Clutch control device

Abstract

This clutch control device is provided with: a clutch device (26) that interrupts / connects power transmission between a prime mover (13) of a device (1) and an output target (21); and a clutch actuator (50) that outputs a driving force for operating the clutch device (26), the clutch actuator (50) being provided with an electric motor (52) as a driving source, a release shaft (53) that rotates by receiving an input from the electric motor (52), and a reduction gear mechanism (51) that connects the electric motor (52) and the release shaft (53). The axial directions of the central shafts (56c, 57c, 58c) of the gears of the motor (52), the separation shaft (53), and the reduction gear mechanism (51) are parallel to each other, and the respective axes (C0, C1, C2, C3, C4) are arranged on the same straight line (T1) when viewed from the axial directions.

Description

Technical Field

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

[0002] This application claims priority based on Japanese Patent Application No. 2022-156061 filed in Japan on September 29, 2022, the contents of which are incorporated herein by reference. Background Art

[0003] Conventionally, there is known a clutch control device that automatically performs the connecting and disconnecting operation of a clutch device by electrical control (for example, refer to Patent Document 1).

[0004] Prior Art Literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2005-106246 Summary of the invention

[0007] Summary of the Invention

[0008] Problems to be solved by the invention

[0009] In the above-mentioned prior art, a clutch actuator including a motor is arranged in front of the engine, and the clutch actuator is connected to a release mechanism via an operating cable. This can improve the arrangement freedom of the clutch actuator, but the number of components increases due to transmission components such as the operating cable.

[0010] Therefore, it is conceivable to move the clutch actuator closer to the clutch device and remove the transmission member. However, the clutch actuator tends to protrude in the vehicle width direction, and therefore it is desirable to arrange the clutch actuator as compactly as possible.

[0011] The object of the present invention is to provide a clutch control device capable of compactly configuring a clutch actuator. The present application aims to improve operability by solving the above-mentioned problems. Furthermore, the present invention further improves traffic safety and contributes to the development of a sustainable transportation system.

[0012] Solutions to Solve Problems

[0013] As a solution to the above-mentioned problems, the present invention has the following configuration.

[0014] (1) A clutch control device according to a scheme of the present invention comprises: a clutch device (26) which disconnects / connects power transmission between a prime mover (13) of a device (1) and an output object (21); and a clutch actuator (50) which outputs a driving force for operating the clutch device (26), wherein the clutch actuator (50) comprises a motor (52) as a driving source, a separation shaft (53) which rotates in response to an input from the motor (52), and a reduction gear mechanism (51) which connects the motor (52) and the separation shaft (53), wherein the axial directions of the driving shaft (55) of the motor (52), the separation shaft (53), and the central axes (56c, 57c, 58c) of the gears of the reduction gear mechanism (51) are parallel to each other, and when viewed from the axial direction, the respective axes (C0, C1, C2, C3, C4) are arranged on the same straight line (T1).

[0015] According to the clutch control device described in (1) above of the present invention, the motor, the release shaft, and the axes of the reduction gear mechanism of the clutch actuator are arranged on the same straight line, thereby suppressing the width of the clutch actuator in the direction orthogonal to the arrangement direction of the motor, the release shaft, and the reduction gear mechanism. In this way, by making the direction orthogonal to the arrangement direction of the motor, the release shaft, and the reduction gear mechanism face the width direction of the device, the extension amount of the clutch actuator in the width direction of the device can be suppressed, thereby realizing the miniaturization of the device including the clutch actuator.

[0016] (2) In the clutch control device described in (1) above, a plurality of motors (52) are provided, the axial directions of the drive shafts (55) of the motors (521, 522) are parallel to each other, and the respective axes (C01, C02) are arranged on the straight line (T1) when viewed from the axial direction, and the clutch actuator (50) comprises: a first box (66a) which forms a motor accommodation chamber (66d) for accommodating the plurality of motors (52); and a second box (66b) which forms a gear accommodation chamber (68d, 69d) for accommodating the reduction gear mechanism (51), the gear accommodation chamber (68d, 69d) including a first gear accommodation chamber (68d) formed on the opposite side of the first box (66a) in the axial direction, and a second gear accommodation chamber (69d) formed on the side of the first box (66a) in the axial direction, and each drive shaft (55) of the plurality of motors (52) is provided with a gear accommodation chamber (68d) extending toward the second gear accommodation chamber (69d). The reduction gear mechanism (51) comprises: a single input gear (57a) which is arranged between the plurality of drive gears (55a) in the second gear accommodating chamber (69d) and meshes with the plurality of drive gears (55a); and an input shaft (57c) which is retained in the second case (66b) so that one side of the axial direction protrudes toward the second gear accommodating chamber (69d) and supports the input gear (57a) on one side of the axial direction, the input shaft (57c) serving as the central axis of the input gear (57a) and the plurality of drive shafts (55) being arranged on the straight line (T1) with their respective axes as viewed from the axial direction, the first case (66a) and the second case (66b) being positioned relative to each other via a plurality of positioning pins (71), and the plurality of positioning pins (71) being arranged on the straight line (T1) with their respective axes (C5) as viewed from the axial direction.

[0017] According to the clutch control device described in (2) above of the present invention, in a structure in which a single input gear supported on the second box is meshed with drive gears of multiple motors accommodated in the first box, multiple positioning pins are also arranged on a straight line in which multiple drive gears and the single input gear are arranged, so as to position the first box and the second box. Thus, in a state in which the first box is assembled with the motor, multiple drive gears can be meshed with the single input gear on the second box side with high precision. In addition, the extension of each structure of the clutch actuator in a direction orthogonal to the straight line (the width direction of the device) can be suppressed, thereby realizing miniaturization of the device including the clutch actuator.

[0018] (3) In the clutch control device described in (2) above, a plurality of the positioning pins (71) are respectively retained in one of the first box (66a) and the second box (66b), and a plurality of mating holes (73) for inserting the corresponding positioning pins (71) are formed in the other of the first box (66a) and the second box (66b), and an insertion depth (D1) of each positioning pin (71) into the corresponding mating hole (73) is deeper than the axial meshing depth (D2) of each driving gear (55a) and the input gear (57a).

[0019] According to the clutch control device described in (3) above of the present invention, when assembling the clutch actuator, if the first case and the second case are brought close to each other in the axial direction, the positioning pin is embedded in the fitting hole before the drive gear and the input gear are meshed. As a result, the drive gear and the input gear can be meshed in the axial direction in a state where the relative position of the first case and the second case (and thus the relative position of the drive gear and the input gear) is determined with high accuracy, and the assembly of the actuator can be facilitated.

[0020] (4) In the clutch control device described in (2) or (3) above, when viewed from the axial direction, in a direction orthogonal to the straight line (T1), the gears of the reduction gear mechanism (51) are arranged within a width (H1) of a housing portion (66) forming the motor housing chamber (66d) in the first box (66a).

[0021] According to the clutch control device described in (4) above of the present invention, by suppressing the size of each gear of the reduction gear mechanism, the extension of the clutch actuator can be suppressed in the direction orthogonal to the arrangement direction of the motor and the reduction gear mechanism, thereby realizing the miniaturization of the equipment including the clutch actuator.

[0022] (5) The clutch control device described in (2) or (3) above also includes a fixing member (67) fixed to the housing portion (66) forming the motor housing chamber (66d) in the first box (66a), the fixing member (67) including a fastening connection portion (67a) fastened to the equipment side component (17a) in a direction orthogonal to the axial direction, the fastening connection portion (67a) being formed with an oblong bolt insertion hole (67b) that is long in the axial direction.

[0023] According to the clutch control device described in (5) above, the fixing member fixed to the housing portion of the first box is fastened to the device by using an axially long long hole, so that the housing portion can be mounted to the device while absorbing the axial component tolerance. "Device-side components" refers to the general term for components fixed to the device body side except the clutch actuator.

[0024] (6) The clutch control device described in any one of the above (1) to (3) also includes a device cover (17a) installed on the clutch box (15) and covering the clutch device (26) from one side in the width direction of the device (1), and when the device (1) is viewed from above, the joint surface (S1) between the device cover (17a) and the clutch box (15) is inclined relative to the front-rear direction of the vehicle, and when viewed from above, the clutch actuator (50) is arranged in a manner of being accommodated between a first imaginary line (K1) and a second imaginary line (K2), the first imaginary line (K1) being along the joint surface (S1), and the second imaginary line (K2) being parallel to the first imaginary line (K1) and passing through the outer end (17b1) of the device cover (17a) in the width direction.

[0025] According to the clutch control device described in the above (6) of the present invention, the amount of extension in the width direction of the device can be suppressed, and the width of the small assembly of the clutch actuator and the device cover can be suppressed.

[0026] Effects of the Invention

[0027] According to the aspects of the present invention, it is possible to provide a clutch control device capable of compactly arranging a clutch actuator. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a right side view of the motorcycle according to the present embodiment.

[0029] Figure 2 It is a cross-sectional view of the transmission and conversion mechanism of the above-mentioned two-wheeled motor vehicle.

[0030] Figure 3 It is a block diagram of the speed change system of the above-mentioned two-wheeled motor vehicle.

[0031] Figure 4 It is an explanatory diagram showing transition of the clutch control mode of the above-mentioned motorcycle.

[0032] Figure 5 It is a cross-sectional view of the clutch actuator along the axial direction.

[0033] Figure 6 This is an explanatory diagram of an upper portion of a gear case of the clutch actuator as viewed from the axial direction.

[0034] Figure 7 This is an explanatory diagram of a lower portion of a gear case of the clutch actuator as viewed from the axial direction.

[0035] Figure 8 It is a perspective view of the release shaft that operates the clutch device.

[0036] Fig. 9 yes Figure 8 IX-IX sectional view.

[0037] Fig. 10A is the function of the semi-clutch region of the separation shaft. Fig. 9 The corresponding cross-sectional view shows the driving by the clutch actuator.

[0038] Fig. 10B is the function of the semi-clutch region of the separation shaft. Fig. 9 Equivalent cross-sectional view showing manual intervention.

[0039] Fig.11A is the function of the standby position of the separation axis. Fig. 9 The corresponding cross-sectional view shows the driving by the clutch actuator.

[0040] Fig. 11B is the function of the standby position of the separation axis. Fig. 9 Equivalent cross-sectional view showing manual intervention.

[0041] Fig. 12A It is a cross-sectional view of a state where a first case and a second case of the clutch actuator are exploded.

[0042] Fig. 12B It is a cross-sectional view of the clutch actuator in the process of assembling the first case and the second case.

[0043] Fig.13 It is a right side view of the subassembly of the clutch actuator and right cover mentioned above.

[0044] Fig.14 It is a right side view of the above-mentioned right cover.

[0045] Fig.15 It is a top view of a state where the subassembly of the clutch actuator and the right cover is removed from the crankcase. DETAILED DESCRIPTION

[0046] Hereinafter, the embodiment of the present invention will be described with reference to the accompanying drawings. It should be noted that the directions such as front, back, left, and right in the following description are the same as the directions in the vehicle described below unless otherwise specified. In addition, in the drawings used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, an arrow UP indicating the top of the vehicle, and a line CL indicating the left and right center of the vehicle body are shown at appropriate locations. The "middle" used in this embodiment means not only the center between the two ends of an object, but also the range inside the two ends of the object.

[0047] <Vehicle as a whole>

[0048] like Figure 1 As shown, the present embodiment is applied to a motorcycle 1 as an example of a straddle-type vehicle. The front wheel 2 of the motorcycle 1 is supported by the lower end of a pair of left and right front forks 3. The upper portion of the left and right front forks 3 is supported by a head pipe 6 at the front end of a frame 5 via a steering rod 4. A rod-type steering handlebar 4a is mounted on the top bridge of the steering rod 4.

[0049] The vehicle frame 5 includes a head pipe 6, a main frame 7 extending from the head pipe 6 toward the rear and downward center in the vehicle width direction (left-right direction), a pivot frame 8 provided below the rear end portion 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 portion of a swing arm 11 is pivotally supported on the pivot frame 8 so as to be swingable. The rear end portion of the swing arm 11 supports a rear wheel 12 of the motorcycle 1.

[0050] 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 clamps 18a that are recessed inward in the vehicle width direction are formed on both left and right sides of the rear portion of the fuel tank 18. The left and right knee clamps 18a are formed in a manner that matches the following portion. The portion is the inner side of the left and right knee peripheries of the driver sitting on the front seat 19. Footrests 18b are supported on both left and right sides below the front seat 19. The driver places his feet from the ankle to the toes on the footrests 18b.

[0051] A power unit PU including a prime mover of the two-wheeled motor vehicle 1 is suspended below the main frame 7. The power unit PU integrally includes an engine (internal combustion engine, prime mover) 13 located at the front side thereof and a transmission (output object) 21 located at the rear side. The engine 13 is, for example, a multi-cylinder engine with a rotation axis of a crankshaft 14 along the left-right direction (vehicle width direction).

[0052] The engine 13 has a cylinder 16 standing upright above the front portion of the crankcase 15. The rear portion of the crankcase 15 is a transmission case 17 that accommodates the transmission 21. A right cover 17a is mounted on the right side of the crankcase 15, which extends over the right side of the transmission case 17. The right cover 17a is also a clutch cover that covers the clutch device 26. The power unit PU cooperates with the rear wheel 12, for example, via a chain transmission mechanism (not shown).

[0053] <Transmission>

[0054] Refer to Figure 2 The transmission 21 is a step-type transmission. The transmission 21 has a main shaft 22, a counter shaft 23, and a speed change gear set 24 spanning the two shafts 22 and 23. The counter shaft 23 constitutes the output shaft of the transmission 21 and the power unit PU. The left end of the counter shaft 23 protrudes to the left rear of the transmission case 17 and is connected to the rear wheel 12 via the above-mentioned chain transmission mechanism.

[0055] The main shaft 22 and the secondary shaft 23 of the transmission 21 are arranged behind the crankshaft 14. A clutch device 26 is coaxially arranged at the right end of the main shaft 22. The clutch device 26 disconnects / connects the power transmission between the crankshaft 14 of the engine 13 and the main shaft 22 of the transmission 21. The clutch device 26 performs the disconnection operation by at least one of the operation of the clutch operating member (for example, a clutch lever not shown) by the passenger and the operation of the clutch actuator 50 described in detail later.

[0056] The clutch device 26 is, for example, a wet multi-plate clutch, which is 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 is transmitted from the main shaft 22 to the countershaft 23 via an arbitrary gear pair of the speed change gear set 24. The drive sprocket 27 of the above-mentioned chain transmission mechanism is installed at the left end portion of the countershaft 23 protruding to the left side of the rear portion of the crankcase 15.

[0057] A conversion mechanism 25 for switching the gear pair of the speed change gear set 24 is housed in the transmission case 17 and near the transmission 21. The conversion mechanism 25 has a hollow cylindrical shift drum 32 parallel to the two shafts 22 and 23. The conversion mechanism 25 operates a plurality of shift forks 32a by the rotation of the shift drum 32. This operation is performed according to the pattern of the guide groove formed on the outer periphery of the shift drum 32. Through this operation, the conversion mechanism 25 switches the gear pair used for power transmission between the two shafts 22 and 23 in the speed change gear set 24.

[0058] In the motorcycle 1, the driver only performs a shift operation (foot operation of a shift pedal (not shown)) of the transmission 21, and the clutch device 26 is automatically connected and disconnected by electric control according to the operation of the shift pedal. That is, the motorcycle 1 adopts a so-called semi-automatic transmission system (automatic clutch type transmission system).

[0059] <Speed ​​Shifting System>

[0060] like Figure 3 As shown, the transmission system 30 includes a clutch actuator 50 , a control unit 40 , various sensors 41 to 46 , and various devices 47 , 48 , and 50 .

[0061] The control unit 40 controls the operation of the ignition device 47 and the fuel injection device 48, and controls the operation of the clutch actuator 50. This control is performed based on detection information from the acceleration sensor 41, the gear position sensor 42, and the shift load sensor 43 (for example, a torque sensor), and various vehicle state detection information from the throttle opening sensor 44, the vehicle speed sensor 45, and the engine speed sensor 46.

[0062] The acceleration sensor 41 detects the behavior of the vehicle body. The shift position sensor 42 detects the speed change stage based on the rotation angle of the shift drum 32. The shift load sensor 43 detects the load of the shift spindle 31 (see FIG. 2 ) to the conversion mechanism 25. Figure 2 ) input operating torque. The throttle opening sensor 44 detects the throttle opening. The vehicle speed sensor 45 detects the vehicle speed. The engine speed sensor 46 detects the engine speed.

[0063] 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 driving of the clutch actuator 50. The engine control unit 40E mainly controls the driving 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 may be configured in an integrated ECU as long as they are controlled independently of each other.

[0064] Refer to Figure 2 , Figure 5 The clutch actuator 50 controls the working torque applied to the separation shaft 53 in order to disconnect / engage the clutch device 26. The clutch actuator 50 includes: an electric motor 52 (electric motor, hereinafter referred to as the motor 52) as a driving source; and a reduction mechanism (reduction gear mechanism) 51 that transmits the driving force of the motor 52 to the separation shaft 53. The reduction mechanism 51 includes a first reduction shaft 57, a second reduction shaft 58, and a third reduction shaft 56. For example, a rotation angle sensor 56d that detects the rotation angle of the third reduction shaft 56 is provided on the third reduction shaft 56.

[0065] Reference Figure 3 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 in order to disconnect / engage the clutch device 26. The supply current supplied to the motor 52 is calculated based on the 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 separation 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. According to the change of the detection value, the operation of the clutch actuator 50 is controlled. The clutch actuator 50 will be described in detail later.

[0066] <Clutch device>

[0067] like Figure 2As shown, the clutch device 26 of the embodiment is a multi-plate clutch formed by stacking a plurality of clutch plates 35 in the axial direction, and is a wet clutch arranged in an oil chamber in the right cover 17a. The clutch device 26 includes a clutch outer race 33, a clutch center portion 34, and a plurality of clutch plates 35.

[0068] The clutch outer 33 is always driven by the rotational power transmitted from the crankshaft 14. The clutch center 34 is arranged inside the clutch outer 33 and supported by the main shaft 22 so as to be integrally rotatable. A plurality of clutch plates 35 are stacked between the clutch outer 33 and the clutch center 34 so as to be frictionally engaged.

[0069] A pressure plate 36 having a diameter substantially the same as that of the clutch plate 35 is disposed to the right of the stacked clutch plates 35 (outer side in the vehicle width direction). The pressure plate 36 is subjected to an elastic load from a clutch spring 37 and is forced to the left, so that the stacked clutch plates 35 are pressed against each other (frictionally engaged). As a result, the clutch device 26 is in an engaged state capable of transmitting power. The clutch device 26 is a normally closed clutch that is in an engaged state when there is no input from the outside.

[0070] The above-mentioned pressure contact (frictional engagement) is released by the operation of the release mechanism 38 inside the right cover 17a. The release mechanism 38 is operated by at least one of the operation of the clutch lever (not shown) by the passenger and the application of torque by the clutch actuator 50.

[0071] <Separation mechanism>

[0072] like Figure 2 As shown, the separation mechanism 38 includes a lift-off shaft 39 and a separation shaft 53 .

[0073] The lift-off shaft 39 is held axially reciprocatably in the right side of the main shaft 22. The separation shaft 53 is arranged with the axial direction being orthogonal to the lift-off shaft 39 and is held rotatably about the axis on the outer side of the right cover 17a.

[0074] The line C4 in the figure indicates the central axis of the separation shaft 53 extending in the vertical direction. The separation shaft 53 is tilted backward relative to the vertical direction in the axial direction so that it is located more rearward as it moves toward the upper side (see FIG. Figure 1 The upper portion of the release shaft 53 protrudes outward from the right cover 17a, and a driven clutch lever 54 is mounted on the upper portion of the release shaft 53 so as to be integrally rotatable. The driven clutch lever 54 is connected to the clutch lever via an operating cable (not shown).

[0075] An eccentric cam portion 38a is provided in the lower portion of the separation shaft 53, which is located on the inner side of the right cover 17a. The eccentric cam portion 38a engages with the right end portion of the lift-off shaft 39. The separation shaft 53 rotates around the axis, thereby causing the lift-off shaft 39 to move to the right through the action of the eccentric cam portion 38a. The lift-off shaft 39 is configured to be able to reciprocate integrally with the pressure plate 36 of the clutch device 26. Therefore, when the lift-off shaft 39 moves to the right, the pressure plate 36 overcomes the force of the clutch spring 37 and moves to the right (lift-off). As a result, the frictional engagement between the stacked clutch plates 35 is released. As a result, the normally closed clutch device 26 is in a cut-off state where power cannot be transmitted.

[0076] The release mechanism 38 is not limited to the eccentric cam mechanism, but may be a mechanism including a rack and pinion, a feed screw, etc. The mechanism connecting the clutch lever and the driven clutch lever 54 is not limited to the operation cable, but may be a mechanism including a rod, a connecting rod, etc.

[0077] <Clutch Control Mode>

[0078] like Figure 4 As shown in FIG. 1 , the clutch control device 40A of the present embodiment has three clutch control modes. The clutch control mode includes an automatic mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation. The clutch control mode is switched between the above three modes according to the clutch control mode switching switch 49 (see FIG. 1 ). Figure 3 It should be noted that the object including the manual mode M2 ​​and the manual intervention mode M3 is referred to as the manual system M2A.

[0079] The automatic mode M1 is a mode in which the clutch capacity suitable for the driving state is calculated according to the automatic start / speed change control to control the clutch device 26. The manual mode M2 ​​is a mode in which the clutch capacity is calculated according to the clutch operation instruction given by the occupant to control the clutch device 26. The manual intervention mode M3 is a mode in which the clutch device 26 is controlled by receiving the clutch operation instruction from the occupant in the automatic mode M1 and calculating the clutch capacity according to the clutch operation instruction, and is a temporary manual operation mode. It should be noted that it can also be set so that, in the manual intervention mode M3, for example, if the state in which the occupant stops operating the clutch operating member (the state of complete release) continues for a predetermined time, the mode returns to the automatic mode M1.

[0080] For example, the clutch control device 40A starts control from the clutch engaged state (engaged state) through the automatic mode M1 when the system is started. In addition, the clutch control device 40A is set to return to the clutch engaged state through the automatic mode M1 when the engine 13 is stopped (when the system is shut down). In the normally closed clutch device 26, when the clutch is engaged, power may not be supplied to the motor 52 of the clutch actuator 50. On the other hand, the power supply to the motor 52 is maintained in the clutch disengaged state (disconnected state) of the clutch device 26.

[0081] The basis of the automatic mode M1 is to automatically control the clutch. The automatic mode M1 enables the motorcycle 1 to travel without lever operation. In the automatic mode M1, the clutch capacity is controlled based on the throttle opening, engine speed, vehicle speed, and shift sensor output. As a result, the motorcycle 1 can be started without engine stall (meaning engine stop or engine stall) only under throttle operation. In addition, the motorcycle 1 can be changed in speed only under shift operation. In addition, in the automatic mode M1, the clutch device 26 can be arbitrarily disconnected by the passenger holding the above-mentioned clutch lever to switch to the manual intervention mode M3.

[0082] On the other hand, in the manual mode M2, the clutch capacity can be controlled by the lever operation performed by the occupant (that is, the clutch device 26 can be disconnected / engaged). The automatic mode M1 and the manual mode M2 ​​can be switched to each other. This switching is performed, for example, by operating the clutch control mode switching switch 49 (see Figure 3 It should be noted that the clutch control device 40A may also include an indicator showing that it is in a manual state when changing to the manual system M2A (manual mode M2 ​​or manual intervention mode M3).

[0083] The basis of the manual mode M2 ​​is to control the clutch manually. The manual mode M2 ​​can control the clutch capacity according to the working angle of the clutch lever (and thus the working angle of the driven clutch lever 54). In this way, the clutch device 26 can be controlled to disconnect while ensuring the intention of the occupant. It should be noted that even in the manual mode M2, when the clutch operation is not performed but the gear shift operation is performed, the clutch control can be automatically intervened. Hereinafter, the working angle of the driven clutch lever 54 is referred to as the driven clutch lever working angle.

[0084] In the automatic mode M1, the clutch device 26 is automatically connected or disconnected by the clutch actuator 50. At this time, by performing a manual clutch operation on the clutch lever, the manual operation can be temporarily intervened in the automatic control of the clutch device 26 (manual intervention mode M3).

[0085] <Manual Clutch Operation>

[0086] exist Figure 1 In the motorcycle 1 shown, a clutch lever (not shown) as a manual clutch operating member is attached to the base end side (inward in the vehicle width direction) of the left grip of the steering handlebar 4a.

[0087] Refer to Figure 2 The clutch lever is connected to a driven clutch lever 54 mounted on a release shaft 53 of the clutch device 26 via an operating cable (not shown). The driven clutch lever 54 is mounted on an upper end portion of the release shaft 53 that protrudes toward the upper portion of the right cover 17a in a manner that allows integral rotation.

[0088] In addition, for example, a handlebar switch (not shown) mounted on the steering handlebar 4a is provided with the clutch control mode switching switch 49. Thus, during normal driving, the occupant can easily switch the clutch control mode.

[0089] <Clutch Actuator>

[0090] like Figure 1 , Fig.13 As shown, a clutch actuator 50 is mounted on an upper portion of the right cover 17 a on the right side of the crankcase 15 .

[0091] Refer to Figure 5 to Figure 7 The clutch actuator 50 includes a motor 52 and a speed reduction mechanism 51 .

[0092] The motor 52 is, for example, a DC motor, and is disposed, for example, with its axial direction parallel to the separation shaft 53. The motor 52 is disposed so that the drive shaft 55 protrudes upward. The speed reduction mechanism 51 transmits the driving force of the motor 52 to the separation shaft 53.

[0093] In the embodiment, a single clutch actuator 50 is provided with a plurality of (two) motors 52. Hereinafter, the motor 52 of the clutch actuator 50 located on the front side of the vehicle is referred to as the first motor 521, and the motor 52 located on the rear side of the vehicle and on the inner side in the vehicle width direction relative to the first motor 521 is referred to as the second motor 522. Lines C01 and C02 in the figure respectively represent the central axis (drive axis) of each motor 521 and 522. For ease of explanation, the two motors 521 and 522 are sometimes collectively referred to as motor 52. In addition, the two axes C01 and C02 are sometimes collectively referred to as axis C0. The control of the plurality of (two) motors 52 will be described later.

[0094] The speed reduction mechanism 51 reduces the speed of the rotational power output from the motor 52 and transmits it to the separation shaft 53. The speed reduction mechanism 51 includes, for example, a gear train whose axial direction is parallel to the separation shaft 53. The speed reduction mechanism 51 includes a driving gear 55a, a first speed reduction gear 57a, a first small-diameter gear 57b, a second speed reduction gear 58a, a second small-diameter gear 58b, a third speed reduction gear 56a, a third small-diameter gear 56b, a driven gear 63a, and a gear box 59.

[0095] The driving gear 55a is integrally provided on the driving shaft 55 of each motor 521, 522. The first reduction gear 57a meshes with each driving gear 55a. The first small-diameter gear 57b is arranged to be coaxial with the first reduction gear 57a. The second reduction gear 58a meshes with the first small-diameter gear 57b. The second small-diameter gear 58b is arranged to be coaxial with the second reduction gear 58a. The third reduction gear 56a meshes with the second small-diameter gear 58b. The third small-diameter gear 56b is arranged to be coaxial with the third reduction gear 56a. The driven gear 63a meshes with the second small-diameter gear 58b. The gear box 59 accommodates each gear. The structure of the gear box 59 will be described in detail later.

[0096] The first reduction gear 57a and the first small diameter gear 57b are supported on the first support shaft 57c in a manner that can rotate as a whole. The first reduction gear 57a, the first small diameter gear 57b and the first support shaft 57c constitute the first reduction shaft 57. The second reduction gear 58a and the second small diameter gear 58b are supported on the second support shaft 58c in a manner that can rotate as a whole. The second reduction gear 58a, the second small diameter gear 58b and the second support shaft 58c constitute the second reduction shaft 58. The third reduction gear 56a and the third small diameter gear 56b are supported on the third support shaft 56c in a manner that can rotate as a whole. The third reduction gear 56a, the third small diameter gear 56b and the third support shaft 56c constitute the third reduction shaft 56.

[0097] The third reduction shaft 56 is arranged in front of the second reduction shaft 58, and the second reduction shaft 58 is arranged in front of the first reduction shaft 57. The separation shaft 53 is arranged in front of the third reduction shaft 56. When viewed from the axial direction, the center axis C4 of the separation shaft 53 and the center axes C1, C2, and C3 of the reduction shafts 56, 57, and 58 are arranged on the same straight line T1 extending in the front-rear direction. The shaft configuration of the clutch actuator 50 will be described in detail later.

[0098] The first support shaft 57c, the second support shaft 58c and the third support shaft 56c are respectively supported by the gear box 59 in a rotatable manner. The third reduction gear 56a is a sector gear at the center of the third support shaft 56c. The third reduction gear 56a is set to expand in front of the third support shaft 56c and outward in the vehicle width direction. In the figure, line C1 represents the central axis of the first reduction shaft 57, line C2 represents the central axis of the second reduction shaft 58, and line C3 represents the central axis of the third reduction shaft 56.

[0099] The driven gear 63a is arranged on the separation shaft 53 in a manner that it can rotate as a whole. The driven gear 63a is a sector gear at the center of the separation shaft 53. The driven gear 63a is arranged to extend inward in the front of the separation shaft 53 and in the vehicle width direction. The rotation angle of the gear on the downstream side in the speed reduction mechanism 51 is small. Therefore, the third speed reduction gear 56a and the driven gear 63a can be set as sector gears with a small rotation angle.

[0100] As a result, the speed reduction mechanism 51 and the clutch actuator 50 can be miniaturized. That is, even when a large-diameter speed reduction gear is provided to obtain a speed reduction ratio, the following effects can be achieved by notching the speed reduction gear outside the meshing range to form a fan shape. That is, in particular, the speed reduction mechanism 51 can be suppressed from extending outward in the vehicle width direction, and the speed reduction mechanism 51 can be made lighter.

[0101] With the above-described configuration, the motor 52 and the release shaft 53 can always be linked via the speed reduction mechanism 51. Thus, a system is constructed in which the clutch actuator 50 directly disconnects and engages the clutch device 26.

[0102] Each gear is a flat spur gear with a reduced axial thickness, and the gear box 59 is also formed into a flat shape with a reduced axial thickness. Thus, the axial thickness of the reduction mechanism 51 as a whole can be reduced, and it is not conspicuous when viewed from the side of the vehicle. In addition, it is easy to overlap the gears in the axial direction.

[0103] A rotation angle sensor 56d is provided on the upper surface side of the gear box 59. The rotation angle sensor 56d is connected to one end of the third reduction shaft 56 to detect the rotation angle thereof. By detecting the rotation angle of the third reduction shaft 56 close to the separation shaft 53, the detection accuracy of the rotation angle of the separation shaft 53 and the clutch capacity is improved.

[0104] The motor 52 is arranged so as to protrude downward from the front of the gear box 59. Thus, the motor 52 can be arranged as follows. That is, it can be arranged forwardly avoiding the bulging portion 17b of the right cover 17a that covers the clutch device 26. Therefore, the clutch actuator 50 can be suppressed from protruding outward in the vehicle width direction.

[0105] The driving force of the motor 52 is decelerated as follows and transmitted to the separation shaft 53. That is, the driving force of the motor 52 is decelerated between the driving gear 55a and the first reduction gear 57a, and is decelerated between the first small-diameter gear 57b and the second reduction gear 58a, and is decelerated between the second small-diameter gear 58b and the third reduction gear 56a, and is further decelerated between the third small-diameter gear 56b and the driven gear 63a.

[0106] <Configuration of Clutch Actuator>

[0107] like Figure 1 As shown in the figure, the clutch actuator 50 is arranged vertically below the knee clamp 18a on the right side of the fuel tank 18 when viewed from the side of the vehicle. In the figure, the line L1 indicates the thigh of the driver's leg, the line L2 indicates the calf from the knee to the bottom, and the line L3 indicates the foot from the ankle to the toe. When viewed from the side of the vehicle, the driver's leg extends the calf L2 from the knee clamp 18a to the rear and downward, and the foot L3 is placed on the step 18b.

[0108] The clutch actuator 50 extends outward in the vehicle width direction from the knee clamping portion 18a. When viewed from the side of the vehicle, the clutch actuator 50 is arranged so as to avoid the calf L2 of the driver's legs forward. Thus, interference of the clutch actuator 50 with the configuration space of the driver's legs can be suppressed. Even when the driver stretches his legs and puts his feet L3 on the ground, the clutch actuator 50 is arranged so as to avoid the calf L2 of the driver's legs forward when viewed from the side of the vehicle. In this regard, interference of the clutch actuator 50 with the configuration space of the driver's legs can also be suppressed.

[0109] Refer to Figure 13 to Figure 15 The right cover 17a has the following range as the bulging portion 17b bulging outward in the vehicle width direction. The above range is a circular range coaxial with the clutch device 26 when viewed from the side of the vehicle. A cover recess 17c is formed in the upper part of the bulging portion 17b. The cover recess 17c changes the outer side surface inward in the vehicle width direction relative to the lower part of the bulging portion 17b. The cover recess 17c forms a step portion 17d that changes the outer side surface of the bulging portion 17b in a step-like manner. The step portion 17d forms a plane along the vehicle width direction. The clutch actuator 50 is mounted on the right cover 17a in a state of being arranged to enter the cover recess 17c.

[0110] Reference Fig.13 , Fig.14The cover recess 17c includes: a first recess 17c1 for the gear box 59 of the clutch actuator 50 to enter; and a second recess 17c2 for the motor box 66 to enter. The cover recess 17c is formed in such a way that the second recess 17c2 becomes shallower in the vehicle width direction than the first recess 17c1. The first recess 17c1 and the second recess 17c2 are formed to be inclined corresponding to the inclination of the clutch actuator 50 when viewed from the side of the vehicle. The second recess 17c2 protrudes toward the front side of the vehicle more than the bulge 17b. For the convenience of illustration, Fig.13 , Fig.14 There are differences in the details of the right cover 17a.

[0111] The first concave portion 17c1 forms a first plane portion 17c3, and the first plane portion 17c3 is along the lower surface of the upper section 68 (described in detail later) of the gear case 59. The second concave portion 17c2 forms a second plane portion 17c4, and the second plane portion 17c4 is along the lower surface of the motor cover 67 (described in detail later) fixed to the lower part of the clutch actuator 50. The first plane portion 17c3 and the second plane portion 17c4 are included in the step portion 17d. The first plane portion 17c3 and the second plane portion 17c4 are in the shape of a plane orthogonal to the axial direction.

[0112] The first flat surface 17c3 is provided with a plurality of upper fastening portions 17c5 for fastening the upper section 68 of the gear case 59 by bolts B1 in the axial direction, and a shaft insertion portion 17c6 for passing the separation shaft 53. The gear case 59 is provided with a plurality of box-side fastening portions 59a (see FIG. 1 ) for fastening the upper section 68 of the gear case 59 by bolts B1 passing therethrough, corresponding to the plurality of upper fastening portions 17c5. Figure 6 ), and an opening 59 for the separation shaft 53 to pass therethrough is formed corresponding to the shaft insertion portion 17c6 (see Figure 5 The upper portion of the separation shaft 53 protrudes obliquely upward and rearward from the first flat surface portion 17c3 and extends into the gear box 59.

[0113] A plurality of (e.g., three) lower fastening parts 17c7 are formed at the lower part of the second recess 17c2 for fastening the motor cover 67 with bolts B2 along the vehicle width direction (direction perpendicular to the axial direction). A plurality of cover-side fastening parts 67a are formed on the motor cover 67 corresponding to the plurality of lower fastening parts 17c7, through which the bolts B2 are passed for fastening. The bolt holes 67b through which the bolts B2 are passed in each cover-side fastening part 67a are in an axially long oval shape. Thus, when the lower part of the clutch actuator 50 is fastened, the axial tolerance can be absorbed. That is, the axial position of the clutch actuator 50 is determined by the upper fixing portion (box side fastening connection portion 59a) abutting against the first planar portion 17c3 in the axial direction, but the lower fixing portion of the clutch actuator 50 (cover side fastening connection portion 67a) is provided with an axially long bolt hole 67b, which can absorb the position deviation of the lower portion of the clutch actuator 50 caused by axial component tolerances, etc.

[0114] <Separation axis>

[0115] like Figure 5 , Figure 8 , Fig. 9 As shown, the release shaft 53 is divided into a plurality of elements so as to be able to rotate in response to input from the clutch actuator 50 and input from an operation of the occupant.

[0116] The separation shaft 53 includes an upper separation shaft 61 constituting an upper portion, a lower separation shaft 62 constituting a lower portion, 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.

[0117] The upper separation shaft 61 is cylindrical. The upper separation shaft 61 is supported on the upper boss portion 59b of the gear box 59 in a rotatable manner. The upper end portion of the upper separation shaft 61 protrudes to the outside of the gear box 59. The driven clutch lever 54 is supported on the upper end portion of the upper separation shaft 61 in a rotatable manner. A return spring (not shown) is installed on the driven clutch lever 54. The return spring applies a force to the driven clutch lever 54 in the opposite direction to the rotation (rotation in the clutch disconnection direction) generated by the operation of the clutch operating member.

[0118] The lower separation shaft 62 is cylindrical. The lower portion of the lower separation shaft 62 is rotatably supported on the inner side of the right cover 17a. The lower portion of the lower separation shaft 62 faces the inside of the gear box 59. The eccentric cam portion 38a of the separation mechanism 38 is formed at the lower portion (see Figure 2 A lower return spring (not shown) is installed at the lower end of the lower separation shaft 62. The lower return spring applies a force to the lower separation shaft 62 in the direction opposite to the clutch disconnection direction.

[0119] A manual operation side cam 61 b ​​having a sector-shaped cross section and extending in the axial direction is provided at the lower end portion of the upper separation shaft 61 .

[0120] A clutch side cam 62b having a sector-shaped cross section and extending in the axial direction is provided at the upper end of the lower separation shaft 62. The clutch side cam 62b is provided in a range avoiding the manual operation side cam 61b in the circumferential direction.

[0121] The lower end of the upper separation shaft 61 (manual operation side cam 61b) and the upper end of the lower separation shaft 62 (clutch side cam 62b) are mutually avoided in the circumferential direction and overlapped in the axial direction. Thus, the lower separation shaft 62 can be rotated by pressing the circumferential side surface 61b1 of the manual operation side cam 61b against the circumferential side surface 62b2 of the clutch side cam 62b (see FIG. Fig. 10B , Fig. 11B ).

[0122] The other circumferential side surface 61b2 of the manual operation side cam 61b and the circumferential side surface 62b1 of the clutch side cam 62b are separated from each other in the circumferential direction. Thus, when there is an input from the clutch actuator 50 to the clutch side cam 62b, the lower separation shaft 62 can be rotated independently from the upper separation shaft 61 (see Fig. 10A , Fig.11A ).

[0123] The intermediate separation shaft 63 is cylindrical, for example, and can pass through the engagement portion (upper and lower shaft engagement portion) between the lower end of the upper separation shaft 61 and the upper end of the lower separation shaft 62. The driven gear 63a is supported by the intermediate separation shaft 63 so as to be integrally rotatable.

[0124] The intermediate separation shaft 63 is provided with a control operation side cam 63 b which has a sectoral cross section and extends in the axial direction.

[0125] The intermediate separation shaft 63 and the driven gear 63a suppress the contact of the clutch actuator 50 with other components. Specifically, the intermediate separation shaft 63 is supported by the bearing of the gear box 59, and only the inner circumference thereof contacts the following parts: the lower end of the upper separation shaft 61 (manual operation side cam 61b) and the upper end of the lower separation shaft 62 (clutch side cam 62b).

[0126] In addition, the driven gear 63a makes only the gear teeth contact the second small-diameter gear 58b. Thus, the friction of the driven gear 63a as the control gear is reduced as much as possible, and the control accuracy of the separation shaft 53 is improved.

[0127] 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 and overlapped in the axial direction. Thus, the lower separation shaft 62 can be rotated by pressing the circumferential side 63b1 of the control operation side cam 63b against the circumferential side 62b2 of the clutch side cam 62b.

[0128] In addition, the control operation side cam 63b is arranged radially away from the manual operation side cam 61b of the upper separation shaft 61. Thus, when the input from the clutch actuator 50 is transmitted to the clutch side cam 62b, the lower separation shaft 62 can be rotated independently from the upper separation shaft 61. In addition, when there is a manual operation, the upper separation shaft 61 can be rotated independently from the control side intermediate separation shaft 63.

[0129] The other circumferential side surface 63b2 of the control operation side cam 63b and the circumferential side surface 62b1 of the clutch side cam 62b are circumferentially separated from each other. Thus, when there is input from the manual operation side cam 63b to the clutch side cam 62b, the lower separation shaft 62 can rotate independently from the intermediate separation shaft 63.

[0130] Reference Figure 5 The clutch actuator 50 rotatably holds the upper separation shaft 61 and the intermediate separation shaft 63 via the gear box 59. The clutch actuator 50 includes the upper separation shaft 61 and the intermediate separation shaft 63. The lower separation shaft 62 is rotatably held by the right cover 17a.

[0131] Refer to Fig.14 A shaft insertion portion 17c5 is provided on the first plane portion 17c3 of the step portion 17d of the cover recess 17c of the right cover 17a so that the upper end of the lower separation shaft 62 protrudes. An opening portion 59c is provided in the gear case 59 at a portion opposite to the first plane portion 17c3 of the step portion 17d of the cover recess 17c so that the upper end of the lower separation shaft 62 protruding from the shaft insertion portion 17c5 faces the inside of the gear case 59.

[0132] In the above structure, when the clutch actuator 50 is mounted on the right cover 17a, the right cover 17a side lower separation shaft 62 forms a linear separation shaft 53. The separation shaft 53 is formed by connecting the upper separation shaft 61, the intermediate separation shaft 63 and the lower separation shaft 62 to each other.

[0133] The power unit PU of the embodiment can be constructed as follows with respect to a manual clutch type power unit that performs the disconnection and connection operation of the clutch device 26 by the driver's operation instead of electrical control. That is, the power unit PU can be constructed by replacing the right cover 17a and the separation shaft 53 and then installing the clutch actuator 50. Therefore, the clutch actuator 50 can be installed even for power units of different models. Therefore, the clutch actuator 50 can be shared among multiple models, and a semi-automatic transmission system (automatic clutch transmission system) can be easily constructed.

[0134] <2 Motor Control>

[0135] Reference Figure 5 In an embodiment, a structure can be formed in which two motors 521 and 522 in the clutch actuator 50 cooperatively drive the separation shaft 53 (disconnecting / engaging the clutch device 26). In this case, the shared load (load) is halved by the two motors 521 and 522, so that each motor 521 and 522 can be miniaturized. As a result, the degree of freedom of the layout of the motor 52 is increased compared to the case where a large and single motor 52 is provided. Therefore, even in the case where the clutch actuator 50 is arranged on the outer side of the power unit PU, it is easy to suppress the clutch actuator 50 from extending outward in the vehicle width direction. Therefore, it is possible to achieve substantial miniaturization of the clutch control device 40A.

[0136] In the embodiment, in the clutch actuator 50, in normal time (non-failure time), one of the plurality of (two) motors 52 can be used as a driving source for the separation shaft 53, and the remaining one can be used for other purposes. For example, the remaining one motor 52 can be used as a fail-safe and wait for operation, or can be used as a current sensor.

[0137] <Shaft Configuration of Clutch Actuator>

[0138] Next, the arrangement of the drive shaft 55 of the motor 52 , the release shaft 53 , and the reduction shafts 56 , 57 , 58 of the reduction mechanism 51 in the clutch actuator 50 will be described.

[0139] Reference Figure 5 to Figure 7 , Fig.13 The following central axis extending in the vertical direction in the clutch actuator 50 is inclined relative to the vertical direction in a manner that the upper side is located at the rear side when viewed from the side of the vehicle ( Fig.13Only C4 is shown). The central axis is the central axis C4 of the separation shaft 53, the central axis C0 of the motor 52 (the central axes C01 and C02 of the motors 521 and 522), and the central axes C1, C2 and C3 of the support shafts 56c, 57c and 58c of the reduction shafts 56, 57 and 58 of the reduction mechanism 51. These central axes are parallel to each other when viewed from the side of the vehicle, and are arranged on the same straight line T1 when viewed from the axial direction (refer to Figure 6 , Figure 7 ).

[0140] Reference Fig.15 When the vehicle is viewed from above, the right side of the crankcase 15 (which is also the main body of the clutch box that accommodates the clutch device 26) and the joint surface S1 of the right cover 17a are inclined in the front-to-back direction relative to the plane S2 that is orthogonal to the vehicle width direction. Specifically, the joint surface S1 is inclined in a manner that the closer to the rear side, the more it is located inward in the vehicle width direction. In this way, the extension of the right side of the rear portion of the crankcase 15 can be suppressed, and the size of the crankcase 15 during molding can be suppressed. When the vehicle is viewed from above (approximately axially), the above-mentioned straight line T1 is roughly parallel to the joint surface S1 (for example, they do not intersect each other within the front-to-back length of the vehicle). The clutch box that accommodates the clutch device 26 is formed by the right side of the crankcase 15 and the right cover 17a.

[0141] In a top view of the vehicle, the clutch actuator 50 is arranged so as to be accommodated between a first imaginary line K1 and a second imaginary line K2, the first imaginary line K1 being along the joint surface S1, and the second imaginary line K2 being parallel to the first imaginary line K1 and passing through the vehicle width direction outer end 17b1 of the bulging portion 17b of the right cover 17a. Symbol H2 in the figure indicates the width between the first imaginary line K1 and the second imaginary line K2.

[0142] The clutch actuator 50 is flat in shape, with the width in the width direction perpendicular to the straight line T1 and the axial direction being suppressed relative to the front-to-rear width and the vertical width in the axial direction. The clutch actuator 50 suppresses extension to the outside in the vehicle width direction by making the width direction generally oriented to the vehicle width direction. The clutch actuator 50 is inclined toward the outside in the vehicle width direction as it moves toward the front side in the straight line T1 direction (the direction in which the axes are arranged), and thus, the extension toward the outside in the vehicle width direction increases as it moves toward the front side. The extension of the front side of the clutch actuator 50 is separated from the configuration space of the driver's legs (refer to Figure 1 ), which can suppress the clutch actuator 50 from interfering with the driver's legs.

[0143] <Unit box structure>

[0144] Next, the structure of the unit case 65 of the clutch actuator 50 will be described.

[0145] Reference Figure 5 , Fig.13 The unit case 65 includes a gear case 59 , a motor case 66 , and a motor cover 67 .

[0146] The gear box 59 is formed in two sections in the axial direction. Hereinafter, the upper part of the gear box 59 is referred to as the upper section 68, and the lower part of the gear box 59 is referred to as the lower section 69. The gear box 59 is in a state where the upper section 68 deviates rearward relative to the lower section 69 along a plane orthogonal to the axial direction. A motor box 66 extending in the axial direction is connected below the lower section 69. A motor cover 67 is fixed to the lower part of the motor box 66.

[0147] The upper section 68 of the gear box 59 is divided into upper and lower parts by a dividing plane orthogonal to the axial direction. Hereinafter, the lower part of the upper section 68 is referred to as an upper section body 68a opened upward, and the upper part of the upper section 68 is referred to as a box upper cover 68b that closes the upper opening of the upper section body 68a from above.

[0148] The lower section 69 of the gear box 59 is divided into upper and lower parts by a dividing plane orthogonal to the axial direction. Hereinafter, the upper part of the lower section 69 is referred to as a lower section body 69a open to the bottom, and the lower part of the lower section 69 is referred to as a box lower cover 69b that closes the lower part of the lower section body 69a from below.

[0149] When viewed in the axial direction, the upper section 68 is in a rectangular shape that is long in the direction along the straight line T1 (the straight line T1 direction). When viewed in the axial direction, the lower section 69 is in an oblong shape that is long in the straight line T1 direction. The upper section 68 forms an upper gear receiving chamber 68d, and the lower section 69 forms a lower gear receiving chamber 69d. The upper and lower gear receiving chambers 68d and 69d are separated by a partition.

[0150] The motor box 66 forms a motor housing chamber 66d for housing two motors 52. The motor housing chamber 66d houses the two cylindrical motors 52 arranged in parallel. The motor box 66 is in the shape of a bottomed cylinder with an oblong cross section. A box lower cover 69b is integrally formed at the upper portion of the motor box 66 in an enlarged cross section.

[0151] The motor case 66 and the case lower cover 69b are formed integrally with each other to constitute the lower case 66a (first case). The upper stage body 68a and the lower end body are formed integrally with each other to constitute the upper case 66b (second case).

[0152] The lower case 66a forms a motor accommodation chamber 66d for accommodating two motors 52, and the upper case 66b forms gear accommodation chambers 68d and 69d for accommodating the speed reduction mechanism 51. The upper case 66b is mounted with an upper case cover 68b from above, and an upper gear accommodation chamber 68d is formed between the upper case cover 68b and the upper case cover 68b. The upper case 66b is mounted with a lower case cover 69b of the lower case 66a from below, and a lower gear accommodation chamber 69d (second gear accommodation chamber) is formed between the lower case cover 69b and the lower case cover 69b.

[0153] When viewed from the axial direction, some of the gears of the speed reduction mechanism 51 are sector gears, which complementarily suppress the width in the direction perpendicular to the straight line T1. The gears of the speed reduction mechanism 51 are arranged within the width H1 of the motor case 66 in the lower case 66a in the direction perpendicular to the straight line T1.

[0154] The driving gears 55a of the driving shafts 55 of the two motors 52 protrude into the lower gear storage chamber 69d. In the direction of the straight line T1, a first reduction gear 57a is arranged between the two driving gears 55a as a single input gear of the reduction mechanism 51. The first reduction gear 57a meshes with the two driving gears 55a at both ends in the direction of the straight line T1.

[0155] The first reduction gear 57a is supported on the first support shaft 57c (input shaft). The first support shaft 57c is retained by the upper housing 66b, and one axial side (lower side) protrudes into the second gear accommodation chamber 69d. The first reduction gear 57a is supported on the protruding portion of the first support shaft 57c protruding into the second gear accommodation chamber 69d. The protruding portion of the first support shaft 57c is cantilever-supported on the upper housing 66b side and is not supported on the lower housing 66a. As a result, a bearing for supporting the first support shaft 57c is not required between the two motors 52 in the lower housing 66a. Therefore, the two motors 52 can be brought as close to each other as possible, and the clutch actuator 50 can be miniaturized as much as possible in the straight line T1 direction (the arrangement direction of each axis).

[0156] The motor cover 67 is fixed to the lower portion of the motor case 66 of the lower case 66a. The motor cover 67 is a fixing member for fixing the motor case 66, and further the lower portion of the clutch actuator 50, to the right cover 17a.

[0157] Refer to Figure 5 , Figure 7, the lower housing 66a and the upper housing 66b are positioned relative to each other via a pair of front and rear positioning pins 71. The front and rear pair of positioning pins 71 are arranged at a position closer to the outside than the two drive shafts 55 in the direction of the straight line T1 to obtain the spacing between them. Line C5 in the figure represents the central axis of the positioning pin 71. The front and rear pair of positioning pins 71 are arranged in such a way that their respective axes (axis C5) are located on the straight line T1 when viewed from the axial direction. The front and rear pair of positioning pins 71 perform relative positioning of the lower housing 66a and the upper housing 66b in a direction orthogonal to the axial direction.

[0158] Refer to Fig. 12A Each positioning pin 71 is held, for example, by fitting its lower portion into a holding hole 72 of the lower case 66a. A pair of front and rear fitting holes 73 into which each positioning pin 71 is inserted is formed in the upper case 66b.

[0159] Reference Figure 5 The insertion depth D1 of each positioning pin 71 into each fitting hole 73 is set deeper than the axial meshing depth D2 of each driving gear 55a and the first reduction gear 57a. The above-mentioned "meshing depth D2" corresponds to the state in which the upper end height Z1 of each driving gear 55a is made consistent with the lower end height Z2 of the first reduction gear 57a by disassembling the lower case 66a and the upper case 66b (refer to Fig. 12B ) until the lower case 66a and the upper case 66b are combined to form a state where each drive gear 55a is meshed with the first reduction gear 57a (see Figure 5 ) to the axial displacement.

[0160] When assembling the clutch actuator 50, first, the gears of the speed reduction mechanism 51 and the motor 52 are preliminarily assembled in the lower case 66a and the upper case 66b. Next, the lower case 66a and the upper case 66b are brought close to each other in the axial direction and coupled.

[0161] At this time, if Fig. 12B As shown, before each driving gear 55a meshes with the first reduction gear 57a, the lower housing 66a and the upper housing 66b are positioned in a direction orthogonal to the axial direction by the positioning pin 71. That is, before each driving gear 55a meshes with the first reduction gear 57a, the positioning pin 71 enters the fitting hole 73. Thus, before each driving gear 55a meshes with the first reduction gear 57a, they are positioned relative to each other in a direction orthogonal to the axial direction.

[0162] Then, after the upper end height Z1 of each driving gear 55a is consistent with the lower end height Z2 of the first reduction gear 57a, if the teeth of each gear do not interfere with each other, the lower case 66a and the upper case 66b are brought close to each other in the axial direction while maintaining this state so that they can be connected. In the case where the teeth of each gear interfere with each other, for example, the first reduction gear 57a is rotated using a jig, a tool, etc., while eliminating the interference between the teeth of each gear.

[0163] Thus, even if the first reduction gear 57a and the driving gear 55a are not supported in the same manner on the lower housing 66a in advance, when the lower housing 66a and the upper housing 66b are combined, the first reduction gear 57a and the driving gear 55a can be easily meshed. It should be noted that the structure in which each positioning pin 71 is held on the upper housing 66b may also be adopted. In addition, the structure in which the positioning pin 71 on one side is held on the upper housing 66b and the positioning pin 71 on the other side is held on the lower housing 66a may also be adopted.

[0164] As described above, the clutch control device 40A in the above embodiment includes a clutch device 26 for disconnecting / connecting the power transmission between the prime mover (engine 13) of the equipment (motor two-wheeled vehicle 1) and the output object (transmission 21), and a clutch actuator 50 for outputting a driving force for operating the above clutch device 26, wherein the above clutch actuator 50 includes an electric motor 52 as a driving source, a separation shaft 53 that receives an input from the above motor 52 and rotates, and a reduction gear mechanism (reduction mechanism 51) that connects the above motor 52 and the above separation shaft 53, and the axial directions of the drive shaft 55 of the above motor 52, the above separation shaft 53, and the central axes 56c, 57c, and 58c of each gear of the above reduction mechanism 51 are parallel to each other, and their respective axes (axis lines C0, C1, C2, C3, and C4) are arranged on the same straight line T1 when viewed from the above axial direction.

[0165] According to this structure, the motor 52, the release shaft 53 and the shafts of the speed reduction mechanism 51 of the clutch actuator 50 are arranged on the same straight line T1, thereby suppressing the width of the clutch actuator 50 in the direction (approximately the vehicle width direction) orthogonal to the arrangement direction (approximately the vehicle front-rear direction) of the motor 52, the release shaft 53 and the speed reduction mechanism 51. In this way, by making the direction orthogonal to the arrangement direction of the motor 52, the release shaft 53 and the speed reduction mechanism 51 face the width direction of the equipment (the two-wheeled motor vehicle 1), the extension amount of the clutch actuator 50 in the width direction of the equipment can be suppressed, and the equipment including the clutch actuator 50 can be miniaturized.

[0166] In addition, in the clutch control device 40A, the motor 52 is provided with a plurality of motors (a first motor 521 and a second motor 522), the axial directions of the drive shafts 55 of the motors 521 and 522 are parallel to each other, and the respective axes (axis lines C01 and C02) are arranged on the straight line T1 when viewed from the axial direction. The clutch actuator 50 includes a lower case 66a forming a motor accommodation chamber 66d for accommodating the plurality of motors 52, and an upper case 66b forming a gear accommodation chamber 68d and 69d for accommodating the reduction mechanism 51. The gear accommodation chambers 68d and 69d include a first gear accommodation chamber 68d formed on the opposite side of the lower case 66a in the axial direction, and a second gear accommodation chamber 69d formed on the side of the lower case 66a in the axial direction. A drive gear 55a protruding toward the second gear accommodation chamber 69d is provided on each drive shaft 55 of the plurality of motors 52. The structure 51 comprises: a single first reduction gear 57a which is arranged between the plurality of driving gears 55a in the second gear accommodating chamber 69d and meshed with the plurality of driving gears 55a; and a first support shaft 57c which is retained in the upper housing 66b so that one side of the axial direction protrudes toward the second gear accommodating chamber 69d and supports the first reduction gear 57a on one side of the axial direction, the first support shaft 57c which serves as the central axis of the first reduction gear 57a, and the plurality of driving shafts 55 are arranged on the straight line T1 when viewed from the axial direction with their respective axes (axis lines C1, C01, C02), and the lower housing 66a and the upper housing 66b are positioned relative to each other via a plurality of positioning pins 71 which are arranged at positions on the outside of the arrangement direction of the plurality of driving shafts 55, and the plurality of positioning pins 71 are arranged on the straight line T1 when viewed from the axial direction with their respective axes (axis lines C5).

[0167] According to this structure, in a structure in which a single first reduction gear 57a supported by an upper housing 66b is meshed with a driving gear 55a of a plurality of motors 52 accommodated in a lower housing 66a, a plurality of positioning pins 71 are arranged at a position closer to the outside than a plurality of drive shafts 55 on a straight line T1 where a plurality of driving gears 55a and a single first reduction gear 57a are arranged, so as to position the lower housing 66a and the upper housing 66b. Thus, the spacing between the plurality of positioning pins 71 can be obtained, so that the plurality of driving gears 55a can be meshed with the single first reduction gear 57a with high precision. In addition, the extension of each structure of the clutch actuator 50 in a direction orthogonal to the above-mentioned straight line T1 (the width direction of the device) can be suppressed, and the device including the clutch actuator 50 can be miniaturized.

[0168] In addition, in the above-mentioned clutch control device 40A, the plurality of the above-mentioned positioning pins 71 are respectively retained on one side of the above-mentioned lower case body 66a and the above-mentioned upper case body 66b, and an interlocking hole 73 for inserting the corresponding positioning pin 71 is formed on the other side of the above-mentioned lower case body 66a and the above-mentioned upper case body 66b, and the insertion depth D1 of each of the above-mentioned positioning pins 71 into the corresponding interlocking hole 73 is deeper than the above-mentioned axial meshing depth D2 of each of the above-mentioned driving gears 55a and the above-mentioned first reduction gear 57a.

[0169] According to this structure, when assembling the clutch actuator 50, if the lower case 66a and the upper case 66b are brought close to each other in the axial direction, the positioning pin 71 is embedded in the fitting hole 73 before the drive gear 55a and the first reduction gear 57a are meshed. As a result, the drive gear 55a and the first reduction gear 57a can be meshed in the axial direction in a state where the relative position of the lower case 66a and the upper case 66b (and thus the relative position of the drive gear 55a and the first reduction gear 57a) is determined with high accuracy, and the actuator 50 can be easily assembled.

[0170] In the clutch control device 40A, the gears of the speed reduction mechanism 51 are arranged within a width H1 of the motor case 66 forming the motor accommodation chamber 66d in the lower case 66a in a direction orthogonal to the straight line T1 when viewed from the axial direction.

[0171] According to this configuration, by reducing the size of each gear of the speed reduction mechanism 51 , the clutch actuator 50 can be prevented from extending in a direction orthogonal to the arrangement direction of the motor 52 and the speed reduction mechanism 51 , thereby achieving miniaturization of the device including the clutch actuator 50 .

[0172] In addition, in the above-mentioned clutch control device 40A, there is a motor cover 67 fixed to the motor box 66 forming the above-mentioned motor accommodation chamber 66d in the above-mentioned lower box body 66a, and the above-mentioned motor cover 67 has a cover-side fastening connection portion 67a fastened to the equipment side component (right cover 17a) in a direction orthogonal to the above-mentioned axial direction, and the above-mentioned cover-side fastening connection portion 67a is formed with an oblong bolt insertion hole 67b long in the above-mentioned axial direction.

[0173] According to this structure, the motor cover 67 fixed to the motor box 66 of the lower case 66a is fastened to the equipment side component by using the long hole long in the axial direction, so that the motor box 66 can be installed to the equipment side component while absorbing the axial component tolerance. "Equipment side component" is a general term for components fixed to the equipment body side except the clutch actuator 50.

[0174] In addition, in the above-mentioned clutch control device 40A, there is a right cover 17a installed on the clutch box (crankcase 15) and covering the above-mentioned clutch device 26 from one side in the width direction of the above-mentioned equipment. When the above-mentioned equipment is observed from a top view, the joint surface S1 between the above-mentioned right cover 17a and the above-mentioned clutch box is inclined relative to a plane S2 that is orthogonal to the above-mentioned width direction. When observed from a top view, the above-mentioned clutch actuator 50 is arranged in a manner of accommodating the above-mentioned clutch actuator 50 between a first imaginary line K1 and a second imaginary line K2. The above-mentioned first imaginary line K1 is along the above-mentioned joint surface S1, and the above-mentioned second imaginary line K2 is parallel to the above-mentioned first imaginary line K1 and passes through the outer end 17b1 of the above-mentioned width direction of the above-mentioned right cover 17a.

[0175] According to this structure, the protrusion amount in the width direction of the device can be suppressed, and the width of the small assembly of the clutch actuator 50 and the right cover 17a can be suppressed.

[0176] The present invention is not limited to the above-mentioned embodiments. For example, the clutch operating member is not limited to the clutch lever, but may be a clutch pedal or other various operating members. The clutch device may also be a normally open clutch that is in a disconnected state when there is no external input. The clutch device is not limited to being arranged between the engine and the transmission, but may be arranged between the prime mover and any output object other than the transmission. The prime mover is not limited to the internal combustion engine, but may be an electric motor.

[0177] The separation mechanism 38 is not limited to the type that pulls the lift-off shaft 39 to the right, and may be a type that presses the lift-off shaft 39 to the right or left.

[0178] The invention is not limited to the application to a straddle-type vehicle in which the clutch operation is automated as in the above-mentioned embodiment. For example, the invention may also be applied to a straddle-type vehicle that is based on manual clutch operation but can adjust the driving force and change the speed without manual clutch operation under specified conditions (so-called straddle-type vehicle with a clutchless transmission).

[0179] The clutch control device of the present embodiment can also be applied to a straddle-type vehicle other than a motorcycle.

[0180] The above-mentioned straddle-type vehicles include all vehicles in which the driver rides astride the vehicle body, including not only motorized two-wheeled vehicles (including bicycles and small motorcycle-type vehicles with a prime mover), but also three-wheeled (in addition to a front wheel and two rear wheels, also including vehicles with two front wheels and one rear wheel) or four-wheeled (four-wheeled buggy, etc.) vehicles.

[0181] It can also be applied to vehicles including an electric motor as the prime mover.

[0182] The present invention can also be applied to vehicles other than straddle-type vehicles (passenger cars, buses, trucks, etc.).

[0183] In the present embodiment, the clutch actuator 50 is arranged to avoid the configuration space of the driver's legs, but the present invention is not limited to this structure. For example, the clutch control device of the present embodiment can also be applied to a cruise-type vehicle in which the footrest for the driver's feet is located near the front of the vehicle. The clutch control device of the present embodiment is a structure that suppresses the extension amount of the clutch actuator in the width direction of the device and realizes the miniaturization of the device including the clutch actuator. In addition to suppressing the contact of the driver's feet, it can also achieve the effects of lightweight and miniaturization, no hindrance when tilting (difficult to touch the ground), and reduction of air resistance caused by the reduction of the front projection area.

[0184] The clutch control device of this embodiment is applicable to vehicles, but the present invention is not limited to the application to vehicles, and can also be applied to various transportation equipment such as aircraft and ships, and various vehicles and mobile bodies such as construction machinery and industrial machinery. Moreover, in addition to vehicles, the present invention can be widely applied to any equipment as long as it is equipped with a clutch control device, such as a hand-pushed lawn mower, a sweeper, etc.

[0185] The configuration in the above-described embodiment is an example of the present invention, and various modifications can be made without departing from the gist of the present invention, such as replacing the components of the embodiment with well-known components.

[0186] Explanation of symbols

[0187] 1 Motorized two-wheeled vehicle (equipment)

[0188] 13 Engine (internal combustion engine, prime mover)

[0189] 15 Crankcase (clutch box)

[0190] 17a Right cover (equipment cover)

[0191] 17b1 Outer end

[0192] 21 Transmission (output object)

[0193] 26 Clutch device

[0194] 40A Clutch Control Device

[0195] 50 Clutch Actuator

[0196] 51 reduction mechanism (reduction gear mechanism)

[0197] 52 Electric motor (electric motor)

[0198] 521 First Motor (Electric Motor)

[0199] 522 Second motor (electric motor)

[0200] 53 Separation shaft

[0201] 55 Drive shaft

[0202] 55a Drive gear

[0203] 56c Third support shaft (center axis)

[0204] 57a First reduction gear (input gear)

[0205] 57c First support shaft (center shaft, input shaft)

[0206] 58c Second support shaft (central axis)

[0207] 66 Motor box (storage unit)

[0208] 66a Lower box (first box)

[0209] 66b Upper box (second box)

[0210] 66d Motor storage room (motor storage room)

[0211] 67 Motor cover (fixed component)

[0212] 68d upper gear storage chamber (first gear storage chamber)

[0213] 69d lower gear storage chamber (second gear storage chamber)

[0214] 71 Locating pin

[0215] 73 fitting hole

[0216] C0, C01, C02, C1, C2, C3, C4, C5 center axis

[0217] D1 Insertion depth

[0218] D2 Depth of engagement

[0219] H1 Width

[0220] K1 First imaginary line

[0221] K2 Second imaginary line

[0222] T1 Straight Line

[0223] S1 Joint surface

[0224] S2 plane perpendicular to the width direction

Claims

1. A clutch control device, wherein: The clutch control device comprises: a clutch device (26) for disconnecting / connecting power transmission between a prime mover (13) and an output object (21) of the device (1); and a clutch actuator (50) which outputs a driving force for operating the clutch device (26), The clutch actuator (50) includes a motor (52) as a driving source, a separation shaft (53) that rotates in response to input from the motor (52), and a reduction gear mechanism (51) that connects the motor (52) and the separation shaft (53). The axial directions of the driving shaft (55) of the motor (52), the separation shaft (53), and the center axes (56c, 57c, 58c) of each gear of the reduction gear mechanism (51) are parallel to each other, and their respective axes (C0, C1, C2, C3, C4) are arranged on the same straight line (T1) when observed from the axial direction.

2. The clutch control device according to claim 1, wherein: The motors (52) are provided in plurality, the drive shafts (55) of the motors (521, 522) are axially parallel to each other, and their respective axis centers (C01, C02) are arranged on the straight line (T1) when viewed from the axial direction. The clutch actuator (50) comprises: a first box (66a) forming a motor housing chamber (66d) for housing a plurality of the motors (52); and a second case (66b) forming a gear housing chamber (68d, 69d) for housing the reduction gear mechanism (51), The gear accommodating chamber (68d, 69d) includes a first gear accommodating chamber (68d) formed on the opposite side of the first case (66a) in the axial direction, and a second gear accommodating chamber (69d) formed on the first case (66a) side in the axial direction. Each drive shaft (55) of the plurality of motors (52) is provided with a drive gear (55a) protruding into the second gear accommodating chamber (69d). The reduction gear mechanism (51) comprises: a single input gear (57a) disposed between the plurality of drive gears (55a) in the second gear receiving chamber (69d) and meshing with the plurality of drive gears (55a); and An input shaft (57c) is held by the second case (66b) so that one side in the axial direction projects toward the second gear accommodation chamber (69d) and supports the input gear (57a) on one side in the axial direction. The input shaft (57c) serving as the central axis of the input gear (57a) and the plurality of drive shafts (55) are arranged such that their respective axes are aligned on the straight line (T1) when viewed from the axial direction. The first box (66a) and the second box (66b) are positioned relative to each other via a plurality of positioning pins (71) disposed at positions further outside than the plurality of drive shafts (55). The respective axes (C5) of the plurality of positioning pins (71) are arranged on the straight line (T1) when viewed from the axial direction.

3. The clutch control device according to claim 2, wherein: The plurality of positioning pins (71) are respectively held in one of the first box (66a) and the second box (66b), and the other of the first box (66a) and the second box (66b) is formed with a plurality of fitting holes (73) for inserting the corresponding positioning pins (71). The insertion depth (D1) of each positioning pin (71) into the corresponding fitting hole (73) is deeper than the axial meshing depth (D2) between each driving gear (55a) and the input gear (57a).

4. The clutch control device according to claim 2 or 3, wherein: When viewed from the axial direction, each gear of the reduction gear mechanism (51) is arranged within a width (H1) of a housing portion (66) forming the motor housing chamber (66d) in the first case (66a) in a direction orthogonal to the straight line (T1).

5. The clutch control device according to claim 2 or 3, wherein: The clutch control device further includes a fixing member (67) fixed to a housing portion (66) forming the motor housing chamber (66d) in the first case (66a). The fixing member (67) includes a fastening portion (67a) fastened to the device side component (17a) in a direction perpendicular to the axial direction. The fastening portion (67a) is formed with an oblong bolt insertion hole (67b) that is long in the axial direction.

6. The clutch control device according to any one of claims 1 to 3, wherein: The clutch control device further comprises a device cover (17a) mounted on the clutch box (15) and covering the clutch device (26) from one side in the width direction of the device (1). When the device (1) is viewed from above, the joint surface (S1) between the device cover (17a) and the clutch box (15) is inclined relative to a plane (S2) perpendicular to the width direction. In the top view, the clutch actuator (50) is configured so as to be accommodated between a first imaginary line (K1) and a second imaginary line (K2), wherein the first imaginary line (K1) is along the joining surface (S1), and the second imaginary line (K2) is parallel to the first imaginary line (K1) and passes through the outer end (17b1) of the equipment cover (17a) in the width direction.

Images