VEHICLE OF SADDLE SEAT TYPE

Abstract

Vehicle of saddle seat type, which features: a transmission (21) comprising a clutch (26) which is operated by the operation of a subordinate cylinder (28); an oil pressure actuator (51) comprising a master cylinder (60) which generates oil pressure through an operating oil; an oil pressure valve unit (53) that controls the transmission of the oil pressure generated by the main cylinder (60) to the subordinate cylinder (28); a connecting line arrangement (91) on the main side, which connects the master cylinder (60) to the oil pressure valve assembly (53); and a connecting line arrangement (92) on the subordinate side, which connects the oil pressure valve unit (53) to the subordinate cylinder (28), characterized by the fact that the subordinate cylinder (28) and the oil pressure valve unit (53) are arranged on a side part in a vehicle width direction of the vehicle (1) of the saddle seat type, and the oil pressure actuator (51) is arranged on another side part in the vehicle width direction of the vehicle (1) of the saddle seat type.

Description

[0001] The present invention relates to a saddle seat type vehicle.

[0002] In the prior art, a saddle-seat type vehicle is known that uses a so-called semi-automatic transmission system (automatic clutch type transmission system), in which a transmission operation of a transmission is performed by a driver, and a clutch engagement / disengagement operation of the transmission is performed automatically. For example, the transmission system of JP 2011-75030 A includes an oil pressure generator that generates oil pressure (hydraulic pressure) with an operating oil, a slave cylinder that engages and disengages a clutch using the oil pressure generated by the oil pressure generator, and an oil pressure control device that controls the oil pressure transmitted from the oil pressure generator to the slave cylinder.

[0003] US 2018 / 0 087 543 A1 shows a saddle seat type vehicle according to the preamble of independent claim 1.

[0004] In the prior art described above, it is desirable to drive the subordinate cylinder with a good response in a case where a driver performs the transmission operation of the transmission or in a case where control of the oil pressure is carried out by the oil pressure control device.

[0005] Accordingly, the present invention is directed to improving the responsiveness in the operation of an oil pressure control of a clutch.

[0006] As a means for solving the above-described problem, one aspect of the present invention has the following configurations.

[0007] A saddle-seat type vehicle according to a first aspect of the present invention comprises: a transmission having a clutch operated by operation of a slave cylinder; an oil pressure actuator having a master cylinder that generates oil pressure from an operating oil; an oil pressure valve unit that controls the transmission of the oil pressure generated by the master cylinder to the slave cylinder; a main-side connecting line assembly that connects the master cylinder to the oil pressure valve unit;and a subordinate side connecting pipe assembly connecting the oil pressure connecting unit to the subordinate cylinder, wherein the subordinate cylinder and the oil pressure valve unit are arranged at one side in the vehicle width direction of the saddle seat type vehicle, and the oil pressure actuator is arranged at another side in the vehicle width direction of the saddle seat type vehicle.

[0008] An optional second aspect is the saddle seat type vehicle according to the above-described first aspect, wherein the coupling is arranged on the other side part in the vehicle width direction.

[0009] An optional third aspect is the saddle seat type vehicle according to the first or second aspect, further comprising a cover member that covers at least a part of the oil pressure actuator and the oil pressure valve unit from the outside.

[0010] An optional fourth aspect is the saddle seat type vehicle according to any one of the first to third aspects, wherein the oil pressure actuator and the oil pressure valve unit are arranged in a transverse inclination region of the saddle seat type vehicle.

[0011] An optional fifth aspect is the saddle seat type vehicle according to any one of the first to fourth aspects, further comprising an engine disposed in front of the transmission, the engine having an upstanding cylinder, and the oil pressure actuator and the oil pressure valve unit are disposed in front of and below the engine.

[0012] An optional sixth aspect is the saddle seat type vehicle according to the fifth aspect, further comprising an exhaust pipe connected to a front part of the cylinder, wherein at least a part of the oil pressure actuator and the oil pressure valve unit are covered by the exhaust pipe from the front.

[0013] An optional seventh aspect is the saddle seat type vehicle according to the fifth or sixth aspect, wherein the oil pressure actuator further comprises a motor for driving the master cylinder, the master cylinder and the motor being arranged such that a longitudinal direction is aligned in a vertical direction and inclined such that an upper end part is located at an outer position in the vehicle width direction and a lower end part is located at an inner position in the vehicle width direction.

[0014] An optional eighth aspect is the saddle seat type vehicle according to any one of the fifth to seventh aspects, wherein the oil pressure valve unit includes an oil pressure sensor arranged so that a longitudinal direction is oriented in a vertical direction and arranged to be inclined so that an upper end part is located at an outer position in the vehicle width direction and a lower end part is located at an inner position in the vehicle width direction.

[0015] According to the saddle seat type vehicle of the first aspect of the present invention, the subordinate cylinder and the oil pressure valve unit are arranged at one side part in the vehicle width direction of the saddle seat type vehicle, the oil pressure actuator is arranged at another side part in the vehicle width direction of the saddle seat type vehicle, and thereby the following advantages are achieved.

[0016] Since the subordinate cylinder and the oil pressure valve unit are arranged on the same side in the width direction, it is possible to make the subordinate cylinder and the oil pressure valve unit closer to each other. Therefore, it is possible to shorten the connecting line arrangement on the subordinate side, and the oil pressure controlled by the oil pressure valve unit can be quickly transmitted to the subordinate cylinder. Accordingly, it is possible to improve the responsiveness in the operation of the oil pressure control of the clutch. Furthermore, by separating the oil pressure actuator from the oil pressure valve unit, it is possible to improve the degree of arrangement freedom of the oil pressure actuator and the oil pressure valve unit.In addition, since the oil pressure actuator and the oil pressure valve unit are distributed on both side parts in the vehicle width direction, it is possible to maintain the weight balance of the vehicle in a favorable manner.

[0017] According to the saddle seat type vehicle of the second aspect of the present invention, the coupling is arranged on the other side part in the vehicle width direction, and thereby the following advantage is achieved.

[0018] Since the clutch and the sub-cylinder are distributed on both side parts in the vehicle width direction, it is possible to prevent the transmission from protruding in only one side in the vehicle width direction.

[0019] According to the saddle seat type vehicle of the third aspect of the present invention, by further including the covering member that covers at least a part of the oil pressure actuator and the oil pressure valve unit from the outside, the following advantage is achieved.

[0020] It is possible to protect at least a part of the oil pressure actuator and the oil pressure valve unit from interference such as a flying stone by the covering member.

[0021] According to the saddle seat type vehicle of the fourth aspect of the present invention, the oil pressure actuator and the oil pressure valve unit are arranged in the transverse inclination region of the saddle seat type vehicle, and thereby the following advantage is achieved.

[0022] It is possible to prevent the bank angle of the saddle seat type vehicle from being affected.

[0023] According to the saddle seat type vehicle of the fifth aspect of the present invention, the engine disposed in front of the transmission is further provided, the engine has the upwardly projecting cylinder, the oil pressure actuator and the oil pressure valve unit are disposed in front of and below the engine, and thereby the following advantage is achieved.

[0024] In the case of an upright engine with a cylinder in which the engine is positioned upwards, there is a space in front of and below the engine. Therefore, the oil pressure actuator and the oil pressure valve unit are arranged in a space in front of and below the engine, preventing the degree of freedom of any other component from being affected.

[0025] According to the saddle seat type vehicle of the sixth aspect of the present invention, the exhaust pipe connected to the front side of the cylinder is further provided, at least a part of the oil pressure actuator and the oil pressure valve unit are covered by the exhaust pipe from the front side, and thereby the following advantage is achieved.

[0026] It is possible to protect at least a part of the oil pressure actuator and the oil pressure valve unit from interference such as a flying stone through the exhaust pipe.

[0027] According to the saddle seat type vehicle of the seventh aspect of the present invention, the oil pressure actuator further includes a motor for driving the master cylinder, wherein the master cylinder and the motor are arranged such that the longitudinal direction is aligned in the vertical direction and are inclined such that the upper end part is located at an outer position in the vehicle width direction and the lower end part is located at the inner position in the vehicle width direction, and thereby the following advantage is achieved.

[0028] It is possible to prevent the bank angle of the saddle seat type vehicle from being affected.

[0029] According to the saddle seat type vehicle of the eighth aspect of the present invention, the oil pressure valve unit includes the pressure sensor arranged so that the longitudinal direction is oriented in a vertical direction and inclined so that an upper end part is located at an outer position in the vehicle width direction and the lower end part is located at an inner position in the vehicle width direction, and thereby the following advantage is achieved.

[0030] It is possible to prevent the bank angle of the saddle seat type vehicle from being affected. Fig. 1 is a left side view of a motorcycle of one embodiment. Fig. 2 is a cross-sectional view of a gear and a change mechanism of the embodiment. Fig. 3 is a schematic view of a clutch actuation system including a clutch actuator of the embodiment. Fig. 4 is a block diagram of a transmission system of the embodiment. Fig. 5 is a graph illustrating a change in a supply oil pressure of the clutch actuator of the embodiment. Fig. 6 is an enlarged view of a main part of the left side of the motorcycle of the embodiment. Fig. 7 is a view showing a state in which a left lower cowling of Fig. 6 away. Fig. 8 is an enlarged view of a main part of the right side of the motorcycle of the embodiment. Fig. 9 is a view showing a state in which the right lower cover of Fig. 8 was removed. Fig. 10 is a view showing an XX cross-section of Fig. 1 contains and is a view showing a banked area of ​​the motorcycle. Fig. 11 is a cross-sectional view of an oil pressure actuator of the embodiment. Fig. 12 is a cross-sectional view of an oil pressure valve unit of the embodiment.

[0031] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The front, rear, left, and right orientations, and the like in the following description are the same as the orientations in the vehicle described below unless otherwise noted. Furthermore, at appropriate positions in the drawings used in the following description, an arrow FR indicating a vehicle forward direction, an arrow LH indicating a vehicle leftward direction, an arrow UP indicating a vehicle upward direction, and a vehicle body center line CL from left to right indicating the center in the vehicle width direction of the vehicle are shown. <Gesamtes Fahrzeug>

[0032] Fig. 1 illustrates a motorcycle 1 as an example of the saddle seat type vehicle. With reference to Fig. 1, the motorcycle 1 has a front wheel 3 steered by a handlebar 2 and a rear wheel 4 driven by a drive unit 20 having a power source. Hereinafter, the motorcycle may be referred to simply as a "vehicle."

[0033] The vehicle has a steering system component that includes the handlebar 2 and the front wheel 3. The steering system component is steerably supported by a head pipe 6 at a front end portion of the vehicle body frame 5. The outer periphery of the vehicle body frame 5 is covered by a vehicle body panel 12. In Fig. 1, reference numeral 10 indicates a front fork that holds the front wheel 3.

[0034] The vehicle body frame 5 includes: a head pipe 6 that steerably supports the front fork 10; a pair of left and right main frames 7 extending rearward and downward from the head pipe 6; a swing frame 8 extending downward from a rear portion of the main frame 7; and a pair of left and right seat rails 9 extending rearward and upward from a rear upper portion of the main frame 7.

[0035] A front end portion of a swing arm 11 is swingably supported by the swing frame 8 via a pivot shaft. The rear wheel 4 is rotatably supported by a rear end portion of the swing arm 11.

[0036] A damping unit (not shown) is provided between the swing arm 11 and the swivel frame 8.

[0037] A fuel tank 18 is supported by an upper portion of the main frame 7. The vehicle includes a front seat 19a on which a driver sits and a rear seat 19b on which a passenger sits. The front seat 19a is arranged at the rear position of the fuel tank 18 and above the seat rail 9. The rear seat 19b is arranged at a rear position of the front seat 19a.

[0038] The vehicle includes a drive unit 20, which is an engine. The drive unit 20 is supported by the main frame 7 and the swing frame 8. An output shaft of the drive unit 20 is connected to the rear wheel 4 via a chain-type power transmission mechanism (not shown), so that power can be transmitted to the rear wheel 4.

[0039] The power unit 20 integrally includes an engine 13 (internal combustion engine) and a transmission 21 located at the rear of the engine 13. The engine 13 is, for example, a multi-cylinder engine in which a rotational axis of the crankshaft 14 extends along the vehicle width direction. The engine 13 includes a crankcase 15 that houses the crankshaft 14 and a cylinder 16 that projects diagonally forward and upward from a front upper part of the crankcase 15. A rear part of the crankcase 15 is a transmission case 17 that houses the transmission 21. Reference numeral 79 in the drawing represents a stand for allowing the vehicle to stand. The stand 79 is a tiltable side stand for maintaining the vehicle in a standing position with the vehicle tilted to the left side. <getriebe>

[0040] As in Fig. 2, the transmission 21 includes a main shaft 22 extending in the vehicle width direction, a countershaft 23 substantially parallel to the main shaft 22, and a transmission gear group 24 spanning the main shaft 22 and the countershaft 23. The transmission 21 is a step-type transmission. The countershaft 23 constitutes an output shaft of the transmission 21 (drive unit 20). One end portion of the countershaft 23 protrudes toward the rear left side of the crankcase 15. A protruding end portion (left end portion) of the countershaft 23 is connected to the rear wheel 4 (see Fig. 1) connected via a chain-type power transmission mechanism.

[0041] The main shaft 22 and the countershaft 23 are arranged behind the crankshaft 14 (see Fig. 1). The main shaft 22 and the countershaft 23 are arranged to be arranged in a front-to-rear direction. A clutch 26, which is actuated by a clutch actuator 50 (see Fig. 3) is provided at a right end portion of the main shaft 22. The clutch 26 is arranged coaxially with the main shaft 22. The clutch 26 is a wet-type multi-disk clutch.

[0042] The clutch 26 is a so-called normally open clutch, which enters a connected state in which power can be transmitted through an oil pressure supply line from the clutch actuator 50, and returns to a disconnected state in which power cannot be transmitted when the oil pressure supply line from the clutch actuator 50 stops.

[0043] A rotational power of the crankshaft 14 (see Fig. 1) is transmitted to the main shaft 22 via the clutch 26. The rotational power transmitted to the main shaft 22 is transmitted to the countershaft 23 via any gear pair of the transmission gear group 24.

[0044] In the drawing, reference numeral 27 indicates a drive pinion of the chain-type power transmission mechanism. The drive pinion 27 is mounted on a left end portion of the countershaft 23.

[0045] The transmission case 17 houses a changeover mechanism 25 that switches the gear pair of the transmission gear group 24. The changeover mechanism 25 includes: a shift drum 36 having a hollow cylindrical shape substantially parallel to each of the main shaft 22 and the countershaft 23; a shift spindle 31 substantially parallel to the shift drum 36; a shift arm 32 (main arm) fixed to the shift spindle 31; and a plurality of shift fork shafts 37.

[0046] A guide groove pattern is formed on an outer periphery of the shift drum 36. The change mechanism 25 rotates the shift drum 36 via the shift arm 32 by the rotation of the shift spindle 31. The change mechanism 25 moves the shift fork 37 in an axial direction in response to the guide groove pattern by the rotation of the shift drum 36. This changes a gear pair capable of transmitting power in the transmission gear group 24 (i.e., the gear stage is changed).

[0047] The switching spindle 31 has a shaft outer part 31a which projects outwards (left) in the vehicle width direction of the crankshaft housing 15 (see Fig. 1) to make the change mechanism 25 operational. A switching load sensor 42 (see Fig. 4) is mounted coaxially on the shaft outer part 31a of the switching spindle 31. A switching pedal 33 (see Fig. 1), which is operated by the driver using his / her foot, is attached to the shaft outer part 31a (or the rotation shaft of the shift load sensor 42) of the shift spindle 31 via a connecting rod (not shown).

[0048] As in Fig. As shown in Figure 1, a front end portion of the shift pedal 33 is supported by a lower portion of the crankcase 15 via a shaft along the vehicle width direction. The shift pedal 33 is swingable up and down along the vehicle width direction via the shaft. A rear end portion of the shift pedal 33 functions as a pedal portion on which the toes of the driver's foot rest on a step 34.

[0049] The motorcycle 1 of the embodiment employs a so-called semi-automatic transmission system (automatic clutch type transmission system) in which the rider performs only a transmission operation (a foot operation of the shift pedal 33) of the transmission 21, and a connection / disconnection operation of the clutch 26 is automatically performed by an electric controller in response to the operation of the shift pedal 33. <getriebesystem>

[0050] As in Fig. 4, the transmission system includes the clutch actuator 50, an ECU 40 (electronic control unit, a control component), and a plurality of sensors 41 to 45. The plurality of sensors 41 to 45 includes: a drum angle sensor 41 (e.g., a gear position sensor) that detects the gear stage from a rotation angle of the shift drum 36; a shift load sensor 42 (e.g., a torque sensor) that detects an operating torque input for the shift spindle 31; a throttle opening degree sensor 43; a vehicle speed sensor 44; and an engine speed sensor 45.

[0051] The ECU 40 controls the clutch actuator 50 and controls an ignition device 46 and a fuel injection device 47 based on the detection information from the gear position sensor 41 and the shift load sensor 42 and a variety of vehicle state detection information or the like from the throttle opening sensor 43, the vehicle speed sensor 44, the engine speed sensor 45 and the like.

[0052] Detection information from pressure sensors 57 and 58 (see Fig. 3) of the clutch actuator 50 are also input into the ECU 40.

[0053] As in Fig. As shown in Figure 3, the clutch actuator 50 is controlled by the ECU 40 and thereby adjusts the oil pressure that connects and disconnects the clutch 26. The clutch actuator 50 includes an oil pressure generator 51 and an oil pressure valve unit 53.

[0054] The oil pressure actuator 51 has a motor 70 (e.g., an electric motor) as a drive source and a master cylinder 60 driven by the motor 70.

[0055] The master cylinder 60 raises and lowers a piston 62 in a cylindrical main body 61 by driving the motor 70, and causes operating oil in the cylindrical main body 61 to be able to be admitted to and discharged from the subordinate cylinder 28. Reference numeral 75 in the drawing represents a reserve tank connected to the master cylinder 60.

[0056] The piston 62 of the master cylinder 60 is connected to a drive shaft 71 of the motor 70 via a transmission gear 72 and a conversion mechanism 73. The conversion mechanism 73 converts a rotational movement of the drive shaft 71 and the transmission gear 72 into a reciprocating movement of the piston 62. The conversion mechanism 73 is, for example, a ball joint mechanism.

[0057] The oil pressure valve unit 53 is provided between the master cylinder 60 and the slave cylinder 28. The oil pressure valve unit 53 includes a main oil passage 54, a solenoid valve 56 (valve mechanism), a bypass oil passage 55, a one-way valve 55v, and the oil pressure sensors 57 and 58.

[0058] The main oil passage 54 is an oil pressure supply / discharge oil passage extending from the master cylinder 60 to the clutch 26 side (the slave cylinder 28 side) and is configured to communicate with the master cylinder 60 side and the slave cylinder 28 side. The main oil passage 54 is divided into an oil passage 54a on the upstream side closer to the master cylinder 60 than the solenoid valve 56 and an oil passage 54b on the downstream side closer to the slave cylinder 28 than the solenoid valve 56.

[0059] The solenoid valve 56 opens or closes a central portion of the main oil passage 54. The solenoid valve 56 is a normally open valve.

[0060] The bypass oil passage 55 branches from the solenoid valve 56 and communicates with the upstream oil passage 54a and the downstream oil passage 54b of the main oil passage 54. The one-way valve 55v is provided on the bypass oil passage 55. The one-way valve 55v allows the operating oil to flow in one direction from the upstream oil passage 54a to the downstream oil passage 54b and regulates the flow of the operating oil in the opposite direction. That is, the one-way valve 55v allows the operating oil to flow only in the upstream-downstream direction.

[0061] The upstream side oil pressure sensor 57 detects the oil pressure of an operating oil on the upstream side oil passage 54a side.

[0062] The downstream side oil pressure sensor 58 detects the oil pressure of the operating oil on the downstream side oil passage 54b side.

[0063] In the drawing, reference numeral 91 represents a main side connecting pipe assembly connecting the master cylinder 60 to the oil pressure valve unit 53, and reference numeral 92 represents a subordinate side connecting pipe assembly connecting the oil pressure valve unit 53 to the subordinate cylinder 28.

[0064] The connecting line assembly 91 on the main side is formed, for example, from a metal material. This makes it possible to prevent loss of oil pressure transmission due to expansion of the line assembly.

[0065] The connecting pipe assembly 92 on the subordinate side is formed of, for example, a rubber material. When the oil pressure of the operating oil decreases, the connecting pipe assembly 92 on the subordinate side shrinks, making it possible to instantly increase the oil pressure and maintain the oil pressure.

[0066] As in Fig. 2, the subordinate cylinder 28 is arranged at a left position of the main shaft 22. The subordinate cylinder 28 is arranged coaxially with the main shaft 22. The subordinate cylinder 28 pushes a push rod 29, which passes through the main shaft 22, to the right when the oil pressure is supplied from the clutch actuator 50 (see Fig. 3). The subordinate cylinder 28 pushes the push rod 29 to the right, thereby actuating the clutch 26 into a connected state via the push rod 29. The subordinate cylinder 28 releases the pressure of the push rod 29 and allows the clutch 26 to return to a disconnected state when no oil pressure is supplied.

[0067] In order to maintain the clutch 26 in a connected state, it is necessary to continue the oil pressure supply, but electric power is consumed in an amount necessary to continue the oil pressure supply. Accordingly, as shown in Fig. 3, the solenoid valve 56 is provided on the oil pressure valve unit 53 of the clutch actuator 50, and the solenoid valve 56 is closed after the oil pressure supply line to the clutch 26 side. This prevents energy consumption by utilizing a configuration in which the oil pressure supply line to the clutch 26 side is maintained, and the oil pressure is supplemented by an amount of pressure decrease (only the leakage amount is replenished). <kupplungssteuerung>

[0068] Next, with reference to the flowchart of Fig. 5 describes the clutch control system. In the graph of Fig. 5, the vertical axis indicates an oil supply pressure detected by the oil pressure sensor 58 on the downstream side, and the horizontal axis indicates an elapsed time.

[0069] When the motorcycle 1 stops (at the time of idling), both the motor 70 and the solenoid valve 56 controlled by the ECU 40 are in a state where the power supply is interrupted. That is, the motor 70 is in a stop state and the solenoid valve 56 is in an open valve state. At this time, the side of the subordinate cylinder 28 (downstream side) becomes a low-pressure state in which the pressure is lower than a contact point oil pressure TP, and the clutch 26 enters a non-connected state (disconnected state, release state). This state corresponds to a range A of Fig. 5.

[0070] When the rotational speed of the engine 13 is increased at the time of starting the motorcycle 1, electric power is supplied only to the motor 70, and oil pressure is supplied to the slave cylinder 28 from the master cylinder 60 via the solenoid valve 56 in a valve-open state. When the oil pressure on the slave cylinder 28 side (downstream side) is increased to the contact point oil pressure TP or more, the locking of the clutch 26 begins, and the clutch 26 enters a half-clutch state designed to transmit part of the power. This enables a smooth start of the motorcycle 1. This state corresponds to a region B of Fig. 5.

[0071] When the oil pressure on the side of the subordinate cylinder 28 (downstream side) reaches an oil pressure LP for maintaining the lower limit, the locking of the clutch 26 is completed and the entire driving force of the engine 13 is transmitted to the clutch 21. This state corresponds to a region C of Fig. 5.

[0072] Then, when the oil pressure on the side of the slave cylinder 28 (downstream side) reaches an upper limit holding oil pressure HP, electric power is supplied to the solenoid valve 56, the solenoid valve 56 is operated to close, the supply of electric power to the motor 70 is stopped, and the generation of oil pressure is stopped. That is, the upstream side becomes a low-pressure state in which the oil pressure is released, and on the other hand, the downstream side is maintained in a high-pressure state (the upper limit holding oil pressure HP). As a result, the master cylinder 60 does not generate oil pressure, the clutch 26 is maintained in the connected state, and it is possible to suppress power consumption while allowing travel of the motorcycle 1.

[0073] Even in a state where the solenoid valve 56 is closed, the oil pressure on the downstream side decreases as in a region D of Fig. 5, gradually decreases (leaks) by a factor such as a temperature decrease, or an oil pressure leak due to the deformation of the seal of the solenoid valve 56 and the one-way valve 55v or the like. On the other hand, the oil pressure on the downstream side may decrease due to a temperature increase or the like in a range E of Fig. 5. A slight oil pressure fluctuation on the downstream side can be absorbed by an accumulator (not shown), and the electric power consumption is not increased by operating the motor 70 and the solenoid valve 56 with each oil pressure fluctuation.

[0074] In a case where the oil pressure on the downstream side is increased to the oil pressure HP for maintaining the upper limit, as in the region E of Fig. 5, by reducing the supply of electric power to the solenoid valve 56 or the like, the solenoid valve 56 is gradually brought into an open state, and the oil pressure on the downstream side is released to the upstream side.

[0075] In a case where the oil pressure on the downstream side becomes an oil pressure LP for maintaining the lower limit value, as in the range F of Fig. 5, is lowered, the supply of electric power to the motor 70 is started while the solenoid valve 56 is closed, and the oil pressure on the upstream side is increased. When the oil pressure on the upstream side exceeds the oil pressure on the downstream side, the oil pressure is supplied (replenished) to the downstream side via the bypass oil passage 55 and the one-way valve 55v. When the oil pressure on the downstream side becomes the upper limit maintaining oil pressure HP, the supply of electric power to the motor 70 is stopped, and the generation of oil pressure is stopped. Thereby, the oil pressure on the downstream side is maintained between the upper limit maintaining oil pressure HP and the lower limit maintaining oil pressure LP, and the clutch 26 is kept in the connected state.

[0076] At the time of stopping the motorcycle 1, the supply of electric power to the motor 70 and the supply of electric power to the solenoid valve 56 are both stopped. As a result, the master cylinder 60 stops generating oil pressure and stops supplying oil pressure to the slave cylinder 28. The solenoid valve 56 enters an open state, and the oil pressure in the downstream side oil passage 54b is caused to return to the reserve tank 75. As a result, the slave cylinder 28 side (downstream side) becomes a low-pressure state in which the pressure is lower than a contact point oil pressure TP, and the clutch 26 enters a non-connected state. This state corresponds to areas G and H of Fig. 5. <Oil pressure actuator>

[0077] Next, the oil pressure actuator 51 of the embodiment will be described with reference to Fig. 11 described.

[0078] As in Fig. 11, the oil pressure actuator 51 has the master cylinder 60, which maintains the oil pressure in the operating oil for operating the clutch 26 (see Fig. 3) and the motor 70 (drive source) for driving the master cylinder 60.

[0079] The master cylinder 60 includes: the cylindrical skin body 61 having a cylindrical shape; a piston 62 moving in an axial direction of the cylindrical skin body 61 by driving the motor 70; and a cup seal 63 (sealing member) provided at a front end of the piston 62 and coming into contact with an inner wall 61a of the cylindrical skin body 61.

[0080] The reference numeral 64 in the drawing represents a spring unit which causes the piston 62 to return to the starting position.

[0081] The piston 62 includes: a cylindrical main body 62a arranged coaxially with a central axis line C1 (hereinafter also referred to as a "cylinder axis line C1") of the cylindrical skin body 61 and defining a cylindrical shape smaller than an inner diameter of the cylindrical skin body 61; a base-end annular part 62b provided at a base end (an end on the opposite side from the front end of the cylindrical skin body 62a) of the cylindrical main body 62a and having an annular shape; a base-end side protrusion part 62c provided near a base end of the cylindrical skin body 62a and protruding radially outward from the cylindrical skin body 62a; and a front-end side annular part 62d provided near a front end of the cylindrical skin body 62a and having an annular shape.For example, the cylindrical skin body 62a, the annular part 62b at the base end, the protrusion part 62c at the base end side, and the annular part 62d at the front end side are integrally formed from the same member. Reference symbol C2 in the drawing represents the center axis line (hereinafter also referred to as the "motor axis line") of the motor 70 (the drive shaft 71), which is substantially parallel to the cylinder axis line C1.

[0082] The cup seal 63 has an annular shape that can be attached to and detached from a front end portion of the cylindrical skin body 62a. For example, the cup seal is formed of an elastic member such as rubber. The cup seal 63 is disposed between the annular portion 62d on the front end side and a first guide 65 (first annular portion 65b) in the axial direction of the cylindrical skin body 61. Reference numeral 68 in the drawing represents a sealing member having an annular shape that is disposed between the annular portion 62b on the base end side and the protrusion portion 62c on the base end side in the axial direction of the cylindrical skin body 61.

[0083] The spring unit 64 includes: the first guide 65 in contact with a front end of the piston 62 (cylindrical skin body 62a); a second guide 66 in contact with a bottom wall 61b of the cylindrical skin body 61; and a spring 67 provided between the first guide 65 and the second guide 66. The spring unit 64 urges the piston 62 in the axial direction of the cylindrical skin body 61 toward the opposite side of the bottom wall 61b of the cylindrical skin body 61. Reference numeral 69 in the drawing indicates an oil passage connecting part to which the upstream-side oil passage 54a (an end part of the main-side connecting pipe assembly 91, see Fig. 3) is connected.

[0084] The first guide 65 includes: a first cylinder part 65a defining a cylindrical shape coaxial with the cylinder axis line C1; and a first annular part 65b having an annular shape connected to one end (an end on the piston 62 side) of the first cylinder part 65a.

[0085] The second guide 66 includes: a second cylinder part 66a defining a cylindrical shape coaxial with the cylinder axis line C1 longer than the first cylinder part 65a; and a second annular part 66b having an annular shape connected to one end (an end on the opposite side of the piston 62) of the second cylinder part 66a.

[0086] The spring 67 is arranged between the first annular part 65b and the second annular part 66b. The spring 67 constantly biases the piston 62 toward the opposite side of the subordinate cylinder 28 (see Fig. 3) over the first lead 65.

[0087] The main cylinder body 61 has a reserve port 80 to allow the operating oil in the cylindrical main body 61 to flow back into the reserve tank 75 (see Fig. 3). In the drawing, reference numeral 76 represents a drain member for draining the operating oil from the reserve port 80 into the reserve tank 75, reference numeral 77 represents an attachment member for attaching the drain member 76 to the cylindrical skin body 61, and reference numeral 78 represents a reserve line assembly for connecting the drain member 76 to the reserve tank 75 (see Fig. 1).

[0088] The spare terminal 80 and the attachment member 77 are arranged on a side part in a radial direction of the cylindrical skin body 61. Specifically, each of the spare terminals 80 and the attachment member 77 is arranged on a side part on the opposite side of the motor 70 in the cylindrical skin body 61. That is, neither the spare terminal 80 nor the attachment member 77 are provided on a side part on the motor 70 side in the cylindrical skin body 61.

[0089] The drain member 76 includes: a connecting part 76a connected to the attachment member 77; a first drain part 76b having a tubular shape extending outward in the radial direction of the cylindrical skin body 61 from the connecting part 76a; and a second drain part 76c having a tubular shape extending in a direction diagonally crossing the radial direction of the cylindrical skin body 61 from an end part of the first drain part 76b on the opposite side of the connecting portion 76a. For example, the connecting part 76a, the first drain part 76b, and the second drain part 76c are integrally formed from the same member.

[0090] The connecting part 76a has a communication hole 76h having a tapered shape in a cross-section that becomes thinner at a position farther away from the cylindrical skin body 61 in the radial direction of the cylindrical skin body 61. The communication hole 76h communicates with the spare terminal 80. In the drawing, reference numeral 85 represents a retaining bracket, and reference numeral 86 represents a dust cover.

[0091] For example, the attachment member 77 is integrally formed with a side part in the radial direction of the cylindrical skin body 61 by the same member as the cylindrical skin body 61. The attachment member 77 defines a tubular shape that opens in the radial direction of the cylindrical skin body 61. <Oil pressure valve unit>

[0092] Next, the oil pressure valve unit 53 of the embodiment will be described with reference to Fig. 12 described.

[0093] As in Fig. As shown in Figure 12, the oil pressure valve unit 53 includes: a valve body 100 having an oil passage including the main oil passage 54; the solenoid valve 56 that opens or closes the main oil passage 54; an accumulator 110 that absorbs the fluctuation of the oil pressure of the main oil passage 54; a plurality of oil pressure sensors 57 and 58 that detect the oil pressure of the operating system; and a plurality of vents 101 and 102 for discharging the air contained in the operating oil. In the drawing, reference numeral 150 represents a valve cover that covers the solenoid valve 56, and reference numeral 106 represents a seal body.

[0094] The main oil passage 54 includes a main portion 54m extending in one direction and a standing portion 54v extending from an end portion of the main portion 54m. Reference symbol C11 in the drawing represents an axis line (hereinafter also referred to as "body axis line") along the extending direction of the main portion 54m.

[0095] The solenoid valve 56 is connected to one end portion of the valve body 100. The solenoid valve 56 is arranged coaxially with the body axis line C11.

[0096] The accumulator 110 is connected to a joint portion of the main part 54m and the stationary part 54v of the main oil passage 54. The accumulator 110 includes: a cylinder body 111 having a cylindrical shape; a piston 112 movable in the axial direction of the cylinder body 111; a coil spring 113 biasing the piston 112 toward the main oil passage 54; and a diaphragm 114 provided between the piston 112 and the main oil passage 54. Reference symbol C12 in the drawing represents a central axis line (hereinafter also referred to as "accumulator axis line") of the cylinder body 111. The accumulator axis line C12 is substantially orthogonal to the body axis C11.

[0097] When the oil pressure of the main oil passage 54 increases to a certain threshold or more, the diaphragm 114 is compressed. Then, the piston 112 is pressed over the diaphragm 114. Then, the piston 112 is pressed against the elastic force of the coil spring 113. Thus, the accumulator 110 accumulates the oil pressure.

[0098] On the other hand, when the oil pressure of the main oil passage 54 drops to a limit value or less, the piston 112 is moved to the main oil passage 54 side by the elastic force of the coil spring 113. Then, the working oil is caused to return to the main oil passage 54. As a result, the accumulator 110 increases the oil pressure of the main oil passage 54 and absorbs the oil pressure fluctuation.

[0099] The oil pressure sensors 57 and 58 (the upstream-side oil pressure sensor 57 and the downstream-side oil pressure sensor 58) are connected to a side portion on the same side as the accumulator 110 in the valve body 100. The oil pressure sensors 57 and 58 have a center axis line substantially parallel to the accumulator axis line C12. In the drawing, reference symbol C13 indicates a center axis line (hereinafter also referred to as an "upstream-side sensor axis line") of the upstream-side oil pressure sensor 57, and reference symbol C14 indicates a center axis line (hereinafter also referred to as a "downstream-side sensor axis line") of the downstream-side oil pressure sensor 58.

[0100] The venting elements 101 and 102 are connected to a side portion on the opposite side of the accumulator 110 (the oil pressure sensors 57 and 58) in the valve body 100. The venting elements 101 and 102 are arranged above the main oil passage 54 in a state where the valve body 100 is attached to the vehicle body.

[0101] Next, an action at the time of connecting and disconnecting the clutch 26 will be described with reference to Fig. 3 and similar.

[0102] The clutch 26 is connected via the oil pressure generated by driving the piston 62, and maintains the oil pressure through the oil pressure valve unit 53 at the time of connection of the oil pressure clutch 26. While the oil pressure is maintained by the oil pressure valve unit 53, the piston 62 returns to a position that does not generate oil pressure. In this case, the piston 62 returns to an initial position by a biasing force of the spring 67 (see Fig. 11). At the moment of disengagement of the clutch 26, the oil pressure is reduced by opening the oil pressure valve unit 53. <Anordnungsstruktur der Öldruck-Ventileinheit>

[0103] As in Fig. As shown in FIG. 6, the oil pressure valve unit 53 is disposed on a left side portion of the vehicle. Reference numeral 121L in the drawing represents a left lower cover (covering member) covering a left lower portion of the vehicle body. A portion of the oil pressure valve unit 53 is covered from the left side and lower side by the left lower cover 121L. The left lower cover 121L has an opening portion 122 that exposes a portion (the downstream side pressure sensor 58 or the like) of the oil pressure valve unit 53 to the left.

[0104] As in Fig. As shown in Fig. 7, the oil pressure valve unit 53 is arranged at a front lower position of the engine 13. The oil pressure valve unit 53 is arranged so that the solenoid valve 56 (the valve cover 105) is located at a front position, and the accumulator 110 is located at a rear position. Reference numeral 95 in the drawing represents an ACG cover that covers an AC generator (not shown) from the left, which is provided at a left end part of the crankshaft 14. The oil pressure valve unit 53 is arranged at a front lower position of the ACG cover 95. Reference numeral 96 in the drawing represents an oil pan located at a lower position of the crankcase 15. The oil pressure valve unit 53 is arranged at a front upper position of the oil pan 96.

[0105] In the drawing, reference numeral 97 represents an oil cooler located at a rear position of the front wheel 3. In a side view, the oil cooler 97 is tilted so that an upper end portion is located at a rear position and a lower end portion is located at a front position. In a side view, the oil pressure valve unit 53 is arranged at a rear position of the oil cooler 97.

[0106] The reference numerals 131 to 134 in the drawing represent an outlet line (in Fig. 7, a first exhaust pipe 131 and a second exhaust pipe 132 are connected to a front part of the cylinder 16. The exhaust pipe 131 has a downward part 130a extending downward from the front part of the cylinder 16. The exhaust pipe 132 has a rearward part 130b extending rearward from a lower end portion of the downward part 130a. The oil pressure valve unit 53 is arranged near a connecting portion of the downward part 130a and the rearward part 130b. Reference numeral 135 in the drawing represents a manifold to which the rear end portions of the exhaust pipes 131 and 132 are connected. A catalyst device (not shown) is accommodated in the manifold 135.

[0107] In the drawing, reference numeral 125 represents a subordinate side connecting member for connecting another end portion of the subordinate side connecting line assembly 92 (see Fig. 3), one end part of which is connected to the subordinate cylinder 28, and the reference numeral 126 represents a connecting element on the main side for connecting another end part of the connecting line arrangement 91 on the main side (see Fig. 3), one end portion of which is connected to the master cylinder 60. The subordinate side connecting member 125 is provided at a rear upper portion of the oil pressure valve unit 53 (the valve body 100).

[0108] In the present embodiment, the accumulator 110 is located at a rear part of the oil pressure valve unit 53, and thereby a piping structure (the subordinate side connecting piping structure 92) leading to the subordinate cylinder 28 from the connector (the subordinate side connector 125) on the accumulator 110 side can be shortened compared to a case where the accumulator 110 is located at a front part of the oil pressure valve unit 53.

[0109] The main side connecting element 126 is provided at a front upper part of the oil pressure valve unit 53 (the valve body 100).

[0110] The location of the main-side connecting line assembly 91 is appropriately selected according to the vehicle body structure so that it can be shortened as much as possible while avoiding interference with other components. For example, the main-side connecting line assembly 91 is arranged in front of the engine 13. <Anordnungsstruktur des Öldruckaktuators>

[0111] As in Fig. As shown in FIG. 8, the oil pressure actuator 51 is disposed on a right side portion of the vehicle. Reference numeral 121R in the drawing represents a right lower cowl (covering member) covering a right lower portion of the vehicle body. A portion of the oil pressure actuator 51 is covered from the right side and lower side by the right lower cowl 121R. The right lower cowl 121R has an opening portion 123 that exposes a portion (the master cylinder 60 or the like) of the oil pressure actuator 51 to the right.

[0112] As in Fig. 9, the oil pressure actuator 51 is arranged at a front lower part of the engine 13. The oil pressure actuator 51 is arranged so that the master cylinder 60 is located at the front part, and the engine 70 is located at the rear part. Reference numeral 115 in the drawing represents a clutch cover provided on a right side part of the transmission case 17 (see Fig. 2) and the clutch 26 (see Fig. 2) from the right. The oil pressure actuator 51 is located in front of and below the clutch cover 115. The oil pressure actuator 51 is located in front of and above the oil pan 96.

[0113] In the drawing, reference numeral 116 represents a water pump located under the clutch cover 115, and reference numerals 117 and 118 represent piping assemblies connected to the water pump 116, respectively. The oil pressure actuator 51 is arranged in front of and below the water pump 116. The oil pressure actuator 51 is arranged at a position that bypasses the piping assemblies 117 and 118.

[0114] In a side view, the oil pressure actuator 51 is arranged at a rear position of the oil cooler 97. The oil pressure actuator 51 is arranged at a rear position of the downward part 130a of the outlet pipe (fourth outlet pipe 134). Reference numeral 69 in the drawing represents an oil passage connecting part (hereinafter also referred to as a "valve-side connecting member") for connecting the upstream oil passage 54a (an end part of the connecting pipe assembly 91 on the main side, see Fig. 3). The valve-side connecting element 69 is provided at a front end portion of the master cylinder 60. <Anordnungsstruktur im Zylinderreihenbereich>

[0115] Fig. 10 corresponds to a front view of an arrangement structure of the oil pressure valve unit 53 and the oil pressure actuator 51.In the drawing, reference symbol B1 represents a bank angle region, reference symbol P1 represents a left end position (hereinafter referred to as a "left end position of rear wheel ground contact") of a ground contact surface of the rear wheel 4, reference symbol P2 represents a right end position (hereinafter referred to as a "right end position of rear wheel ground contact") of a ground contact surface of the rear wheel 4, reference symbol K1 represents a first virtual straight line passing through the left end position P1 of rear wheel ground contact and a downward leading end J1 of a left step protrusion portion, and reference symbol K2 represents a second virtual straight line passing through the right end position P2 of rear wheel ground contact and a downward leading end J2 of a right step protrusion portion.The bank angle range B1 represents the area of ​​acute angle formed by the first virtual straight line K1 and the second virtual straight line K2. The bank angle range B1 corresponds to a range for determining the bank angle at the time the vehicle is traveling.

[0116] As in Fig. As shown in Figure 10, the oil pressure actuator 51 and the oil pressure valve unit 53 are arranged in the cross-tilt area B1. In a front view, the oil pressure actuator 51 and the oil pressure valve unit 53 face each other in the vehicle width direction across a lower portion of the engine 13. A portion of the oil pressure actuator 51 and the oil pressure valve unit 53 is covered by the exhaust pipes 131 to 134 from the front.

[0117] The vehicle has a plurality of exhaust passages 131 to 134 connected to a front portion of the cylinder 16. The plurality of exhaust passages 131 to 134 are a first exhaust passage 131, a second exhaust passage 132, a third exhaust passage 133, and a fourth exhaust passage 134, which are arranged in this order toward the right side portion from the left side of the vehicle.

[0118] In a front view, the first exhaust pipe 131 includes: a first upper extension part 131a extending linearly downward from a front part of the cylinder 16; and a first lower extension part 131b extending from a lower end portion of the first upper extension part 131a (extending to be inclined so that the upper end part is located at an outer position in the vehicle width direction, and the lower end part is located at an inner position in the vehicle width direction) to be inclined so that the lower side is located at an inner position in the vehicle width direction. A portion of the oil pressure valve unit 53 is covered by the first lower extension part 131b from the front.

[0119] In a front view, the second exhaust passage 132 includes a second upper extension portion 132a extending linearly downward from a front portion of the cylinder 16; and a second lower extension portion 132b extending linearly downward from a lower end portion of the second upper extension portion 132a. A lower end of the second lower extension portion 132b is located at a higher position than a lower end of the first lower extension portion 131b. Reference numeral 138 in the drawing represents a connecting member connecting the first lower extension portion 131b to the second lower extension portion 132b.

[0120] In a front view, the third exhaust duct 133 includes: a third upper extension part 133a extending linearly downward from a front part of the cylinder 16; and a third lower extension part 133b extending from a lower end portion of the third upper extension part 133a (extending to be inclined so that the upper end part is located at an outer position in the vehicle width direction, and the lower end part is located at an inner position in the vehicle width direction) to be inclined so that the lower side is located at an inner position in the vehicle width direction. A lower end of the third lower extension part 133b is located at a position lower than a lower end of the first lower extension part 131b.

[0121] In a front view, the fourth exhaust pipe 134 includes a fourth upper extension part 134a extending linearly downward from a front part of the cylinder 16; and a fourth lower extension part 134b extending from a lower end portion of the fourth upper extension part 134a (extending to be inclined so that the upper end part is located at an outer position in the vehicle width direction, and the lower end part is located at an inner position in the vehicle width direction) to be inclined so that the lower side is located at an inner position in the vehicle width direction. A portion of the oil pressure actuator 51 is covered by the fourth lower extension part 134b from the front. Reference numeral 139 in the drawing represents a connecting member that connects the third lower extension part 133b to the fourth lower extension part 134b.

[0122] As in Fig. 7, the oil pressure valve unit 53 is arranged so that the sensor axis lines C13 and C14 are aligned in the vertical direction. Specifically, the sensor axis lines C13 and C14 are slightly inclined rearward with respect to the vertical line. In a left side view, the oil pressure sensors 57 and 58 are arranged to be inclined so that an upper end part is located at a rear position and a lower end part is located at a front position. In a front view, the oil pressure sensors 57 and 58 are arranged to be inclined so that the upper end part is located at an outer position in the vehicle width direction and the lower end part is located at an inner position in the vehicle width direction (see Fig. 10).

[0123] As in Fig. 9, the oil pressure actuator 51 is arranged so that the cylinder axis line C1 and the motor axis line C2 are aligned in the vertical direction. In a left side view, each of the cylinder axis line C1 and the motor axis line C2 is substantially parallel to the vertical line. In a front view, each of the master cylinder 60 and the motor 70 is arranged to be inclined so that the upper end part is located at an outer position in the vehicle width direction, and the lower end part is located at an inner position in the vehicle width direction (see Fig. 10).

[0124] As described above, the motorcycle 1 of the above-described embodiment includes: the transmission 21 including the clutch 26 operated by operation of the slave cylinder 28; the oil pressure actuator 51 including the master cylinder 60 that generates oil pressure through operating oil; the oil pressure valve unit 53 that controls the transmission of the oil pressure generated by the master cylinder 60 to the slave cylinder 28; the main-side connecting pipe assembly 91 connecting the master cylinder 60 to the oil pressure valve unit 53; and the slave-side connecting pipe assembly 92 connecting the oil pressure valve unit 53 to the slave cylinder 28. The slave cylinder 28 and the oil pressure valve unit 53 are arranged on the left vehicle side, and the oil pressure actuator 51 is arranged on the right vehicle side.

[0125] According to this configuration, since the subordinate cylinder 28 and the oil pressure valve unit 53 are arranged on the same side part in the width direction, it is possible to make the subordinate cylinder 28 and the oil pressure valve unit 53 closer to each other.

[0126] This makes it possible to shorten the connecting line assembly 92 on the subordinate side, and the oil pressure controlled by the oil pressure valve unit 53 can be quickly transmitted to the subordinate cylinder 28. Accordingly, it is possible to improve the responsiveness in the operation of the oil pressure control of the clutch 26. Furthermore, by separating the oil pressure actuator from the oil pressure valve unit 53, it is possible to improve the degree of arrangement freedom of the oil pressure actuator 51 and the oil pressure valve unit 53. Furthermore, since the oil pressure actuator 51 and the oil pressure valve unit 53 are distributed on both side parts in the vehicle width direction, it is possible to advantageously maintain the weight balance of the vehicle.

[0127] In the embodiment described above, the clutch 26 is arranged on the right side of the vehicle, and thereby the following advantage is achieved.

[0128] Since the clutch 26 and the sub-cylinder 28 are distributed on both side parts in the vehicle width direction, it is possible to prevent the transmission 21 from protruding only to one side in the vehicle width direction.

[0129] In the above-described embodiment, by further incorporating the lower covers 121L and 121R that cover a portion of the oil pressure actuator 51 and the oil pressure valve unit 53 from the outside, the following advantage is achieved.

[0130] It is possible to protect the area of ​​the oil pressure actuator 51 and the oil pressure valve unit 53 from interference such as a flying stone by the lower cowling members 121L and 121R.

[0131] In the above-described embodiment, the oil pressure actuator 51 and the oil pressure valve unit 53 are arranged in the inclination angle range B1 of the vehicle, and thereby the following advantage is achieved.

[0132] It is possible to prevent the vehicle's roll angle from being affected.

[0133] In the above-described embodiment, the engine 13 is further provided in front of the transmission 21, the engine 13 having the upwardly projecting cylinder 16, the oil pressure actuator 51 and the oil pressure valve unit 53 are arranged in front of and below the engine 13, and thereby the following advantage is achieved.

[0134] In the case of an upright engine having a cylinder 16 in which the engine 13 is positioned upward, there is a space in front of and below the engine 13. Therefore, the oil pressure actuator 51 and the oil pressure valve unit 53 are arranged in a space in front of and below the engine 13, and thereby the degree of arrangement freedom of another component can be prevented from being impaired.

[0135] In the above-described embodiment, the exhaust pipes 131 to 134 connected to the front of the cylinder 16 are further provided, a portion of the oil pressure actuator 51 and the oil pressure valve unit 53 are covered by the exhaust pipes 131 to 134 from the front, and thereby the following advantage is achieved.

[0136] It is possible to protect the area of ​​the oil pressure actuator 51 and the oil pressure valve unit 53 from interference such as a flying stone through the outlet lines 131 to 134.

[0137] In the above-described embodiment, the oil pressure actuator 51 further includes the motor 70 for driving the master cylinder 60, wherein the master cylinder 60 and the motor 70 are arranged so that the longitudinal direction is aligned in the vertical direction and are arranged to be inclined so that an upper end part is located at an outer position in the vehicle width direction and the lower end part is located at an inner position in the vehicle width direction, and thereby the following advantage is achieved.

[0138] It is possible to prevent the vehicle's roll angle from being affected.

[0139] In the above-described embodiment, the oil pressure valve unit 53 includes the oil pressure sensors 57 and 58 arranged so that the longitudinal direction is aligned in the vertical direction and arranged to be inclined so that the upper end part is located at an outer position in the vehicle width direction and the lower end part is located at an inner position in the vehicle width direction, and thereby the following advantage is achieved.

[0140] It is possible to prevent the vehicle's roll angle from being affected. < Modified Example>

[0141] The above embodiment is described using an example in which the subordinate cylinder 28 and the oil pressure valve unit 53 are arranged on the left vehicle side (one side in the vehicle width direction), and the oil pressure actuator 51 is arranged on the right vehicle side (the other side in the vehicle width direction); however, the embodiment is not limited to this. For example, the subordinate cylinder 28 and the oil pressure valve unit 53 may be arranged on the right vehicle side, and the oil pressure actuator 51 may be arranged on the left vehicle side. That is, the subordinate cylinder 28 and the oil pressure valve unit 53 may be arranged on the opposite side of the oil pressure actuator 51 in the vehicle width direction.

[0142] The above embodiment is described using an example in which the lower cowls 121L and 121R that cover a portion of the oil pressure actuator 51 and the oil pressure valve unit 53 from the outside are provided; however, the embodiment is not limited to this. For example, a lower cowl that covers all of the oil pressure actuator 51 and the oil pressure valve unit 53 from the outside may be provided. For example, the oil pressure actuator 51 and the oil pressure valve unit 53 may be covered with a different cowl member than the lower cowl. That is, the cowl member that covers at least a portion of the oil pressure actuator 51 and the oil pressure valve unit 53 from the outside may be provided. On the other hand, a cowl member that covers at least a portion of the oil pressure actuator 51 and the oil pressure valve unit 53 from the outside may not be provided. That is,, all of the oil pressure actuator 51 and the oil pressure valve unit 53 may be exposed to the outside.

[0143] The above embodiment is described using an example in which all of the oil pressure actuator 51 and the oil pressure valve unit 53 are arranged in the vehicle's tilt angle range B1; however, the embodiment is not limited to this. For example, at least a portion of the oil pressure actuator 51 and the oil pressure valve unit 53 may be arranged outside the vehicle's transverse tilt range B1.

[0144] The above embodiment is described using an example in which the oil pressure actuator 51 and the oil pressure valve unit 53 are arranged in front of and below the engine 13; however, the embodiment is not limited to this. For example, the arrangement position of the oil pressure actuator 51 and the oil pressure valve unit 53 can be appropriately selected according to the vehicle body structure, such as an engine configuration.

[0145] The above embodiment is described using an example in which a portion of the oil pressure actuator 51 and the oil pressure valve unit 53 is covered by the outlet lines 131 to 134 from the front; however, the embodiment is not limited to this. For example, all of the oil pressure actuator 51 and the oil pressure valve unit 53 may be covered by the outlet lines 131 to 134 from the front. That is, at least a portion of the oil pressure actuator 51 and the oil pressure valve unit 53 may be covered by the outlet lines 131 to 134 from the front. On the other hand, the oil pressure actuator 51 and the oil pressure valve unit 53 may not be covered by the outlet lines 131 to 134 from the front. That is, all of the oil pressure actuator 51 and the oil pressure valve unit 53 may be exposed to the front.

[0146] The above embodiment is described using an example in which the master cylinder 60 and the motor 70 are arranged so that a longitudinal direction is aligned in a vertical direction and are arranged to be inclined so that an upper end part is located at an outer position in the vehicle width direction and a lower end part is located at an inner position in the vehicle width direction; however, the embodiment is not limited to this. For example, the arrangement state of the master cylinder 60 and the motor 70 can be appropriately selected according to the vehicle body structure, such as an engine configuration.

[0147] The above embodiment is described using an example in which the oil pressure sensors 57 and 58 are arranged so that the longitudinal direction is oriented in a vertical direction and are arranged to be inclined so that an upper end part is located at an outer position in the vehicle width direction and a lower end part is located at an inner position in the vehicle width direction; however, the embodiment is not limited to this. For example, the arrangement state of the oil pressure sensors 57 and 58 can be appropriately selected according to the vehicle body structure, such as an engine configuration.

[0148] The present invention is not limited to the above-described embodiment. For example, the saddle-seat type vehicle includes all types of vehicles in which a vehicle driver sits astride the vehicle body, and includes not only a motorcycle (including a motorized bicycle and a scooter-type vehicle) but also a vehicle having three wheels (including a vehicle having two front wheels and one rear wheel, in addition to a vehicle having one front wheel and two rear wheels). Furthermore, the present invention is applicable not only to a motorcycle but also to a vehicle having four wheels, such as an automobile.

[0149] The configurations in the above-described embodiment are examples of the present invention, and various changes such as replacing constituent elements of the embodiment with known constituent elements can be made without departing from the scope of the present invention. List of reference symbols: 1 motorcycle (saddle-seat type vehicle) 13 Engine 16 cylinders 21 gearboxes 26 Clutch 28 Subordinate cylinder 51 Oil pressure actuator 53 Oil pressure valve unit 57 Oil pressure sensor on the upstream side (oil pressure sensor) 58 Oil pressure sensor on the downstream side (oil pressure sensor) 60 master cylinders 70 engine 91 Connecting line arrangement on the main side 92 Connecting line arrangement on the subordinate side 121L Left lower fairing (fairing element) 121R Right lower fairing (fairing element) 131 First outlet line (outlet line) 132 Second outlet line (outlet line) 133 Third outlet line (outlet line) 134 Fourth outlet line (outlet line) B1 Transverse slope area< / kupplungssteuerung> < / getriebesystem> < / getriebe>

Claims

[1] Saddle-seat type vehicle having: a transmission (21) having a clutch (26) operated by operation of a slave cylinder (28); an oil pressure actuator (51) having a master cylinder (60) that generates an oil pressure by an operating oil; an oil pressure valve unit (53) which controls the transmission of the oil pressure generated by the master cylinder (60) to the slave cylinder (28); a connecting line arrangement (91) on the main side connecting the master cylinder (60) to the oil pressure valve unit (53); and a connecting line arrangement (92) on the subordinate side connecting the oil pressure valve unit (53) to the subordinate cylinder (28), characterized by , that the subordinate cylinder (28) and the oil pressure valve unit (53) are arranged on a side part in a vehicle width direction of the saddle seat type vehicle (1), and the oil pressure actuator (51) is arranged on another side part in the vehicle width direction of the saddle seat type vehicle (1). [2] A saddle seat type vehicle according to claim 1, wherein the coupling (26) is arranged on the other side part in the vehicle width direction. [3] A saddle seat type vehicle according to claim 1 or 2, further comprising: a cover member (121L, 121R) covering at least a part of the oil pressure actuator (51) and the oil pressure valve unit (53) from the outside. [4] A saddle seat type vehicle according to any one of claims 1 to 3, wherein the oil pressure actuator (51) and the oil pressure valve unit (53) are arranged in a transverse inclination region (B1) of the saddle seat type vehicle (1). [5] A saddle seat type vehicle according to any one of claims 1 to 4, further comprising: a motor (13) arranged in front of the transmission (21), wherein the motor (13) has a cylinder (16) which is upwards, and the oil pressure actuator (51) and the oil pressure valve unit (53) are arranged in front of and below the engine (13). [6] A saddle seat type vehicle according to claim 5, further comprising: an outlet line (131 to 134) connected to a front part of the cylinder (16), wherein at least a part of the oil pressure actuator (51) and the oil pressure valve unit (53) is covered from the front with the outlet line (131 to 134). [7] Saddle seat type vehicle according to claim 5 or 6, wherein the oil pressure actuator (51) further comprises a motor (70) for driving the master cylinder (60), wherein the master cylinder (60) and the motor (70) are arranged such that a longitudinal direction is aligned in a vertical direction and are arranged to be inclined such that an upper end part is located at an outer position in the vehicle width direction and a lower end part is located at an inner position in the vehicle width direction. [8] A saddle seat type vehicle according to any one of claims 5 to 7, wherein the oil pressure valve unit (53) includes an oil pressure sensor (57, 58) arranged so that a longitudinal direction is oriented in a vertical direction, and arranged to be inclined so that an upper end part is located at an outer position in the vehicle width direction, and a lower end part is located at an inner position in the vehicle width direction.

Images