] According to this configuration, when it is determined that there is a possibility of engine stalling in this state because at least one of the vehicle speed and the engine rotation speed is decreasing and so on, by performing a control to immediately return to automatic control mode M1 and disconnecting the clutch device 26 and so on, it is possible to avoid engine stalling.

[145] The 40A clutch control device detects the Petition 870250085652, dated 09 / 22 / 2025, pages 111 / 132 42 / 45 possibility of engine stalling in a case where at least one of the vehicle speed and engine rotation speed becomes equal to or less than an engine stall threshold Ne2, or when the rate of decrease in at least one of the vehicle speed and engine rotation speed becomes equal to or greater than a prescribed rate of decrease threshold Ne3.

[146] According to this configuration, the possibility of engine stalling can be easily detected by detecting the values ​​or rate of decrease of vehicle speed and engine rotation speed, and the clutch control mode can be properly returned to the M1 automatic control mode.

[147] The clutch control device 40A detects the possibility of engine stalling in a case where the vehicle speed is less than an idle vehicle speed V2 and at least one of the vehicle speed and the engine speed is reduced.

[148] According to this configuration, by additionally detecting a decrease in at least one of the vehicle speed and engine speed below the idle vehicle speed V2, it is possible to detect the possibility of engine stalling and properly return the clutch control mode to automatic control mode M1.

[149] The present invention is not limited to the above embodiment and, for example, the clutch operating element is not limited to the clutch lever 4b and may be a clutch pedal or various other operating elements. The clutch device 26 may be a normally open clutch that is in a disconnected state in a state Petition 870250085652, dated 09 / 22 / 2025, pages 112 / 132 43 / 45 normal in which there is no entry from the outside. The clutch device 26 is not limited to the clutch device structured between the engine 13 and the gearbox 21, and may be structured between the main impeller and any emission object other than the gearbox. The main impeller is not limited to the internal combustion engine and may be an electrically driven electric motor.

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

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

[152] The saddle-driven type vehicle includes 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 buggies).

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

[154] The invention can be applied to vehicles other than saddle-guided vehicles (passenger cars, buses, trucks, etc.). Petition 870250085652, dated 09 / 22 / 2025, pages 113 / 132 44 / 45

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

[156] The embodiment configuration above is an example of the present invention and various changes can be made without departing from the scope of the present invention, such as replacing the embodiment components with well-known components. LIST OF REFERENCE SIGNS Motorcycle (vehicle) 4b Clutch lever (clutch operating element) Engine (internal combustion engines, main impeller) Gearbox (issued item) Clutch device Control unit 40A Clutch control device Clutch actuator M1 Automatic Control Mode, Automatic Mode M2 Manual Control Mode, Manual Mode M3 Manual Control Intervention Mode, Manual Intervention Mode Return time t1: First return time Petition 870250085652, dated 09 / 22 / 2025, pp. 114 / 132 45 / 45 t2: Second half of the return V1: First threshold V2: Second threshold Ne1: Differential rotation threshold Ne2: Engine shutdown threshold Ne3 Decrease threshold Petition 870250085652, dated 09 / 22 / 2025, pages 115 / 132

Claims

1 / 3 CLAIMS 1. Clutch control device characterized in that it comprises; a clutch device (26) that is configured to disconnect and connect power transmission between a main impeller (13) and an emission object (21) of a vehicle (1); a clutch actuator (50) that is configured to operate the clutch device (26); a clutch operating element (4b) that is configured to operate the clutch device (26) separately from the clutch actuator (50); and a control unit (40) that is configured to control an actuation of the clutch actuator (50); wherein the control unit (40) is a clutch control device (40A) that has: an automatic control mode (M1) to automatically operate the clutch device (26) by an actuation of the clutch actuator (50);and a manual control mode (M2) for manually operating the clutch device (26) by an operating input on the clutch operating element (4b), wherein the control unit (40) has: a manual control intervention mode (M3) to be switched when an operation on the clutch operating element (4b) is detected during the automatic control mode (M1); the control unit (40) performs a return control to automatic mode that returns to automatic control mode (M1) when a state in which a predetermined return condition is satisfied continues for a predetermined return time (T) during the manual control intervention mode (M3), and wherein the return time (T) is varied according to at least one of a vehicle speed (1) and a main drive rotational speed (13).

2. Clutch control device, according to claim 1, characterized in that, when at least one of the vehicle speed and rotational speed values ​​is less than a first threshold (V1), the recovery time (T) will be set longer than in a case where at least one of the vehicle speed and rotational speed values ​​is equal to or greater than the first threshold (V1).

3. Clutch control device, according to claim 2, characterized in that the clutch device (26) is a normally closed clutch for transmitting rotational power, and in which a return time count (T) is started in a case where a differential clutch rotation generated between an upstream side and a downstream side of the clutch device (26) is less than a predetermined differential rotation threshold (Ne1).

4. Clutch control device, according to claim 3, characterized in that, in a case where a possibility of a stoppage of the main drive (13) is detected during the counting of the return time (T), the clutch control device returns to the automatic control mode (M1) immediately, without waiting for the return time (T) to elapse.

5. Clutch control device, according to claim 4, characterized in that the possibility of stopping the main drive Petition 870250085652, dated 22 / 09 / 2025, page 131 / 132 3 / 3 (13) is detected in a case where at least one of the vehicle speed and the rotational speed becomes equal to or less than a predetermined threshold (Ne2) or in a case where a rate of decrease in at least one of the vehicle speed and the rotational speed becomes equal to or more than a predetermined threshold (Ne3).

6. Clutch control device according to claim 4, characterized in that the possibility of the main drive (13) stopping is detected in a case where the vehicle speed is less than an idle vehicle speed and at least one of the vehicle speed and the rotational speed is reduced. Petition 870250085652, dated 22 / 09 / 2025, p. 132 / 132

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