Clutch control device

Abstract

The clutch control device (40A) is provided with a clutch device (26), a clutch actuator (50), a clutch operator (4b), and a release shaft (53). The release shaft (53) transmits input from at least one of the clutch operation member (4b) and the clutch actuator (50) to the clutch device (26). A clutch control device (40A) is provided with: a rotational motion sensor (56d) positioned outside a clutch device (26); a connection part (54) that connects a transmission element (54c) connected to the clutch operation member (4b) and the release shaft (53); and a cover (80) that covers the rotational motion sensor (56d) and the connection part (54).

Description

Technical Field

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

[0002] Previously, clutch control devices that automatically perform the disengagement operation of the clutch device through electrical control were known (for example, see Patent Document 1).

[0003] Prior art literature

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2005-106246 Utility Model Content

[0006] Summary of the utility model

[0007] The problem to be solved by utility models

[0008] In the aforementioned prior art, the clutch actuator, which includes a motor, is positioned at the front of the engine, and the clutch actuator is connected to the disengagement mechanism via an operating cable. This increases the flexibility in the configuration of the clutch actuator. However, in this structure, the number of components increases due to transmission components such as the operating cable.

[0009] Therefore, a scenario is considered where the clutch actuator is brought close to the clutch assembly, thus removing the transmission components. However, in this case, the clutch actuator tends to protrude outwards from the clutch assembly. Furthermore, sometimes auxiliary components such as sensors for detecting the operation of the transmission mechanism and connecting parts for operating cables extending from the clutch lever side are arranged around the clutch actuator. Therefore, careful consideration needs to be given to the design of the covers that protect these auxiliary components.

[0010] Therefore, the purpose of this invention is to provide a clutch control device that can compactly configure the clutch actuator and improve the protection of auxiliary components.

[0011] Solution for solving the problem

[0012] As a solution to the aforementioned problem, the first solution of this utility model is a clutch control device (40A), which comprises: a clutch device (26) for disconnecting / connecting the power transmission between the prime mover (13) of the vehicle (1) and the output object (21); a clutch cover (17a) for covering the clutch device (26) from the outside of the clutch axis; a clutch actuator (50) having an electric motor (52) as a drive source and outputting a driving force for operating the clutch device (26); a clutch operating member (4b) for clutch operation by an occupant; and a release shaft (53) extending along a first axis intersecting the clutch axis to transmit input from at least one of the clutch operating member (4b) and the clutch actuator (50) to the clutch device (26), the clutch actuator (50) being mounted on the clutch cover (17a). a) On the outside, wherein the clutch control device (40A) includes: a rotary motion sensor (56d) disposed on the clutch actuator (50); a connecting portion (54) connecting a transmission element (54c) connected to the clutch operating member (4b) and an end of the first axial side of the release shaft (53); and an integral cover (80) covering the rotary motion sensor (56d) and the connecting portion (54) from above the clutch actuator (50), the cover (80) having an upper surface portion (81) covering the rotary motion sensor (56d) and the connecting portion (54) from above and an outer wall portion (82) extending downward from the edge of the upper surface portion (81), the outer wall portion (82) on the rear side of the clutch actuator (50) having an extension portion (82b1) extending downward from the lower end of the outer wall portion (82).

[0013] According to this structure, a rotary motion sensor for detecting the operation of the clutch actuator, and an auxiliary component such as a connection portion connecting the transmission element on the clutch operating member side and the release shaft are arranged on the same side of the first axial direction. This suppresses the extension of the auxiliary component in a direction intersecting the first axial direction (clutch axial direction, e.g., axle direction), allowing the clutch actuator to be compactly configured by including the auxiliary component.

[0014] Furthermore, in the above structure, the rotary motion sensor and connecting parts are covered by a cover. This improves the waterproof and dustproof properties of the auxiliary parts and suppresses interference. It also prevents grease adhering to the mechanism parts including the separation shaft from adhering to external surfaces (e.g., occupants' clothing). Additionally, it makes the mechanism parts less conspicuous, improving the overall appearance.

[0015] Furthermore, the transmission components and rotary motion sensor on the clutch operating side can be disassembled and assembled simply by removing the cover. Additionally, the wiring harness is easily routed to the rotary motion sensor. This improves both assembly and maintainability.

[0016] The second embodiment of this utility model is based on the first embodiment described above, wherein the axial directions of the drive shaft (55) of the motor (52) and the separation shaft (53) are parallel to the first axial direction and are arranged side by side when viewed from the axial direction of the clutch.

[0017] According to this structure, the motor and release shaft of the clutch actuator point towards the first axial direction and are arranged side-by-side when viewed from the clutch axial direction. Therefore, the width of the clutch actuator can be suppressed in the actuator width direction, which is orthogonal to the arrangement direction of the motor and release shaft and the first axial direction. As long as the actuator width direction points towards the vehicle width direction, the outward extension of the clutch actuator in the vehicle width direction can be suppressed.

[0018] The third embodiment of this utility model is based on the first or second embodiment described above. In this embodiment, the clutch actuator (50) includes: a transmission mechanism (51) having a transmission shaft (56) parallel to the release shaft (53) for power transmission between the motor (52) and the release shaft (53); and a unit box (65) covering the motor (52) and the transmission mechanism (51). A rotational motion sensor (56d) is disposed on the outside of the unit box (65) and is connected to the end of the first axial side of the transmission shaft (56) to detect the rotation of the transmission shaft (56). The clutch axis is parallel to the vehicle width direction. The rotational motion sensor (56d), the connecting part (54), and the cover (80) are disposed at a position closer to the inside of the vehicle width direction than the outer end (K2) of the unit box (65) in the vehicle width direction.

[0019] According to this structure, the rotary motion sensor is positioned at the end of the drive shaft on one side of the first axial direction. This allows the rotary motion sensor and its connecting parts to be positioned on the same side of the first axial direction on the outside of the unit housing. This also allows for a compact arrangement of the clutch actuator in the vehicle width direction. Furthermore, in this structure, the clutch axis, which intersects the first axial direction, is parallel to the axle direction. This prevents the rotary motion sensor, connecting parts, and cover from protruding outwards in the vehicle width direction.

[0020] The fourth embodiment of this utility model is based on the third embodiment described above, wherein the cover (80) is installed on at least one of the unit box (65) and the clutch cover (17a).

[0021] According to this structure, a cover is installed on at least one of the unit housing and the clutch cover. Therefore, depending on the position of the rotary motion sensor and the connection part, the cover can be positioned in a location that provides better waterproofing and dustproofing. Furthermore, when the cover is installed only on the unit housing, the assembly of the two components can be integrally processed while the cover is installed in the unit housing. Therefore, the assemblability around the clutch actuator can be improved.

[0022] The fifth embodiment of this utility model is based on the fourth embodiment described above. In this embodiment, the cover (80) is an integral component that covers both the rotary motion sensor (56d) and the connecting part (54). The cover (80) has a plurality of fixing parts (85, 87) that are respectively fixed to the unit box (65) and the clutch cover (17a).

[0023] According to this structure, the multiple fixed parts of the cover are respectively fixed to the unit housing and the clutch cover. The integrated cover is fixed across the unit housing and the clutch cover. The cover functions as a connecting structural member between the unit housing and the clutch cover. As a result, the bonding strength between the unit housing and the clutch cover can be improved.

[0024] The sixth embodiment of this utility model is based on the fourth embodiment described above. In this embodiment, the cover (80) is an integral component that covers both the rotary motion sensor (56d) and the connecting part (54). The cover (80) has fixing parts (87, 89) that are fixed to at least one of the unit box (65) and the clutch cover (17a). The fixing parts (87, 89) include: a locking part (89) that is locked to a first cover fixing part of at least one of the unit box (65) and the clutch cover (17a) as the cover (80) moves toward a predetermined disassembly / reassembly direction; and a fastening connection part (87) that is fastened to a second cover fixing part of at least one of the unit box (65) and the clutch cover (17a) by a fastening connection member (B4) when the locking part (89) is locked.

[0025] According to this structure, the fixing part of the cover includes a locking part of the first cover fixing part that is locked to the unit box or clutch cover by insertion or the like. Therefore, compared with the structure in which all fixing parts are fastening connections using fastening connection members, the assembly and disassembly of the cover can be made easier.

[0026] The seventh embodiment of this utility model is based on any of the third to sixth embodiments described above, wherein the first axial direction of the common separation shaft (53) and the transmission shaft (56) points in the vertical direction of the vehicle, the unit box (65) has a mechanism box (59) for housing the transmission mechanism (51), the mechanism box (59) has an upper section (68) and a lower section (69) in the first axial direction, and when viewed from the clutch axial direction, the separation shaft (53) is arranged on one side of the upper section (68) in an orthogonal direction orthogonal to the first axial direction, the upper surface of the lower section (69) which is offset relative to the upper section (68) in the other side of the orthogonal direction is connected to the other side of the orthogonal direction, and the motor box (66) which is offset relative to the shaft center of the clutch device (26) in the other side of the orthogonal direction is connected to the lower surface of the lower section (69).

[0027] According to this structure, the mechanism housing housing the transmission mechanism within the unit housing is formed into an upper section and a lower section. The lower section is offset to the side opposite to the release shaft. A motor is positioned below the lower section, offset from the shaft center of the clutch assembly. This avoids protrusion around the shaft center of the clutch assembly and allows for efficient motor placement. Furthermore, in this structure, the upper and lower sections of the mechanism housing can be separated. This improves the assemblability and maintainability of the transmission mechanism.

[0028] The eighth embodiment of this utility model is based on the seventh embodiment described above. In this embodiment, the clutch axis is parallel to the vehicle width direction. When viewed from the clutch axis, the first interface (68c1) between the upper section (68) and the lower section (69) and the second interface (69c1) between the lower section (69) and the motor housing (66) are inclined with the front higher than the rear. A vehicle frame member (7') is arranged above the clutch actuator (50). The vehicle frame member (7') extends with the front higher than the rear when viewed from the clutch axis.

[0029] Based on this structure, the interfaces of the multiple segments of the unit box are inclined at the front and at the rear, following the vehicle frame components. As a result, the area around the clutch actuator can have a dynamic appearance with the front higher than the rear.

[0030] The ninth embodiment of this utility model is based on any one of the first to eighth embodiments mentioned above, wherein the clutch axis is parallel to the vehicle width direction, the clutch actuator (50) is disposed outside the vehicle width direction of the clutch device (26), and is disposed at a position inside the vehicle width direction than the footrest (18b) where the passenger places their feet.

[0031] According to this structure, the clutch actuator, which is positioned on the outer side of the clutch assembly in the vehicle width direction, is located on the inner side of the vehicle width direction than the footrest where the occupant places their feet. Therefore, when the vehicle tilts, the clutch actuator will not touch the ground before the footrest. Furthermore, even in the event of a vehicle rollover, the clutch actuator will not be the first component to touch the ground. Thus, damage to the clutch actuator can be prevented.

[0032] The tenth aspect of this utility model is a clutch control device, comprising: a clutch device (26) for disconnecting / connecting the power transmission between the prime mover (13) of the vehicle (1) and the output object (21); a clutch actuator (50) having an electric motor (52) as a drive source, outputting a driving force for operating the clutch device (26); a clutch operating member (4b) for clutch operation by an occupant; and a release shaft (53) extending along a first axial direction intersecting the clutch axis, receiving a drive force from the clutch operating member (4b). The input of at least one of the clutch actuator (50) is transmitted to the clutch device (26), wherein the clutch control device (40A) comprises: a rotary motion sensor (56d) located outside the clutch device (26); a connecting part (54) connecting a transmission element (54c) connected to the clutch operating member (4b) and an end of the first axial side of the release shaft (53); a cover (80) covering the rotary motion sensor (56d) and the connecting part (54); and a clutch. A cover (17a) covers the clutch assembly (26) axially from the outside of the clutch shaft. The clutch actuator (50) is mounted on the outside of the clutch cover (17a). The clutch actuator (50) has a unit housing (65) covering the motor (52) and the transmission mechanism (51). The cover (80) is an integral component covering both the rotary motion sensor (56d) and the connecting portion (54). The cover (80) has at least one component fixed to the unit housing (65) and the clutch cover (17a). The fixing parts (87, 89) of the square include: a locking part (89) that is locked to a first cover fixing part provided by at least one of the unit box (65) and the clutch cover (17a) as the cover (80) moves to one side in a predetermined disassembly / reassembly direction; and a fastening connection part (87) that is fastened to a second cover fixing part provided by at least one of the unit box (65) and the clutch cover (17a) by a fastening connection member (B4) when the locking part (89) is locked.

[0033] Utility Model Effect

[0034] According to this invention, a clutch control device can be provided that can compactly configure the clutch actuator and improve the protection of auxiliary components. Attached Figure Description

[0035] Figure 1 This is a right-side view of the motorized two-wheeled vehicle according to this embodiment.

[0036] Figure 2 This is a cross-sectional view of the transmission and shifting mechanism of the aforementioned motorized two-wheeled vehicle.

[0037] Figure 3 This is a block diagram of the transmission system of the aforementioned motorized two-wheeled vehicle.

[0038] Figure 4 This is an explanatory diagram showing the change in clutch control mode of the aforementioned motorized two-wheeled vehicle.

[0039] Figure 5 This is a cross-sectional view of the aforementioned clutch actuator along the axial direction.

[0040] Figure 6 This is an explanatory diagram showing the upper section of the gearbox of the aforementioned clutch actuator viewed axially.

[0041] Figure 7 This is an explanatory diagram showing the lower section of the gearbox of the aforementioned clutch actuator viewed from the axial direction.

[0042] Figure 8 This is a three-dimensional view of the release shaft that enables the clutch mechanism to operate.

[0043] Figure 9 yes Figure 8 IX-IX sectional view.

[0044] Figure 10A This represents the function of the aforementioned split shaft in the semi-engaged region. Figure 9 A corresponding sectional view showing the drive via the clutch actuator.

[0045] Figure 10B This represents the function of the aforementioned split shaft in the semi-engaged region. Figure 9 A comparable sectional view, indicating manual intervention.

[0046] Figure 11A This indicates the function of the aforementioned separation shaft in its standby position. Figure 9 A corresponding sectional view showing the drive via the clutch actuator.

[0047] Figure 11B This indicates the function of the aforementioned separation shaft in its standby position. Figure 9 A comparable sectional view, indicating manual intervention.

[0048] Figure 12 This is a right-side view of the aforementioned clutch actuator and right cover.

[0049] Figure 13 This is the right-side view of the aforementioned right cover.

[0050] Figure 14 This is a top view of the small assembly of the aforementioned clutch actuator and right cover after it has been removed from the crankcase.

[0051] Figure 15 This is a left-side view of the aforementioned clutch actuator.

[0052] Figure 16 This is the front view of the aforementioned motorized two-wheeled vehicle.

[0053] Figure 17 This is a bottom view of a modified example of the upper cover of the aforementioned clutch actuator.

[0054] Figure 18 yes Figure 17 The left-side view of the upper cover. Detailed Implementation

[0055] The embodiments of this utility model will now be described with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the orientations of front, back, left, and right in the following description are the same as those in the vehicle described below. Furthermore, in the drawings used in the following description, arrows indicating the front of the vehicle (FR), the left side of the vehicle (LH), the top of the vehicle (UP), and the center lines on the left and right sides of the vehicle body (CL) are shown in appropriate locations. In this embodiment, "center" refers not only to the center between the two ends of the object but also includes the inner area between the two ends.

[0056] <Vehicle as a whole>

[0057] like Figure 1 As shown, this embodiment applies to a motorized two-wheeled vehicle 1, which is an example of a straddle-type vehicle. The front wheel 2 of the motorized two-wheeled vehicle 1 is supported on the lower ends of a pair of left and right front forks 3. The upper parts of the left and right front forks 3 are supported on the head tube 6 at the front end of the frame 5 via a steering rod 4. A rod-type handlebar 4a is mounted on the top bridge of the steering rod 4.

[0058] The frame 5 includes a head tube 6, a main frame 7 extending rearward and downward from the center of the head tube 6 in the width direction (left-right direction), a pivot frame 8 disposed below the rear end of the main frame 7, and a seat frame 9 connected to the rear of the main frame 7 and the pivot frame 8. The front end of the swing arm 11 is pivotally supported on the pivot frame 8. The rear wheel 12 of the motorized two-wheeled vehicle 1 is supported at the rear end of the swing arm 11.

[0059] A fuel tank 18 is supported above the left and right main frames 7. A front seat 19 and a rear seat 19a are supported behind the fuel tank 18 and above the seat frame 9. Knee support portions 18a, recessed inwards in the vehicle width direction, are formed on the left and right sides of the rear portion of the fuel tank 18. The left and right knee support portions 18a are formed to match the following: the inner periphery of the left and right knees of the driver sitting in the front seat 19. Footrests 18b are supported on the left and right sides below the front seat 19. The driver's feet, from ankle to toe, rest on the footrests 18b.

[0060] The power unit PU, which includes a prime mover, of the motorized two-wheeled vehicle 1 is suspended below the main frame 7. The power unit PU integrally has an engine (internal combustion engine, prime mover) 13 located at its front and a transmission (output device) 21 located at its rear. The engine 13 is, for example, a multi-cylinder engine that rotates the crankshaft 14 in the left-right direction (vehicle width direction).

[0061] Engine 13 causes cylinder 16 to stand upright above the front of crankcase 15. The rear of crankcase 15 houses transmission housing 17. A right cover 17a extending across the right side of transmission housing 17 is installed on the right side of crankcase 15. Right cover 17a is also a clutch cover that covers clutch assembly 26 from the outer side (in the embodiment, the outer side in the vehicle width direction) of clutch assembly 26 in the axial direction (clutch axis). Power unit PU operates in conjunction with rear wheel 12, for example, via a chain drive mechanism (not shown). In the embodiment where the clutch axis is in the vehicle width direction, "outer side of clutch axis" is the side furthest from the vehicle's left-right center CL, and "inner side of clutch axis" is the opposite side (closer to the vehicle's left-right center CL). In the embodiment where the clutch axis is in the vehicle's front-rear direction, "outer side of clutch axis" is the side furthest from the vehicle's front-rear center, and "inner side of clutch axis" is the opposite side (closer to the vehicle's front-rear center CL).

[0062] <Transmission>

[0063] Refer to together Figure 2 The transmission 21 is a stepped transmission. The transmission 21 has a main shaft 22, a countershaft 23, and a gear set 24 spanning the two shafts 22 and 23. The countershaft 23 forms the output shaft of the transmission 21 and, consequently, the power unit PU. The left end of the countershaft 23 protrudes to the rear left side of the transmission housing 17. The protruding portion of the countershaft 23 is connected to the rear wheel 12 via the chain drive mechanism.

[0064] The main shaft 22 and countershaft 23 of the transmission 21 are located behind the crankshaft 14. A clutch assembly 26 is coaxially disposed at the right end of the main shaft 22. The clutch assembly 26 disconnects / connects the power transmission between the crankshaft 14 of the engine 13 and the main shaft 22 of the transmission 21. The clutch assembly 26 is disengaged by at least one of the following: operation of the clutch operating element (clutch lever 4b) by the occupant, and operation of the clutch actuator 50, which will be detailed later.

[0065] Clutch assembly 26 is, for example, a wet multi-plate clutch, a so-called normally closed clutch. The rotational power of crankshaft 14 is transmitted to main shaft 22 via clutch assembly 26. This rotational power is then transmitted from main shaft 22 to countershaft 23 via any gear pair in transmission gear set 24. The drive sprocket 27 of the chain drive mechanism is mounted on the left end of countershaft 23, protruding towards the rear left side of crankcase 15.

[0066] A shift mechanism 25 for switching gear pairs in the transmission gear set 24 is housed within the transmission housing 17 and near the transmission 21. The shift mechanism 25 has a hollow cylindrical shift drum 32 parallel to the two shafts 22 and 23. Rotation of the shift drum 32 actuates multiple shift forks 32a. This actuation is based on a pattern of guide grooves formed on the outer periphery of the shift drum 32. Through this actuation, the shift mechanism 25 switches the gear pairs used for power transmission between the two shafts 22 and 23 in the transmission gear set 24.

[0067] In this motorized two-wheeled vehicle 1, the driver only performs gear shifting operations on the transmission 21 (foot operation of the shift pedal (not shown),) while the engagement and disengagement of the clutch device 26 is automatically performed via electrical control based on the operation of the shift pedal. That is, the motorized two-wheeled vehicle 1 employs a so-called semi-automatic transmission system (automatic clutch-type transmission system).

[0068] <Transmission System>

[0069] like Figure 3 As shown, the aforementioned transmission system 30 includes a clutch actuator 50, a control unit 40, various sensors 41 to 46, and various devices 47, 48, and 50.

[0070] The control unit 40 controls the operation of the ignition device 47 and the fuel injection device 48, and also controls the operation of the clutch actuator 50. This control is based on detection information from the acceleration sensor 41, the gear position sensor 42, and the shift load sensor 43 (e.g., a torque sensor). Additionally, the control is based on various vehicle status detection information from the throttle opening sensor 44, the vehicle speed sensor 45, and the engine speed sensor 46.

[0071] Acceleration sensor 41 detects the vehicle body's behavior. Gear position sensor 42 detects the transmission stage based on the rotation angle of shift drum 32. Shift load sensor 43 detects the shift main shaft 31 of the shift mechanism 25 (see reference). Figure 2 The input operating torque. Throttle opening sensor 44 detects the throttle opening. Vehicle speed sensor 45 detects the vehicle speed. Engine speed sensor 46 detects the engine speed.

[0072] The control unit 40 includes a clutch control unit 40C and an engine control unit 40E, which are independent of each other. The clutch control unit 40C mainly controls the drive of the clutch actuator 50. The engine control unit 40E mainly controls the drive of the engine 13. The clutch control unit 40C and the engine control unit 40E can be configured as separate ECUs (Electronic Control Units). The clutch control unit 40C and the engine control unit 40E can be configured as a single ECU, as long as they perform independent control.

[0073] Refer to together Figure 2 , Figure 5 The clutch actuator 50 controls the operating torque applied to the release shaft 53 to disengage / engage the clutch device 26. The clutch actuator 50 includes: an electric motor 52 (hereinafter simply referred to as motor 52) as a drive source; and a reduction mechanism (reduction gear mechanism, transmission mechanism) 51 that transmits the driving force of the motor 52 to the release shaft 53. The reduction mechanism 51 includes a first reduction shaft 57, a second reduction shaft 58, and a third reduction shaft 56. For example, a rotation angle sensor (rotation motion sensor) 56d for detecting the rotation angle of the third reduction shaft 56 is provided on the third reduction shaft 56.

[0074] Reference Figure 3 The clutch control unit 40C calculates the following current value based on a pre-set calculation program. This current value is the value of the current supplied to the motor 52 to disengage / engage the clutch device 26. The supply current supplied to the motor 52 is determined based on its correlation with the torque output by the motor 52. The target torque of the motor 52 is proportional to the working torque applied to the release shaft 53 (the driven clutch lever torque described later). The current value supplied to the motor 52 is detected by the current sensor 40b included in the clutch control unit 40C. Based on the change in this detected value, the clutch actuator 50 is operated under control. The clutch actuator 50 will be described in detail later.

[0075] Clutch mechanism

[0076] like Figure 2As shown, the clutch device 26 of this embodiment is a multi-plate clutch formed by stacking multiple clutch plates 35 in the axial direction. The clutch device 26 is a wet clutch disposed in an oil chamber within the right cover 17a. The clutch device 26 includes a clutch outer race 33, a clutch central portion 34, and multiple clutch plates 35.

[0077] The outer clutch race 33 is always driven by rotational power transmitted from the crankshaft 14. The clutch center portion 34 is disposed within the outer clutch race 33 and is supported on the main shaft 22 in a manner that allows it to rotate integrally. Multiple clutch plates 35 are stacked between the outer clutch race 33 and the clutch center portion 34, causing them to engage frictionally.

[0078] A pressure plate 36, approximately the same diameter as the clutch plates 35, is positioned to the right (outer side in the vehicle width direction) of the stacked clutch plates 35. The pressure plate 36 is subjected to a leftward force by the elastic load of the clutch spring 37. The pressure plate 36 presses the stacked clutch plates 35 together (friction engagement). Thus, the clutch device 26 is in an engaged state capable of transmitting power. The clutch device 26 is a normally closed clutch that is engaged when there is no external input.

[0079] The release of the press-fit (friction engagement) is achieved by the operation of the release mechanism 38 inside the right cover 17a. The operation of the release mechanism 38 is achieved by at least one of the occupant's operation of the clutch lever and the application of torque based on the clutch actuator 50.

[0080] <Separation Mechanism>

[0081] like Figure 2 As shown, the separation mechanism 38 includes a lifting shaft 39 and a separation shaft 53.

[0082] The lift-off shaft 39 is held within the right side portion of the main shaft 22 so as to be able to reciprocate axially. The separation shaft 53 is orthogonally positioned to the lift-off shaft 39. The separation shaft 53 is held within the outer side portion of the right cover 17a so as to be able to rotate about its axis.

[0083] In the diagram, line C4 represents the central axis of the separation shaft 53 extending vertically. When viewed axially from the main shaft 22 (side view of the vehicle), the separation shaft 53 is tilted rearward relative to the vertical direction, with the uppermost part being further back (see reference). Figure 1 The upper part of the release shaft 53 protrudes outward from the right cover 17a. A driven clutch lever 54 is mounted on the upper part of the release shaft 53 in a manner that allows it to rotate integrally. The driven clutch lever 54 is connected to the clutch lever 4b via an operating cable 54c. The driven clutch lever 54 is an example of a connection that connects a transmission element (operating cable 54c in the embodiment) extending from the clutch lever 4b side to the upper end of the release shaft 53.

[0084] An eccentric cam portion 38a is provided on the lower part of the release shaft 53, located inside the right cover 17a. The eccentric cam portion 38a engages with the right end of the release shaft 39. The release shaft 53 rotates about its axis. The release shaft 53 causes the release shaft 39 to move to the right by the action of the eccentric cam portion 38a. The release shaft 39 is configured to reciprocate integrally with the pressure plate 36 of the clutch device 26. When the release shaft 39 moves to the right, the pressure plate 36 moves to the right (releases) against the force of the clutch spring 37. As a result, the frictional engagement of the stacked clutch plates 35 is released. As a result, the normally closed clutch device 26 is in a disengaged state where it cannot transmit power.

[0085] It should be noted that the separation mechanism 38 is not limited to an eccentric cam mechanism, but can also be a mechanism with a rack and pinion, a feed screw, etc. The mechanism connecting the clutch lever 4b to the driven clutch lever 54 is not limited to the operating cable 54c, but can also include a rod, a connecting rod, etc. Furthermore, an oil passage can be provided between the clutch lever 4b and the release shaft 53. That is, it can also be a structure where the hydraulic pressure generated by the main hydraulic cylinder on the clutch lever 4b side is transmitted to the driven hydraulic cylinder on the release shaft 53 side, and the release shaft 53 is rotated by the operation of the driven hydraulic cylinder.

[0086] <Clutch Control Mode>

[0087] like Figure 4 As shown, the clutch control device 40A of this embodiment has three clutch control modes. The clutch control modes include an automatic mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation. The clutch control mode is switched between these three modes according to the clutch control mode switching switch 49 (see reference). Figure 3 The operation of the clutch lever 4b and the clutch lever 4b will cause appropriate changes. It should be noted that the object including manual mode M2 ​​and manual intervention mode M3 is referred to as manual system M2A.

[0088] Automatic mode M1 is a mode in which the clutch device 26 is controlled by calculating the appropriate clutch capacity for the driving state based on automatic start / transmission control. Manual mode M2 ​​is a mode in which the clutch device 26 is controlled by calculating the clutch capacity based on the clutch operation instruction given by the occupant. Manual intervention mode M3 is a mode in which the clutch device 26 is controlled by receiving a clutch operation instruction from the occupant in automatic mode M1 and calculating the clutch capacity based on the clutch operation instruction. Manual intervention mode M3 is a temporary manual operation mode. It should be noted that it can also be set so that, in manual intervention mode M3, for example, if the occupant stops operating the clutch lever 4b (fully released state) for a specified time, the system returns to automatic mode M1.

[0089] For example, when the system starts, the clutch control device 40A starts control from the clutch engaged state (engaged state) via automatic mode M1. Furthermore, the clutch control device 40A is set to return to the clutch engaged state via automatic mode M1 when the engine 13 stops (when the system is off). In the normally closed clutch device 26, power can be withheld from the motor 52 of the clutch actuator 50 when the clutch is engaged. On the other hand, power supply to the motor 52 is maintained when the clutch device 26 is in the clutch disengaged state (disengaged state).

[0090] The basis of Automatic Mode M1 lies in automatic clutch control. Automatic Mode M1 enables the motorized two-wheeler 1 to move without lever operation. In Automatic Mode M1, the clutch capacity is controlled based on throttle opening, engine speed, vehicle speed, and shift sensor output. Therefore, the motorized two-wheeler 1 can start without engine stalling (meaning the engine stops or stops) simply by operating the throttle. Furthermore, in Automatic Mode M1, the motorized two-wheeler 1 can shift gears only by shifting gears. Additionally, in Automatic Mode M1, the occupant can switch to Manual Engagement Mode M3 by holding the clutch lever 4b. This allows the clutch mechanism 26 to be disengaged at will.

[0091] On the other hand, in manual mode M2, the clutch capacity can be controlled by lever operation performed by the occupant (i.e., the clutch device 26 can be disengaged / engaged). Automatic mode M1 and manual mode M2 ​​can be switched between each other. This switching occurs, for example, when the motorized two-wheeled vehicle 1 is parked and the transmission 21 is in neutral, by operating the clutch control mode switching switch 49 (see reference). Figure 3 It should be noted that the clutch control device 40A may also have an indicator showing that it is in manual mode when switching to manual system M2A (manual mode M2 ​​or manual intervention mode M3).

[0092] The basis of Manual Mode M2 ​​lies in manual clutch control. Manual Mode M2 ​​controls the clutch capacity based on the operating angle of the clutch lever 4b (and consequently the operating angle of the driven clutch lever 54). This allows for control of the engagement and disengagement of the clutch mechanism 26 while ensuring the occupant's consent. It should be noted that even in Manual Mode M2, clutch control automatically engages when a gear shift is performed without clutch operation. Hereinafter, the operating angle of the driven clutch lever 54 will be referred to as the driven clutch lever operating angle.

[0093] In automatic mode M1, the clutch device 26 is automatically disengaged via the clutch actuator 50. At this time, manual clutch operation of the clutch lever 4b is possible. That is, manual operation can be temporarily intervening in the automatic control of the clutch device 26 (manual intervention mode M3).

[0094] <Manual Clutch Operation>

[0095] exist Figure 1 In the motorized two-wheeled vehicle 1 shown, a clutch lever 4b, which serves as a manual clutch operating component, is installed on the base end side (inside the vehicle width direction) of the left handlebar of the steering handle 4a.

[0096] Refer to together Figure 2 The clutch lever 4b is connected to the driven clutch lever 54 mounted on the release shaft 53 of the clutch assembly 26 via an operating cable 54c. The driven clutch lever 54 is mounted on the upper end of the right-facing cover 17a in the release shaft 53 in a manner that allows it to rotatably as a single unit.

[0097] Additionally, for example, the clutch control mode switching switch 49 is provided on the handlebar switch (not shown) mounted on the steering handlebar 4a. This allows the occupant to easily switch clutch control modes during normal driving.

[0098] <Clutch Actuator>

[0099] like Figure 1 , Figure 13 As shown, a clutch actuator 50 is installed on the upper part of the right cover 17a on the right side of the crankcase 15.

[0100] Refer to together Figures 5-7 The clutch actuator 50 includes a motor 52 and a reduction mechanism 51.

[0101] Motor 52 is, for example, a DC motor, and is configured such that its axis is parallel to the release shaft 53. Motor 52 is configured such that the drive shaft 55 protrudes upward. Reduction mechanism 51 transmits the driving force of motor 52 to release shaft 53. The axis shared by motor 52 and release shaft 53 is called the "actuator axis".

[0102] In this embodiment, a single clutch actuator 50 includes multiple (two) motors 52. Hereinafter, the motor 52 located at the front of the clutch actuator 50 is referred to as the first motor 521, and the motor 52 located at the rear of the vehicle and inside the vehicle width direction relative to the first motor 521 is referred to as the second motor 522. In the figures, lines C01 and C02 represent the central axes (drive axes) of each motor 521 and 522, respectively. For ease of explanation, the two motors 521 and 522 are sometimes collectively referred to as motor 52. Additionally, the two axes C01 and C02 are sometimes collectively referred to as axis C0.

[0103] The reduction mechanism 51 reduces the rotational power output from the motor 52 and transmits it to the separation shaft 53. The reduction mechanism 51 includes, for example, a gear train that makes the axial direction parallel to the separation shaft 53. The reduction mechanism 51 includes a drive gear 55a, a first reduction gear 57a, a first minor diameter gear 57b, a second reduction gear 58a, a second minor diameter gear 58b, a third reduction gear 56a, a third minor diameter gear 56b, a driven gear 63a, and a (mechanism housing) 59.

[0104] Drive gears 55a are integrally mounted on the drive shafts 55 of each motor 521 and 522. A first reduction gear 57a meshes with each drive gear 55a. A first minor diameter gear 57b is coaxial with the first reduction gear 57a. A second reduction gear 58a meshes with the first minor diameter gear 57b. The second minor diameter gear 58b is coaxial with the second reduction gear 58a. A third reduction gear 56a meshes with the second minor diameter gear 58b. The third minor diameter gear 56b is coaxial with the third reduction gear 56a. A driven gear 63a meshes with the second minor diameter gear 58b. A gearbox 59 houses all the gears. The structure of the gearbox 59 will be described in detail later.

[0105] A first reduction gear 57a and a first minor diameter gear 57b are supported on a first support shaft 57c in a manner that allows them to rotatably as a single unit. The first reduction gear 57a, the first minor diameter gear 57b, and the first support shaft 57c constitute a first reduction shaft 57. A second reduction gear 58a and a second minor diameter gear 58b are supported on a second support shaft 58c in a manner that allows them to rotatably as a single unit. The second reduction gear 58a, the second minor diameter gear 58b, and the second support shaft 58c constitute a second reduction shaft 58. A third reduction gear 56a and a third minor diameter gear 56b are supported on a third support shaft 56c in a manner that allows them to rotatably as a single unit. The third reduction gear 56a, the third minor diameter gear 56b, and the third support shaft 56c constitute a third reduction shaft 56.

[0106] The third reduction shaft 56 is positioned in front of the second reduction shaft 58, and the second reduction shaft 58 is positioned in front of the first reduction shaft 57. The release shaft 53 is positioned in front of the third reduction shaft 56. Viewed axially from the actuator, the central axis C4 of the release shaft 53, and the central axes C1, C2, and C3 of each reduction shaft 56, 57, and 58, are aligned on the same straight line T1 extending in the longitudinal direction. The shaft configuration of the clutch actuator 50 will be detailed later.

[0107] The first support shaft 57c, the second support shaft 58c, and the third support shaft 56c are rotatably supported on the gearbox 59. The third reduction gear 56a is a sector gear at the center of the third support shaft 56c. The third reduction gear 56a is configured to extend forward of the third support shaft 56c and outward in the vehicle width direction. In the figure, line C1 represents the central axis of the first reduction shaft 57, line C2 represents the central axis of the second reduction shaft 58, and line C3 represents the central axis of the third reduction shaft 56.

[0108] The driven gear 63a is mounted on the separation shaft 53 in a manner that allows it to rotate integrally. The driven gear 63a is a sector gear at the center of the separation shaft 53. The driven gear 63a is configured to extend forward of the separation shaft 53 and inward in the vehicle width direction. The downstream gear in the reduction mechanism 51 has a small rotation angle. Therefore, the third reduction gear 56a and the driven gear 63a can be configured as sector gears with small rotation angles.

[0109] As a result, the reduction mechanism 51, and consequently the clutch actuator 50, can be miniaturized. That is, even when a large-diameter reduction gear is provided to obtain a reduction ratio, by making the cutout outside the meshing range of the reduction gear fan-shaped, the following effect is achieved: In particular, it is possible to suppress the extension of the reduction mechanism 51 outward in the vehicle width direction, and the reduction mechanism 51 can be made lighter.

[0110] With the above structure, the motor 52 and the release shaft 53 can be continuously linked via the reduction mechanism 51. Thus, a system is formed in which the clutch device 26 is directly engaged / disengaged via the clutch actuator 50.

[0111] Each gear is a flat spur gear that minimizes the axial thickness of the actuator, and the gearbox 59 is also formed in a flat shape that minimizes the axial thickness of the actuator. As a result, the overall axial thickness of the reducer 51 can be minimized, and it is not easily noticeable when viewed from the side of the vehicle. In addition, it is easy to overlap the gears in the axial direction of the actuator.

[0112] A rotation angle sensor 56d is provided on the upper surface of the gearbox 59. The rotation angle sensor 56d is located on the outside of the gearbox 59. The rotation angle sensor 56d is connected to one end of the third reduction shaft 56 protruding outward from the gearbox to detect its rotation angle. By detecting the rotation angle of the third reduction shaft 56, which is close to the release shaft 53, the detection accuracy of the rotation angle of the release shaft 53 and thus the clutch capacity is improved.

[0113] Refer to together Figure 12 , Figure 15The gearbox 59 has a lower section 69 that is offset forward relative to the upper section 68. A motor 52 is positioned below the lower section 69. That is, the motor 52 is positioned so that it protrudes downward from the front of the gearbox 59. Therefore, the motor 52 can be positioned such that it can be positioned forward to avoid the bulge 17b covering the clutch device 26 in the right cover 17a. Thus, the outward extension of the clutch actuator 50 in the vehicle width direction can be suppressed.

[0114] The driving force of motor 52 is reduced and transmitted to the release shaft 53 as follows: the driving force of motor 52 is reduced between the drive gear 55a and the first reduction gear 57a, between the first minor diameter gear 57b and the second reduction gear 58a, between the second minor diameter gear 58b and the third reduction gear 56a, and further between the third minor diameter gear 56b and the driven gear 63a.

[0115] <Clutch Actuator Configuration>

[0116] like Figure 1 As shown, in a side view of the vehicle, the clutch actuator 50 is positioned vertically below the knee clamp 18a on the right side of the fuel tank 18. Line L1 indicates the driver's thigh, line L2 indicates the lower leg extending downwards from the knee, and line L3 indicates the foot extending from the ankle to the toes. In a side view of the vehicle, the driver's leg extends the lower leg L2 diagonally downwards and backwards from the knee clamp 18a, with the foot L3 resting on the footrest 18b.

[0117] The clutch actuator 50 extends outward in the vehicle width direction from the knee clamping part 18a (see reference). Figure 16 From a side view of the vehicle, the clutch actuator 50 is configured to move forward and avoid the lower leg L2 of the driver's leg. This suppresses interference of the clutch actuator 50 with the driver's leg positioning space. Even when the driver extends their leg and places their foot L3 on the ground, the clutch actuator 50 is configured to move forward and avoid the lower leg L2 of the driver's leg from a side view of the vehicle. This also suppresses interference of the clutch actuator 50 with the driver's leg positioning space.

[0118] Refer to together Figures 12-14The right cover 17a has a bulge 17b extending outward in the vehicle width direction. This bulge is a circular area coaxial with the clutch assembly 26 when viewed from the side of the vehicle. A cover recess 17c is formed on the upper part of the bulge 17b. The cover recess 17c changes its outer surface inward in the vehicle width direction relative to the lower part of the bulge 17b. The cover recess 17c forms a stepped portion 17d by changing the outer surface of the bulge 17b in a stepped manner. The stepped portion 17d forms a plane along the vehicle width direction. The clutch actuator 50 is mounted on the right cover 17a in a configuration that enters the cover recess 17c.

[0119] Reference Figure 12 , Figure 13 The recess 17c includes: a first recess 17c1 for the gearbox 59 of the clutch actuator 50 to enter; and a second recess 17c2 for the motor housing 66 to enter. The recess 17c is formed such that the second recess 17c2 is shallower than the first recess 17c1 in the vehicle width direction. The first recess 17c1 and the second recess 17c2 are formed at an angle corresponding to the tilt of the clutch actuator 50 when viewed from the side of the vehicle. The second recess 17c2 extends forward of the vehicle than the protrusion 17b. For ease of illustration, in... Figure 12 , Figure 13 The right cover 17a has subtle differences between them.

[0120] The first recess 17c1 forms a first planar portion 17c3 along the lower surface of the upper section 68 of the gearbox 59 (described in detail below). The second recess 17c2 forms a second planar portion 17c4 along the lower surface of the motor housing 66. The first planar portion 17c3 and the second planar portion 17c4 are contained within the stepped portion 17d. The first planar portion 17c3 and the second planar portion 17c4 are planar in shape orthogonal to the actuator axis.

[0121] Multiple upper fastening connection portions 17c5 are formed on the first flat portion 17c3. The upper fastening connection portions 17c5 are fastened to the upper section 68 of the gearbox 59 by bolts B1 along the actuator axis. A shaft insertion portion 17c6 is formed on the first flat portion 17c3 for the separation shaft 53 to pass through. On the gearbox 59, multiple gearbox-side fastening connection portions 59a (see reference) are formed corresponding to the multiple upper fastening connection portions 17c5. Figure 6 The gearbox-side fastening connection 59a allows the bolt B1 to pass through and be fastened to the upper fastening connection 17c5. On the gearbox 59, an opening 59c is formed corresponding to the shaft insertion part 17c6 for the separation shaft 53 to pass through (see reference). Figure 5 The upper part of the separation shaft 53 protrudes obliquely from the first flat part 17c3 toward the rear and upward and into the gearbox 59.

[0122] Multiple lower fastening connections 17c7 (e.g., two locations) are formed at the lower part of the second recess 17c2. The lower fastening connections 17c7 are fastened to the motor housing 66 by bolts B2 along the vehicle width direction (orthogonal to the actuator axial direction). On the motor housing 66, multiple motor-side fastening connections 66c are formed corresponding to the multiple lower fastening connections 17c7. The motor-side fastening connections 66c are fastened to the lower fastening connections 17c7 by bolts B2 passing through them. The bolt holes in each motor-side fastening connection 66c through which bolts B2 pass are elongated oval in the actuator axial direction. Therefore, when the lower part of the clutch actuator 50 is fastened, the axial tolerance of the actuator can be absorbed. That is, the axial position of the clutch actuator 50 is determined by the upper fixing part (box-side fastening connection part 59a) abutting against the first flat part 17c3 in the axial direction of the actuator. The lower fixing part (motor-side fastening connection part 66c) of the clutch actuator 50 is fixed to the lower fastening connection part 17c7 using bolt holes that extend in the axial direction of the actuator. This allows for the absorption of positional offsets in the lower part of the clutch actuator 50 caused by component tolerances in the axial direction of the actuator.

[0123] <Separation Shaft>

[0124] like Figure 5 , Figure 8 , Figure 9 As shown, the release shaft 53 is capable of rotating by accepting inputs from the clutch actuator 50 and inputs made by the occupant's operation. Therefore, the release shaft 53 is divided into multiple elements.

[0125] The separation shaft 53 includes an upper separation shaft 61 forming the upper part, a lower separation shaft 62 forming the lower part, and an intermediate separation shaft 63. The intermediate separation shaft 63 is arranged across the lower end of the upper separation shaft 61 and the upper end of the lower separation shaft 62.

[0126] The upper separation shaft 61 is cylindrical. The upper separation shaft 61 is rotatably supported on the upper boss 59b of the gearbox 59. The upper end of the upper separation shaft 61 protrudes outward from the gearbox 59. The driven clutch lever 54 is rotatably supported on the upper end of the upper separation shaft 61. A return spring (not shown) is mounted on the driven clutch lever 54. This return spring applies a force to the driven clutch lever 54 in the opposite direction to the rotation (clutch disengagement direction) generated by the operation of the clutch lever 4b.

[0127] The lower off-axis portion 62 is cylindrical. The lower part of the lower off-axis portion 62 is rotatably supported inside the right cover 17a. The lower part of the lower off-axis portion 62 faces into the gearbox 59. An eccentric cam portion 38a of the separation mechanism 38 is formed in this lower part (see reference). Figure 2A lower return spring (not shown) is installed at the lower end of the lower separation shaft 62. This lower return spring applies a force to the lower separation shaft 62 in the opposite direction to the rotation in the clutch disengagement direction.

[0128] A manually operated side cam 61b with a fan-shaped cross-section and extending axially is provided at the lower end of the upper part of the shaft 61.

[0129] A clutch-side cam 62b with a fan-shaped cross-section and extending axially is provided at the upper end of the lower part of the shaft 62. The clutch-side cam 62b is circumferentially positioned to avoid the range of the manual operation side cam 61b.

[0130] The lower end of the upper off-axis 61 (manual operation side cam 61b) and the upper end of the lower off-axis 62 (clutch side cam 62b) avoid each other circumferentially but overlap axially. Therefore, by pressing the circumferential side 61b1 of the manual operation side cam 61b against the circumferential side 62b2 of the clutch side cam 62b, the lower off-axis 62 can be rotated (see reference). Figure 10B , Figure 11B ).

[0131] The other circumferential side 61b2 of the manually operated side cam 61b and the circumferential side 62b1 of the clutch side cam 62b are separated from each other in the circumferential direction. Therefore, when there is input from the clutch actuator 50 to the clutch side cam 62b, the lower part off-axis 62 can rotate independently from the upper part off-axis 61 (see reference). Figure 10A , Figure 11A ).

[0132] The intermediate separating shaft 63 is, for example, cylindrical. The intermediate separating shaft 63 can pass through the engaging portion (upper and lower shaft engaging portion) between the lower end of the upper separating shaft 61 and the upper end of the lower separating shaft 62. The driven gear 63a is supported on the intermediate separating shaft 63 in a manner that allows it to rotate integrally.

[0133] A control operation side cam 63b with a fan-shaped cross section and extending axially is provided on the intermediate separation shaft 63.

[0134] The intermediate release shaft 63 and the driven gear 63a inhibit contact between the clutch actuator 50 and other components. Specifically, the intermediate release shaft 63, apart from the bearing supported by the gearbox 59, only contacts the following parts on its inner periphery: the lower end of the upper release shaft 61 (manual operation side cam 61b) and the upper end of the lower release shaft 62 (clutch side cam 62b).

[0135] Furthermore, the driven gear 63a only contacts the gear teeth of the second minor diameter gear 58b. This minimizes friction in the driven gear 63a, which acts as the control gear, and improves the control accuracy of the separation shaft 53.

[0136] The control operation side cam 63b of the intermediate separation shaft 63 and the clutch side cam 62b of the lower separation shaft 62 are circumferentially separated but overlap in axial position. Thus, by pressing the circumferential side 63b1 of the control operation side cam 63b against the circumferential side 62b2 of the clutch side cam 62b, the lower separation shaft 62 can be rotated.

[0137] Furthermore, the control operation side cam 63b is configured to radially avoid the manual operation side cam 61b of the upper part of the separation shaft 61. Therefore, when the input from the clutch actuator 50 is transmitted to the clutch side cam 62b, the lower part of the separation shaft 62 can rotate independently from the upper part of the separation shaft 61. Additionally, in the presence of manual operation, the upper part of the separation shaft 61 can rotate independently from the control side intermediate separation shaft 63.

[0138] The other circumferential side 63b2 of the control operation side cam 63b and the circumferential side 62b1 of the clutch side cam 62b are separated from each other in the circumferential direction. Thus, when there is input from the manual operation side cam 63b to the clutch side cam 62b, the lower part of the off-shaft 62 can rotate independently from the middle off-shaft 63.

[0139] Reference Figure 5 The clutch actuator 50 holds the upper release shaft 61 and the intermediate release shaft 63 in a rotatable manner via the gearbox 59. The clutch actuator 50 includes the upper release shaft 61 and the intermediate release shaft 63. The lower release shaft 62 is held rotatably in the right cover 17a.

[0140] Refer to together Figure 14 A shaft insertion portion 17c6 is provided on the first flat portion 17c3 of the stepped portion 17d of the recessed portion 17c of the right cover 17a. The upper end of the lower portion, away from the shaft 62, protrudes from the shaft insertion portion 17c6. The gearbox 59 has an opposing portion opposite to the first flat portion 17c3 of the stepped portion 17d of the recessed portion 17c. An opening 59c is provided in this opposing portion. The opening 59c allows the upper end of the lower portion protruding from the shaft insertion portion 17c6, away from the shaft 62, to face the interior of the gearbox 59.

[0141] In the above structure, if the clutch actuator 50 is installed on the right cover 17a, it together with the lower separation shaft 62 on the right cover 17a side forms a straight separation shaft 53. The separation shaft 53 is formed by interconnecting the upper separation shaft 61, the middle separation shaft 63 and the lower separation shaft 62.

[0142] Hereinafter, the power unit that operates the clutch device 26 by driver operation without electrical control will be referred to as a manual clutch type. The power unit PU of the embodiment can be configured as follows compared to the manual clutch type power unit: The power unit PU can be configured by replacing the right cover 17a and the release shaft 53 and then installing the clutch actuator 50. Therefore, the clutch actuator 50 can be installed even for power units of different models. Thus, the clutch actuator 50 can be shared among multiple models, making it easy to construct a semi-automatic transmission system (automatic clutch type transmission system).

[0143] <2 Motor Control>

[0144] Reference Figure 5 In this embodiment, the clutch actuator 50 can be configured such that two motors 521 and 522 in the clutch actuator 50 cooperate to drive the release shaft 53 (to disengage / engage the clutch device 26). In this case, the shared load is halved by using two motors 521 and 522, thereby allowing for the miniaturization of each motor 521 and 522. This increases the flexibility in the layout of the motor 52 compared to a large, single motor 52. Therefore, even when the clutch actuator 50 is positioned on the outer side of the power unit PU, it is easy to suppress the outward extension of the clutch actuator 50 in the vehicle width direction. Thus, substantial miniaturization of the clutch control device 40A can be achieved.

[0145] In an implementation, in the clutch actuator 50, under normal conditions (in the absence of failure), one of the multiple (two) motors 52 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 52 can be used as a fail-safe device on standby, or as a current sensor.

[0146] <Clutch actuator shaft configuration>

[0147] Next, the configuration of the drive shaft 55 of the motor 52, the release shaft 53, and the reduction shafts 56, 57, and 58 of the reduction mechanism 51 in the clutch actuator 50 will be described.

[0148] Reference Figures 5-7 , Figure 12 In the clutch actuator 50, the lower central axis extending in the vertical direction is tilted relative to the vertical direction when viewed from the side of the vehicle, in a manner that the higher and more rearward the axis is. Figure 12Only C4 is shown). The central axis is the central axis C4 of the separation shaft 53, the central axis C0 of the motor 52 (the central axes C01 and C02 of each motor 521 and 522), and the central axes C1, C2, and C3 of the support shafts 56c, 57c, and 58c of each reduction shaft 56, 57, and 58 of the reduction mechanism 51. These central axes are parallel to each other when viewed from the side of the vehicle and are aligned on the same straight line T1 when viewed from the actuator axial direction (see reference). Figure 6 , Figure 7 ).

[0149] Reference Figure 14 Viewed from above in the vehicle, the mating surface S1 of the right side of the crankcase 15 (which is also the main body of the clutch case housing the clutch assembly 26) and the right cover 17a is inclined in the longitudinal direction relative to the plane S2 orthogonal to the vehicle width direction. Specifically, the mating surface S1 is inclined such that the rearward side is further inward in the vehicle width direction. This suppresses the protrusion of the rear right side of the crankcase 15 and reduces the dimensions of the crankcase 15 during molding. Viewed from above in the vehicle (approximately from the actuator axial direction), the straight line T1 is approximately parallel to the mating surface S1 (for example, it is said to not intersect with each other within the longitudinal length of the vehicle). The right side of the crankcase 15 and the right cover 17a constitute the clutch case housing the clutch assembly 26. Figure 14 This is a top-down view of the vehicle, but it serves as a reference when illustrating the structure of the actuator viewed axially.

[0150] exist Figure 14 From a top-down view of the vehicle, symbol K1 represents a first imaginary line along the mating surface S1, and symbol K2 represents a second imaginary line parallel to the first imaginary line K1 and passing through the outer end 17b1 of the bulge 17b of the right cover 17a in the vehicle width direction. The clutch actuator 50 (including a rotation angle sensor 56d, a driven clutch lever 54, and an upper cover 80) is arranged between the first imaginary line K1 and the second imaginary line K2 in a top-down view of the vehicle. Symbol H2 in the figure represents the width between the first imaginary line K1 and the second imaginary line K2. The second imaginary line K2 represents the outer end of the unit housing 65 of the clutch actuator 50 in the vehicle width direction. That is, the rotation angle sensor 56d, the driven clutch lever 54, and the cover 80 are positioned closer to the inner side of the unit housing 65 in the vehicle width direction than the outer end of the unit housing 65 in the vehicle width direction. Hereinafter, the direction orthogonal to the direction of the straight line T1 when viewed from the actuator axial direction will be referred to as the "actuator width H2 direction".

[0151] The left-right width of the clutch actuator 50 is smaller than its front-rear width in the straight line T1 direction and its vertical width in the actuator axial direction. This left-right width is the width in the width direction (actuator width H2 direction) orthogonal to the straight line T1 direction and the actuator axial direction. The clutch actuator 50 is flattened relative to the aforementioned front-rear width and vertical width, suppressing the left-right width. The clutch actuator 50 suppresses outward extension in the vehicle width direction by aligning the actuator width H2 direction approximately towards the vehicle width direction. The straight line T1 direction (the arrangement direction of each shaft) of the clutch actuator 50 is inclined outward in the vehicle width direction towards the front. Therefore, the outward extension of the clutch actuator 50 in the vehicle width direction is greater towards the front. The forward extension of the clutch actuator 50 is separated from the driver's leg space (see reference). Figure 1 Therefore, interference of the clutch actuator 50 with the driver's legs can be suppressed.

[0152] <Unit Box Structure>

[0153] Next, the structure of the unit box 65 of the clutch actuator 50 will be described.

[0154] Reference Figure 5 , Figure 12 , Figure 15 Unit 65 includes gearbox 59 and motor box 66.

[0155] The gearbox 59 is formed in two sections along the actuator axial direction. Hereinafter, the upper part of the gearbox 59 will be referred to as the upper section 68, and the lower part of the gearbox 59 will be referred to as the lower section 69. The gearbox 59 is shaped such that the upper section 68 is offset rearward relative to the lower section 69 along a plane orthogonal to the actuator axial direction. A motor housing 66 extending along the actuator axial direction is connected below the lower section 69. The motor housing 66 is the lower housing constituting the lower part of the unit housing 65. The motor housing 66 is formed into two cylindrical parts that mimic the outer shape of the two motors 52. A pair of upper and lower motor-side fastening connections 66c are arranged between the two cylindrical parts.

[0156] The upper section 68 of the gearbox 59 is divided into upper and lower sections by a dividing plane orthogonal to the actuator axis. Hereinafter, the lower part of the upper section 68 will be referred to as the upper section body 68a that opens upward. The upper part of the upper section 68 will be referred to as the gearbox cover 68b that closes the upper opening of the upper section body 68a from above.

[0157] The lower section 69 of the gearbox 59 is divided into upper and lower sections by a dividing plane orthogonal to the actuator axis. Hereinafter, the upper part of the lower section 69 will be referred to as the lower section main body 69a that opens downward. The lower part of the lower section 69 will be referred to as the lower cover 69b that closes the lower part of the lower section main body 69a from below.

[0158] Refer to together Figure 6 , Figure 7 The upper section 68, when viewed axially from the actuator, is rectangular in shape and elongates along the direction of the straight line T1. The lower section 69, when viewed axially from the actuator, is oblong in shape and elongates along the direction of the straight line T1. The upper section 68 forms an upper gear housing 68d, and the lower section 69 forms a lower gear housing 69d. The upper and lower gear housings 68d and 69d are separated by a partition wall.

[0159] The motor housing 66 forms a motor housing chamber 66d that houses two motors 52. The motor housing chamber 66d houses the two cylindrical motors 52 side by side. The motor housing 66 is a bottomed cylindrical shape with an elongated cross-section. A lower cover 69b is integrally formed on the upper part of the motor housing 66 with an enlarged cross-section.

[0160] The motor housing 66 and the lower housing cover 69b are integrally formed to constitute the lower housing 66a (first housing). The upper main body 68a and the lower main body 69a are integrally formed to constitute the upper housing 66b (second housing).

[0161] The lower housing 66a forms a motor housing chamber 66d that houses two motors 52. The upper housing 66b forms gear housing chambers 68d and 69d that house a reduction gear mechanism 51. A housing cover 68b is mounted on the upper housing 66b from above. An upper gear housing 68d is formed between the upper housing 66b and the housing cover 68b. A lower housing cover 69b of the lower housing 66a is mounted on the upper housing 66b from below. A lower gear housing 69d (second gear housing) is formed between the upper housing 66b and the housing cover 69b.

[0162] Viewed axially from the actuator, a portion of each gear in the reduction mechanism 51 becomes a sector gear. This reduces the width of the reduction mechanism 51 in the direction orthogonal to the straight line T1. Each gear of the reduction mechanism 51 is positioned within the width H1 of the motor housing 66 in the lower housing 66a in the direction orthogonal to the straight line T1.

[0163] The drive gears 55a of each drive shaft 55 of the two motors 52 protrude into the lower gear housing 69d. In the direction of the straight line T1, a single input gear, namely the first reduction gear 57a, of the reduction mechanism 51 is arranged between the two drive gears 55a. The first reduction gear 57a meshes with both ends of the drive gears 55a in the direction of the straight line T1.

[0164] The first reduction gear 57a is supported on the first support shaft 57c (input shaft). The first support shaft 57c is held in the upper housing 66b. The first support shaft 57c protrudes axially into the second gear housing 69d from one side (lower side). The first reduction gear 57a is supported on the protruding portion of the first support shaft 57c protruding into the second gear housing 69d. The protruding portion of the first support shaft 57c is cantilevered on the upper housing 66b side. The protruding portion of the first support shaft 57c is not supported on the lower housing 66a. Therefore, a bearing for supporting the first support shaft 57c is not required between the two motors 52 in the lower housing 66a. Thus, the two motors 52 can be brought as close as possible to each other, and the clutch actuator 50 can be miniaturized as much as possible in the linear T1 direction (the arrangement direction of each shaft).

[0165] Refer to together Figure 5 , Figure 7 The lower housing 66a and the upper housing 66b are positioned relative to each other by a pair of front and rear locating pins 71. The pair of locating pins 71 are positioned outwards from the two drive shafts 55 along the straight line T1. This allows for a certain distance between the pair of locating pins 71. Line C5 in the figure represents the central axis of the locating pin 71. The pair of locating pins 71 are arranged such that their respective axes (axis C5) lie on the straight line T1 when viewed from the actuator axial direction. The pair of locating pins 71 position the lower housing 66a and the upper housing 66b relative to each other in a direction orthogonal to the actuator axial direction. Each locating pin 71, for example, is inserted into and held in a retaining hole 72 in the lower housing 66a. A pair of mating holes 73 are formed in the upper housing 66b for inserting each locating pin 71.

[0166] <Upper Cover>

[0167] like Figure 12 , Figure 14 , Figure 15 As shown, the clutch actuator 50 also has an integral upper cover 80. The upper cover 80 covers the rotation angle sensor 56d and the base end side (disengagement shaft 53 side) of the driven clutch lever (connection part) 54 from one side (upper side) of the actuator axially.

[0168] The upper cover 80 has an upper surface portion 81, an outer wall portion 82, a first upper surface inner portion 83, and a second upper surface inner portion 84. Viewed axially from the actuator, the upper surface portion 81 is trapezoidal in shape, elongated in the longitudinal direction with its short side facing outward in the vehicle width direction. The outer wall portion 82 extends in a tapered manner from the front, rear, and outer edges of the upper surface portion 81 downward in the actuator axial direction. Viewed axially from the actuator, the first upper surface inner portion 83 protrudes in a triangular shape from the inner edge of the front half of the upper surface portion 81 in the vehicle width direction. Viewed axially from the actuator, the second upper surface inner portion 84 protrudes in a triangular shape from the rear inclined edge of the first upper surface inner portion 83 in the vehicle width direction and rearward. The second upper surface inner portion 84 is displaced downward in a stepped manner relative to the first upper surface inner portion 83.

[0169] The first downward-facing wall portion 83a extends downward from the inclined edge at the front of the inner side of the first upper surface portion 83. The outer end of the first downward-facing wall portion 83a in the vehicle width direction is connected to the inner end of the front wall portion 82a of the outer wall portion 82 in the vehicle width direction. In the first downward-facing wall portion 83a, the downward extension length of the inner portion in the vehicle width direction is shorter than the downward extension length of the outer portion in the vehicle width direction. A downwardly opening U-shaped cutout 83b is formed between the inner and outer sides of the first downward-facing wall portion 83a in the vehicle width direction.

[0170] The second downward wall portion 84a extends downward from the two inclined edges of the inner side and rear side of the inner side portion 84 of the second upper surface in the vehicle width direction. The front end of the second downward wall portion 84a is connected to the inner end of the first downward wall portion 83a in the vehicle width direction. The downward extension length of the second downward wall portion 84a is equal to the downward extension length of the inner part of the first downward wall portion 83a in the vehicle width direction. An extension portion 82b1 extending downward from the lower end of the front wall portion 82a and the side wall portion 82c is formed below the rear wall portion 82b of the outer wall portion 82.

[0171] The upper cover 80 has a front fastening connection (fixing part) 85 at its front end. The front fastening connection 85 forms a seat surface orthogonal to the actuator axis. The front fastening connection 85 overlaps from above with a fastening connection boss 59d that protrudes upward from the upper surface of the gearbox 59 toward the actuator axis. The front fastening connection 85 is fastened and fixed to the fastening connection boss 59d and, consequently, the unit box 65 by screwing a bolt B3 that passes through from above into the fastening connection boss 59d.

[0172] The bracket portion 86 protrudes inward in the vehicle width direction at the rear end of the upper cover 80. The bracket portion 86 includes a rear end fastening connection portion (fixed portion) 87. The rear end fastening connection portion 87 forms a seat surface orthogonal to the actuator axis. The rear end fastening connection portion 87 overlaps from above with the cover fastening connection portion (not shown) provided on the clutch cover 17a. The rear end fastening connection portion 87 is fastened and fixed to the cover fastening connection portion and, consequently, the clutch cover 17a, by screwing a bolt B4 passing from above into the cover fastening connection portion.

[0173] An integral upper cover 80 is fixed across the unit housing 65 and the clutch cover 17a. Thus, the upper cover 80 can improve the bonding strength between the unit housing 65 and the clutch cover 17a.

[0174] It should be noted that the upper cover 80 is not limited to a structure that is fixed across both the unit housing 65 and the clutch cover 17a. For example, the upper cover 80 may also be a structure that is fixed only to one of the unit housing 65 and the clutch cover 17a. In particular, as long as the upper cover 80 is a structure that is fixed only to the unit housing 65, the upper cover 80 can be integrally assembled with the clutch actuator 50. This makes assembly and maintenance around the clutch actuator 50 easier. The structure on which the upper cover 80 is mounted (in the embodiment, a structure that includes at least one of the unit housing 65 and the clutch cover 17a) is collectively referred to as a "cover mounting component".

[0175] One of the fixing parts of the upper cover 80 can be a fixing part based on insertion or the like.

[0176] Figure 17 , Figure 18 The upper cover 80' shown is provided with a support portion 88 on the inner (rear) side of the front wall portion 82a of the outer wall portion 82, replacing the front fastening connection portion 85. A front locking protrusion 89 is provided in the support portion 88. The front locking protrusion 89 is embedded in a locking recess (not shown) provided in place of the fastening connection boss 59d in the cover mounting member. The front locking protrusion 89 is embedded in the locking recess, for example, along with movement in the front-rear direction (e.g., forward movement) along the upper surface of the unit box 65. The front locking protrusion 89 can hold the front end of the upper cover 80' to the cover mounting member. In this state, the rear end of the upper cover 80' is fixed to the cover mounting member by fastening and fixing the rear fastening connection portion 87. In addition, the locking state of the front end of the upper cover 80' is maintained by restricting the movement of the upper cover 80' in the front-rear direction (especially the rearward movement). That is, at the front end of the upper cover 80', the front locking protrusion 89 is prevented from disengaging from the locking recess of the cover mounting member (unlocking). Thus, the front end of the upper cover 80' is fixed to the cover mounting member. Thus, the upper cover 80' is fixed entirely to the cover mounting member.

[0177] Reference Figure 12 , Figure 15 Viewed from the vehicle width direction (clutch axial direction), the first interface 68c1 between the upper section 68 and the lower section 69 of the clutch actuator 50, and the second interface 69c1 between the lower section 69 and the motor housing 66, are parallel to each other. Each interface 68c1 and 69c1 is inclined at the front and lower at the rear when viewed from the vehicle width direction. Furthermore, viewed from the vehicle width direction, the first mating surface 68c between the upper section body 68a and the upper housing cover 68b, and the second mating surface 69c between the lower section body 69a and the lower housing cover 69b, are parallel to the first interface 68c1 and the second interface 69c1. Each mating surface 68c and 69c is inclined at the front and lower at the rear when viewed from the vehicle width direction.

[0178] exist Figure 12 In the example, it is shown that... Figure 1 The frame shown is different from the frame 5'. Figure 12 In the vehicle width direction, a main frame 7' extending from the front to the rear of the frame 5' is positioned above the clutch actuator 50. When viewed in the vehicle width direction, the length of the main frame 7' is approximately parallel to the first interface 68c1, the second interface 69c1, the first mating surface 68c, and the second mating surface 69c. Thus, the area surrounding the clutch actuator 50 has an overall dynamic appearance with a higher front and lower rear.

[0179] Reference Figure 16 The clutch actuator 50 is positioned on the outer side (right side) of the clutch assembly 26 in the vehicle width direction. The clutch actuator 50 is positioned on the inner side in the vehicle width direction, beyond the outer end (indicated by line 18b1) of the footrest 18b for the passenger. Therefore, when the motorized two-wheeled vehicle 1 tilts, the clutch actuator 50 will not contact the ground before the footrest 18b. Furthermore, even if the motorized two-wheeled vehicle 1 falls over, the clutch actuator 50 will not be the first part to touch the ground. Thus, damage to the clutch actuator 50 can be prevented. In the figure, line GL represents the ground when the motorized two-wheeled vehicle 1 is upright, and line GL' represents the ground when the motorized two-wheeled vehicle 1 is tilted.

[0180] As described above, the clutch control device 40A in the above embodiment includes: a clutch device 26 that disconnects / connects the power transmission between the prime mover (engine 13) and the output object (transmission 21) of the motorized two-wheeled vehicle 1; a clutch actuator 50 that outputs a driving force for operating the clutch device 26; a clutch lever 4b that receives clutch operation performed by the occupant; and a release shaft 53 that extends along the actuator axis orthogonal to the clutch axis, transmitting input from at least one of the clutch lever 4b and the clutch actuator 50 to the clutch device 26. The clutch actuator 50 includes: an electric motor 52 as a drive source; a reduction mechanism 51 having a drive shaft (third reduction shaft 56) parallel to the release shaft 53 for power transmission between the electric motor 52 and the release shaft 53; and a unit box 65 that covers the electric motor 52 and the reduction mechanism 51. The outer side of the unit housing 65 is provided with: a rotation angle sensor 56d, which is connected to the axial end of the actuator of the third reduction shaft 56 to detect the rotation angle of the third reduction shaft 56; and a connecting part (driven clutch lever 54), which connects the operating cable 54c, which is connected to the clutch lever 4b, to the axial end of the actuator of the release shaft 53. Furthermore, an upper cover 80 is provided to cover the rotation angle sensor 56d and the driven clutch lever 54.

[0181] According to this structure, the rotation angle sensor 56d, which detects the operation of the drive shaft (third reduction shaft 56) of the reduction mechanism 51 of the clutch actuator 50, and the connection part (driven clutch lever 54) connecting the transmission element (operating cable 54c) on the side of the clutch lever 4b to the release shaft 53 are arranged on the same side of the actuator axial direction on the outside of the unit housing 65. As a result, the protrusion of the auxiliary components in the direction orthogonal to the actuator axial direction (clutch axial direction, for example, vehicle width direction) can be suppressed, and the clutch actuator 50 can be compactly arranged by including the auxiliary components.

[0182] Furthermore, in the above structure, the rotation angle sensor 56d and connecting parts are covered by the upper cover 80. This improves the waterproof and dustproof properties of the auxiliary components and suppresses interference. It also prevents grease adhering to the mechanism portion including the separation shaft 53 from adhering to external surfaces (e.g., occupants' clothing). Additionally, it makes the mechanism portion less conspicuous, improving its appearance.

[0183] Furthermore, the operating cable 54c on the clutch lever 4b side and the rotation angle sensor 56d can be removed simply by removing the upper cover 80. Additionally, the wiring harness to the rotation angle sensor 56d is also easy to install. This improves both assembly and maintainability.

[0184] Furthermore, in the aforementioned clutch control device 40A, the axial directions of the drive shaft 55 of the electric motor 52, the release shaft 53, and the transmission shaft of the reduction mechanism 51 are all parallel to the first axial direction and are arranged side by side when viewed from the clutch axial direction.

[0185] According to this structure, the drive shafts of the electric motor 52 (including the clutch actuator 50), the release shaft 53, and the third reduction shaft 56 of the reduction mechanism 51 all point towards the actuator axial direction and are arranged side-by-side when viewed from the clutch axial direction. Therefore, the width of the clutch actuator 50 can be suppressed in both the arrangement direction of the electric motor 52, the release shaft 53, and the reduction mechanism 51 (the straight line T1 direction) and in the actuator width H2 direction, which is orthogonal to the actuator axial direction. As long as the actuator width H2 direction points towards the vehicle width direction, the outward extension of the clutch actuator 50 in the vehicle width direction can be suppressed.

[0186] In addition, in the above-mentioned clutch control device 40A, the clutch axis is parallel to the vehicle width direction, and the rotation angle sensor 56d, the driven clutch lever 54 and the upper cover 80 are arranged at a position closer to the inner side of the vehicle width direction than the outer end of the unit box 65 in the vehicle width direction.

[0187] According to this structure, the extension of the rotation angle sensor 56d, the driven clutch lever 54, and the upper cover 80 outward in the vehicle width direction can be suppressed.

[0188] Furthermore, in the aforementioned clutch control device 40A, a clutch cover 17a is provided that covers the clutch device 26 from the outside of the clutch axis, a clutch actuator 50 is installed on the outside of the clutch cover 17a, and the upper cover 80 is installed on at least one of the unit box 65 and the clutch cover 17a.

[0189] According to this structure, the upper cover 80 is installed on at least one of the unit housing 65 and the clutch cover 17a. This allows the upper cover 80 to be positioned at a location that provides better waterproofing and dustproofing, depending on the positions of the rotation angle sensor 56d and the driven clutch lever 54. With the upper cover 80 installed only on the unit housing 65, their assembly can be treated as a single unit with the upper cover 80 installed in the unit housing 65. Therefore, the assemblability around the clutch actuator 50 can be improved.

[0190] In addition, in the above-mentioned clutch control device 40A, the upper cover 80 is an integral component that covers both the rotation angle sensor 56d and the driven clutch lever 54. The upper cover 80 has multiple fixing parts (front end fastening connection part 85 and rear end fastening connection part 87) that are respectively fixed to the unit box 65 and the clutch cover 17a.

[0191] According to this structure, the multiple fixing parts (front end fastening connection part 85 and rear end fastening connection part 87) of the upper cover 80 are respectively fixed to the unit box 65 and the clutch cover 17a. The integral upper cover 80 is fixed across the unit box 65 and the clutch cover 17a. The upper cover 80 functions as a connecting member between the unit box 65 and the clutch cover 17a. As a result, the bonding strength between the unit box 65 and the clutch cover 17a can be improved.

[0192] Furthermore, in the aforementioned clutch control device 40A, the upper cover 80 is an integral component that covers both the rotation angle sensor 56d and the driven clutch lever 54. The upper cover 80 has multiple fixing parts (front locking protrusion 89 and rear fastening connection 87) that are fixed to the unit housing 65 or the clutch cover 17a. The multiple fixing parts include: a front locking protrusion 89, which is locked to the unit housing 65 or the clutch cover 17a as the upper cover 80 moves toward a first direction (e.g., forward); and a rear fastening connection 87, which, when the front locking protrusion 89 is locked, is fastened to the unit housing 65 or the clutch cover 17a by a fastening connection member (bolt B4) to restrict the movement of the upper cover 80 toward the other side of the first direction (e.g., rearward).

[0193] According to this structure, the upper cover 80 has multiple fixing parts, including a locking part of the first cover fixing part that is locked to the unit box 65 or the clutch cover by insertion or the like. Therefore, compared with a structure in which all fixing parts are fastening connections using fastening connection members, the upper cover 80 can be easily assembled and disassembled.

[0194] Furthermore, in the aforementioned clutch control device 40A, the actuator axis shared by the release shaft 53 and the drive shaft 56 points in the vertical direction of the vehicle. The unit box 65 includes a gearbox 59 that houses the reduction mechanism 51. The gearbox 59 has an upper section 68 and a lower section 69 in the actuator axis. When viewed from the clutch axis, the release shaft 53 is arranged on the rear side of the upper section 68 in the orthogonal direction (direction T1) that is orthogonal to the actuator axis. The upper surface of the lower section 69, which is offset to the other side of the orthogonal direction relative to the upper section 68, is connected to the other side of the orthogonal direction. The motor box 66, which is offset to the other side of the orthogonal direction relative to the shaft center of the clutch device 26, is connected to the lower surface of the lower section 69.

[0195] According to this structure, the gearbox 59 housing the reduction mechanism 51 in the unit housing 65 has an upper section 68 and a lower section 69. The lower section 69 is offset to the side opposite to the release shaft 53. An electric motor 52 is arranged below the lower section 69, so that the electric motor 52 is offset from the shaft center of the clutch device 26. As a result, the electric motor 52 can be arranged efficiently without protruding around the shaft center of the clutch device 26. In addition, in the above structure, the upper section 68 and the lower section 69 of the gearbox 59 can be separated. As a result, the assemblability and maintainability of the reduction mechanism 51 can be improved.

[0196] Furthermore, in the aforementioned clutch control device 40A, the clutch axis is parallel to the vehicle width direction. When viewed from the clutch axis, the first interface 68c1 between the upper section 68 and the lower section 69, and the second interface 69c1 between the lower section 69 and the motor housing 66, are inclined with the front higher than the rear. A main frame 7' is arranged above the clutch actuator 50, and the main frame 7' extends with the front higher than the rear when viewed from the clutch axis.

[0197] According to this structure, the interfaces of the multiple segments of the unit box 65 are inclined at the front and at the rear, along the main frame 7'. As a result, the periphery of the clutch actuator 50 can have a dynamic appearance with the front higher than the rear.

[0198] In addition, in the clutch control device 40A described above, the clutch axis is parallel to the vehicle width direction, the clutch actuator 50 is disposed on the outer side of the clutch device 26 in the vehicle width direction, and is disposed on the inner side of the vehicle width direction than the footrest 18b where the passenger places their feet.

[0199] According to this structure, the clutch actuator 50, which is positioned on the outer side of the clutch assembly 26 in the vehicle width direction, is located on the inner side in the vehicle width direction than the footrest 18b where the occupant places their feet. Therefore, when the vehicle tilts, the clutch actuator 50 will not touch the ground before the footrest 18b. Furthermore, even in the event of a vehicle rollover, the clutch actuator 50 will not be the first structure to touch the ground. Thus, damage to the clutch actuator 50 can be suppressed.

[0200] It should be noted that this utility model is not limited to the above-described embodiments. For example, the clutch operating component is not limited to the clutch lever 4b, but can also be a clutch pedal or other various operating components. The clutch device 26 can also be a normally open clutch that is in a disengaged state when there is no external input. The clutch device 26 is not limited to a structure disposed between the engine 13 and the transmission 21, but can also be a structure disposed between any output object other than the prime mover and the transmission. The prime mover is not limited to an internal combustion engine, but can also be an electric motor. The release mechanism 38 is not limited to the type that pulls the release shaft 39 to the right, but can also be the type that presses it to the right or left.

[0201] This is not limited to motorcycles where clutch operation is automated as described in the above embodiments. For example, it can also be applied to motorcycles that are based on manual clutch operation but can adjust the driving force and change gears under specified conditions without manual clutch operation (so-called motorcycles with a clutchless transmission).

[0202] The clutch control device of this embodiment can also be applied to straddle-type vehicles other than motorized two-wheelers.

[0203] The term "straddle-type vehicle" includes all vehicles in which the driver straddles the vehicle body, including not only motorized two-wheeled vehicles (including bicycles and small motorcycles with prime movers), but also three-wheeled (including vehicles with two front wheels and one rear wheel, in addition to those with one front wheel and two rear wheels) or four-wheeled vehicles (such as four-wheeled buggies).

[0204] It can also be applied to vehicles whose prime mover contains an electric motor.

[0205] It can also be applied to vehicles other than straddle-type vehicles (passenger cars, buses, trucks, etc.).

[0206] In this embodiment, the clutch actuator 50 is configured to avoid the space occupied by the driver's legs, but it is not limited to this structure. For example, the clutch control device of this embodiment can also be applied to cruise-type vehicles where the footrest for the driver's foot is located near the front of the vehicle. The clutch control device of this embodiment is a structure that suppresses the extension of the clutch actuator in the vehicle width direction and achieves miniaturization of the vehicle including the clutch actuator. Therefore, in addition to suppressing the driver's foot contact, it also provides effects such as weight reduction and miniaturization, not becoming an obstacle when tilting (making it difficult to touch the ground), and reducing air resistance caused by a smaller front projection area. In addition, it can also be applied to vehicles with longitudinally mounted engines where the crankshaft points in the longitudinal direction of the vehicle and the clutch axis points in the longitudinal direction of the vehicle.

[0207] The clutch control device of this embodiment is applicable to vehicles, but this invention is not limited to vehicles. For example, it can also be applied to various transportation equipment such as aircraft and ships, as well as various means of transportation and mobile bodies such as construction machinery and industrial machinery. Moreover, this invention can be widely applied to any equipment equipped with a clutch control device, in addition to vehicles, such as hand-push lawnmowers and sweepers.

[0208] Furthermore, the structure described above is an example of this utility model, and the constituent elements of the embodiment can be replaced with well-known constituent elements, etc., and various changes can be made without departing from the spirit of this utility model.

[0209] Symbol Explanation

[0210] 1. Motorized two-wheeled vehicle (equipment)

[0211] 7' Main frame (vehicle frame component)

[0212] 4b Clutch lever (clutch operating element)

[0213] 13. Engine (internal combustion engine, prime mover)

[0214] 17a Right cover (clutch cover)

[0215] 18b Footboard

[0216] K2 Second Imaginary Line (Outer End in Vehicle Width Direction)

[0217] 21. Gearbox (Output Object)

[0218] 26. Clutch assembly

[0219] 40A Clutch Control Device

[0220] 50 Clutch Actuator

[0221] 51. Reduction Mechanism (Transmission Mechanism)

[0222] 52 Electric motor (electric motor)

[0223] 53 Separation Shaft

[0224] 54 Driven clutch lever (connecting part)

[0225] 54c Operating cable (transmission element)

[0226] 55 drive shaft

[0227] 56 Third reduction shaft (drive shaft)

[0228] 56d Rotation Angle Sensor (Rotation Motion Sensor)

[0229] 59 Gearbox (Mechanism Box)

[0230] 65 unit box

[0231] 68 upper section

[0232] 69 lower section

[0233] 80 Upper cover (cover)

[0234] 85. Front-end fastening connection (fixing part, fastening connection part)

[0235] 87 Rear end fastening connection (fixing part, fastening connection part)

[0236] 89. Front-end locking protrusion (fixing part, locking part)

[0237] 66 Motor Box

[0238] 68c1 First Interface

[0239] 69c1 Second Interface

Claims

1. A clutch control device, comprising: a clutch device (26) that cuts off / connects power transmission between a prime mover (13) and an output object (21) of a vehicle (1); a clutch cover (17a) that covers the clutch device (26) from the outside in the clutch axial direction; a clutch actuator (50) that has an electric motor (52) as a drive source, and outputs a drive force for operating the clutch device (26); a clutch operation member (4b) that is operated by an occupant; and a separation shaft (53) that extends in a first axial direction that intersects the clutch axial direction, and transmits input from at least one of the clutch operation member (4b) and the clutch actuator (50) to the clutch device (26), the clutch actuator (50) being mounted on the outside of the clutch cover (17a), wherein the clutch control device (40A) is provided with: a rotation action sensor (56d) that is provided to the clutch actuator (50); a connection portion (54) that connects a transmission element (54c) that is connected to the clutch operation member (4b) and an end portion on the first axial direction side of the separation shaft (53); and an integral cover (80) that covers the rotation action sensor (56d) and the connection portion (54) from above the clutch actuator (50), the cover (80) having an upper surface portion (81) that covers the rotation action sensor (56d) and the connection portion (54) from above, and an outer wall portion (82) that extends downward from the edge of the upper surface portion (81), the outer wall portion (82) on the rear side of the clutch actuator (50) being provided with an extension portion (82b1) that extends downward from the lower end of the outer wall portion (82).

2. The clutch control device according to claim 1, wherein the drive shaft (55) of the electric motor (52) and the separation shaft (53) each have an axial direction that is parallel to the first axial direction, and are arranged side by side when viewed from the clutch axial direction.

3. The clutch control device according to claim 1 or 2, wherein the clutch actuator (50) is provided with: a transmission mechanism (51) that has a transmission shaft (56) that is parallel to the separation shaft (53), and that transmits power between the electric motor (52) and the separation shaft (53); and a unit case (65) that covers the electric motor (52) and the transmission mechanism (51), the rotation action sensor (56d) that is connected to the end portion on the first axial direction side of the transmission shaft (56) and that detects the rotation of the transmission shaft (56) being arranged on the outside of the unit case (65), the clutch axial direction being parallel to the vehicle width direction, the rotation action sensor (56d), the connection portion (54), and the cover (80) being arranged at a position that is closer to the inside in the vehicle width direction than the vehicle width direction outer end (K2) of the unit case (65).

4. The clutch control device according to claim 3, wherein ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The cover (80) is attached to at least one of the unit case (65) and the clutch cover (17a).

5. The clutch control device according to claim 4, wherein The cover (80) is an integral member that covers both the rotation action sensor (56d) and the connecting portion (54), The cover (80) has a plurality of fixing portions (85, 87) fixed to the unit case (65) and the clutch cover (17a), respectively.

6. The clutch control device according to claim 4, wherein The cover (80) is an integral member that covers both the rotation action sensor (56d) and the connecting portion (54), The cover (80) has a fixing portion (87, 89) fixed to at least one of the unit case (65) and the clutch cover (17a), The fixing portion (87, 89) has: a locking portion (89) that is locked to a first cover fixing portion provided in at least one of the unit case (65) and the clutch cover (17a) in conjunction with movement of the cover (80) to one side in a prescribed attachment / detachment direction; and a fastening link portion (87) that is fastened and linked to a second cover fixing portion provided in at least one of the unit case (65) and the clutch cover (17a) in a state in which the locking portion (89) is locked, by a fastening link member (B4).

7. The clutch control device according to claim 3, wherein The first axis direction common to the separation shaft (53) and the transmission shaft (56) points in a vehicle up-down direction, The unit case (65) has a mechanism case (59) that houses the transmission mechanism (51), The mechanism case (59) has an upper section (68) and a lower section (69) in the first axis direction, On the one side in an orthogonal direction orthogonal to the first axis direction in the upper section (68) when viewed from the clutch axis direction, the separation shaft (53) is disposed, and on the other side in the orthogonal direction in the upper section (68), an upper surface side of the lower section (69) offset to the other side in the orthogonal direction with respect to the upper section (68) is connected, On a lower surface side of the lower section (69), a motor case (66) offset to the other side in the orthogonal direction with respect to the axis center of the clutch device (26) is connected.

8. The clutch control device according to claim 7, wherein The clutch axis direction is parallel to a vehicle width direction, A first interface (68c1) between the upper section (68) and the lower section (69), and a second interface (69c1) between the lower section (69) and the motor case (66) are inclined higher in front and lower in back when viewed from the clutch axis direction, A vehicle frame member (7') is disposed above the clutch actuator (50), and the vehicle frame member (7') extends higher in front and lower in back when viewed from the clutch axis direction.

9. The clutch control device according to claim 1 or 2, wherein The clutch axis direction is parallel to a vehicle width direction, ​ The clutch actuator (50) is disposed outside in the vehicle width direction of the clutch device (26) and at a position closer to the inside in the vehicle width direction than a footrest (18b) on which a passenger places his feet.

10. A clutch control device, comprising: a clutch device (26) that cuts off / connects power transmission between a prime mover (13) and an output target (21) of a vehicle (1); a clutch actuator (50) that has an electric motor (52) as a drive source and outputs a drive force for operating the clutch device (26); a clutch operation member (4b) that is operated by a passenger; and a separation shaft (53) that extends in a first axial direction that intersects a clutch axial direction, and that transmits input from at least one of the clutch operation member (4b) and the clutch actuator (50) to the clutch device (26), wherein the clutch control device (40A) comprises: a rotation operation sensor (56d) that is located outside the clutch device (26); a connection portion (54) that connects a transmission element (54c) that is connected to the clutch operation member (4b) and an end portion on the first axial direction side of the separation shaft (53); a cover (80) that covers the rotation operation sensor (56d) and the connection portion (54); and a clutch cover (17a) that covers the clutch device (26) from the outside in the clutch axial direction, the clutch actuator (50) is mounted outside the clutch cover (17a), the clutch actuator (50) comprises a unit case (65) that covers the electric motor (52) and a transmission mechanism (51), the cover (80) is an integral member that covers both the rotation operation sensor (56d) and the connection portion (54), the cover (80) comprises a fixing portion (87, 89) that is fixed to at least one of the unit case (65) and the clutch cover (17a), the fixing portion (87, 89) comprises: a locking portion (89) that is locked to a first cover fixing portion provided in at least one of the unit case (65) and the clutch cover (17a) in conjunction with movement of the cover (80) to one side in a prescribed disassembly direction; and a fastening link portion (87) that is fastened and linked to a second cover fixing portion provided in at least one of the unit case (65) and the clutch cover (17a) in a state in which the locking portion (89) is locked, by a fastening link member (B4). ​

Images