Clutch control device

Abstract

A clutch control device (50) is provided with a release shaft (53) that transmits an input from a clutch actuator (60) and / or a clutch operator to a clutch device (40). The release shaft (53) has: a first release shaft (55) that rotates by receiving an operation force from a driver; a second release shaft (57) that rotates by receiving input from the clutch actuator (60); and a third release shaft (56) having an engagement part (56a) that overlaps the first release shaft (55) and the second release shaft (57) in the axial direction and faces the first release shaft (55) and the second release shaft (57) in the circumferential direction, the engagement part (56a) rotating by receiving the rotation of the first release shaft (55) and the rotation of the second release shaft (57), respectively, thereby operating the clutch device (40). The clutch control device (50) is further provided with a bearing (90) that holds the engagement section (56a).

Description

Technical Field

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

[0002] Conventionally, a clutch control device is known that includes a clutch actuator that outputs a driving force for operating the clutch mechanism and automatically performs the clutch engagement / disengagement operation via electrical control. Furthermore, such a clutch control device also includes a structure where the driver can manually engage / disengage the clutch mechanism using a clutch lever (for example, see Patent Document 1). Patent Document 1 discloses a clutch operating device comprising: an operating mechanism having independently operable first arm members and second arm members, which, based on the operation of the first arm members and second arm members, cause the clutch mechanism to engage / disengage; a clutch lever connected to the first arm members via a first cable and used for manually operating the first arm members via the first cable; and a clutch drive motor connected to the second arm members via a second cable and used for operating the second arm members via the second cable.

[0003] Prior art literature

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2005-106246 Summary of the Invention

[0006] Summary of the invention

[0007] The problem that the invention aims to solve

[0008] However, in clutch control devices that can automatically and manually engage and disengage the clutch, it is desirable to smoothly integrate automatic and manual operations.

[0009] This invention provides a clutch control device capable of smoothly cooperating with both automatic and manual disengagement operations of the clutch mechanism. Furthermore, the purpose of this application is to improve the operability of the clutch disengagement operation, and consequently, to further improve traffic safety and contribute to the development of sustainable transportation systems.

[0010] Solution for solving the problem

[0011] The clutch control device of the first embodiment of the present invention comprises: a clutch actuator (60) that outputs a driving force for operating a clutch device (40); a clutch operating member for clutch operation by an occupant; and a release shaft (53) that transmits an input from at least one of the clutch actuator (60) and the clutch operating member to the clutch device (40), the release shaft (53) having: a first release shaft (55) that rotates upon receiving an operating force from the driver; a second release shaft (57) that rotates upon receiving an input from the clutch actuator (60); and a third release shaft (56) having an engagement portion (56a) that overlaps axially with the first release shaft (55) and the second release shaft (57) and faces circumferentially, the engagement portion (56a) rotating by receiving rotation from the first release shaft (55) and the second release shaft (57) respectively, thereby operating the clutch device (40), the clutch control device further comprising a bearing (90) for retaining the engagement portion (56a).

[0012] According to the first embodiment, the engaging portion of the third release shaft is held by a bearing, thereby arranging the bearing in a manner that surrounds the engaging portions of the first release shaft and the second and third release shafts. Therefore, the radial displacement of each release shaft is limited by the bearing, suppressing the tilting of the first and second release shafts relative to the third release shaft. This allows for efficient and good transmission of rotation from the first release shaft to the third release shaft. Furthermore, it allows for efficient and good transmission of rotation from the second release shaft to the third release shaft. Therefore, it enables smooth mutual engagement of the clutch mechanism, where the third release shaft is rotated via the first release shaft, and the clutch mechanism, where the third release shaft is rotated via the second release shaft.

[0013] The clutch control device of the second embodiment of the present invention is based on the clutch control device of the first embodiment described above. In this embodiment, the first release shaft (55) has a first engaged portion (55a) facing the engaged portion (56a) in the circumferential direction, and the bearing (90) holds the engaged portion (56a) and the first engaged portion (55a).

[0014] According to the second scheme, the tilting of the first release shaft relative to the third release shaft can be effectively suppressed. Therefore, the rotation of the first release shaft can be efficiently transmitted to the third release shaft, and the disengagement operation of the clutch device can be performed smoothly by hand.

[0015] The clutch control device of the third embodiment of the present invention, based on the clutch control device of the first or second embodiment described above, may also have the following features: the second release shaft (57) having: a gear (67) that transmits driving force from the clutch actuator (60); a second engaged portion (57a) that faces the engaged portion (56a) in the circumferential direction; a peripheral wall (81) having a first through hole (83) through which the third release shaft (56) passes; and a bearing retaining portion (82) having a second through hole (84) connected to the first through hole (83) and having a diameter larger than that of the first through hole (83), and retaining the bearing (90) inside.

[0016] According to the third embodiment, the radial displacement between the second and third release shafts is restricted, thus preventing the second and third release shafts from deviating from their desired relative positions during operation. This suppresses interference between manual and automatic disengagement operations of the clutch device, allowing for smoother interaction between these operations. Furthermore, by maintaining a bearing between the first release shaft and the second release shaft through which it passes, a clutch control device achieving the aforementioned effects can be obtained without requiring a bearing retention structure in the clutch control device housing or similar components.

[0017] Invention Effects

[0018] According to the aforementioned clutch control device, the automatic and manual disengagement operations of the clutch device can be smoothly coordinated. Attached Figure Description

[0019] Figure 1 This is a right-side view of the motorized two-wheeled vehicle according to the implementation method.

[0020] Figure 2 This is a cross-sectional view showing a portion of the power unit in the embodiment.

[0021] Figure 3 This is a cross-sectional view showing the clutch control device of the first embodiment.

[0022] Figure 4 This is a cross-sectional view of the separation shaft in the first embodiment.

[0023] Figure 5 yes Figure 4 The cross-sectional view of the release shaft shown is a diagram illustrating the drive of the upper and lower release shafts based on the clutch actuator.

[0024] Figure 6 yes Figure 4The cross-sectional view of the separation shaft shown is a diagram illustrating the drive of the intermediate separation shaft and the lower separation shaft based on manual operation.

[0025] Figure 7 yes Figure 4 The cross-sectional view of the release shaft shown is a diagram illustrating the state of manual operation intervening in the lower part of the release shaft drive based on the clutch actuator.

[0026] Figure 8 This is a perspective view showing the intermediate separation axis of the first embodiment.

[0027] Figure 9 This is a right-side view showing the clutch cover and clutch actuator of the first embodiment.

[0028] Figure 10 This is a block diagram of the transmission system according to the first embodiment.

[0029] Figure 11 This is an explanatory diagram showing the change in clutch control mode of the motorized two-wheeled vehicle according to the first embodiment.

[0030] Figure 12 This is a cross-sectional view showing the clutch control device according to the second embodiment. Detailed Implementation

[0031] The embodiments of the present invention will now be described based on the accompanying drawings. It should be noted that in the following description, structures with the same or similar functions are labeled with the same reference numerals. Furthermore, repeated descriptions of these structures are sometimes omitted. Additionally, the directions of front, back, up, down, left, and right in the following description are the same as the directions in the vehicle described below. That is, the up-down direction is consistent with the vertical direction, and the left-right direction is consistent with the vehicle width direction. Furthermore, in the figures used in the following description, arrow UP indicates upward, arrow FR indicates forward, and arrow LH indicates left.

[0032] <Vehicle as a whole>

[0033] Figure 1 This is a right-side view of the motorized two-wheeled vehicle according to the implementation method.

[0034] like Figure 1 As shown, the motorized two-wheeled vehicle 1 of this embodiment is an example of a straddle-type vehicle. The motorized two-wheeled vehicle 1 includes a front wheel 2, a rear wheel 3, a frame 10, a power unit 20, and a clutch control device 50.

[0035] The frame 10 includes a head tube 11, a main frame 12, and a pivot frame 13, which are joined together by welding or other means. The head tube 11 is located at the front end of the frame 10. The head tube 11 supports the steering rod of the front wheel suspension 4. The front wheel 2 is supported on the front wheel suspension 4. The main frame 12 extends rearward and downward from the head tube 11. The pivot frame 13 extends downward from the rear end of the main frame 12. The front end of the swing arm 5 is pivotally supported on the lower part of the pivot frame 13. The rear wheel 3 is supported at the rear end of the swing arm 5. It should be noted that the frame 10 is not limited to the above structure.

[0036] A fuel tank 18 is disposed above the main frame 12. A seat 19 is disposed behind the fuel tank 18. A knee support portion 18a is formed at the rear of the fuel tank 18, recessed inward in the vehicle width direction. The knee support portion 18a is formed on the left and right sides of the fuel tank 18. The knee support portion 18a is formed in such a way that it is located on the inner side of the left and right knees of the driver sitting on the seat 19. A footrest 18b is disposed below the seat 19. The driver rests his feet on the footrest 18b.

[0037] The power unit 20 is supported on the frame 10 without relative displacement. The power unit 20 integrally includes an engine 21, a transmission 25, and a clutch assembly 40. The engine 21 is located at the front of the power unit 20. The transmission 25 is located at the rear of the power unit 20.

[0038] The engine 21 includes a crankshaft extending along the width of the vehicle, a crankcase 22 housing the crankshaft, and cylinders 23 extending forward and upward from the crankcase 22. The crankcase 22, viewed from the side, is positioned below the main frame 12. The cylinders 23 and crankcase 22 are integrated as one unit. A piston is fitted and mounted within 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.

[0039] Figure 2 This is a cross-sectional view showing a portion of the power unit in the embodiment.

[0040] like Figure 2As shown, the transmission 25 is housed in the rear of the crankcase 22. The rear of the crankcase 22 also serves as the transmission housing 22a housing the transmission 25. The transmission 25 is a stepped transmission, comprising: a main shaft 26 and a countershaft 27 rotatably supported in the transmission housing 22a; a gear set 28 spanning the main shaft 26 and the countershaft 27; and a switching mechanism 29 for switching the gear pairs used for power transmission between the main shaft 26 and the countershaft 27 in the gear set 28. The main shaft 26 and the countershaft 27 extend in the vehicle width direction. The countershaft 27 forms the output shaft of the power unit 20. The countershaft 27 protrudes to the left of the transmission housing 22a and engages with a drive sprocket. Rotation of the countershaft 27 is transmitted from the left side of the transmission housing 22a to the rear wheel 3 via a chain-driven power transmission mechanism.

[0041] The main shaft 26 and the countershaft 27 are arranged in a front-to-back configuration behind the crankshaft. The clutch assembly 40 is engaged with the right end of the main shaft 26. The rotational power of the crankshaft is transmitted to the main shaft 26 via the clutch assembly 40, and from the main shaft 26 to the countershaft 27 via any gear pair of the transmission gear set 28.

[0042] The shift mechanism 29 is housed in the transmission housing 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, through the rotation of the shift drum 29b, actuates multiple shift forks 29c. The shift forks 29c operate according to a pattern of guide grooves formed on the outer periphery of the shift drum 29b. The shift mechanism 29, through the operation of the shift forks 29c, switches the gear pairs used for power transmission between the main shaft 26 and the countershaft 27 in the transmission gear set 28.

[0043] The clutch cover 30 is engaged with the transmission case 22a. The clutch cover 30 is located to the right of the transmission case 22a and is engaged with the crankcase 22. The clutch cover 30 is positioned on the extension line of the main shaft 26. The clutch cover 30 divides a clutch chamber between itself and the crankcase 22. A shaft insertion portion 36 for the release shaft 53 to pass through is formed in the clutch cover 30 (see reference). Figure 3 ).

[0044] The clutch assembly 40 is a multi-plate friction clutch that cuts off / connects the power transmission between the crankshaft of the engine 21 and the main shaft 26 of the transmission 25. The clutch assembly 40 is located in the clutch chamber between the clutch cover 30 and the crankcase 22.

[0045] The clutch assembly 40 is a wet multi-plate clutch in which multiple clutch plates 43 are stacked axially. The clutch assembly 40 includes an outer clutch race 41, a central clutch portion 42, and multiple clutch plates 43.

[0046] The outer clutch race 41 is always driven by rotational power transmitted from the crankshaft. The clutch center portion 42 is disposed within the outer clutch race 41 and supported on the main shaft 26 in a manner that allows it to rotate integrally. A plurality of clutch plates 43 are stacked between the outer clutch race 41 and the clutch center portion 42. The plurality of clutch plates 43 cause the outer clutch race 41 and the clutch center portion 42 to engage frictionally.

[0047] A pressure plate 44, approximately the same diameter as the clutch plates 43, is positioned to the right (outer side in the vehicle width direction) of the stacked clutch plates 43. The pressure plate 44 is subjected to an elastic load from the clutch spring 45 and is forced to the left, causing the stacked clutch plates 43 to press against each other (friction engagement). Thus, the clutch device 40 is in an engaged state capable of power transmission. The clutch device 40 is a normally closed clutch that is engaged when there is no external input.

[0048] The disengagement of the clutch discs 43 from each other (friction engagement) is achieved by the operation of the disengagement mechanism 51 inside the clutch housing 30. The operation of the disengagement mechanism 51 is achieved by at least one of the occupant's operation of the clutch lever (clutch operating element) and the application of torque based on the clutch actuator 60.

[0049] (First Implementation)

[0050] The clutch control device 50 of the first embodiment includes a disengagement mechanism 51 and a clutch actuator 60 that outputs a driving force for operating the clutch device 40. The disengagement mechanism 51 includes a release shaft 52 and a release shaft 53.

[0051] The release shaft 52 has a central axis along the vehicle width direction. The release shaft 52 is held within the right side of the main shaft 26 in a manner that allows reciprocating motion along the vehicle width direction. The release shaft 53 has a central axis C in a direction orthogonal to the vehicle width direction. The release shaft 53 is held in the clutch housing 30 in a rotatable manner. In an axial view (side view of the vehicle) of the main shaft 26, the release shaft 53 is tilted axially backward such that its upper end is positioned further rearward than its lower end. In the following description, unless otherwise specified, the axial direction of the release shaft 53 will be simply referred to as the axial direction. Furthermore, regarding the circumferential direction of rotation around the axis along the axial direction, the clockwise direction 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.

[0052] The upper part of the release shaft 53 protrudes outward from the clutch housing 30. The driven clutch lever 58 is mounted on the upper part of the release shaft 53 in a manner that allows it to rotate integrally. The driven clutch lever 58 is connected to the clutch lever via an operating cable.

[0053] The lower part of the release shaft 53 is located inside the clutch housing 30. The lower part of the release shaft 53 has an eccentric cam portion 54. The eccentric cam portion 54 engages with the right end of the release shaft 52. The release shaft 53 rotates around the central axis C, thereby causing the release shaft 52 to move to the right through the action of the eccentric cam portion 54. The release shaft 52 can reciprocate integrally with the pressure plate 44 of the clutch device 40. Therefore, when the release shaft 52 moves to the right, the pressure plate 44 moves to the right against the force of the clutch spring 45. This disengages the frictional engagement of the stacked clutch plates 43. Thus, the normally closed clutch device 40 is in a disengaged state, unable to transmit power.

[0054] Figure 3 This is a cross-sectional view showing the clutch control device according to the first embodiment. It should be noted that... Figure 3 A cross-section including the axis of rotation is shown for each rotating body of the clutch actuator 60.

[0055] like Figure 3 As shown, the release shaft 53 is divided into multiple elements so that it can rotate to receive inputs from the clutch actuator 60 and inputs based on occupant operation. The release shaft 53 includes an upper release shaft 55 (first release shaft) constituting the upper part of the release shaft 53, a lower release shaft 56 (third release shaft) constituting the lower part of the release shaft 53, and an intermediate release shaft 57 (second release shaft). The intermediate release shaft 57 is arranged across the lower end of the upper release shaft 55 and the upper end of the lower release shaft 56.

[0056] The upper off-shaft 55 is cylindrical. The upper end of the upper off-shaft 55 protrudes outward from the unit housing 70 of the clutch actuator 60. The driven clutch lever 58 is supported on the upper end of the upper off-shaft 55 in a manner that allows it to rotate integrally. The upper off-shaft 55 rotates via the clutch lever, etc., in response to the driver's operating force. A return spring is installed on the driven clutch lever 58. The return spring applies a force to the driven clutch lever 58 in the opposite direction to the rotation based on the clutch lever operation (rotation in the clutch disengagement direction).

[0057] The lower part of the off-shaft 56 is cylindrical. The lower part of the lower part of the off-shaft 56 is located inside the clutch housing 30. The lower part of the lower part of the off-shaft 56 is rotatably supported on the clutch housing 30. An eccentric cam portion 54 (see reference) is formed in the lower part of the off-shaft 56. Figure 2 A lower return spring is installed at the lower end of the lower separation shaft 56. The lower return spring applies a force to the lower separation shaft 56 in the opposite direction to the rotation in the clutch disengagement direction. The upper part of the lower separation shaft 56 protrudes outward from the clutch cover 30 through the shaft insertion portion 36. The upper part of the lower separation shaft 56 faces into the gearbox 71 of the clutch actuator 60.

[0058] Figure 4 This is a cross-sectional view of the separation shaft of the first embodiment, showing the upper separation shaft, the lower separation shaft, and the cam of the middle separation shaft.

[0059] like Figure 3 and Figure 4 As shown, a manual-side engaging portion 55a extending axially is provided at the lower end of the upper off-axis portion 55. An engaging portion 56a extending axially is provided at the upper end of the lower off-axis portion 56. The cross-sections of the manual-side engaging portion 55a and the engaging portion 56a are respectively formed in a fan shape. The manual-side engaging portion 55a and the engaging portion 56a overlap each other axially and face each other circumferentially. Therefore, by pressing the first engaging surface 55a1 of the manual-side engaging portion 55a (facing clockwise) against the first engaging surface 56a1 of the engaging portion 56a (facing counterclockwise), the lower off-axis portion 56 can be rotated clockwise (see reference). Figure 5 ).

[0060] The second engaging surface 55a2 of the manual side engaging portion 55a, which faces counterclockwise, and the second engaging surface 56a2 of the engaging portion 56a, which faces clockwise, are separated from each other in the circumferential direction. When there is input to the lower part of the off-axis 56 without passing through the upper part of the off-axis 55, the lower part of the off-axis 56 can rotate independently of the upper part of the off-axis 55 in the clockwise direction.

[0061] Figure 8 This is a perspective view showing the intermediate separation axis of the first embodiment.

[0062] like Figure 3 and Figure 8 As shown, the intermediate separation shaft 57 is cylindrical. The intermediate separation shaft 57 can pass through the engagement portion between the lower end of the upper separation shaft 55 and the upper end of the lower separation shaft 56. The intermediate separation shaft 57 includes a peripheral wall 81 with a first through hole 83 for the lower separation shaft 56 to pass through, a bearing retaining portion 82 with a second through hole 84 connected to the first through hole 83, and a control-side engagement portion 57a ​​that faces the engagement portion 56a of the lower separation shaft 56 in the circumferential direction.

[0063] The surrounding wall 81 is formed in a cylindrical shape. The lower part off-axis 56 protrudes upward through the inner side of the surrounding wall 81. The lower half of the engaging part 56a of the lower part off-axis 56 is located in the first through hole 83.

[0064] The bearing retaining portion 82 is cylindrical. The bearing retaining portion 82 is connected to the upper end of the surrounding wall 81. The second through hole 84 is directly connected to the first through hole 83, and the second through hole 84 has a larger diameter than the first through hole 83. In other words, the inner diameter of the bearing retaining portion 82 is larger than the inner diameter of the surrounding wall 81. The inner circumferential surface of the bearing retaining portion 82 is connected to the inner circumferential surface of the surrounding wall 81 via an upward-facing annular stepped surface. The portion of the lower part of the shaft 56 protruding upward from the first through hole 83 is located in the second through hole 84. The lower end of the upper part of the shaft 55 is located in the second through hole 84. That is, the upper half of the engaging portion 56a of the lower part of the shaft 56 and the manually engaged portion 55a of the upper part of the shaft 55 are located in the second through hole 84. A driven gear 67, described later, is integrally formed in the bearing retaining portion 82.

[0065] like Figure 3 As shown, a bearing 90 is held inside the bearing retaining portion 82. The bearing 90 is a rolling bearing 90 (ball bearing). The bearing 90 holds the lower part of the shaft 56 engaging portion 56a and the upper part of the shaft 55 manually engaging portion 55a so that it can rotate relative to the intermediate separating shaft 57. When the bearing 90 is seated on the stepped surface, it is prevented from falling out from the inside of the bearing retaining portion 82 by a C-ring 85 fitted on the inner circumferential surface of the bearing retaining portion 82.

[0066] like Figure 3 and Figure 8 As shown, the control-side engaging portion 57a ​​protrudes radially inward from the surrounding wall 81. The control-side engaging portion 57a ​​extends axially and has a fan-shaped cross-section. The control-side engaging portion 57a ​​is located below the manual-side engaging portion 55a of the upper part of the shaft 55. The control-side engaging portion 57a ​​overlaps axially with the engaging portion 56a of the lower part of the shaft 56 and faces each other circumferentially.

[0067] like Figure 3 and Figure 4 As shown, the control-side engaging portion 57a ​​of the intermediate separating shaft 57 and the engaging portion 56a of the lower separating shaft 56 overlap each other axially and face each other circumferentially. Therefore, by pressing the first engaging surface 56a1 of the engaging portion 56a with the first engaging surface 57a1 of the control-side engaging portion 57a ​​facing clockwise, the lower separating shaft 56 can be rotated clockwise (see reference). Figure 6 ).

[0068] The control-side engaging portion 57a ​​axially avoids the manual-side engaging portion 55a of the upper part separating shaft 55. Therefore, the intermediate separating shaft 57 can independently drive the lower part separating shaft 56 to rotate from the upper part separating shaft 55. Furthermore, the upper part separating shaft 55 can independently drive the lower part separating shaft 56 to rotate from the intermediate separating shaft 57 (see reference). Figure 7 ).

[0069] The second engaging surface 57a2 of the control-side engaging portion 57a, which faces counterclockwise, and the second engaging surface 56a2 of the engaging portion 56a are separated from each other in the circumferential direction. As a result, when there is input to the lower part of the decoupling shaft 56 without passing through the intermediate decoupling shaft 57, the lower part of the decoupling shaft 56 can rotate independently in the clockwise direction from the intermediate decoupling shaft 57.

[0070] like Figure 3 As shown, the clutch actuator 60 controls the operating torque applied to the release shaft 53 to disengage / engage the clutch device 40. The clutch actuator 60 is mounted on the upper part of the clutch cover 30. The clutch actuator 60 includes a motor 61 as a drive source, a reduction gear 62 that transmits the driving force of the motor 61 to the release shaft 53, and a unit housing 70 that houses the motor 61 and the reduction gear 62.

[0071] Motor 61 is, for example, a DC motor. Motor 61 is configured such that the axis of rotation of its rotor is along the axial direction of the release shaft 53. Motor 61 is configured such that its axis of rotation 61a protrudes upwards and downwards. In an embodiment, a single clutch actuator 60 includes a pair of motors 61. The pair of motors 61 are arranged in a front-rear direction. Control of the pair of motors 61 will be described later.

[0072] 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 includes a gear train 63. Each gear in the gear train 63 has a rotation axis along the axial direction. The gear train 63 includes a drive gear 61b, a first reduction gear 64b, a first minor diameter gear 64c, a second reduction gear 65b, a second minor diameter gear 65c, a third reduction gear 66b, a third minor diameter gear 66c, and a driven gear 67.

[0073] Drive gears 61b are integrally mounted on the rotating shafts 61a of each motor 61. A first reduction gear 64b is disposed between two drive gears 61b. The first reduction gear 64b meshes with each drive gear 61b. The first reduction gear 64b reduces the rotational speed of each drive gear 61b. A first minor diameter gear 64c is coaxially mounted with the first reduction gear 64b. A second reduction gear 65b meshes with the first minor diameter gear 64c. The second reduction gear 65b reduces the rotational speed of the first minor diameter gear 64c. The second minor diameter gear 65c is coaxially mounted with the second reduction gear 65b. A third reduction gear 66b meshes with the second minor diameter gear 65c. The third reduction gear 66b reduces the rotational speed of the second minor diameter gear 65c. The third minor diameter gear 66c is coaxially mounted with the third reduction gear 66b. A driven gear 67 meshes with the second minor diameter gear 65c. The driven gear 67 reduces the rotational speed of the second minor diameter gear 65c.

[0074] The first reduction gear 64b and the first minor diameter gear 64c are respectively configured to rotate integrally with the first support shaft 64a. The first reduction gear 64b, the first minor diameter gear 64c, and the first support shaft 64a constitute the first reduction shaft 64. The first reduction shaft 64 has a central axis along the axial direction.

[0075] The second reduction gear 65b and the second minor diameter gear 65c are respectively configured to rotate integrally with the second support shaft 65a. The second reduction gear 65b, the second minor diameter gear 65c, and the second support shaft 65a constitute the second reduction shaft 65. The second reduction shaft 65 has a central axis along the axial direction.

[0076] The third reduction gear 66b and the third minor diameter gear 66c overlap each other axially. The third reduction gear 66b and the third minor diameter gear 66c are integrally formed. The third reduction gear 66b and the third minor diameter gear 66c are each configured to rotate integrally with the third support shaft 66a. The third reduction gear 66b, the third minor diameter gear 66c, and the third support shaft 66a constitute the third reduction shaft 66. The third reduction shaft 66 has a central axis along the axial direction. A rotation angle sensor 68 is provided on the third reduction shaft 66 to detect the rotation angle of the third reduction shaft 66.

[0077] The third reduction shaft 66 is located in front of the second reduction shaft 65. The second reduction shaft 65 is located in front of the first reduction shaft 64. The separation shaft 53 is located in front of the third reduction shaft 66. The central axis C of the separation shaft 53 and the central axes of each reduction shaft 64, 65, and 66 are aligned on the same straight line extending in the front-rear direction when viewed axially.

[0078] The first support shaft 64a, the second support shaft 65a, and the third support shaft 66a are rotatably supported on the unit housing 70. The third reduction gear 66b is a sector gear centered on the third support shaft 66a. The third reduction gear 66b is arranged to extend forward of the third support shaft 66a.

[0079] The driven gear 67 is configured to rotate integrally with the intermediate separation shaft 57 of the separation shaft 53. The driven gear 67 is a sector gear centered on the separation shaft 53. The driven gear 67 is arranged to extend forward of the separation shaft 53. The third reduction gear 66b and the driven gear 67 are sector gears, thereby enabling the miniaturization of the reduction mechanism 62 and the clutch actuator 60. That is, even when a large-diameter reduction gear is provided to obtain a reduction ratio, by cutting off the area outside the meshing range of the reduction gear to make it sector-shaped, it is particularly possible to suppress the extension of the reduction mechanism 62 outward in the vehicle width direction and to achieve weight reduction of the reduction mechanism 62.

[0080] The reduction gear 62 connects the motor 61 to the release shaft 53 so that they can always be linked. Thus, a system is formed in which the clutch device 40 is directly engaged / disengaged via the clutch actuator 60.

[0081] Figure 9 This is a right-side view showing the clutch cover and clutch actuator of the first configuration.

[0082] like Figure 3 and Figure 9 As shown, the unit housing 70 is fixed to the clutch cover 30. The unit housing 70 includes a gearbox 71 and a motor housing 75.

[0083] The gearbox 71 supports the first support shaft 64a, the second support shaft 65a, and the third support shaft 66a so that they can rotate. The gearbox 71 houses the gear train 63. The gearbox 71 is formed in two axial sections. Hereinafter, the upper part of the gearbox 71 will be referred to as the upper section 71U, and the lower part of the gearbox 71 will be referred to as the lower section 71L. The upper section 71U is offset rearward relative to the lower section 71L along a plane orthogonal to the axial direction. The motor housing 75, which extends axially, is connected to the lower part of the lower section 71L.

[0084] The upper section 71U, when viewed axially, is a long rectangle extending in the front-to-back direction. The upper section 71U forms an upper gear housing 72U. The upper gear housing 72U houses the first minor diameter gear 64c, the second reduction gear 65b, the second minor diameter gear 65c, the third reduction gear 66b, the third minor diameter gear 66c, and the driven gear 67 from the gear train 63. The upper section 71U of the gearbox 71 is divided vertically by a dividing plane orthogonal to the axial direction. Hereinafter, the lower part of the upper section 71U will be referred to as the upper section body 71Ua, and the upper part of the upper section 71U will be referred to as the gearbox cover 71Ub. The upper section body 71Ua opens upwards. The gearbox cover 71Ub closes the upper opening of the upper section body 71Ua from above.

[0085] The upper section main body 71Ua supports the portion between the first reduction gear 64b and the first minor gear 64c in the first reduction shaft 64 via rolling bearings, enabling rotation. The upper section main body 71Ua supports the lower end of the second reduction shaft 65 via rolling bearings, enabling rotation. The upper section main body 71Ua supports the lower end of the third reduction shaft 66 via rolling bearings, enabling rotation. The upper section main body 71Ua supports the lower end (surrounding wall) of the intermediate separating shaft 57 via rolling bearings, enabling rotation.

[0086] The housing cover 71Ub supports the upper end of the first reduction shaft 64 for rotation via rolling bearings. The housing cover 71Ub supports the upper end of the second reduction shaft 65 for rotation via rolling bearings. The housing cover 71Ub supports the portion of the third reduction shaft 66 located above the third reduction gear 66b and the third minor diameter gear 66c for rotation via rolling bearings. The housing cover 71Ub supports the upper part of the separation shaft 55 for rotation via rolling bearings. The housing cover 71Ub supports the upper end (bearing retainer) of the intermediate separation shaft 57 for rotation via bearings.

[0087] The lower section 71L, viewed axially, is an elongated cylindrical shape extending in the front-to-back direction. The lower section 71L forms the lower gear housing 72L. The upper gear housing 72U and the lower gear housing 72L are separated by a partition wall. The lower gear housing 72L houses the drive gears 61b and the first reduction gears 64b of the rotating shafts 61a of each motor 61 in the gear train 63. The lower section 71L of the gearbox 71 is divided vertically by a dividing plane orthogonal to the axial direction. Hereinafter, the upper part of the lower section 71L will be referred to as the lower section body 71La, and the lower part of the lower section 71L will be referred to as the lower cover 71Lb. The lower section body 71La opens downwards. The lower cover 71Lb closes the lower part of the lower section body 71La from below.

[0088] The motor housing 75 forms a motor housing chamber 76 that houses two motors 61. The motor housing chamber 76 houses the two cylindrical motors 61 arranged side by side. The motor housing 75 is a bottomed cylindrical shape with an elongated cross-section. At the top of the motor housing 75, a lower housing cover 71Lb is integrally formed with an enlarged cross-section. The motor housing 75 and the lower housing cover 71Lb are integrally formed to constitute the lower housing 77L.

[0089] The upper section main body 71Ua and the lower section main body 71La are integrally formed to constitute the upper housing 77U. The upper housing cover 71Ub is installed on the upper housing 77U from above, thereby forming an upper gear receiving chamber 72U between the upper housing 77U and the upper housing cover 71Ub. The lower housing cover 71Lb of the lower housing 77L is installed on the upper housing 77U from below, thereby forming a lower gear receiving chamber 72L between the upper housing 77U and the lower housing cover 71Lb. The lower housing 77L and the upper housing 77U are positioned relative to each other by a pair of front and rear locating pins 79. The lower part of each locating pin 79 is inserted into a retaining hole in the lower housing 77L. The upper part of each locating pin 79 is inserted into a fitting hole in the upper housing 77U.

[0090] like Figure 3As shown, the gearbox 71 has a first opening 73a and a second opening 73b through which the release shaft 53 passes. The first opening 73a is opposite to the shaft insertion portion 36 of the clutch cover 30. The first opening 73a axially passes through the upper section body 71Ua. The gearbox 71 receives the lower portion of the release shaft 56 protruding from the clutch cover 30 through the first opening 73a. The second opening 73b axially passes through the upper cover 71Ub of the gearbox, coaxial with the first opening 73a. With the release shaft 53 protruding outward from the gearbox 71 through the second opening 73b, the inner circumferential surface of the second opening 73b supports the upper portion of the release shaft 53 55 rotatably. The gearbox 71 holds the intermediate release shaft 57 rotatably between the first opening 73a and the second opening 73b.

[0091] like Figure 9 As shown, the gearbox 71 is fastened to the clutch cover 30 by bolts B1 along the axial direction. The motor housing 75 is fastened to the clutch cover 30 by bolts B2 in a direction orthogonal to the axial direction.

[0092] If the clutch actuator 60 is installed on the clutch cover 30, a straight separation shaft 53 is formed that connects the upper separation shaft 55, the middle separation shaft 57 and the lower separation shaft 56.

[0093] <Transmission System>

[0094] In this motorized two-wheeled vehicle 1, the driver only performs the gear shifting operation of the transmission 25 (foot operation of the shift pedal), and the engagement / disengagement operation of the clutch device 40 is automatically performed by electronic control based on the operation of the shift pedal. That is, the motorized two-wheeled vehicle 1 adopts a so-called semi-automatic transmission system 100 (automatic clutch type transmission system).

[0095] Figure 10 This is a block diagram of the transmission system according to the first embodiment.

[0096] like Figure 10 As shown, the transmission system 100 of the motorized two-wheeled vehicle 1, in addition to the clutch actuator 60, mainly includes 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.

[0097] 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 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 status detection information from the throttle opening sensor 105, the vehicle speed sensor 106, the engine speed sensor 107, etc.

[0098] Acceleration sensor 102 detects the vehicle body's behavior. Gear position sensor 103 detects the transmission stage based on the rotation angle of shift drum 29b. Shift load sensor 104 detects the shift main shaft 29a of the shift mechanism 29 (see reference). Figure 2 The input operating torque. Throttle opening sensor 105 detects the throttle opening. Vehicle speed sensor 106 detects the vehicle speed. Engine speed sensor 107 detects the engine speed.

[0099] 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 drive of the clutch actuator 60. The engine control unit 101E mainly controls the drive of the engine 21. The clutch control unit 101C and the engine control unit 101E can be configured as separate ECUs (Electronic Control Units). The clutch control unit 101C and the engine control unit 101E can be configured to perform independent control or they can be configured as a single ECU. Whether configured separately or as a single unit, the clutch control unit 101C and the engine control unit 101E perform coordinated control.

[0100] The clutch control unit 101C calculates the current value supplied to the motor 61 to disengage / engage the clutch device 40 based on a pre-set calculation program. The current supplied to the motor 61 is determined based on its correlation with 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 the changes in the detected value of the current sensor.

[0101] <Clutch Control Mode>

[0102] Figure 11 This is an explanatory diagram showing the change in clutch control mode of the motorized two-wheeled vehicle according to the first embodiment.

[0103] like Figure 11As shown, the transmission system 100 of this embodiment has three clutch control modes. The clutch control modes include an automatic mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation. The clutch control mode is switched between these three modes according to the clutch control mode switching switch 49 (see reference). Figure 11 The operation of the clutch and clutch operating components will cause appropriate changes. It should be noted that the object containing both manual mode M2 ​​and manual intervention mode M3 is referred to as manual system M2A.

[0104] Automatic mode M1 is a mode in which the clutch device 40 is controlled by calculating the appropriate clutch capacity for the driving state based on automatic start / transmission control. Manual mode M2 ​​is a mode in which the clutch device 40 is controlled by calculating the clutch capacity based on the clutch operation instruction given by the passenger. Manual intervention mode M3 is a mode in which the clutch device 40 is controlled by receiving a clutch operation instruction from the passenger in automatic mode M1 and calculating the clutch capacity based on the clutch operation instruction; it is a temporary manual operation mode. It should be noted that it can also be set so that, in manual intervention mode M3, if the state of the clutch operating component being stopped (fully released) continues for a specified time, the system returns to automatic mode M1.

[0105] For example, when the transmission system 100 starts, it is controlled from the clutch engaged state (connected state) via automatic mode M1. Furthermore, the transmission system 100 is set to return to the clutch engaged state via automatic mode M1 when the engine 21 stops (system shut down). In the normally closed clutch device 40, no power supply to the motor 61 of the clutch actuator 60 is required when the clutch is engaged. On the other hand, when the clutch device 40 is in the clutch disengaged state (disengaged state), the power supply to the motor 61 is maintained.

[0106] The basis of Automatic Mode M1 lies in automatic clutch control. Automatic Mode M1 enables the motorized two-wheeler 1 to move without lever operation. In Automatic Mode M1, the clutch capacity is controlled based on throttle opening, engine speed, vehicle speed, and shift sensor output. This allows the motorized two-wheeler 1 to start without engine stalling simply by operating the throttle. Furthermore, it allows the motorized two-wheeler 1 to shift gears only by shifting gears. Additionally, in Automatic Mode M1, the occupant can switch to Manual Engagement Mode M3 by holding the clutch lever.

[0107] In manual mode M2, the clutch capacity can be controlled by lever operation performed by the passenger. That is, in manual mode M2, the clutch device 40 can be disengaged / engaged by lever operation performed by the passenger. Automatic mode M1 and manual mode M2 ​​can be switched between each other. This switching occurs, for example, when the motorized two-wheeled vehicle 1 is parked and the transmission 25 is in neutral, by operating the clutch control mode switching switch 49 (see reference). Figure 10 It should be noted that the transmission system 100 may also have an indicator showing that it is in manual mode when switching to manual system M2A (manual mode M2 ​​or manual intervention mode M3).

[0108] The basis of manual mode M2 ​​lies in manual clutch control. Manual mode M2 ​​can control the clutch capacity based on the operating angle of the clutch lever (i.e., the operating angle of the driven clutch lever 58). Therefore, the engagement and disengagement of the clutch device 40 can be controlled according to the occupant's wishes. Hereinafter, the operating angle of the driven clutch lever 58 will be referred to as the driven clutch lever operating angle.

[0109] In automatic mode M1, the clutch device 40 is automatically disengaged via the clutch actuator 60. In automatic mode M1, manual clutch operation via the clutch lever temporarily intervenes in the automatic control of the clutch device 40 (manual intervention mode M3).

[0110] <Manual Clutch Operation>

[0111] like Figure 2 As shown, the clutch lever is connected to the driven clutch lever 58 mounted on the release shaft 53 of the clutch assembly 40 via an operating cable. The driven clutch lever 58 is mounted on the upper end of the release shaft 53 in a manner that allows it to rotate integrally.

[0112] Additionally, a clutch control mode switching switch 49 is provided, for example, on the handlebar switch mounted on the steering handlebar. This allows the occupant to easily switch clutch control modes during normal driving.

[0113] <2 Motor Control>

[0114] In one embodiment, the clutch actuator 60 can be configured such that a pair of motors 61 in the clutch actuator 60 cooperate to drive the release shaft 53 (disengaging / engaging the clutch device 40). In this case, the load (load) shared by the two motors 61 is halved, allowing for miniaturization of each motor 61. This increases the freedom of motor 61 placement compared to a clutch actuator 60 with a single motor 61. Therefore, even when the clutch actuator 60 is positioned on the outer side of the power unit 20, it is easy to suppress the clutch actuator 60 from extending outward in the vehicle width direction. Thus, substantial miniaturization of the clutch actuator 60 can be achieved.

[0115] In the implementation, in the clutch actuator 60, under normal conditions (in the absence of failure), one of the multiple (two) motors 61 can be used as the drive source for the release shaft 53, while the remaining one can be used for other purposes. For example, the remaining motor 61 can be used as a fail-safe device and standby, or it can be used as a current sensor.

[0116] As explained above, the clutch control device 50 of this embodiment includes: a lower separation shaft 56 having an engagement portion 56a that overlaps axially with the upper separation shaft 55 and the intermediate separation shaft 57 but faces circumferentially; the engagement portion 56a rotates by receiving rotation from the upper separation shaft 55 and the intermediate separation shaft 57 respectively, thereby operating the clutch device 40; and a bearing 90 that holds the engagement portion 56a. According to this structure, the engagement portion 56a of the lower separation shaft 56 is held by the bearing 90, thereby arranging the bearing 90 in a manner that surrounds the engagement portion of the upper separation shaft 55 and the intermediate separation shaft 57 with the lower separation shaft 56. Therefore, the radial displacement of each separation shaft 55-57 is limited by the bearing 90, suppressing the tilting of the upper separation shaft 55 and the intermediate separation shaft 57 relative to the lower separation shaft 56. Thus, the rotation of the upper separation shaft 55 can be efficiently transmitted to the lower separation shaft 56. Furthermore, the rotation of the intermediate separation shaft 57 can be efficiently transmitted to the lower separation shaft 56. Therefore, the clutch device 40, which rotates the lower part of the separation shaft 56 via the upper separation shaft 55, can smoothly perform manual disengagement operation and automatic disengagement operation of the clutch device 40, which rotates the lower part of the separation shaft 56 via the intermediate separation shaft 57.

[0117] The upper part of the derailment shaft 55 has a manually engaged portion 55a that faces the engaging portion 56a in the circumferential direction. The bearing 90 holds the engaging portion 56a and the manually engaged portion 55a. With this structure, tilting of the upper part of the derailment shaft 55 relative to the lower part of the derailment shaft 56 can be effectively suppressed. Therefore, rotation of the upper part of the derailment shaft 55 can be efficiently transmitted to the lower part of the derailment shaft 56, and the disengagement operation of the clutch device 40 can be performed smoothly manually.

[0118] The intermediate release shaft 57 includes: a driven gear 67 that transmits driving force from the clutch actuator 60; a control-side engaging portion 57a ​​that faces the engaging portion 56a in the circumferential direction; a peripheral wall 81 that forms a first through hole 83 through which the lower release shaft 56 passes; and a bearing retaining portion 82 that forms a second through hole 84 connected to the first through hole 83 and larger in diameter than the first through hole 83, and retains the bearing 90 inside. According to this structure, since the radial displacement between the intermediate release shaft 57 and the lower release shaft 56 is restricted, it is possible to suppress the situation where the intermediate release shaft 57 and the lower release shaft 56 deviate from their desired relative positions during operation. Thus, interference between the manual and automatic disengagement operations of the clutch device 40 is suppressed, and the mutual intervention of the manual and automatic disengagement operations of the clutch device 40 can be performed more smoothly. Furthermore, since the bearing 90 can be held between the upper separation shaft 55 and the intermediate separation shaft 57 through which the upper separation shaft 55 passes, the clutch control device 50 can achieve the above-mentioned effect without the need to install a bearing holding structure in the housing of the clutch control device 50.

[0119] It should be noted that, compared to a manual clutch-type power unit where the clutch device 40 is engaged or disengaged by the driver rather than through electronic control, the power unit 20 of this embodiment can be constructed by replacing the clutch cover 30 and the release shaft 53 and then installing the clutch actuator 60. Therefore, the clutch actuator 60 can be installed even for power units of different models. Thus, by sharing the clutch actuator 60 among multiple models, a semi-automatic transmission system 100 (automatic clutch-type transmission system) can be easily constructed.

[0120] (Second Implementation)

[0121] Next, refer to Figure 12 The second embodiment will now be described. The clutch control device 150 of the second embodiment replaces the lower separation shaft 56 of the first embodiment, and includes a front separation shaft 156A, a rear separation shaft 156B, and a transmission unit 159. It should be noted that the structure other than that described below is the same as that of the first embodiment.

[0122] Figure 12 This is a cross-sectional view showing the clutch control device according to the second embodiment.

[0123] like Figure 12As shown, the front release shaft 156A and the rear release shaft 156B each have a central axis in a direction orthogonal to the vehicle width direction. The front release shaft 156A and the rear release shaft 156B are arranged parallel to each other with their central axes offset. The front release shaft 156A and the rear release shaft 156B are rotatably supported on the clutch housing 30. The upper part of the front release shaft 156A protrudes outward from the clutch housing 30. The entire rear release shaft 156B is located inside the clutch housing 30.

[0124] The upper part of the front separation shaft 156A is constructed in the same manner as the upper part of the lower separation shaft 56 in the first embodiment. That is, a locking part 56a is provided at the upper end of the front separation shaft 156A. The lower part of the rear separation shaft 156B is constructed in the same manner as the lower part of the lower separation shaft 56 in the first embodiment. That is, the lower part of the rear separation shaft 156B is provided with an eccentric cam part 54.

[0125] The transmission unit 159 transmits the rotation of the front release shaft 156A to the rear release shaft 156B. The transmission unit 159 includes: a front gear 159a that rotates integrally with the front release shaft 156A; and a rear gear 159b that meshes with the front gear 159a and rotates integrally with the rear release shaft 156B. It should be noted that the gear ratio between the front gear 159a and the rear gear 159b is not particularly limited. The front gear 159a and the rear gear 159b are located inside the clutch cover 30.

[0126] When the clutch actuator is installed on the clutch cover 30, the upper separation shaft 55, the intermediate separation shaft 57 and the front separation shaft 156A are connected to each other in a straight line.

[0127] As explained above, the clutch control device 150 according to this embodiment has the same effect as that in the first embodiment. Furthermore, in this embodiment, the release shaft, which is rotatably supported on the clutch housing 30, is composed of a front release shaft 156A and a rear release shaft 156B arranged parallel to each other with their central axes offset. Therefore, the position of the clutch actuator 60, which includes the upper release shaft 55 engaging with the front release shaft 156A and the intermediate release shaft 57, can be arbitrarily set relative to the release shaft 52. Thus, the configuration freedom of the clutch actuator 60 can be increased.

[0128] The separation mechanism 51 in this embodiment is an eccentric cam mechanism, but the separation mechanism can also be a mechanism with a rack and pinion, a feed screw, etc. The mechanism connecting the clutch lever and the driven clutch lever 58 is not limited to an operating cable, and can also be a mechanism with a rod, a connecting rod, etc.

[0129] The clutch actuator 60 of the embodiment has a pair of motors 61, but the clutch actuator may also have only one motor.

[0130] Furthermore, without departing from the spirit of the present invention, the constituent elements in the above embodiments can be appropriately replaced with well-known constituent elements.

[0131] Industrial availability

[0132] According to the aforementioned clutch control device, the automatic and manual disengagement operations of the clutch device can be smoothly coordinated.

[0133] Symbol explanation:

[0134] 40… Clutch device

[0135] 50, 150… Clutch control device

[0136] 53…Separation Shaft

[0137] 55… Upper part off-axis (first separation axis)

[0138] 55a… Manual side locking part (first locking part)

[0139] 56…Lower part off-axis (third separation axis)

[0140] 56a…Kahebu

[0141] 57…Intermediate Separation Shaft (Second Separation Shaft)

[0142] 57a…Control side locking part (second locking part)

[0143] 60… Clutch Actuator

[0144] 67… Gear

[0145] 81…surrounding walls

[0146] 82…Bearing Retention Section

[0147] 83…First Through Hole

[0148] 84…Second Through Hole

[0149] 90…bearing

[0150] 150… Clutch control device

[0151] 156A… Front release shaft (third release shaft) Claims (as amended under Article 19 of the Treaty) 1. (Modified) A clutch control device, wherein, The clutch control device includes: Clutch actuator (60), whose output is a driving force for operating the clutch device (40); Clutch operating element, which is operated by the occupant; and The release shaft (53) transmits input from at least one of the clutch actuator (60) and the clutch operating element to the clutch assembly (40). The separating shaft (53) has: The first separation shaft (55) rotates under the operating force of the driver; The second release shaft (57) rotates upon receiving input from the clutch actuator (60); and The third separating shaft (56) has an engaging portion (56a) that overlaps axially with the first separating shaft (55) and the second separating shaft (57) but faces each other circumferentially. The engaging portion (56a) rotates by receiving rotation of the first separating shaft (55) and the second separating shaft (57), respectively, thereby activating the clutch device (40). The clutch control device also includes a bearing (90) for retaining the engagement portion (56a). The second separation shaft (57) has: Gear (67) that transmits driving force from said clutch actuator (60); The second engaging portion (57a) faces the engaging portion (56a) in the circumferential direction; The surrounding wall (81) has a first through hole (83) through which the third separating shaft (56) passes; and The bearing retaining part (82) has a second through hole (84) connected to the first through hole (83) and having a larger diameter than the first through hole (83), and retains the bearing (90) inside. 2. The clutch control device according to claim 1, wherein, The first separating shaft (55) has a first engaging portion (55a) that faces the engaging portion (56a) in the circumferential direction. The bearing (90) holds the engaging portion (56a) and the first engaged portion (55a). 3. (Delete)

Claims

1. A clutch control device, wherein, The clutch control device includes: Clutch actuator (60), whose output is a driving force for operating the clutch device (40); Clutch operating element, which is operated by the occupant; and The release shaft (53) transmits input from at least one of the clutch actuator (60) and the clutch operating element to the clutch assembly (40). The separating shaft (53) has: The first separation shaft (55) rotates under the operating force of the driver; The second separation shaft (57) rotates upon receiving input from the clutch actuator (60); as well as The third separating shaft (56) has an engaging portion (56a) that overlaps axially with the first separating shaft (55) and the second separating shaft (57) but faces each other circumferentially. The engaging portion (56a) rotates by receiving rotation of the first separating shaft (55) and the second separating shaft (57), respectively, thereby activating the clutch device (40). The clutch control device also includes a bearing (90) for holding the engagement portion (56a).

2. The clutch control device according to claim 1, wherein, The first separating shaft (55) has a first engaging portion (55a) that faces the engaging portion (56a) in the circumferential direction. The bearing (90) holds the engaging portion (56a) and the first engaged portion (55a).

3. The clutch control device according to claim 1 or 2, wherein, The second separation shaft (57) has: Gear (67) that transmits driving force from said clutch actuator (60); The second engaging portion (57a) faces the engaging portion (56a) in the circumferential direction; The surrounding wall (81) has a first through hole (83) through which the third separating shaft (56) passes; as well as The bearing retaining part (82) has a second through hole (84) connected to the first through hole (83) and having a larger diameter than the first through hole (83), and retains the bearing (90) inside.

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