Fastening connection structure of clutch actuator

Abstract

A fastening structure for a clutch actuator is provided with a clutch device (40), a clutch cover (30) that covers the clutch device (40), and a clutch actuator (60) that outputs a driving force for operating the clutch device (40). A clutch actuator (60) is provided with: an electric motor (61); a separation shaft (53) which extends in the first axial direction and rotates by receiving input from the motor (61); a gear (63) that decelerates the rotational power output from the motor (61) and transmits the rotational power to the release shaft (53); and a case (71) that accommodates the motor (61) and the gear (63) and rotatably supports the separation shaft (53). The clutch cover (30) and the case (71) have: a support shaft part (90) which is provided coaxially with the release shaft (53) and supports each other; and fastening sections (96, 97) which are fastened to each other in a direction orthogonal to the first axial direction.

Description

TECHNICAL FIELD

[0001] The present application relates to a fastening joint structure of a clutch actuator. BACKGROUND

[0002] In the past, a clutch control device has been known, which is provided with a clutch actuator that outputs a driving force for operating a clutch device, and automatically performs a disconnecting operation of the clutch device by electric control (for example, refer to Patent Literature 1). In Patent Literature 1, a structure is disclosed in which a clutch actuator motor, which is a driving force source of a switching operation of a disconnecting of a clutch, is installed to a face of a sprocket cover on an outer side in a vehicle width direction in a state of being housed in a first motor case.

[0003] PRIOR ART DOCUMENTS

[0004] PATENT LITERATURE

[0005] Patent Literature 1: Japanese Patent No. 6578833 SUMMARY OF THE INVENTION

[0006] SUMMARY OF THE INVENTION

[0007] PROBLEMS TO BE SOLVED BY THE INVENTION

[0008] However, in the clutch actuator, from the viewpoint of suppressing vibration thereof, improvement of a mounting structure to be mounted to a power unit is desired. Also, improvement of assemblability of the clutch actuator without an increase in the number of components is desired. However, in the above-described Patent Literature 1, there is no specific disclosure regarding the mounting structure of the clutch actuator.

[0009] The present application provides a fastening joint structure of a clutch actuator, which enables firm fastening joint of the clutch actuator by good assemblability. Also, the object is to enable compact arrangement of the clutch actuator by improvement of assemblability, thereby improving operability. Also, further improvement of safety of traffic is contributed to development of a sustainable transport system.

[0010] MEANS FOR SOLVING THE PROBLEMS

[0011] The fastening link structure of the clutch actuator of the first aspect of the present application has: a clutch device (40) that cuts / links power transmission between a prime mover (21) and an output target (25) of an apparatus (1); a clutch cover (30) that covers the clutch device (40); and a clutch actuator (60) that outputs a driving force for operating the clutch device (40), the clutch actuator (60) having: at least one motor (61) provided as a driving source; a separation shaft (53) that extends in a first axial direction, rotates by receiving input from the at least one motor (61); a gear (63) that decelerates rotational power output from the at least one motor (61) and transmits the rotational power to the separation shaft (53); and a case (71) that houses the at least one motor (61) and the gear (63) and supports the separation shaft (53) so as to be rotatable, wherein the clutch cover (30) and the case (71) have: support shaft portions (90) that are provided coaxially with the separation shaft (53) and support each other; and fastening link portions (96, 97) that are fastened and linked to each other in a direction orthogonal to the first axial direction.

[0012] According to the first aspect, by the support shaft portions, relative displacement of the clutch cover and the case in a direction crossing the first axial direction can be restricted, so the clutch actuator and the clutch cover can be fastened and linked securely. Also, when the case and the clutch cover are fastened and linked by the fastening link portions, the clutch cover and the case can be positioned in advance in the direction crossing the first axial direction by the support shaft portions, so the case can be easily arranged at a desired position relative to the clutch cover at the fastening link portions. Therefore, the assembly of the clutch actuator can be improved. According to the above, secure fastening and linking of the clutch actuator can be achieved by good assembly.

[0013] The fastening link structure of the clutch actuator of the second aspect of the present application, on the basis of the fastening link structure of the clutch actuator of the first aspect described above, can also be such that the fastening link portions (96, 97) are arranged between both ends of a rotational shaft (61a) of the at least one motor (61) in a second axial direction of the rotational shaft (61a).

[0014] According to the second aspect, the clutch actuator and the clutch cover can be fastened and linked in the vicinity of the motor, which is a heavy object, so generation of vibration of the clutch actuator can be effectively suppressed.

[0015] The fastening and linking structure of the clutch actuator of the third aspect of the present application can also be, on the basis of the fastening and linking structure of the clutch actuator of any one of the first aspect or the second aspect, that the at least one motor (61) has a first motor and a second motor, and the fastening and linking portions (96, 97) are provided between the first motor and the second motor.

[0016] According to the third aspect, the clutch actuator and the clutch cover can be fastened and linked near the motor that is a heavy object and is likely to be a cause of vibration of the clutch actuator, and thus generation of vibration of the clutch actuator can be effectively suppressed.

[0017] The fastening and linking structure of the clutch actuator of the fourth aspect of the present application can also be, on the basis of the fastening and linking structure of the clutch actuator of any one of the first aspect to the third aspect, that the support shaft portion (90) has an in low structure that supports the clutch cover (30) and the case (71) so as to be rotatable relative to each other.

[0018] According to the fourth aspect, the clutch actuator is rotated around the support shaft portion, and thus the case can be easily disposed at a desired position relative to the clutch cover. Therefore, the assembly of the clutch actuator can be improved. Furthermore, after the clutch actuator is pressed against the clutch cover by rotating the clutch actuator around the support shaft portion, the case and the clutch cover can be fastened and linked by the fastening and linking portion, and thus the clutch actuator and the clutch cover can be firmly fastened and linked.

[0019] The fastening and linking structure of the clutch actuator of the fifth aspect of the present application can also be, on the basis of the fastening and linking structure of the clutch actuator of any one of the first aspect to the fourth aspect, that the fastening and linking portions (96, 97) are disposed in the first axial direction relative to the support shaft portion (90) with a deviation.

[0020] According to the fifth aspect, the support shaft portion allows relative displacement of the clutch cover and the case in the first axial direction, and the fastening and linking portion fastens and links the clutch cover and the case to each other in a direction orthogonal to the first axial direction, and thus the clutch cover and the clutch actuator can be fastened and linked to each other in a state in which a gap in the first axial direction between the case and the clutch cover is eliminated. Therefore, tolerances of the case and the clutch cover can be absorbed.

[0021] Effects of Invention

[0022] According to the fastening and linking structure of the clutch actuator described above, firm fastening and linking of the clutch actuator can be achieved with good assembly. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1is a right side view of a motorized two-wheeled vehicle of an embodiment.

[0024] Figure 2 is a cross-sectional view showing a part of a power unit of an embodiment.

[0025] Figure 3 is a perspective view showing a clutch cover of an embodiment.

[0026] Figure 4 is a right side view of a clutch cover of an embodiment.

[0027] Figure 5 is a cross-sectional view showing a clutch control device of an embodiment.

[0028] Figure 6 is a transverse cross-sectional view of a decoupling shaft of an embodiment.

[0029] Figure 7 is a transverse cross-sectional view of a decoupling shaft of an embodiment, showing a state in which the upper decoupling shaft and the lower decoupling shaft are driven based on the clutch actuator. Figure 6

[0030] is a transverse cross-sectional view of a decoupling shaft of an embodiment, showing a state in which the intermediate decoupling shaft and the lower decoupling shaft are driven based on the manual operation. Figure 8 Figure 6 is a transverse cross-sectional view of a decoupling shaft of an embodiment, showing a state in which the manual operation intervenes in the driving of the lower decoupling shaft based on the clutch actuator.

[0031] Figure 9 Figure 6 is a right side view of a clutch cover and a clutch actuator of an embodiment.

[0032] Figure 10 is a view of a clutch cover and a clutch actuator of an embodiment, viewed from the axial direction.

[0033] Figure 11 is a block diagram of a transmission system of an embodiment.

[0034] Figure 12 is an explanatory diagram showing a transition of a clutch control mode of a motorized two-wheeled vehicle of an embodiment.

[0035] Figure 13 is an explanatory diagram showing a transition of a clutch control mode of a motorized two-wheeled vehicle of an embodiment. DETAILED DESCRIPTION

[0036] ​​An embodiment of the present application will be described below based on the drawings. Note that in the following description, the same reference signs are assigned to structures having the same or similar functions. Also, sometimes repeated description of these structures is omitted. In addition, the front-rear-up-down-left-right directions in the following description are the same as the directions in the vehicle described below. That is, the up-down direction coincides with the vertical direction, and the left-right direction coincides with the vehicle width direction. In addition, in the drawings used in the following description, the arrow UP indicates the upward direction, the arrow FR indicates the frontward direction, and the arrow LH indicates the leftward direction.

[0037] <Overall vehicle>

[0038] Figure 1 is a right side view of a motorcycle according to an embodiment.

[0039] As shown in Figure 1 , the motorcycle 1 of the present embodiment is an example of a straddle-type vehicle. The motorcycle 1 is provided with a front wheel 2, a rear wheel 3, a vehicle frame 10, a power unit 20, and a clutch control device 50.

[0040] The vehicle frame 10 is provided with a head pipe 11, a main frame 12, a pivot frame 13, and the like, which are integrated by welding or the like. The head pipe 11 is provided at a front end of the vehicle frame 10. The head pipe 11 supports a steering shaft of a front wheel suspension device 4. The front wheel 2 is supported on the front wheel suspension device 4. The main frame 12 extends downward rearward from the head pipe 11. The pivot frame 13 extends downward from a rear end portion of the main frame 12. A front end portion of a swing arm 5 is swingably supported to a lower portion of the pivot frame 13. The rear wheel 3 is supported at a rear end portion of the swing arm 5. Note that the vehicle frame 10 is not limited to the above-described structure.

[0041] A fuel tank 18 is disposed above the main frame 12. A seat 19 is disposed rearward of the fuel tank 18. A knee hold portion 18a recessed inward in the vehicle width direction is formed at a rear portion of the fuel tank 18. The knee hold portion 18a is formed at both side portions of the fuel tank 18. The knee hold portion 18a is formed so as to be inward of the knee portions of the left and right of a driver seated on the seat 19. A footboard 18b is disposed below the seat 19. The driver places the feet on the footboard 18b.

[0042] The power unit 20 is supported to the vehicle frame 10 without relative displacement. The power unit 20 integrally includes an engine 21, a transmission 25, and a clutch device 40. The engine 21 is provided at a front portion of the power unit 20. The transmission 25 is provided at a rear portion of the power unit 20.

[0043] The engine 21 has a crankshaft extending in the vehicle width direction, a crankcase 22 housing the crankshaft, and a cylinder 23 rising upward from the front of the crankcase 22. The crankcase 22 is disposed below the main frame 12 in a side view. The cylinder 23 is integrated with the crankcase 22. A piston is fitted in the cylinder 23. The reciprocating motion of the piston is converted into the rotational motion of the crankshaft via a connecting rod. The crankcase 22 is made of metal.

[0044] Figure 2 is a cross-sectional view showing a part of the power unit of the embodiment.

[0045] As shown in Figure 2 , the transmission 25 is housed in the rear of the crankcase 22. The rear of the crankcase 22 serves as a transmission case 22a housing the transmission 25. The transmission 25 is a stepped transmission having a main shaft 26 and a countershaft 27 rotatably supported in the transmission case 22a, a transmission gear set 28 straddling the main shaft 26 and the countershaft 27, and a shift mechanism 29 switching gear pairs used for power transmission between the main shaft 26 and the countershaft 27 in the transmission gear set 28. The main shaft 26 and the countershaft 27 extend in the vehicle width direction, respectively. The countershaft 27 constitutes an output shaft of the power unit 20. The countershaft 27 protrudes to the left of the transmission case 22a and is coupled to the drive sprocket. The rotation of the countershaft 27 is transmitted to the rear wheel 3 via a chain drive type power transmission mechanism from the left side of the transmission case 22a.

[0046] The main shaft 26 and the countershaft 27 are arranged in the front-rear direction behind the crankshaft. The clutch device 40 is coupled to the right end of the main shaft 26. The rotational power of the crankshaft is transmitted to the main shaft 26 via the clutch device 40 and from the main shaft 26 to the countershaft 27 via any gear pair of the transmission gear set 28.

[0047] The shift mechanism 29 is housed in the transmission case 22a. The shift mechanism 29 has a hollow cylindrical shift drum 29b parallel to the main shaft 26 and the countershaft 27. The shift mechanism 29 operates a plurality of shift forks 29c by rotation of the shift drum 29b. The shift forks 29c operate in accordance with the pattern of guide grooves formed in the outer periphery of the shift drum 29b. The shift mechanism 29 switches the gear pairs used for power transmission between the main shaft 26 and the countershaft 27 in the transmission gear set 28 by operation of the shift forks 29c.

[0048] The clutch cover 30 is coupled to the transmission case 22a. The clutch cover 30 is disposed to the right of the transmission case 22a and is coupled to the crankcase 22. The clutch cover 30 is disposed on the extension line of the main shaft 26. The clutch cover 30 divides a clutch chamber between itself and the crankcase 22.

[0049] Figure 3 is a perspective view showing the clutch cover of the embodiment. Figure 4is a right side view of the clutch cover of the embodiment.

[0050] As shown in Figure 3 and Figure 4 , the clutch cover 30 has a bulging portion 31 bulging to the outside in the vehicle width direction. The bulging portion 31 is a circular range coaxial with the main shaft 26 in a vehicle side view. A cover recessed portion 32 is formed in the upper portion of the bulging portion 31. The cover recessed portion 32 changes the outer side surface of the bulging portion 31 to the inside in the vehicle width direction with respect to the lower portion of the bulging portion 31. The cover recessed portion 32 forms a step portion 33 that changes the outer side surface of the bulging portion 31 in a stepped manner. The step portion 33 forms a plane along the vehicle width direction. The cover recessed portion 32 accommodates a clutch actuator 60 attached to the clutch cover 30.

[0051] The cover recessed portion 32 has a first recessed portion 34 and a second recessed portion 35. The cover recessed portion 32 is formed in such a manner that the second recessed portion 35 is shallower than the first recessed portion 34 in the vehicle width direction. The first recessed portion 34 forms a first planar portion 34a. An axial insertion portion 36 through which the release shaft 53 passes is formed in the first planar portion 34a. The second recessed portion 35 forms a second planar portion 35a.

[0052] As shown in Figure 2 , the clutch device 40 is a multi-plate friction clutch that cuts / connects the power transmission between the crankshaft of the engine 21 and the main shaft 26 of the transmission 25. The clutch device 40 is arranged in a clutch chamber between the clutch cover 30 and the crankcase 22. The clutch device 40 is in a position overlapping the bulging portion 31 of the clutch cover 30 in a vehicle side view.

[0053] The clutch device 40 is a wet multi-plate clutch that stacks a plurality of clutch plates 43 in the axial direction. The clutch device 40 has a clutch outer race 41, a clutch central portion 42, and a plurality of clutch plates 43.

[0054] The clutch outer race 41 is always driven by the rotational power transmitted from the crankshaft. The clutch central portion 42 is arranged inside the clutch outer race 41 and is supported to the main shaft 26 in an integral rotation manner. The plurality of clutch plates 43 are stacked between the clutch outer race 41 and the clutch central portion 42. The plurality of clutch plates 43 frictionally engage the clutch outer race 41 and the clutch central portion 42.

[0055] A pressure plate 44 having substantially the same diameter as the clutch plates 43 is arranged to the right (to the outside in the vehicle width direction) of the stacked clutch plates 43. The pressure plate 44 is urged to the left by the elastic load of a clutch spring 45, and the pressure plate 44 presses and joins (frictionally engages) the stacked clutch plates 43 to each other. Thus, the clutch device 40 becomes an engaged state in which power transmission is possible. The clutch device 40 is a normally closed clutch that becomes an engaged state in the absence of an input from the outside.

[0056] The release of the press contact (frictional engagement) of the clutch plates 43 to each other is performed by the operation of a separation mechanism 51 on the inner side of the clutch cover 30. The operation of the separation mechanism 51 is performed by at least one of the operation of the clutch lever (clutch operating member) by the occupant and the application of torque based on the clutch actuator 60.

[0057] The clutch control device 50 is provided with the separation mechanism 51 and a clutch actuator 60 that outputs a driving force for operating the clutch device 40. The separation mechanism 51 is provided with a lift-off shaft 52 and a separation shaft 53.

[0058] The lift-off shaft 52 has a central axis along the vehicle width direction. The lift-off shaft 52 is held in the right side portion of the main shaft 26 in a manner capable of reciprocating in the vehicle width direction. The separation shaft 53 has a central axis C along a direction orthogonal to the vehicle width direction. The separation shaft 53 is held in the clutch cover 30 in a manner capable of rotating. The separation shaft 53 is inclined axially rearward in a manner in which the upper end portion is located rearward of the lower end portion in the axial direction of the main shaft 26 (vehicle side view). In the following description, the axial direction of the separation shaft 53 will be simply referred to as the axial direction unless otherwise specified. Also, with respect to the circumferential direction around the axis along the axial direction, the clockwise direction as viewed from above along the axial direction will be simply referred to as the clockwise direction, and the direction opposite to the clockwise direction will be referred to as the counterclockwise direction.

[0059] The upper portion of the separation shaft 53 protrudes to the outside of the clutch cover 30. A driven clutch lever 58 is installed to the upper portion of the separation shaft 53 in a manner capable of rotating integrally. The driven clutch lever 58 is linked to the clutch lever via an operating cable.

[0060] The lower portion of the separation shaft 53 is located inside the clutch cover 30. The lower portion of the separation shaft 53 is provided with an eccentric cam portion 54. The eccentric cam portion 54 is engaged with the right end portion of the lift-off shaft 52. The separation shaft 53 is rotated around the central axis C, whereby the lift-off shaft 52 is moved to the right by the action of the eccentric cam portion 54. The lift-off shaft 52 is capable of reciprocating integrally with the pressure plate 44 of the clutch device 40. Therefore, when the lift-off shaft 52 is moved to the right, the pressure plate 44 is moved to the right against the force of the clutch spring 45. Thus, the frictional engagement of the stacked clutch plates 43 to each other is released. Thus, the normally closed clutch device 40 becomes a cut-off state in which power transmission is not possible.

[0061] Figure 5 is a cross-sectional view of the clutch control device of the embodiment. Note that, Figure 5 shows a cross-sectional surface including the rotation axis of each rotation body that the clutch actuator 60 has.

[0062] As Figure 5As shown, the release shaft 53 is divided into multiple components so that it can rotate in response to input from the clutch actuator 60 and input based on the occupant's operation. The release shaft 53 includes an upper release shaft 55 that constitutes the upper portion of the release shaft 53, a lower release shaft 56 that constitutes the lower portion of the release shaft 53, and an intermediate release shaft 57. The intermediate release shaft 57 is arranged so as to straddle the lower end of the upper release shaft 55 and the upper end of the lower release shaft 56.

[0063] The upper release shaft 55 is cylindrical. The upper end of the upper release shaft 55 protrudes outward from the unit case 70 of the clutch actuator 60. The driven clutch lever 58 is supported on the upper end of the upper release shaft 55 so as to be integrally rotatable. The upper release shaft 55 rotates in response to the driver's operating force via the clutch lever, etc. A return spring is attached to the driven clutch lever 58. The return spring applies a force to the driven clutch lever 58 in the direction opposite to the rotation (rotation in the clutch disengagement direction) caused by the operation of the clutch lever.

[0064] The lower separation shaft 56 is cylindrical. The lower portion of the lower separation shaft 56 is located inside the clutch cover 30. The lower portion of the lower separation shaft 56 is rotatably supported on the clutch cover 30. An eccentric cam portion 54 is formed at the lower portion of the lower separation shaft 56 (see FIG. Figure 2 A lower return spring is attached to the lower end of the lower release shaft 56. The lower return spring applies a force to the lower release shaft 56 in a direction opposite to the clutch disengagement direction. The upper portion of the lower release shaft 56 protrudes from the first flat surface 34a of the clutch cover 30 through the shaft insertion portion 36 of the clutch cover 30 and toward the outside of the clutch cover 30. The upper portion of the lower release shaft 56 faces the interior of the gear case 71 of the clutch actuator 60.

[0065] Figure 6 It is a transverse cross-sectional view of the separation shaft of the embodiment, showing the upper separation shaft, the lower separation shaft, and the cam of the intermediate separation shaft.

[0066] like Figure 5 and Figure 6 As shown, a manual side engaged portion 55a extending in the axial direction is provided at the lower end portion of the upper separation shaft 55. A locking portion 56a extending in the axial direction is provided at the upper end portion of the lower separation shaft 56. The cross sections of the manual side engaged portion 55a and the locking portion 56a are respectively formed in a fan shape. The manual side engaged portion 55a and the locking portion 56a overlap each other in the axial direction and face each other in the circumferential direction. Thus, the lower separation shaft 56 can be rotated in the clockwise direction by pressing the first engaged surface 55a1 of the manual side engaged portion 55a facing in the clockwise direction against the first locking surface 56a1 of the locking portion 56a facing in the counterclockwise direction (refer to Figure 7 ).

[0067] The second engagement surface 56a2 of the engagement portion 56a facing the clockwise direction and the second engaged surface 55a2 of the manual side engaged portion 55a facing the counterclockwise direction are circumferentially separated from each other. The lower separation shaft 56 is able to rotate independently from the upper separation shaft 55 in the clockwise direction in the case where the lower separation shaft 56 is not inputted via the upper separation shaft 55.

[0068] The intermediate separation shaft 57 is, for example, in a cylindrical shape. The intermediate separation shaft 57 is able to pass through the engaged portions of the lower end portion of the upper separation shaft 55 and the upper end portion of the lower separation shaft 56. The intermediate separation shaft 57 is provided with a control side engaged portion 57a extending in the axial direction. The control side engaged portion 57a is formed in a fan shape in cross section.

[0069] The control side engaged portion 57a of the intermediate separation shaft 57 and the engagement portion 56a of the lower separation shaft 56 axially overlap each other and circumferentially face each other. Thus, the lower separation shaft 56 is able to be rotated in the clockwise direction by the first engaged surface 57a1 of the control side engaged portion 57a pressing the first engagement surface 56a1 of the engagement portion 56a (refer to Figure 8 ).

[0070] The control side engaged portion 57a avoids the manual side engaged portion 55a of the upper separation shaft 55 in the axial direction. Thus, the intermediate separation shaft 57 is able to independently drive the lower separation shaft 56 to rotate from the upper separation shaft 55. In addition, the upper separation shaft 55 is able to independently drive the lower separation shaft 56 to rotate from the intermediate separation shaft 57 (refer to Figure 9 ).

[0071] The second engaged surface 57a2 of the control side engaged portion 57a facing the counterclockwise direction and the second engagement surface 56a2 of the engagement portion 56a are circumferentially separated from each other. Thus, the lower separation shaft 56 is able to be rotated in the clockwise direction from the intermediate separation shaft 57 in the case where the lower separation shaft 56 is not inputted via the intermediate separation shaft 57.

[0072] As shown in Figure 5 , the clutch actuator 60 controls the working torque applied to the separation shaft 53 to disengage / engage the clutch device 40. The clutch actuator 60 is installed to the upper portion of the clutch cover 30. The clutch actuator 60 is provided with a motor 61 (electric motor) as a drive source, a reduction mechanism 62 that transmits the driving force of the motor 61 to the separation shaft 53, and a unit case 70 that houses the motor 61 and the reduction mechanism 62.

[0073] The motor 61 is, for example, a DC motor. The motor 61 is disposed in such a manner that the rotational axis of the rotor is along the axial direction of the separation shaft 53. The motor 61 is disposed in such a manner that its rotational shaft 61a protrudes upward and downward. In the embodiment, a single clutch actuator 60 is provided with a pair of motors 61. The pair of motors 61 is arranged in the front-rear direction. The control of the pair of motors 61 is described later.

[0074] The reduction mechanism 62 reduces the rotational power output from the motor 61 and transmits it to the separation shaft 53. The reduction mechanism 62 is provided with a gear train 63. Each gear of the gear train 63 has a rotational axis along the axial direction. The gear train 63 is provided with a drive gear 61b, a first reduction gear 64b, a first small-diameter gear 64c, a second reduction gear 65b, a second small-diameter gear 65c, a third reduction gear 66b, a third small-diameter gear 66c, and an idler gear 67.

[0075] The drive gear 61b is integrally provided to the rotational shaft 61a of each motor 61. The first reduction gear 64b is disposed between the two drive gears 61b. The first reduction gear 64b is engaged with each drive gear 61b. The first reduction gear 64b reduces the rotation of each drive gear 61b. The first small-diameter gear 64c is coaxially provided to the first reduction gear 64b. The second reduction gear 65b is engaged with the first small-diameter gear 64c. The second reduction gear 65b reduces the rotation of the first small-diameter gear 64c. The second small-diameter gear 65c is coaxially provided to the second reduction gear 65b. The third reduction gear 66b is engaged with the second small-diameter gear 65c. The third reduction gear 66b reduces the rotation of the second small-diameter gear 65c. The third small-diameter gear 66c is coaxially provided to the third reduction gear 66b. The idler gear 67 is engaged with the second small-diameter gear 65c. The idler gear 67 reduces the rotation of the second small-diameter gear 65c.

[0076] The first reduction gear 64b and the first small-diameter gear 64c are respectively provided so as to be integrally rotatable with a first support shaft 64a. The first reduction gear 64b, the first small-diameter gear 64c, and the first support shaft 64a constitute a first reduction shaft 64. The first reduction shaft 64 has a central axis along the axial direction.

[0077] The second reduction gear 65b and the second small-diameter gear 65c are respectively provided so as to be integrally rotatable with a second support shaft 65a. The second reduction gear 65b, the second small-diameter gear 65c, and the second support shaft 65a constitute a second reduction shaft 65. The second reduction shaft 65 has a central axis along the axial direction.

[0078] The third reduction gear 66b and the third small-diameter gear 66c overlap each other in the axial direction. The third reduction gear 66b and the third small-diameter gear 66c are formed integrally with each other. The third reduction gear 66b and the third small-diameter gear 66c are provided so as to be able to rotate integrally with the third support shaft 66a, respectively. The third reduction gear 66b, the third small-diameter gear 66c, and the third support shaft 66a constitute a third reduction shaft 66. The third reduction shaft 66 has a central axis in the axial direction. A rotation angle sensor 68 that detects the rotation angle of the third reduction shaft 66 is provided to the third reduction shaft 66.

[0079] The third reduction shaft 66 is positioned in front of the second reduction shaft 65. The second reduction shaft 65 is positioned in front of the first reduction shaft 64. The separation shaft 53 is positioned in front of the third reduction shaft 66. The central axis C of the separation shaft 53 and the central axes of the reduction shafts 64, 65, 66 are aligned on the same straight line in the front-rear direction when viewed in the axial direction.

[0080] The first support shaft 64a, the second support shaft 65a, and the third support shaft 66a are rotatably supported to the unit case 70, respectively. The third reduction gear 66b is a sector gear having the third support shaft 66a as a center. The third reduction gear 66b is provided so as to expand toward the front of the third support shaft 66a.

[0081] The driven gear 67 is provided so as to be able to rotate integrally with the intermediate separation shaft 57 of the separation shaft 53. The driven gear 67 is a sector gear having the separation shaft 53 as a center. The driven gear 67 is provided so as to expand toward the front of the separation shaft 53. The third reduction gear 66b and the driven gear 67 are provided as sector gears, whereby the reduction mechanism 62 and the clutch actuator 60 can be downsized. That is, even in a case where a large-diameter reduction gear is provided in order to obtain a reduction ratio, by cutting out a range other than the meshing range of the reduction gear to be a sector, it is possible to particularly suppress the protrusion of the reduction mechanism 62 to the outside in the vehicle width direction, and to achieve the weight reduction of the reduction mechanism 62.

[0082] The reduction mechanism 62 connects the motor 61 and the separation shaft 53 so as to be able to always be linked. Thus, a system that directly causes the clutch device 40 to be disengaged / engaged by the clutch actuator 60 is constituted.

[0083] Figure 10 is a right side view of the clutch cover and the clutch actuator of the embodiment.

[0084] As shown in Figure 5 and Figure 10 , the unit case 70 is provided with a gear case 71 and a motor case 75.

[0085] The gear case 71 rotatably supports the first support shaft 64a, the second support shaft 65a, and the third support shaft 66a. The gear case 71 houses the gear train 63. The gear case 71 is formed in two stages in the axial direction. Hereinafter, the upper portion of the gear case 71 is referred to as an upper stage portion 71U, and the lower portion of the gear case 71 is referred to as a lower stage portion 71L. The upper stage portion 71U is offset rearward with respect to the lower stage portion 71L along a plane orthogonal to the axial direction. A motor case 75 extending along the axial direction is connected to the lower side of the lower stage portion 71L.

[0086] The upper stage portion 71U has a rectangular shape long in the front-rear direction when viewed in the axial direction. The upper stage portion 71U forms an upper stage gear housing chamber 72U. The upper stage gear housing chamber 72U houses the first small-diameter gear 64c, the second reduction gear 65b, the second small-diameter gear 65c, the third reduction gear 66b, the third small-diameter gear 66c, and the driven gear 67 in the gear train 63. The upper stage portion 71U of the gear case 71 is divided into upper and lower portions with a partition surface orthogonal to the axial direction. Hereinafter, the lower portion of the upper stage portion 71U is referred to as an upper stage portion main body 71Ua, and the upper portion of the upper stage portion 71U is referred to as a case upper cover 71Ub. The upper stage portion main body 71Ua is open upward. The case upper cover 71Ub occludes the upper portion opening of the upper stage portion main body 71Ua from above.

[0087] The lower stage portion 71L has a circular shape long in the front-rear direction when viewed in the axial direction. The lower stage portion 71L forms a lower stage gear housing chamber 72L. The upper stage gear housing chamber 72U and the lower stage gear housing chamber 72L are separated by a partition wall. The lower stage gear housing chamber 72L houses the drive gear 61b of the rotational shaft 61a of each motor 61 and the first reduction gear 64b in the gear train 63. The lower stage portion 71L of the gear case 71 is divided into upper and lower portions with a partition surface orthogonal to the axial direction. Hereinafter, the upper portion of the lower stage portion 71L is referred to as a lower stage portion main body 71La, and the lower portion of the lower stage portion 71L is referred to as a case lower cover 71Lb. The lower stage portion main body 71La is open downward. The case lower cover 71Lb occludes the lower portion of the lower stage portion main body 71La from below.

[0088] The motor case 75 forms a motor housing chamber 76 that houses the two motors 61. The motor housing chamber 76 houses the two motors 61 in a side-by-side arrangement in a cylindrical shape. The motor case 75 has a bottomed cylindrical shape in a cross-sectional oblong shape. In the upper portion of the motor case 75, the case lower cover 71Lb is integrally formed in a manner that the cross-sectional shape is enlarged. The motor case 75 and the case lower cover 71Lb are integrally formed with each other to constitute a lower case 77L.

[0089] The upper section body 71Ua and the lower section body 71La are formed integrally with each other to constitute the upper case 77U. The case upper cover 71Ub is attached to the upper case 77U from above, so that an upper section gear housing chamber 72U is formed between the upper case 77U and the case upper cover 71Ub. The case lower cover 71Lb of the lower case 77L is attached to the upper case 77U from below, so that a lower section gear housing chamber 72L is formed between the upper case 77U and the case lower cover 71Lb. The lower case 77L and the upper case 77U are positioned to each other via a pair of front and rear positioning pins 79. The lower portions of the respective positioning pins 79 are inserted into the holding holes of the lower case 77L. The upper portions of the respective positioning pins 79 are inserted into the fitting holes of the upper case 77U.

[0090] Figure 11 Fig. 2 is a view of the clutch cover and the clutch actuator of the embodiment as viewed from the axial direction.

[0091] As shown in Figs. 2 and 3, Figure 3 , Figure 10 and Figure 11 , the gear case 71 enters the first recess 34 of the cover recess 32 of the clutch cover 30. The lower surface of the upper section 71U of the gear case 71 follows the first flat surface portion 34a of the first recess 34 of the clutch cover 30. The motor case 75 enters the second recess 35 of the cover recess 32 of the clutch cover 30.

[0092] As shown in Figs. 2 and 3, Figure 5 , the gear case 71 is formed with a first opening portion 73a and a second opening portion 73b through which the separation shaft 53 passes. The first opening portion 73a opposes the shaft insertion portion 36 of the clutch cover 30. The first opening portion 73a penetrates the upper section body 71Ua in the axial direction. The gear case 71 houses the lower separation shaft 56 protruding from the clutch cover 30 through the first opening portion 73a. The second opening portion 73b penetrates the case upper cover 71Ub in the axial direction coaxially with the first opening portion 73a. The inner peripheral surface of the second opening portion 73b supports the upper separation shaft 55 of the separation shaft 53 so as to be rotatable in a state where the separation shaft 53 protrudes to the outside of the gear case 71 through the second opening portion 73b. The gear case 71 holds the intermediate separation shaft 57 so as to be rotatable between the first opening portion 73a and the second opening portion 73b.

[0093] The fastening and linking structure of the clutch cover 30 and the clutch actuator 60 will be described.

[0094] The clutch cover 30 and the gear box 71 have a support shaft portion 90 that is coaxially arranged with the release shaft 53 and supports the clutch cover 30 and the gear box 71. The support shaft portion 90 has a nested structure that enables the clutch cover 30 and the gear box 71 to rotate relative to each other. The support shaft portion 90 allows relative displacement of the clutch cover 30 and the gear box 71 in the axial direction. The support shaft portion 90 limits relative displacement of the clutch cover 30 and the gear box 71 in a direction intersecting the axial direction. The support shaft portion 90 includes a cylindrical protrusion 91 provided on the gear box 71 and a recessed portion 92 provided on the clutch cover 30 and accommodating the protrusion 91.

[0095] The protrusion 91 protrudes axially toward the clutch cover 30. The protrusion 91 is formed to surround the first opening 73a. The protrusion 91 is radially spaced from the opening edge of the first opening 73a. In other words, the gear case 71 includes an inner flange 74 that protrudes radially inward from the base end of the protrusion 91 and extends around its entire circumference, forming the opening edge of the first opening 73a.

[0096] The recess 92 opens onto the first flat surface portion 34a of the clutch cover 30. The recess 92 extends in an annular shape coaxial with the release shaft 53 when viewed from the axial direction, surrounding the shaft insertion portion 36. The recess 92 includes an outer side surface 92a facing the outer peripheral surface of the protrusion 91, and an inner side surface 92b facing the inner peripheral surface of the protrusion 91. The support shaft portion 90 slidably holds the protrusion 91 between its outer side surface 92a and inner side surface 92b, thereby supporting the clutch cover 30 and the gear case 71 so that they can rotate relative to each other. The support shaft portion 90 includes an annular sealing member 93 interposed between the outer peripheral surface of the protrusion 91 and the outer side surface 92a of the recess 92.

[0097] The clutch cover 30 and the gear box 71 are axially positioned by abutting the annular portion of the first flat surface 34a between the recess 92 and the shaft insertion portion 36 against the inner flange 74 of the gear box 71. However, the clutch cover 30 and the gear box 71 may be axially positioned at other locations.

[0098] like Figure 3 and Figure 11 As shown, a plurality of first fastening portions 94 for fastening the upper portion 71U of the gear case 71 are formed on the first flat surface portion 34a. Bolts B1 extending axially along the release shaft 53 are threadedly engaged with the first fastening portions 94. The gear case 71 is provided with the same number of case-side fastening portions 95, through which the bolts B1 pass for fastening, corresponding to the plurality of first fastening portions 94. Bolt holes for the bolts B1 pass axially through the case-side fastening portions 95. The first fastening portions 94 and the case-side fastening portions 95 fasten the clutch cover 30 and the gear case 71 to each other in the axial direction.

[0099] As Figure 3 and Figure 10 shown, a plurality of (two in this embodiment) second fastening link portions 96 for fastening and linking the motor case 75 are formed in the lower portion of the second recess 35. The bolts B2 are screwed along a direction orthogonal to the axial direction with the second fastening link portions 96. In the motor case 75, corresponding to the plurality of second fastening link portions 96, cover side fastening link portions 97 through which the bolts B2 are fastened and linked are formed in the same number as the second fastening link portions 96. On each of the cover side fastening link portions 97, a bolt hole 97a through which the bolt B2 passes is bored along a direction orthogonal to the axial direction. The second fastening link portions 96 and the cover side fastening link portions 97 fasten and link the clutch cover 30 and the motor case 75 to each other along a direction orthogonal to the axial direction. The bolt hole 97a is formed in a shape that can absorb the tolerance in the axial direction when the clutch cover 30 and the motor case 75 are fastened and linked. The cover side fastening link portions 97 are disposed between the pair of motors 61. The cover side fastening link portions 97 are disposed between both ends of the rotational shaft 61a of each of the pair of motors 61 in the axial direction.

[0100] The clutch actuator 60 is mounted to the clutch cover 30 by the following procedure. First, the protrusion 91 of the clutch actuator 60 is inserted into the recess 92 of the clutch cover 30. Next, the clutch actuator 60 is rotated with the support shaft portion 90 having the protrusion 91 and the recess 92 as the center, and the cover side fastening link portion 97 of the clutch actuator 60 is pressed against the second fastening link portion 96 of the clutch cover 30. In this state, after the second fastening link portion 96 and the cover side fastening link portion 97 are fastened and linked by the bolts B2, the first fastening link portion 94 and the case side fastening link portion 95 are fastened and linked by the bolts B1. When the clutch actuator 60 is mounted to the clutch cover 30, the straight linear separation shaft 53 that links the upper separation shaft 55, the intermediate separation shaft 57, and the lower separation shaft 56 to each other is formed.

[0101] <Transmission system>

[0102] Here, in the motorcycle 1, the driver only performs a shift operation of the transmission 25 (foot operation of a shift pedal), and a disconnection operation of the clutch device 40 is automatically performed by electric control in accordance with the operation of the shift pedal. That is, the motorcycle 1 adopts a so-called semi-automatic transmission system 100 (automatic clutch type transmission system).

[0103] Figure 12 is a block diagram of the transmission system of the embodiment.

[0104] As Figure 12As shown, the transmission system 100 of the motorcycle 1 mainly includes, in addition to the clutch actuator 60, a control unit 101, an acceleration sensor 102, a gear position sensor 103, a shift load sensor 104, a throttle opening sensor 105, a vehicle speed sensor 106, an engine speed sensor 107, an ignition device 108, and a fuel injection device 109.

[0105] The control unit 101 controls the operation of the ignition device 108 and the fuel injection device 109, and also controls the operation of the clutch actuator 60. The control of the control unit 101 is performed based on detection information from the acceleration sensor 102, the gear position sensor 103, and the shift load sensor 104 (e.g., a torque sensor), as well as various vehicle state detection information from the throttle position sensor 105, the vehicle speed sensor 106, the engine speed sensor 107, and the like.

[0106] The acceleration sensor 102 detects the behavior of the vehicle body. The gear position sensor 103 detects the gear shift position based on the rotation angle of the shift drum 29b. The shift load sensor 104 detects the load of the shift main shaft 29a (see Figure 2 ) input operating torque. The throttle opening sensor 105 detects the throttle opening. The vehicle speed sensor 106 detects the vehicle speed. The engine speed sensor 107 detects the engine speed.

[0107] The control unit 101 includes a clutch control unit 101C and an engine control unit 101E, which are independent of each other. The clutch control unit 101C mainly controls the driving of the clutch actuator 60. The engine control unit 101E mainly controls the driving of the engine 21. The clutch control unit 101C and the engine control unit 101E are configured as separate ECUs (Electronic Control Units), for example. The clutch control unit 101C and the engine control unit 101E may be configured to perform independent control or may be configured in an integrated ECU. Whether the clutch control unit 101C and the engine control unit 101E are configured as separate or integrated units, they perform control in coordination with each other.

[0108] The clutch control unit 101C calculates the current value supplied to the motor 61 to engage and disengage the clutch device 40 based on a pre-set calculation program. The current supplied to the motor 61 is determined based on the torque output by the motor 61. The target torque of the motor 61 is proportional to the working torque applied to the release shaft 53 (the driven clutch lever torque described later). The current value supplied to the motor 61 is detected by a current sensor included in the clutch control unit 101C. The operation of the clutch actuator 60 is controlled based on changes in the detection value of the current sensor.

[0109] <Clutch Control Mode>

[0110] Figure 13 It is an explanatory diagram showing transition of the clutch control mode of the motorcycle according to the embodiment.

[0111] like Figure 13 As shown, the transmission system 100 of this 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 three modes by the clutch control mode switching switch 49 (see Figure 12 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.

[0112] Automatic mode M1 is a mode in which the clutch capacity appropriate for the driving state is calculated based on automatic start / shift control to control the clutch device 40. Manual mode M2 ​​is a mode in which the clutch capacity is calculated based on a clutch operation instruction from the passenger to control the clutch device 40. Manual intervention mode M3 is a mode in which the clutch device 40 is controlled by calculating the clutch capacity based on a clutch operation instruction received from the passenger in automatic mode M1. This is a temporary manual operation mode. It should be noted that, in manual intervention mode M3, if, for example, the passenger stops operating the clutch operating element (fully released) for a predetermined period of time, the vehicle may return to automatic mode M1.

[0113] For example, when the transmission system 100 is started, it is controlled in automatic mode M1 from a clutch-engaged state (connected state). Furthermore, when the engine 21 is stopped (the system is shut down), the transmission system 100 is configured to return to a clutch-engaged state in automatic mode M1. In a normally closed clutch device 40, when the clutch is engaged, power is not supplied to the motor 61 of the clutch actuator 60. On the other hand, when the clutch device 40 is in a clutch-disengaged state (disconnected state), power is maintained to the motor 61.

[0114] Automatic mode M1 is based on automatic clutch control. Automatic mode M1 enables the motorcycle 1 to travel without lever operation. In automatic mode M1, clutch capacity is controlled based on factors such as throttle opening, engine speed, vehicle speed, and shift sensor output. This allows the motorcycle 1 to start without engine stalling simply by operating the throttle. Furthermore, the motorcycle 1 can be shifted solely by shifting. Furthermore, in automatic mode M1, the driver's grip on the clutch lever switches to manual engagement mode M3.

[0115] In the manual mode M2, the clutch capacity is controlled by the lever operation by the rider. That is, in the manual mode M2, the clutch device 40 is disengaged / engaged by the lever operation by the rider. The automatic mode Ml and the manual mode M2 are capable of being switched to each other. The switching is performed, for example, at the time of parking of the motorcycle 1 and the time of neutral of the transmission 25, by operating the clutch control mode switching switch 49 (refer to Figure 12 ). Note that the transmission system 100 can also be provided with an indicator showing the manual state at the time of transition to the manual system M2A (the manual mode M2 or the manual intervention mode M3).

[0116] The manual mode M2 is based on the clutch control by hand. The manual mode M2 is capable of controlling the clutch capacity in accordance with the operation angle of the clutch lever (i.e., the operation angle of the slave clutch lever 58). Thereby, the disengagement / engagement of the clutch device 40 can be controlled as the rider's intention. Hereinafter, the operation angle of the slave clutch lever 58 is referred to as the slave clutch lever operation angle.

[0117] In the automatic mode Ml, the disengagement / engagement of the clutch device 40 is automatically performed by the clutch actuator 60. In the automatic mode Ml, by performing the manual clutch operation to the clutch lever, the manual operation is temporarily intervened in the automatic control of the clutch device 40 (the manual intervention mode M3).

[0118] <Manual clutch operation>

[0119] As shown in Figure 2 , the clutch lever is linked with the slave clutch lever 58 installed to the release shaft 53 of the clutch device 40 via the operation cable. The slave clutch lever 58 is installed to the upper end portion of the release shaft 53 in an integrally rotatable manner.

[0120] Further, for example, the handlebar switch installed to the handlebar of the steering handle is provided with the clutch control mode switching switch 49. Thereby, at the time of usual driving, the rider can easily switch the clutch control mode.

[0121] <2Motor control>

[0122] In the embodiment, the structure in which the pair of motors 61 in the clutch actuator 60 cooperatively drive the decoupling shaft 53 (disengage / engage the clutch device 40) can be formed. In this case, the load (load) that the two motors 61 respectively share becomes half, and it is possible to downsize each motor 61. Thereby, compared with the structure in which the clutch actuator 60 has a single motor 61, the degree of freedom of the layout of the motor 61 increases. Therefore, even in the case where the clutch actuator 60 is arranged at the outer side portion of the power unit 20, it is easy to suppress the protrusion of the clutch actuator 60 to the outside in the vehicle width direction. Therefore, it is possible to achieve substantial downsizing of the clutch actuator 60.

[0123] In the embodiment, in the clutch actuator 60, at the time of normal (non-failure), one of the plurality of (two) motors 61 can be used as a driving source of the decoupling shaft 53, and the remaining one can be used for other purposes. For example, the remaining one motor 61 can be on standby for failure protection, or can be used as a current sensor.

[0124] As described above, the clutch cover 30 and the gear case 71 of the embodiment have a support shaft portion 90 which is provided coaxially with the decoupling shaft 53 and mutually supports, and a second fastening link portion 96 and a cover-side fastening link portion 97 which are fastened and linked to each other in a direction orthogonal to the axial direction. According to this structure, by the support shaft portion 90, it is possible to restrict the relative displacement of the clutch cover 30 and the gear case 71 in the direction crossing the axial direction, and thus it is possible to suppress the increase in the number of components while firmly fastening and linking the clutch actuator 60 and the clutch cover 30. Also, when fastening and linking the gear case 71 and the clutch cover 30 by the second fastening link portion 96 and the cover-side fastening link portion 97, it is possible to position the clutch cover 30 and the gear case 71 in advance in the direction crossing the axial direction by the support shaft portion 90, and thus it is possible to easily arrange the gear case 71 at a desired position with respect to the clutch cover 30 at the second fastening link portion 96 and the cover-side fastening link portion 97. Therefore, it is possible to improve the assembly of the clutch actuator 60. According to the above, it is possible to achieve the firm fastening and linking of the clutch actuator 60 by good assembly.

[0125] The second fastening link portion 96 and the cover-side fastening link portion 97 are arranged between both ends of the rotation shaft 61a of the motor 61. According to this structure, it is possible to fasten and link the clutch actuator 60 and the clutch cover 30 in the vicinity of the motor 61 which is a heavy object, and thus it is possible to effectively suppress the generation of vibration of the clutch actuator 60.

[0126] The second fastening link 96 and the cover-side fastening link 97 are disposed between the pair of motors 61. According to this structure, the clutch actuator 60 and the clutch cover 30 can be fastened and linked in the vicinity of the motors 61, which are heavy and tend to cause vibration of the clutch actuator 60, and thus the generation of vibration of the clutch actuator 60 can be effectively suppressed.

[0127] The support shaft portion 90 has a nested structure that supports the clutch cover 30 and the gear case 71 so as to be rotatable relative to each other. According to this structure, the clutch actuator 60 is rotated with the support shaft portion 90 as the center, and thus the gear case 71 can be easily disposed at a desired position relative to the clutch cover 30. Therefore, the assembly of the clutch actuator 60 can be improved. Moreover, after the clutch actuator 60 is pressed against the clutch cover 30 with the support shaft portion 90 as the center, the gear case 71 and the clutch cover 30 can be fastened and linked by the second fastening link 96 and the cover-side fastening link 97, and thus the clutch actuator 60 and the clutch cover 30 can be firmly fastened and linked.

[0128] The second fastening link 96 and the cover-side fastening link 97 are disposed in the axial direction with respect to the support shaft portion 90. According to this structure, the support shaft portion 90 allows the relative displacement of the clutch cover 30 and the gear case 71 in the axial direction, and the second fastening link 96 and the cover-side fastening link 97 fasten and link the clutch cover 30 and the gear case 71 to each other in a direction orthogonal to the axial direction, and thus the clutch cover 30 and the clutch actuator 60 can be fastened and linked to each other in a state in which the clearance in the axial direction between the gear case 71 and the clutch cover 30 is eliminated. Therefore, the tolerances of the gear case 71 and the clutch cover 30 can be absorbed.

[0129] Note that, with respect to a manual clutch type power unit in which the disconnection operation of the clutch device 40 is performed by the operation of the driver rather than by electric control, the power unit 20 of the embodiment can be configured by replacing the clutch cover 30 and the separation shaft 53 and then installing the clutch actuator 60. Therefore, the clutch actuator 60 can be installed even with respect to power units of different models. Thus, the clutch actuator 60 is shared among multiple models, and the semi-automatic transmission system 100 (automatic clutch type transmission system) can be easily configured.

[0130] The separation mechanism 51 of the embodiment is an eccentric cam mechanism, but the separation mechanism 51 can also be a mechanism that has a rack and pinion, a feed screw, or the like. The mechanism that links the clutch lever and the driven clutch lever 58 is not limited to an operating cable, and can also be a mechanism that has a lever, a link, or the like.

[0131] The clutch actuator 60 of the embodiment has a pair of motors 61, but the clutch actuator 60 can have only one motor.

[0132] In the embodiment, the support shaft portion 90 has a cylindrical protrusion 91 provided to the gear case 71 and a recess 92 provided to the clutch cover 30, but is not limited to this structure. The support shaft portion can have a cylindrical protrusion provided to the clutch cover and a recess provided to the gear case and receiving the protrusion of the clutch cover.

[0133] Furthermore, the components in the above-described embodiments can be appropriately replaced with known components without departing from the gist of the present application.

[0134] Industrial Applicability

[0135] According to the fastening and linking structure of the clutch actuator described above, firm fastening and linking of the clutch actuator can be achieved with good assemblability.

[0136] Symbol Explanation:

[0137] 1 Motorized two-wheeled vehicle (device)

[0138] 21 Engine (prime mover)

[0139] 25 Transmission (output target)

[0140] 30 Clutch cover

[0141] 40 Clutch device

[0142] 53 Separation shaft

[0143] 60 Clutch actuator

[0144] 61 Motor (electric motor)

[0145] 61a Rotation shaft

[0146] 63 Gear train (gear)

[0147] 71 Gear case (box)

[0148] 90 Support shaft portion

[0149] 96 Second fastening and linking portion (fastening and linking portion)

[0150] 97 Cover-side fastening and linking portion (fastening and linking portion)

Claims

1. A fastening coupling structure of a clutch actuator, wherein the fastening coupling structure of the clutch actuator is provided with: a clutch device (40) that cuts off / connects power transmission between a prime mover (21) and an output object (25) of an apparatus (1); a clutch cover (30) that covers the clutch device (40); and a clutch actuator (60) that outputs a driving force for operating the clutch device (40), the clutch actuator (60) has: at least one electric motor (61) that is provided as a driving source; a separation shaft (53) that extends in a first axial direction, rotates by receiving input from the at least one electric motor (61); a gear (63) that decelerates rotational power output from the at least one electric motor (61) and transmits the rotational power to the separation shaft (53); and a case (71) that houses the at least one electric motor (61) and the gear (63) and supports the separation shaft (53) so as to be rotatable, the clutch cover (30) and the case (71) have: a support shaft portion (90) that is provided coaxially with the separation shaft (53) and supports each other; and a fastening coupling portion (96, 97) that is fastened and coupled to each other in a direction orthogonal to the first axial direction.

2. The fastening coupling structure of the clutch actuator according to claim 1, wherein the fastening coupling portion (96, 97) is disposed between both ends of a rotational shaft (61a) of the at least one electric motor (61) in a second axial direction of the rotational shaft (61a).

3. The fastening coupling structure of the clutch actuator according to claim 1 or 2, wherein the at least one electric motor (61) has a first electric motor and a second electric motor, the fastening coupling portion (96, 97) is disposed between the first electric motor and the second electric motor.

4. The fastening coupling structure of the clutch actuator according to any one of claims 1 to 3, wherein the support shaft portion (90) has a nested structure that supports the clutch cover (30) and the case (71) so as to be rotatable with respect to each other.

5. The fastening coupling structure of the clutch actuator according to any one of claims 1 to 4, wherein the fastening coupling portion (96, 97) is disposed in the first axial direction with respect to the support shaft portion (90) in a staggered manner.

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