Clutch control device

Abstract

The clutch control device is provided with: a clutch device (26) that disconnects / engages power transmission between a prime mover (13) and an output target (21); a clutch actuator (50) that outputs a driving force for operating the clutch device (26); and a control section (40) that performs driving control on the clutch actuator (50), the clutch actuator (50) being provided with a plurality of driving sources (521, 522) that output the driving force.

Description

Technical Field

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

[0002] This application claims priority based on Japanese Patent Application No. 2021-062193, filed in Japan on March 31, 2021, the contents of which are incorporated herein by reference. Background Technology

[0003] In recent years, automatic clutch systems have been proposed in motorcycles that automatically engage / disengage the clutch device via electronic control (see, for example, Patent Document 1).

[0004] Prior art literature

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent No. 5004915 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] In the aforementioned existing technology, the clutch mechanism is disengaged by supplying hydraulic pressure from a hydraulic actuator to the driven cylinder. The clutch mechanism is controlled based on the hydraulic pressure value.

[0009] However, in systems that automatically engage / disengage the clutch mechanism, it is desirable to study failure protection in case of malfunctions in drive sources such as electric motors and their control units.

[0010] The present invention was made in view of the above circumstances, and its object is to realize failure protection of the clutch drive system in a clutch control device that controls the disengagement / engagement of the clutch device.

[0011] Solution for solving the problem

[0012] As a solution to the aforementioned problem, one aspect of the present invention comprises: a clutch device (26) that disconnects / engages the power transmission between a prime mover (13) and an output object (21); a clutch actuator (50) that outputs a driving force for operating the clutch device (26); and a control unit (40) that performs drive control on the clutch actuator (50), the clutch actuator (50) having a plurality of drive sources (521, 522) that output the driving force, wherein if one of the plurality of drive sources (521, 522) becomes inoperable, the clutch device (26) is temporarily disconnected by the remaining drive sources (521, 522), and then the clutch device (26) is gradually engaged.

[0013] According to this structure, the clutch actuator has multiple drive sources, thereby reducing the load on each drive source and achieving miniaturization. Moreover, failure protection of the clutch drive system can be achieved through multiple drive sources.

[0014] According to this structure, it is possible to suppress the clutch mechanism from remaining engaged even if an abnormality occurs in the drive of one of the multiple drive sources. Furthermore, by gradually transitioning to the engaged state after the clutch mechanism is disengaged, changes in vehicle behavior can be suppressed.

[0015] In the above scheme, the control unit (40) may perform feedback control on the current supplied to the plurality of drive sources (521, 522).

[0016] According to this structure, by feedback control of the supply current supplied to each drive source toward the target value, it is possible to suppress the load deviation between multiple drive sources.

[0017] Alternatively, in the above scheme, the control unit (40) may include multiple independent drive control mechanisms (40C, 40E), and the multiple drive sources (521, 522) may be independently controlled by any one of the multiple drive control mechanisms (40C, 40E).

[0018] According to this structure, any one of the multiple drive control mechanisms can drive a normal drive source among multiple drive sources. Therefore, the drive of the clutch actuator can be continuously maintained. This effect can still be achieved even if one of the multiple drive sources fails or one of the multiple drive control mechanisms malfunctions, rendering one of the multiple drive sources inoperable.

[0019] In the above scheme, if one of the multiple drive sources (521, 522) becomes inoperable, the drive current when driving the remaining drive sources (521, 522) is set to be larger than that during normal driving, and the clutch disengagement and engagement cycle is performed only once.

[0020] According to this structure, insufficient power can be eliminated in the event of failure of one of multiple motors. Furthermore, by employing a structure where the clutch mechanism is temporarily disengaged and then re-engaged in only one cycle, the following effects are achieved: The actuator is driven with a current value higher than the usual control input, and is driven to the failure stop position and stopped within one cycle. Thus, heat generation and other issues can be suppressed with minimal operation, and the failure mode can be shifted.

[0021] Alternatively, in the above scheme, the power supply lines of the plurality of drive sources (521, 522) may be equipped with a failure protection relay (40F). In the event of a failure of one of the plurality of drive sources (521, 522), the failure protection relay (40F) may be intermittently driven, thereby gradually engaging the clutch device (26).

[0022] In the above scheme, if one of the multiple drive sources (521, 522) becomes inoperable, the drive current when driving the remaining drive sources (521, 522) is set to be larger than that during normal driving, and the clutch disengagement and engagement cycle is performed only once.

[0023] Invention Effects

[0024] According to the present invention, in a clutch control device that controls the disengagement / engagement of a clutch device, failure protection of the clutch drive system can be realized. Attached Figure Description

[0025] Figure 1 This is a right-side view of the motorized two-wheeled vehicle according to this embodiment.

[0026] Figure 2 This is a cross-sectional view of the transmission and gear shifting mechanism of the aforementioned motorized two-wheeled vehicle.

[0027] Figure 3 This is a block diagram of the transmission system of the aforementioned motorized two-wheeled vehicle.

[0028] Figure 4 This is an explanatory diagram showing the change in clutch control mode of the aforementioned motorized two-wheeled vehicle.

[0029] Figure 5 yes Figure 1 The V-view shows the axial view of the clutch actuator.

[0030] Figure 6 This is a cross-sectional view of the aforementioned clutch actuator along its axial direction.

[0031] Figure 7 This is a three-dimensional view of the release shaft that enables the clutch mechanism to operate.

[0032] Figure 8 yes Figure 7 Sectional view of VIII-VIII.

[0033] Figure 9A This represents the function of the aforementioned split shaft in the semi-engaged region. Figure 8 A corresponding sectional view showing the drive via the clutch actuator.

[0034] Figure 9B This represents the function of the aforementioned split shaft in the semi-engaged region. Figure 8 A comparable sectional view, indicating manual intervention.

[0035] Figure 10A This indicates the function of the waiting position of the aforementioned separation shaft. Figure 8 A corresponding sectional view showing the drive via the clutch actuator.

[0036] Figure 10B This indicates the function of the waiting position of the aforementioned separation shaft. Figure 8 A comparable sectional view, indicating manual intervention.

[0037] Figure 11 This refers to the state where the aforementioned clutch actuator is installed on the right cover. Figure 6 A comparable sectional view.

[0038] Figure 12 It is a graph representing the characteristics of clutch control. The vertical axis represents the output value of the clutch actuator, and the horizontal axis represents the workload of the disengagement mechanism.

[0039] Figure 13 Is with Figure 12 The corresponding graph represents the first effect of the implementation method.

[0040] Figure 14 Is with Figure 12 The corresponding graph illustrates the second effect of the implementation method.

[0041] Figure 15 This is a right-side view showing the main parts of the aforementioned motorized two-wheeled vehicle.

[0042] Figure 16 This is a top view showing the main parts of the aforementioned motorized two-wheeled vehicle.

[0043] Figure 17 This is an exploded perspective view showing the main parts of the aforementioned motorized two-wheeled vehicle.

[0044] Figure 18 This is the functional block diagram related to the target current determination in clutch control.

[0045] Figure 19 This is a functional block diagram related to the determination of the motor duty cycle of the aforementioned clutch actuator.

[0046] Figure 20 This is a functional block diagram showing the relationship between the two motors and the control unit of the aforementioned clutch actuator.

[0047] Figure 21 It is a graph showing the offset of the clutch control position (angle) when one of the two motors and control units fails. Detailed Implementation

[0048] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the directions (front, back, left, right, etc.) in the following description are the same as those in the vehicle described below. Furthermore, arrows indicating the front of the vehicle (FR), the left side of the vehicle (LH), and the top of the vehicle (UP) are shown in appropriate locations in the accompanying drawings used in the following description.

[0049] <Vehicle as a whole>

[0050] like Figure 1 As shown, this embodiment applies to a motorized two-wheeled vehicle 1, which is an example of a straddle-type vehicle. The front wheel 2 of the motorized two-wheeled vehicle 1 is supported on the lower ends of a pair of left and right front forks 3. The upper parts of the left and right front forks 3 are supported on the head tube 6 at the front end of the frame 5 via a steering rod 4. A rod-type steering handle 4a is installed on the top bridge of the steering rod 4.

[0051] The frame 5 includes a head tube 6, a main frame 7 extending rearward and downward from the center of the head tube 6 in the width direction (left-right direction), a pivot frame 8 disposed below the rear end of the main frame 7, and a seat frame 9 connected to the rear of the main frame 7 and the pivot frame 8. The front end of the swing arm 11 is pivotally supported on the pivot frame 8. The rear wheel 12 of the motorized two-wheeled vehicle 1 is supported at the rear end of the swing arm 11.

[0052] A fuel tank 18 is supported above the left and right main frames 7. A front seat 19 and a rear seat 19a are supported behind the fuel tank 18 and above the seat frame 9. Knee grip portions 18a are formed on the left and right sides of the rear portion of the fuel tank 18, recessed inwards in the vehicle width direction. The left and right knee grip portions 18a are formed to match the inner sides of the left and right knees of the driver sitting in the front seat 19. Footrests 18b are supported on the left and right sides below the front seat 19. The driver rests their feet, from ankle to toe, on the footrests 18b.

[0053] Suspended below the main frame 7 is a power unit PU containing the prime mover of the motorized two-wheeled vehicle 1. The power unit PU integrally comprises an engine (internal combustion engine, prime mover) 13 located at its front and a transmission 21 located at its rear. The engine 13 is, for example, a multi-cylinder engine that rotates the crankshaft 14 in the left-right direction (vehicle width direction).

[0054] Engine 13 causes cylinder 16 to stand upright above the front of crankcase 15. The rear of crankcase 15 houses transmission housing 17. A right cover 17a, extending across the right side of transmission housing 17, is mounted on the right side of crankcase 15. Right cover 17a also serves as a clutch cover over clutch assembly 26. Power unit PU operates in conjunction with rear wheel 12, for example, via a chain drive mechanism (not shown).

[0055] <Transmission>

[0056] Refer to together Figure 2 The transmission 21 is a stepped transmission. The transmission 21 has a main shaft 22, a secondary shaft 23, and a gear set 24 spanning the two shafts 22 and 23. The secondary shaft 23 constitutes the output shaft of the transmission 21 and thus the power unit PU. The left end of the secondary shaft 23 protrudes to the rear left side of the transmission housing 17 and is connected to the rear wheel 12 via the chain drive mechanism.

[0057] The main shaft 22 and countershaft 23 of the transmission 21 are located behind the crankshaft 14. A clutch device 26 is coaxially disposed at the right end of the main shaft 22. The clutch device 26 disconnects / engages the power transmission between the crankshaft 14 of the engine 13 and the main shaft 22 of the transmission 21. The clutch device 26 is engaged / disengaged by at least one of the following: operation of a clutch operating element (e.g., a clutch lever not shown) by the occupant, and operation of the clutch actuator 50, which is described in detail later.

[0058] The clutch device 26 is, for example, a wet multi-plate clutch, a so-called normally closed clutch. The rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and from the main shaft 22 to the countershaft 23 via any gear pair of the transmission gear set 24. The drive sprocket 27 of the chain drive mechanism is mounted on the left end of the countershaft 23, which protrudes to the rear left side of the crankcase 15.

[0059] Within the transmission housing 17, near the transmission 21, is a transmission mechanism 25 that switches gear pairs of the gear set 24. The transmission mechanism 25 has a hollow cylindrical shift drum 32 parallel to the two shafts 22 and 23. The transmission mechanism 25 operates multiple shift forks 32a by rotating the shift drum 32. This operation is based on a pattern of guide grooves formed on the outer periphery of the shift drum 32. Through this operation, the transmission mechanism 25 switches the gear pairs used for power transmission between the two shafts 22 and 23 in the gear set 24.

[0060] Here, the motorized two-wheeled vehicle 1 is designed such that the driver only performs the gear shifting operation of the transmission 21 (foot operation of the shift pedal (not shown),) and the disengagement / engagement operation of the clutch device 26 is automatically performed by electronic control according to the operation of the shift pedal. That is, the motorized two-wheeled vehicle 1 adopts a so-called semi-automatic transmission system (automatic clutch type transmission system).

[0061] <Transmission System>

[0062] like Figure 3 As shown, the aforementioned transmission system 30 includes a clutch actuator 50, a control unit 40, various sensors 41-46, 57d, 58d, and various devices 47, 48, 50.

[0063] The control unit 40 controls the operation of the ignition device 47 and the fuel injection device 48, and also controls the operation of the clutch actuator 50. This control is 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), as well as various vehicle status detection information from the throttle opening sensor 44, the vehicle speed sensor 45, and the engine speed sensor 46.

[0064] Acceleration sensor 41 detects the vehicle body's behavior. Gear position sensor 42 detects the transmission stage based on the rotation angle of shift drum 32. Shift load sensor 43 detects the shift shaft 31 (see reference) of the transmission mechanism 25. Figure 2 The input operating torque. Throttle opening sensor 44 detects the throttle opening. Vehicle speed sensor 45 detects the vehicle speed. Engine speed sensor 46 detects the engine speed.

[0065] 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 unit 40C mainly controls the drive of the clutch actuator 50. The engine control unit 40E mainly controls the drive of the engine 13. The clutch control unit 40C and the engine control unit 40E can be configured as separate ECUs (Electronic Control Units). The clutch control unit 40C and the engine control unit 40E can be configured to perform independent control, or they can be configured in a single ECU.

[0066] Refer to together Figure 5 , Figure 6The clutch actuator 50 controls the operating torque applied to the release shaft 53 to disengage / engage the clutch device 26. The clutch actuator 50 includes an electric motor 52 (hereinafter simply referred to as motor 52) as a drive source and a reduction mechanism 51 that transmits the driving force of the motor 52 to the release shaft 53. The reduction mechanism 51 includes a first reduction shaft 57 and a second reduction shaft 58. A first rotation angle sensor 57d and a second rotation angle sensor 58d for detecting rotation angles are provided on each of the aforementioned shafts 57 and 58.

[0067] The clutch control unit 40C calculates the following current value based on a pre-set calculation program. This current value is the value of the current supplied to the motor 52 to disengage / engage the clutch device 26. The supply current supplied to the motor 52 is obtained based on its correlation with the torque output by the motor 52. The target torque of the motor 52 is proportional to the working torque applied to the release shaft 53 (the driven clutch lever torque described later). The current value supplied to the motor 52 is detected by the current sensor 40b included in the clutch control unit 40C. The clutch actuator 50 is operated and controlled based on changes in this detected value. The clutch actuator 50 will be described in detail later.

[0068] Clutch mechanism

[0069] like Figure 2 , Figure 11 As shown, the clutch device 26 of the embodiment is a multi-plate clutch formed by stacking multiple clutch plates 35 in the axial direction, and is a wet clutch disposed in the oil chamber within the right cover 17a. The clutch device 26 includes a clutch outer ring 33, a clutch central portion 34, and multiple clutch plates 35.

[0070] The outer race 33 of the clutch is always driven by rotational power transmitted from the crankshaft 14. The central portion 34 of the clutch is disposed within the outer race 33 and is supported on the main shaft 22 in a manner that allows it to rotate integrally. A plurality of clutch discs 35 are stacked between the outer race 33 and the central portion 34 of the clutch, thereby causing the plurality of clutch discs 35 to engage frictionally.

[0071] A pressure plate 36, approximately the same diameter as the clutch plates 35, is positioned to the right (outer side in the vehicle width direction) of the stacked clutch plates 35. The pressure plate 36 is subjected to an elastic load from the clutch spring 37 and is forced to the left, causing the stacked clutch plates 35 to press against each other (friction engagement). This puts the clutch assembly 26 into an engaged state capable of transmitting power. The clutch assembly 26 is a normally closed clutch that is engaged when there is no external input.

[0072] The release of the press-fit (friction engagement) is achieved by the operation of the release mechanism 38 inside the right cover 17a. The operation of the release mechanism 38 is achieved by at least one of the occupant's operation of the clutch lever (not shown) and the application of torque based on the clutch actuator 50.

[0073] <Separation Mechanism>

[0074] like Figure 2 , Figure 11 As shown, the separation mechanism 38 includes a lifting shaft 39 and a separation shaft 53.

[0075] The lift-off shaft 39 is held within the right side portion of the main shaft 22 so as to be able to reciprocate axially. The separation shaft 53 is arranged axially orthogonal to the lift-off shaft 39 and is held on the outer side of the right cover 17a so as to be able to rotate about the axis.

[0076] In the diagram, line C3 represents the central axis of the separation shaft 53 extending in the vertical direction. When viewed axially from the main shaft 22 (side view of the vehicle), the separation shaft 53 is tilted axially backward relative to the vertical direction, with the uppermost part of the shaft further back (see reference). Figure 1 The upper part of the release shaft 53 protrudes outward from the right cover 17a, and a driven clutch lever 54 is mounted on the upper part of the release shaft 53 in a manner that allows it to rotate integrally. The driven clutch lever 54 is connected to the clutch lever via an operating cable (not shown).

[0077] An eccentric cam portion 38a is provided on the lower part of the release shaft 53, located inside the right cover 17a. The eccentric cam portion 38a engages with the right end of the lift shaft 39. The release shaft 53 rotates about its axis, thereby causing the lift shaft 39 to move to the right under the action of the eccentric cam portion 38a. The lift shaft 39 is configured to reciprocate integrally with the pressure plate 36 of the clutch device 26. Therefore, when the lift shaft 39 moves to the right, the pressure plate 36 moves to the right (lifts) against the force of the clutch spring 37. This disengages the frictional engagement of the stacked clutch plates 35. As a result, the normally closed clutch device 26 is in a disengaged state where it cannot transmit power.

[0078] It should be noted that the separation mechanism 38 is not limited to an eccentric cam mechanism, but can also be a mechanism with a rack and pinion, a feed screw, etc. The mechanism connecting the clutch lever and the driven clutch lever 54 is not limited to an operating cable, but can also be a mechanism with a rod, a connecting rod, etc.

[0079] <Clutch Control Mode>

[0080] like Figure 4As shown, the clutch control device 40A of this embodiment has three clutch control modes. The clutch control modes include an automatic mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation. The clutch control mode is selected according to the clutch control mode switching switch 49 (see reference). Figure 3 The system switches appropriately between the three modes by operating the clutch and clutch actuator. It should be noted that the system including manual mode M2 ​​and manual intervention mode M3 is referred to as manual system M2A.

[0081] Automatic mode M1 is a mode in which the clutch device 26 is controlled by calculating the appropriate clutch capacity for the driving state based on automatic start / transmission control. Manual mode M2 ​​is a mode in which the clutch device 26 is controlled by calculating the clutch capacity based on the clutch operation instruction given by the passenger. Manual intervention mode M3 is a mode in which the clutch device 26 is controlled by receiving the clutch operation instruction from the passenger in automatic mode M1 and calculating the clutch capacity based on the clutch operation instruction; it is a temporary manual operation mode. It should be noted that it can also be set so that, in manual intervention mode M3, if the state of the passenger stopping the operation of the clutch operating element (fully released state) continues for a specified time, the system returns to automatic mode M1.

[0082] For example, when the system starts, the clutch control device 40A starts control from the clutch engaged state (engaged state) via automatic mode M1. Furthermore, the clutch control device 40A is set to return to the clutch engaged state via automatic mode M1 when the engine 13 stops (when the system is off). In the normally closed clutch device 26, power can be withheld from the clutch actuator 50 motor 52 when the clutch is engaged. On the other hand, power supply to the motor 52 is maintained when the clutch device 26 is in the clutch disengaged state (disengaged state).

[0083] The basis of Automatic Mode M1 lies in automatic clutch control. Automatic Mode M1 enables the motorized two-wheeler 1 to move without lever operation. In Automatic Mode M1, the clutch capacity is controlled based on throttle opening, engine speed, vehicle speed, and shift sensor output. Therefore, the motorized two-wheeler 1 can start without engine stalling (meaning the engine stops or shuts off) simply by operating the throttle. Furthermore, the motorized two-wheeler 1 can shift gears only by shifting gears. Additionally, in Automatic Mode M1, the occupant can switch to Manual Engagement Mode M3 by gripping the clutch lever. This allows the clutch device 26 to be disengaged at will.

[0084] On the other hand, in manual mode M2, the clutch capacity can be controlled by lever operation performed by the occupant (i.e., the clutch device 26 can be disengaged / engaged). Automatic mode M1 and manual mode M2 ​​can be switched between each other. This switching occurs, for example, when the motorized two-wheeled vehicle 1 is parked and the transmission 21 is in neutral, by operating the clutch control mode switching switch 49 (see reference). Figure 3 It should be noted that the clutch control device 40A may also have an indicator that indicates that it is in manual mode when switching to manual system M2A (manual mode M2 ​​or manual engagement mode M3).

[0085] The basis of manual mode M2 ​​lies in manual clutch control. Manual mode M2 ​​can control the clutch capacity based on the operating angle of the clutch lever (and consequently the operating angle of the driven clutch lever 54). This allows for control of the disengagement / engagement of the clutch device 26 while ensuring the occupant's wishes are met. It should be noted that even in manual mode M2, clutch control can automatically intervene when a gear shift is performed without clutch operation. Hereinafter, the operating angle of the driven clutch lever 54 will be referred to as the driven clutch lever operating angle.

[0086] In automatic mode M1, the clutch device 26 is automatically disengaged / engaged via the clutch actuator 50. At this time, by performing manual clutch operation on the clutch lever, manual operation can be temporarily intervened in the automatic control of the clutch device 26 (manual intervention mode M3).

[0087] <Manual Clutch Operation>

[0088] exist Figure 1 In the motorized two-wheeled vehicle 1 shown, a clutch lever (not shown) is installed on the base end side (inner side in the vehicle width direction) of the left handle of the steering handle 4a as a manual clutch operating component.

[0089] Refer to together Figure 2 The clutch lever is connected via an operating cable (not shown) to a driven clutch lever 54 mounted on the release shaft 53 of the clutch assembly 26. The driven clutch lever 54 is mounted on the upper end of the right-facing cover 17a in the release shaft 53 in a manner that allows it to rotatably as a unit.

[0090] Additionally, for example, a clutch control mode switching switch 49 is provided on the handle switch mounted on the steering handle 4a. This allows the occupant to easily switch clutch control modes during normal driving.

[0091] <Clutch Actuator>

[0092] like Figure 1As shown, a clutch actuator 50 is installed on the upper rear part of the right cover 17a on the right side of the crankcase 15.

[0093] Refer to together Figure 5 , Figure 6 The clutch actuator 50 includes a motor 52 and a reduction mechanism 51.

[0094] Motor 52 is, for example, a DC motor, and is configured such that its axis is parallel to the release shaft 53. Motor 52 is configured such that the drive shaft 55 protrudes upward. Reduction gear 51 transmits the driving force of motor 52 to release shaft 53.

[0095] In this embodiment, a single clutch actuator 50 includes multiple (two) motors 52. Hereinafter, the motor 52 located at the front of the clutch actuator 50 will be referred to as the first motor 521, and the motor 52 located at the rear of the vehicle and inside the vehicle width direction relative to the first motor 521 will be referred to as the second motor 522. In the figures, lines C01 and C02 represent the central axes (drive axes) of each motor 521 and 522, respectively. For ease of explanation, the two motors 521 and 522 are sometimes collectively referred to as motor 52. Additionally, the two axes C01 and C02 are sometimes collectively referred to as axis C0. Control of the multiple (two) motors 52 will be described later.

[0096] The reduction mechanism 51 reduces the rotational power output from the motor 52 and transmits it to the separation shaft 53. The reduction mechanism 51 includes, for example, a gear train axially parallel to the separation shaft 53. The reduction mechanism 51 includes a drive gear 55a, a first reduction gear 57a, a first minor diameter gear 57b, a second reduction gear 58a, a second minor diameter gear 58b, a driven gear 63a, and a gearbox 59.

[0097] Drive gears 55a are integrally mounted on the drive shafts 55 of each motor 521, 522. A first reduction gear 57a meshes with each drive gear 55a. A first minor diameter gear 57b is coaxially mounted with the first reduction gear 57a. A second reduction gear 58a meshes with the first minor diameter gear 57b. A second minor diameter gear 58b is coaxially mounted with the second reduction gear 58a. A driven gear 63a meshes with the second minor diameter gear 58b. A gearbox 59 houses all the gears.

[0098] The first reduction gear 57a and the first minor diameter gear 57b are rotatably supported on the first support shaft 57c. The first reduction gear 57a, the first minor diameter gear 57b, and the first support shaft 57c constitute the first reduction shaft 57. The second reduction gear 58a and the second minor diameter gear 58b are rotatably supported on the second support shaft 58c. The second reduction gear 58a, the second minor diameter gear 58b, and the second support shaft 58c constitute the second reduction shaft 58. The first support shaft 57c and the second support shaft 58c are rotatably supported on the gearbox 59. The second reduction gear 58a is a sector gear at the center of the second support shaft 58c. The second reduction gear 58a is arranged to extend forward of the second support shaft 58c and outward in the vehicle width direction. In the figure, line C1 represents the central axis of the first reduction shaft 57, and line C2 represents the central axis of the second reduction shaft 58.

[0099] The driven gear 63a is mounted on the separation shaft 53 in a manner that allows it to rotate integrally. The driven gear 63a is a sector gear at the center of the separation shaft 53. The driven gear 63a is arranged to extend forward from the separation shaft 53. The downstream gear in the reduction mechanism 51 has a small rotation angle. Therefore, the second reduction gear 58a and the driven gear 63a can be configured as sector gears with small rotation angles.

[0100] As a result, miniaturization of the reduction gear 51 and, consequently, the clutch actuator 50, becomes possible. That is, even when a large-diameter reduction gear is used to achieve a reduction ratio, by cutting away the portion of the reduction gear outside its meshing range to create a fan shape, the following effects are achieved: the outward extension of the reduction gear 51, particularly in the vehicle width direction, is suppressed, and the reduction gear 51 is made lighter.

[0101] According to the above structure, the motor 52 and the release shaft 53 can be continuously linked via the reduction mechanism 51. Thus, a system is formed in which the clutch device 26 is directly engaged / disengaged via the clutch actuator 50.

[0102] Each gear is a flat spur gear with reduced axial thickness, and the gearbox 59 is also formed in a flat shape to reduce axial thickness. Therefore, the reduction mechanism 51 is not easily noticeable when viewed from the side of the vehicle. A first rotation angle sensor 57d and a second rotation angle sensor 58d are provided on the upper surface of the gearbox 59. The first rotation angle sensor 57d and the second rotation angle sensor 58d are connected to one end of the first reduction shaft 57 and the second reduction shaft 58 respectively to detect their rotation angles.

[0103] The motor 52 is configured to protrude downwards from the front of the gearbox 59. Therefore, the motor 52 can be configured such that it avoids the protruding portion 17b of the clutch assembly 26 in the right cover 17a. This prevents the clutch actuator 50 from extending outwards in the vehicle width direction.

[0104] The driving force of motor 52 is reduced and transmitted to the separation shaft 53 as follows: that is, the driving force of motor 52 is reduced between the drive gear 55a and the first reduction gear 57a, and further reduced between the first minor diameter gear 57b and the second reduction gear 58a, and then reduced between the second minor diameter gear 58b and the driven gear 63a.

[0105] In this embodiment, a limiting member 59a is provided at the position of the reduction mechanism 51 near the final stage of the gear train (between the second minor diameter gear 58b and the driven gear 63a). The limiting member 59a is used to define the initial position of the release shaft 53 (the stop position in the return direction opposite to the clutch disengagement direction). The limiting member 59a is integrally formed, for example, inside the gearbox 59. The limiting member 59a defines the stop position of the second reduction gear 58a by abutting against the side of the sector-shaped second reduction gear 58a. By providing the limiting member 59a at a stage of the reduction mechanism 51 with a smaller torque compared to the final stage, the following effects are achieved: the strength of the gearbox 59 can be suppressed, and the initial position of the release shaft 53 can be reliably defined. In addition, excessive loads can be prevented from being input to the final stage where the torque becomes maximum due to deceleration, and the gears can be made smaller and lighter.

[0106] <Clutch Actuator Configuration>

[0107] like Figures 15-17 As shown, the clutch actuator 50, viewed from the side of the vehicle, is positioned vertically below the knee clamp 18a on the right side of the fuel tank 18. The clutch actuator 50 is... Figure 16 From a top-down view of the vehicle, the knee clamp 18a on the right side of the fuel tank 18 extends outward in the vehicle width direction. In the diagram, line L1 indicates the thigh of the driver's leg, line L2 indicates the lower leg from the knee down, and line L3 indicates the foot from the ankle to the toes.

[0108] In a side-view view of the vehicle, the driver's leg is positioned such that the lower leg L2 extends obliquely downward and backward from the knee clamp 18a, with the foot L3 resting on the footrest 18b. The clutch actuator 50 extends outward in the vehicle width direction beyond the knee clamp 18a. The clutch actuator 50 is configured to avoid the driver's lower leg L2 in front of it in a side-view view. This suppresses interference of the clutch actuator 50 with the driver's leg positioning space. Even when the driver extends their leg and places their foot L3 on the ground, the clutch actuator 50 is configured to avoid the driver's lower leg L2 in front of it in a side-view view. This also suppresses interference of the clutch actuator 50 with the driver's leg positioning space.

[0109] Reference Figure 17 The right cover 17a has a bulge 17b extending outward in the vehicle width direction. This bulge is a circular area coaxial with the clutch assembly 26 when viewed from the side of the vehicle. A recess 17c is formed in the rearward-facing portion of the bulge 17b. The recess 17c, relative to the other portions, has its outer side facing inward in the vehicle width direction. The recess 17c forms a semi-circular shape when viewed from the side of the vehicle.

[0110] The semi-circular chord portion of the recess 17c, when viewed from the side of the vehicle, forms a straight line orthogonal to the axis of the release shaft 53. This chord portion forms a stepped portion 17d that causes the outer surface of the bulge 17b to change in a stepped shape. The stepped portion 17d slopes downward and rearward when viewed from the side of the vehicle. The upper part of the release shaft 53 protrudes obliquely upward and rearward from the stepped portion 17d. The release shaft 53 passes through the stepped portion 17d of the recess 17c and protrudes outward from the outside of the cover. The clutch actuator 50 is mounted on the right cover 17a in a configuration that enters the recess 17c.

[0111] <Separation Shaft>

[0112] like Figures 6-8 As shown, the release shaft 53 is divided into multiple elements so that it can rotate to receive inputs from the clutch actuator 50 and inputs based on the occupant's operation.

[0113] The separation shaft 53 includes an upper separation shaft 61 forming the upper part, a lower separation shaft 62 forming the lower part, and an intermediate separation shaft 63. The intermediate separation shaft 63 is arranged across the lower end of the upper separation shaft 61 and the upper end of the lower separation shaft 62.

[0114] The upper off-shaft 61 is cylindrical. The upper off-shaft 61 is rotatably supported on the upper boss 59b of the gearbox 59. The upper end of the upper off-shaft 61 protrudes outward from the gearbox 59. The driven clutch lever 54 is supported on the upper end of the upper off-shaft 61 in a manner that allows it to rotate integrally. A return spring 54s is installed on the driven clutch lever 54. The return spring 54s applies a force to the driven clutch lever 54 in the opposite direction to the rotation generated by the operation of the clutch operating element (rotation in the clutch disengagement direction).

[0115] The lower separation shaft 62 is cylindrical. The lower part of the lower separation shaft 62 is rotatably supported inside the right cover 17a. The lower part of the lower separation shaft 62 faces into the gearbox 59. An eccentric cam portion 38a of the separation mechanism 38 is formed in this lower part. A lower return spring 62s is installed at the lower end of the lower separation shaft 62. The lower return spring 62s applies a force to the lower separation shaft 62 in the opposite direction to the rotation in the clutch disengagement direction.

[0116] A manually operated side cam 61b with a fan-shaped cross-section and extending along the axial direction is provided at the lower end of the upper part of the shaft 61.

[0117] A clutch-side cam 62b with a fan-shaped cross-section and extending axially is provided at the upper end of the lower part of the shaft 62. The clutch-side cam 62b is positioned to avoid the range of the manual operation side cam 61b in the circumferential or axial direction.

[0118] The lower end of the upper part of the off-axis 61 (manual operation side cam 61b) and the upper end of the lower part of the off-axis 62 (clutch side cam 62b) are circumferentially separated from each other but overlap axially. Alternatively, the manual operation side cam 61b and the clutch side cam 62b are axially separated from each other but overlap circumferentially. Thus, the lower part of the off-axis 62 can be rotated by pressing the circumferential side 61b1 of the manual operation side cam 61b against the circumferential side 62b2 of the clutch side cam 62b (see reference). Figure 9B , Figure 10B ).

[0119] The other circumferential side 61b2 of the manual operation side cam 61b and the circumferential side 62b1 of the clutch side cam 62b are separated from each other circumferentially or axially. Therefore, when there is input from the clutch actuator 50 on the clutch side cam 62b, the lower off-axis 62 can rotate independently from the upper off-axis 61 (see reference). Figure 9A , Figure 10A ).

[0120] The intermediate separation shaft 63 is cylindrical. The intermediate separation shaft 63 allows the engaging portion (upper and lower shaft engaging portion) of the lower end of the upper separation shaft 61 and the upper end of the lower separation shaft 62 to pass through. The driven gear 63a is supported on the intermediate separation shaft 63 in a manner that allows it to rotate integrally.

[0121] A control operation side cam 63b with a fan-shaped cross section and extending along the axial direction is provided on the intermediate separation shaft 63.

[0122] The intermediate release shaft 63 and the driven gear 63a suppress contact with other components of the clutch actuator 50. Specifically, the intermediate release shaft 63, apart from contacting the bearing supported on the gearbox 59, only contacts the following parts on its inner periphery: the lower end of the upper release shaft 61 (manual operation side cam 61b) and the upper end of the lower release shaft 62 (clutch side cam 62b).

[0123] The control operation side cam 63b of the intermediate separation shaft 63 is engaged axially with a clearance relative to the following parts: the upper manual operation side cam 61b of the separation shaft 61 and the lower clutch side cam 62b of the separation shaft 62.

[0124] Furthermore, the driven gear 63a only contacts the gear teeth of the second minor diameter gear 58b. This significantly reduces friction in the driven gear 63a, which acts as the control gear, thereby improving the control accuracy of the separation shaft 53.

[0125] The control operation side cam 63b of the intermediate separation shaft 63 and the clutch side cam 62b of the lower separation shaft 62 are circumferentially separated from each other but overlap axially. Alternatively, the control operation side cam 63b and the clutch side cam 62b are axially separated but overlap circumferentially. Thus, the lower separation shaft 62 can be rotated by pressing the circumferential side 62b2 of the clutch side cam 62b against the circumferential side 63b1 of the control operation side cam 63b.

[0126] Furthermore, the control operation side cam 63b is configured to axially or radially avoid the manual operation side cam 61b of the upper part of the separation shaft 61. Therefore, when input from the clutch actuator 50 is transmitted to the clutch side cam 62b, the lower part of the separation shaft 62 can rotate independently from the upper part of the separation shaft 61. Additionally, in the presence of manual operation, the upper part of the separation shaft 61 can rotate independently from the intermediate separation shaft 63 on the control side.

[0127] The other circumferential side 63b2 of the control operation side cam 63b and the circumferential side 62b1 of the clutch side cam 62b are separated from each other in the circumferential direction. Thus, when there is input from the manual operation side cam 63b on the clutch side cam 62b, the lower part of the off-shaft 62 can rotate independently from the intermediate off-shaft 63.

[0128] Reference Figure 11 , Figure 17 The clutch actuator 50 keeps the upper release shaft 61 and the intermediate release shaft 63 rotatable via the gearbox 59. The clutch actuator 50 includes the upper release shaft 61 and the intermediate release shaft 63 as an integral actuator unit 50A.

[0129] The lower part of the shaft 62 is rotatably held in the right cover 17a. An opening 17e is provided in the stepped portion 17d of the cover recess 17c in the right cover 17a, and a fastening connection portion 17f for the gearbox 59 is also provided there. The upper end of the lower part of the shaft 62 protrudes from the opening 17e. An opening 59c is provided in the opposing portion of the gearbox 59 opposite to the stepped portion 17d of the cover recess 17c. The opening 59e allows the upper end of the lower part of the shaft 62 to face inwards towards the gearbox 59.

[0130] In the above structure, when the actuator unit 50A is installed on the right cover 17a, a straight separation shaft 53 is formed. The separation shaft 53 is formed by interconnecting the upper separation shaft 61, the middle separation shaft 63, and the lower separation shaft 62.

[0131] The power unit PU of this embodiment can be configured as a manual clutch-type power unit where the clutch device 26 is engaged / disengaged by the driver rather than by electrical control. Specifically, the power unit PU can be configured by replacing the right cover 17a and the release shaft 53 and adding an actuator unit 50A. Therefore, the actuator unit 50A can be installed even for power units of different models. Thus, the actuator unit 50A can be shared among multiple models, making it easy to construct a semi-automatic transmission system (automatic clutch-type transmission system).

[0132] Clutch Control

[0133] Next, refer to Figure 12 The graph is used to illustrate the clutch control implementation method. Figure 12 The graph illustrates the clutch characteristics in the automatic mode M1. Figure 12 In the graph, the vertical axis represents the torque (Nm) applied to the driven clutch lever 54 and the clutch capacity (%), and the horizontal axis represents the operating angle (deg) of the driven clutch lever 54. The operating angle of the driven clutch lever 54 is the operating angle of the lower part of the off-shaft 62.

[0134] The torque of the driven clutch lever 54 is the torque generated by the lower off-shaft 62. This torque is equivalent to the torque value calculated by multiplying the following primary torque value by the reduction ratio of the reduction mechanism 51. The primary torque value can be obtained based on the supply current value supplied to the motor 52, according to the relationship between the supply current supplied to the motor 52 and the torque generated by the motor 52.

[0135] Hereinafter, the torque of the driven clutch lever 54 will be referred to as the driven clutch lever torque. Line L11 in the graph represents the relationship between the driven clutch lever operating angle and the driven clutch lever torque. Line L12 in the graph represents the relationship between the driven clutch lever operating angle and the clutch capacity. Line L11 also represents the output value (reference output value) of the clutch actuator 50 when the clutch device 26 is disengaged / engaged in a manually operated, non-interventional state.

[0136] In the automatic mode M1 of the normally closed clutch, when the driven clutch lever torque (motor output) is "0", there is no operational input (input to the disengagement side) to the clutch device 26, and the clutch capacity becomes 100%. That is, the clutch device 26 remains engaged. This state is equivalent to... Figure 12 Region A of the horizontal axis. Region A is the clearance region of the driven clutch lever 54. In region A, the motor has no output, and the driven clutch lever torque is shifted at "0". In region A, the clutch device 26 is not working, and the clutch capacity is shifted at 100%.

[0137] Refer to together Figure 8 In region A, the circumferential side 61b1 of the manual operation side cam 61b of the release shaft 53 does not press against the circumferential side 62b2 of the clutch side cam 62b. At this time, the manual operation side cam 61b disengages from the clutch side cam 62b under the force of the return spring 54s. Figure 8 (As shown by the dashed line). In region A, the driven clutch lever 54 is in a clearance state that allows the manual operation side cam 61b to approach or move away from the clutch side cam 62b at an angle A1 as shown in the figure. For example, in region A, one circumferential side 63b1 of the control operation side cam 63b is in contact with the other circumferential side 62b2 of the clutch side cam 62b.

[0138] Reference Figure 12 When the working angle of the driven clutch lever increases and crosses the clearance region A, the working angle of the driven clutch lever shifts towards the semi-engaged region B. In the semi-engaged region B, the torque of the driven clutch lever begins to increase due to the operation of the motor 52.

[0139] Refer to together Figure 9AIn the semi-engaged region B, the control operating cam 63b presses against the clutch-side cam 62b to rotate the lower part of the off-shaft 62. When the torque of the driven clutch lever increases, the disengagement mechanism 38 causes the clutch assembly 26 to engage, thereby reducing the clutch capacity. That is, the clutch assembly 26 is in a semi-engaged state capable of partial power transmission. Figure 12 The symbol SP indicates the starting position (operation start position) for switching from the clearance region A to the semi-clutch region B. In the semi-clutch region B, if manual operation is engaged, the manual operation side cam 61b abuts against the clutch side cam 62b. At this time, the manual operation side cam 61b and the control operation side cam 63b work together to rotate the lower part of the off-axis 62 (see reference). Figure 9B ).

[0140] Reference Figure 12 In the semi-engaged region B, the torque of the driven clutch lever increases sharply with the increase of the driven clutch lever operating angle, causing the clutch device 26 to operate on the disengaged side. For example, at the beginning of the semi-engaged region B, there is the effect of the clutch tremor spring reaction force (not shown). Therefore, at the beginning of the semi-engaged region B, a deceleration region B1 is set so that the increase of the driven clutch lever torque relative to the increase of the driven clutch lever operating angle is slow.

[0141] In the semi-engaged region B, the clutch capacity decreases sharply with the increase of the driven clutch lever operating angle, inversely proportional to the increase of the driven clutch lever torque. In the initial deceleration region B1 of the semi-engaged region B, the clutch capacity decreases slowly with the slow increase of the driven clutch lever torque.

[0142] When the driven clutch lever operating angle passes the contact point TP, which is the end of the half-clutch region B, the increase in the driven clutch lever torque becomes slower compared to the deceleration region B1. The region after the contact point TP in the driven clutch lever operating angle becomes, for example, the clutch disengagement region C, where the clutch capacity is maintained at a state equivalent to "0" during the shift. The clutch disengagement region C is, for example, a working margin region used to operate the driven clutch lever 54, etc., to the mechanical working limit position. In the clutch disengagement region C, the driven clutch lever torque increases slightly. The amount of this increase corresponds to the increase in clutch spring load associated with the movement of the disengagement component of the clutch device 26. Figure 12 The symbol EP in the middle indicates the fully disengaged position, which is the end of the clutch disengagement zone C.

[0143] For example, a waiting position DP is set in the middle of the clutch disengagement region C. At the waiting position DP, the following driven clutch lever torque is applied. This driven clutch lever torque is slightly higher than the torque at the contact point TP where the clutch device 26 begins to engage. At the contact point TP, there is a slight torque transmission due to operational errors. To address this, by applying the driven clutch lever torque up to the torque at the waiting position DP, the torque transmission of the clutch device 26 can be completely cut off. Furthermore, at the waiting position DP, by applying a driven clutch lever torque slightly lower than the fully disengaged position EP, ineffectiveness of the clutch device 26 can be eliminated. That is, at the waiting position DP, loosening or working reaction forces in various parts of the clutch device 26 can be eliminated, improving the operational responsiveness of the clutch device 26 during engagement.

[0144] It should be noted that when the clutch device 26 operates from the engaged state to the disengaged state, the starting position SP and the contact point TP are defined as follows: The starting position SP is the point where the torque of the driven clutch lever increases (the beginning of the semi-engaged region B). The contact point TP is the point where the clutch device 26 is fully disengaged (the end of the semi-engaged region B).

[0145] Conversely, when the clutch device 26 operates from the disengaged state to the engaged state, the contact point TP and the operating start position SP are defined as follows: That is, the point at which the clutch device 26 begins to engage is the contact point TP. Furthermore, the point at which the clutch device 26 is fully engaged is the operating start position SP.

[0146] Reference Figure 13 In the semi-clutch region B, the drive of motor 52 is controlled based on the lift-off load.

[0147] In the above control process, firstly, the clutch spring load is preset based on the elastic force of the clutch spring 37. Next, the disengagement load (operating load to overcome the clutch spring load) acting on the clutch assembly 26 is inferred based on the torque of the driven clutch lever. Then, the load obtained by subtracting the disengagement load from the clutch spring load is taken as the actual clutch clamping load acting on the clutch assembly 26.

[0148] The clutch capacity is determined based on the ratio of clutch clamping load to clutch spring load. The power supplied to the motor 52 is controlled to achieve the target clutch capacity, thereby controlling the torque of the driven clutch lever and disengaging the load. The motor current value and lever operating angle at the operating start position SP and contact point TP are preset to predetermined values. Alternatively, the motor current value and lever operating angle can be set via learning control, as described later, when the power to the motorized two-wheeled vehicle 1 is switched on or off.

[0149] As an example of a sensing structure, the following structure is given: A current sensor 40b is installed in the motor control device (clutch control unit 40C), and its detected value is converted into motor torque, and then into driven clutch lever torque (clutch operating torque).

[0150] like Figure 13 As shown, in the semi-clutch region B, if the clutch lever is engaged (manually), the following effect occurs: The measured value of the driven clutch lever torque decreases relative to the preset correlation line L11 (see part F in the diagram). If the decrease in driven clutch lever torque exceeds a preset threshold d1, it is determined that manual operation has occurred, and the system switches to preset manual operation intervention control.

[0151] In manual operation intervention control, for example, control is performed from the detection of manual operation intervention until the increase in the driven clutch lever operating angle reaches a predetermined angle or higher, as follows: Feedback control is applied to the motor 52 so that the driven clutch lever torque is maintained at a reduced threshold d1 followed by torque d2. In the current control at this time, a current limit corresponding to the angle is set after the contact point TP. Therefore, during the current control, the motor output is approximately zero. The load at this time is sufficiently low, thus indicating that manual intervention has occurred. This suppresses the discomfort caused by the sudden disappearance of torque from the motor 52 after operating the clutch lever. After the increase in the driven clutch lever operating angle reaches a predetermined angle or higher, the driven clutch lever torque is gradually reduced (see section G in the diagram). This suppresses the discomfort while also suppressing power consumption caused by continuous drive of the motor 52.

[0152] In the clutch disengagement region C, the drive of motor 52 is controlled based on the lever position (angle).

[0153] As mentioned earlier, in the clutch disengagement region C, the increase in the torque of the driven clutch lever associated with the disengagement of the clutch device 26 is minimal. Therefore, in the clutch disengagement region C, the power supplied to the motor 52 is controlled based on the driven clutch lever operating angle. Consequently, the disengagement amount of the clutch device 26 can be controlled more precisely after the contact point TP where the clutch device 26 begins to engage.

[0154] As an example of a sensing structure, the following structure is given. Specifically, a structure is provided where a first rotation angle sensor 57d and a second rotation angle sensor 58d are respectively installed on the first reduction shaft 57 and the second reduction shaft 58, and the detection values ​​of each sensor are converted into the driven clutch lever operating angle (clutch operating angle). The first rotation angle sensor 57d and the second rotation angle sensor 58d are provided as a pair to prevent failure, but either one may be used.

[0155] like Figure 13 As shown, in the clutch disengagement region C, if the clutch lever is operated (manually), the following effect occurs: the measured value of the driven clutch lever torque decreases relative to the preset correlation line L11 of the driven clutch lever torque (see part H in the diagram).

[0156] Refer to together Figure 10A For example, in automatic mode M1, the torque applied by the control operation side cam 63b to the clutch side cam 62b is capped at the torque up to the waiting position DP. The torque applied by the clutch side cam 62b from the waiting position DP until the fully disengaged position EP is when manual operation of the clutch lever is engaged. At this time, the torque over the waiting position DP is applied from the manual operation side cam 61b to the clutch side cam 62b (see reference). Figure 10B At this point, the control operation side cam 63b disengages from the clutch side cam 62b, and the motor output becomes essentially zero.

[0157] Even when approaching the waiting position DP, if the driven clutch lever's operating angle has crossed the contact point TP in the clutch disengagement region C, the following effect will occur: The measured value of the driven clutch lever torque will become substantially zero due to manual operation intervention. Therefore, in the clutch disengagement region C, if the measured value of the driven clutch lever torque changes to substantially zero, it is determined that manual operation intervention has occurred. Furthermore, the system will switch to pre-defined manual operation intervention control.

[0158] In manual operation intervention control, for example, from the detection of manual operation intervention until the increase in the driven clutch lever operating angle reaches a predetermined angle or higher, control is performed as follows: Motor output is maintained so that the driven clutch lever operating angle remains at a substantially disengaged clutch position, i.e., contact point TP. Therefore, even if the clutch lever is suddenly released after manual operation intervention, engine stalling can be prevented.

[0159] In this way, by using load (current) control and position (angle) control separately according to the condition of the clutch device 26, more precise clutch control (optimal control corresponding to the state and characteristics of the clutch device 26) can be achieved.

[0160] In this implementation, the driven clutch lever operating angle (rotation angle of the gear shaft of the reduction mechanism 51) is detected and controlled as follows: Specifically, in the region up to the pre-set (or learned) contact point TP (partial clutch region B), control is applied based on increasing the current value. In the region after the contact point TP (clutch disengagement region C), control is applied based on increasing the operating angle.

[0161] Figure 18 This is a functional block diagram related to the switching control between the semi-clutch region B and the clutch disengagement region C in the switching implementation method.

[0162] In the lower section of the diagram, the control in the semi-clutch region B, which incorporates weighted control based on motor current (clutch capacity, load), is shown below. Specifically, a friction correction is applied to the motor current corresponding to a pre-defined target clutch capacity to determine the target current value. Based on the relationship between this target current value and the current clutch position, a current limit for manual intervention is determined. Furthermore, when the clutch position enters the disengagement region during semi-clutch control, manual intervention is determined to be present. Symbol 71 in the diagram represents the first information generation unit in the semi-clutch region B that generates information for manual intervention determination based on clutch capacity (load).

[0163] In the upper block diagram of the figure, the control in the clutch disengagement region C, which incorporates a weighted factor based on the clutch operating angle (clutch position), is shown below. Specifically, for the difference between the target clutch position and the current clutch position, the clutch operating speed is further considered to calculate the "current value (torque) corresponding to the speed / position deviation." Simultaneously, a friction correction is added to a pre-defined base current based on the target clutch position to calculate a target current value. This target current value and the current value corresponding to the deviation are added to determine the current limit for continuous holding. Furthermore, if the load current becomes below a fixed value in the clutch disengagement control, it is determined that manual intervention is present. Symbol 72 in the figure represents the second information generation unit in the clutch disengagement region C that generates information for determining manual intervention based on the clutch position.

[0164] Furthermore, in this embodiment, the change in the current value (converted to torque value) of the motor 52 relative to the working angle of the driven clutch lever is learned (updated) at a predetermined time. A target value (current value) corresponding to the condition of the clutch device 26 is then set. Based on this target value and the detection value of the current sensor 40b of the clutch control unit 40C, feedback control is performed on the drive of the motor 52.

[0165] <Control Baseline Value Correction>

[0166] Next, refer to Figure 14 The graph is used to illustrate the control of learning the current and angle at the contact point TP and other locations in the implementation method. Figure 14 The curve graph shows the representation Figure 12 , Figure 13 The diagram illustrates the variation of the clutch characteristic correlation line L11. This variation is influenced by factors such as the wear of the clutch disc 35 and the temperature of the engine 13 (e.g., coolant temperature). Figure 14 In the diagram, the vertical axis represents the torque of the driven clutch lever (Nm), and the horizontal axis represents the operating angle of the driven clutch lever (deg).

[0167] In this implementation, for example, when the main switch (power supply) of the motorized two-wheeled vehicle 1 is turned on or off, the zero point (operating start position SP and contact point TP) for clutch capacity control is corrected. In the current control of the motor 52, temperature changes affect the motor torque. Therefore, the height of the correlation line L11 changes according to the temperature (see J in the figure). Therefore, the zero point is corrected separately in multiple temperature ranges, such as whether the engine temperature is above 80 degrees Celsius (whether the engine is preheated). The zero point at this time is stored in the memory for the next clutch capacity control.

[0168] An example of the sequence for setting (learning) the operating start position SP and the contact point TP will be explained. First, for example, the clutch actuator 50 is operated when the power to the clutch control unit 40C is turned on or off. At this time, the change in current value is measured until the clutch device 26 is disengaged. Next, the slope (rate of change) of the current value change from the clearance region A to the semi-engaged region B is detected. In addition, the slope (rate of change) of the current value change from the semi-engaged region B to the clutch disengaged region C is detected. The point where the slope of the former is above a threshold is set as the operating start position SP. The point where the slope of the latter is below a threshold is set as the contact point TP.

[0169] Alternatively, the following portion can be used as the starting position SP for learning. This portion refers to the part where the current is tilted and increased from the clutch clearance region, and the angular velocity of the rotation angle sensor accelerates before deceleration begins (becoming the part with the highest speed).

[0170] Conversely, the following portion can also be used as the contact point TP for learning. This portion refers to the part where the current tilt decreases from the clutch disengaged state (held in the region) and the angular velocity of the rotation angle sensor accelerates before deceleration begins (becoming the part with the highest speed).

[0171] Additionally, at the same time as described above, it is determined whether the driven clutch lever operating angle has decreased by more than a specified value. If the driven clutch lever operating angle decreases significantly, wear of the clutch disc 35 may occur.

[0172] That is, in a normally closed clutch, if the clutch disc 35 wears, the release shaft 39 moves away from the disengagement mechanism 38. Therefore, when the clutch disc 35 wears, the clearance of the disengagement mechanism 38 decreases. Consequently, the release shaft 53 operates at a small angle, causing the clutch assembly 26 to operate towards the disengagement side. Thus, at the starting position SP where the clutch shifts from clearance region A to the semi-engaged region B, the driven clutch lever operating angle decreases (see K in the diagram). Therefore, if the driven clutch lever operating angle at the starting position SP decreases by a predetermined value or more, wear of the clutch disc 35 can be predicted. When wear of the clutch disc 35 is predicted (detected), an indicator 40d (see...) provided by an instrument device or the like can be used to... Figure 3 This is used to warn users.

[0173] When the power to the motorized two-wheeled vehicle 1 is turned on or off, the motor current and lever operating angle at the contact point TP and other points are learned each time. This enables high-precision control utilizing the contact point TP and other points. Furthermore, it allows for the prediction (detection) of wear on the clutch disc 35.

[0174] The relationship between the lever operating angle and the motor current is used to learn the motor current and lever operating angle at the contact point TP where the clutch device 26 begins to engage. This allows for clutch control that takes into account the effects of friction, wear, and temperature.

[0175] <2 Motor Control>

[0176] In one implementation, a structure can also be used in which two motors 521 and 522 in the clutch actuator 50 work together to drive the release shaft 53 (disengaging / engaging the clutch device 26). In this case, the individual motors 521 and 522 can be miniaturized by halving the load shared by the two motors 521 and 522. This increases the flexibility in the layout of the motors 52 compared to a large, single motor 52. Therefore, as... Figures 15-17As shown, even when the clutch actuator 50 is positioned on the outer side of the power unit PU, it is easy to suppress the extension of the clutch actuator 50 outward in the vehicle width direction. Therefore, substantial miniaturization of the clutch control device 40A can be achieved.

[0177] When both motors 52 are driven, given that the resistance values ​​differ due to individual differences in each motor 52, the following possibility exists: Even if the same operating condition is applied to both motors 52, there is a possibility that the current flowing through only one of the two motors 52 may increase. In other words, even if the same operating condition is applied to both motors 52, there is a possibility that the amount of current flowing through both may vary depending on solid variations and temperature conditions.

[0178] Reference Figure 19 In this implementation, a structure is adopted in which the current value is fed back and controlled in the internal loop whenever the separation shaft 53 is controlled to the target angle. That is, PID control based on the difference between the target current and the current is performed in each motor 52. In addition, a structure is adopted to determine the duty cycle of each motor 52 by calculating the basic duty cycle preset according to the target current in parallel with this control and adding them together. By setting the control loop as a cascaded structure and controlling the current, the influence of temperature can be resolved in the current feedback loop. In the figure, symbol 73 represents the duty cycle information generation unit that generates duty cycle information of each motor 52 based on the target current and the current current.

[0179] Furthermore, by driving two motors 52, the load borne by each motor 52 can be halved. Therefore, the deviation in heat generation between the two motors 52 can be suppressed. This reduces the temperature impact of each motor 52 during clutch actuator operation.

[0180] In the clutch actuator 50, under normal conditions (in case of failure), one of the multiple (two) motors 52 can be used as the drive source for the release shaft 53, while the other can be used for other purposes. For example, the other motor 52 can be used as a fail-safe device or as a current sensor.

[0181] When a motor 52 fails, the friction of the clutch actuator 50 increases when the clutch is in the clutch position. Additionally, it also affects the response speed of the clutch drive.

[0182] In this implementation, even if one of the motors 52 in the system fails, the system will respond as follows within a certain range of failure: that is, the impact on the vehicle body behavior will be suppressed by temporarily releasing (disengaging) the clutch.

[0183] Reference Figure 20Each motor 52 is normally driven and controlled by a shared clutch control unit 40C. The current supply line of one motor 52 is connected to the battery BT, which serves as the vehicle's power source, via a fail-safe relay 40F. The fail-safe relay 40F is connected to the engine control unit 40E via a control line. Figure 20 In this configuration, only one motor 52 is connected to a fail-safe relay 40F. Alternatively, a configuration can be adopted in which fail-safe relays 40F are connected to both motors 52.

[0184] In the event of a malfunction in one of the motors 52, the following action is taken: The fail-safe relay 40F is activated via the engine control unit 40E, thereby temporarily disengaging control of the motor 52 connected to the fail-safe relay 40F. This allows for gradual engagement control from clutch disengagement. Similarly, in the event of a malfunction in the clutch control unit 40C, the motor 52 connected to the fail-safe relay 40F can be controlled via the engine control unit 40E. It should be noted that in the event of a malfunction in both the engine control unit 40E and the fail-safe relay 40F, the clutch control unit 40C continues to drive the motor 52.

[0185] Reference Figure 21 If one of the two motors 521 and 522 fails to drive (in case of one failure), the remaining motor is driven to disengage the clutch device 26. In this embodiment, the clutch device 26 is driven to the waiting position DP or the fully disengaged position EP (point M in the figure). Then, as a control to gradually engage the clutch device 26 from the disengaged state, the control position (angle) of the clutch device 26 is returned to the capacity 0 line (corresponding to the contact point TP) (point N in the figure). Then, the fail-safe relay 40F is intermittently driven to gradually engage the clutch device 26. In this control, the motor 52 can be urgently controlled from a path different from the normal control path (based on the control of the clutch control unit 40C) (based on the control of the engine control unit 40E). By intermittently driving the clutch device 26 to gradually engage it, vehicle body behavior can be smoothly suppressed.

[0186] As described above, the clutch control device in the above embodiment includes: a clutch device 26 for disconnecting / engaging power transmission between the engine 13 and the transmission 21; a clutch actuator 50 for outputting a driving force to operate the clutch device 26; and a control unit 40 for driving control of the clutch actuator 50. The clutch actuator 50 includes a plurality of motors 521, 522 that output the driving force.

[0187] According to this structure, the clutch actuator 50 includes multiple motors 521 and 522, thereby reducing the load on each motor 521 and 522 and achieving miniaturization. Furthermore, failure protection of the clutch drive system can be achieved through the multiple motors 521 and 522.

[0188] Furthermore, in the aforementioned clutch control device, the control unit 40 performs feedback control on the current supplied to the plurality of motors 521 and 522 respectively.

[0189] According to this structure, by feedback control of the supply current supplied to each motor 521, 522 toward the target value, the load deviation among the multiple motors 521, 522 can be suppressed.

[0190] Furthermore, in the aforementioned clutch control device, the control unit 40 includes a clutch control unit 40C and an engine control unit 40E, which are independent of each other. The plurality of motors 521 and 522 can be independently controlled by either the clutch control unit 40C or the engine control unit 40E.

[0191] According to this structure, any one of the multiple motors 521, 522 that is functioning normally can be driven by either the clutch control unit 40C or the engine control unit 40E. Therefore, the drive of the clutch actuator 50 can be continuously maintained. This effect can still be achieved even if one of the multiple motors 521, 522 fails or one of the clutch control unit 40C or the engine control unit 40E malfunctions, rendering one of the multiple motors 521, 522 inoperable.

[0192] In addition, in the above-mentioned clutch control device, if one of the plurality of motors 521 and 522 becomes inoperable, the clutch device 26 is temporarily disengaged by the remaining motors of the plurality of motors 521 and 522, and then the clutch device 26 is gradually engaged.

[0193] According to this structure, it is possible to suppress the clutch device 26 from remaining engaged even if the drive of one of the multiple motors 521, 522 malfunctions. Furthermore, by gradually transitioning to the engaged state after the clutch device 26 disengages, changes in vehicle behavior can be suppressed.

[0194] Furthermore, in the aforementioned clutch control device, if one of the plurality of motors 521 and 522 becomes inoperable, the drive current for driving the remaining motors 521 and 522 is set to be greater than that during normal operation before the failure. This eliminates the possibility of insufficient power in the event of a failure of one of the plurality of motors 521 and 522.

[0195] On the other hand, by employing a structure in which the clutch device 26 is temporarily disengaged and then re-engaged in only one cycle, the following effects are achieved: The actuator is driven with a current value larger than the usual control value, and is driven to the failure stop position and stopped within one cycle. Therefore, heat generation and other issues can be suppressed with minimal operation, and the failure mode can be shifted.

[0196] It should be noted that the present invention is not limited to the embodiments described above. For example, the clutch operating element is not limited to the clutch lever, but can also be a clutch pedal or other various operating elements. The clutch device is not limited to being configured between the engine and the transmission, but can also be configured between any output object other than the prime mover and the transmission. The prime mover is not limited to an internal combustion engine, but can also be an electric motor.

[0197] This is not limited to the above-described embodiments applicable to motorcycles with automated clutch operation. For example, it can also be applied to motorcycles that are based on manual clutch operation but can change gears by adjusting the driving force under specified conditions without manual clutch operation (a motorcycle equipped with a so-called clutchless transmission).

[0198] In addition, the term "straddle-type vehicle" includes all vehicles in which the driver straddles the vehicle body, including not only motorized two-wheeled vehicles (including bicycles and small motorcycles with prime movers), but also three-wheeled (including vehicles with two front wheels and one rear wheel in addition to vehicles with one front wheel and two rear wheels) or four-wheeled vehicles, and also vehicles in which the prime mover includes an electric motor.

[0199] Furthermore, the structure described above is an example of the present invention, and various modifications can be made without departing from the spirit of the present invention.

[0200] Explanation of reference numerals in the attached figures

[0201] 1. Motorized two-wheeled vehicle (horseback riding type)

[0202] 13. Engine (Prime Mobility Unit)

[0203] 21. Gearbox (Output Object)

[0204] 26. Clutch assembly

[0205] 40 Control Department

[0206] 40A Clutch Control Device

[0207] 40C Clutch Control Unit (Drive Control Mechanism)

[0208] 40E Engine Control Unit (Drive Control Mechanism)

[0209] 50 clutch actuator

[0210] 521 and 522 motors (drive sources)

Claims

1. A clutch control device, comprising: A clutch device that disconnects or engages the power transmission between the prime mover and the output object; Clutch actuator, the output of which is a driving force for operating the clutch device; and The control unit performs drive control on the clutch actuator. The clutch actuator has multiple drive sources for outputting the driving force. If one of the multiple drive sources becomes inoperable, the clutch device is temporarily disengaged by the remaining drive sources, and then the clutch device is gradually engaged.

2. The clutch control device according to claim 1, wherein, The control unit performs feedback control on the current supplied to the plurality of drive sources respectively.

3. The clutch control device according to claim 1 or 2, wherein, The control unit includes multiple independent drive control mechanisms. Each of the plurality of drive sources can be independently controlled by any one of the plurality of drive control mechanisms.

4. The clutch control device according to claim 1 or 2, wherein, If one of the multiple drive sources becomes inoperable, the drive current for driving the remaining drive sources is set to be greater than that for normal driving, and the clutch disengagement and engagement cycle is performed only once.

5. The clutch control device according to claim 1 or 2, wherein, The power supply lines of the plurality of drive sources are equipped with fail-safe relays. In the event of a failure in one of the plurality of drive sources, the fail-safe relays are intermittently driven, thereby gradually engaging the clutch device.

6. The clutch control device according to claim 5, wherein, The control unit includes multiple independent drive control mechanisms. The fail-safe relay is configured to be controllable by a second control mechanism, which is not the same control mechanism as the first drive control mechanism that normally controls the plurality of drive sources.

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