Clutch device and saddle type vehicle

Abstract

To improve accuracy of measuring a temperature of a multi-plate clutch.SOLUTION: A clutch device (120) comprises a multi-plate clutch (MPC) capable of connecting and disconnecting transmission of a driving force, a case member (130) housing the multi-plate clutch, and a temperature sensor (140) that measures a temperature of the multi-plate clutch. The case member (130) includes a peripheral wall part (131) surrounding the multi-plate clutch (MPC), and a recess part (134) formed in the peripheral wall part (131) and recessed outward in a radial direction of the multi-plate clutch (MPC). The temperature sensor (140) is arranged in the recess part (134).SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present invention relates to a clutch device and a saddle-type vehicle. [Background technology]

[0002] The temperature of a multi-plate clutch fluctuates due to friction between plates, etc. As a result of temperature fluctuations, characteristics such as the clutch capacity may change. Patent Document 1 discloses a hydraulic automatic clutch device that is equipped with a temperature sensor that measures the temperature of a slave cylinder. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2020 / 195789 Brochure Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the clutch device of Patent Document 1, since the temperature of the slave cylinder is measured by a temperature sensor, there is room for improvement in terms of measurement accuracy.

[0005] An object of the present invention is to improve the accuracy of temperature measurement of a multi-plate clutch. [Means for solving the problem]

[0006] According to the present invention, A multi-plate clutch (MPC) that can connect and disconnect the transmission of driving force, a case member (130) that houses the multi-plate clutch; a temperature sensor (140) for measuring the temperature of the multi-plate clutch; A clutch device (120) comprising: The case member (130) is a peripheral wall portion (131) surrounding the periphery of the multi-plate clutch (MPC); a recess (134) formed in the peripheral wall portion (131) and recessed outward in the radial direction of the multi-plate clutch (MPC), The temperature sensor (140) is disposed in the recess (134). A clutch device is provided. Effect of the Invention

[0007] According to the present invention, the accuracy of temperature measurement of a multi-plate clutch can be improved. [Brief description of the drawings]

[0008] [Figure 1] FIG. [Diagram 2] FIG. 2 is a front view of the saddle-type vehicle of FIG. 1. [Diagram 3] FIG. [Figure 4] FIG. 2 is an explanatory diagram of a clutch device and related configurations. [Diagram 5] 4A and 4B are perspective views of a lever member. [Figure 6] 1A is a side view of a lever member based on the axial direction, and FIG. 1B is a plan view of the lever member based on the axial direction. [Figure 7] 4A to 4C are diagrams illustrating the operation of the lever member. [Figure 8] FIG. 4 is a front view of the clutch device with the cover member removed. [Figure 9] Cross-sectional view taken along line AA in Figure 8. [Figure 10] FIG. [Figure 11] FIG. [Figure 12] FIG. [Figure 13] FIG. [Figure 14] 4 is a flowchart showing an example of processing executed by the control unit in FIG. 3; [Figure 15] 4 is a flowchart showing an example of processing executed by the control unit in FIG. 3; [Figure 16]4 is a flowchart showing an example of processing executed by the control unit in FIG. 3; [Figure 17] 4 is a flowchart showing an example of processing executed by the control unit in FIG. 3; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, the embodiments will be described in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more features among the multiple features described in the embodiments may be arbitrarily combined. In addition, the same reference numbers are used for the same or similar configurations, and duplicated descriptions are omitted.

[0010] <Outline of saddle-type vehicle> 1 and 2 are a right side view and a front view of a saddle-type vehicle (hereinafter simply referred to as a vehicle) 100 according to one embodiment of the present invention. The vehicle 100 is a motorcycle equipped with one front wheel FW and one rear wheel RW. In the drawings, an arrow D1 indicates the front-rear direction of the vehicle 100, and an arrow D2 indicates the width direction (left-right direction). Fr indicates the front side, and Rr indicates the rear side. R indicates the right side when moving forward, and L indicates the left side when moving forward.

[0011] The vehicle 100 includes a body frame 101 that forms the framework of the vehicle. A front wheel steering unit 102 is supported at the front end of the body frame 101, and a swing arm 107 is supported at the rear end so as to be able to swing freely. The front wheel steering unit 102 includes a pair of left and right front forks 103 that support the front wheels FW, and a steering handlebar 104 attached to the upper portions of the pair of front forks 103.

[0012] The right grip 112R of the steering handle 104 is an operator (accelerator grip) with which an operator (rider) can instruct the acceleration of the vehicle 100. Adjacent to the right grip 112R, an operator (brake lever) 113R that receives the rider's braking operation on the front wheel FW is rotatably provided. Adjacent to the left grip 112L of the steering handle 104, an operator (clutch lever) 113L that receives the rider's operation to engage / disengage the clutch device 120 is rotatably provided.

[0013] The swing arm 107 has a front end supported by the body frame 101 so as to be able to swing freely, and a rear wheel RW is supported at its rear end. In the area between the front wheel FW and the rear wheel RW, a prime mover 108, which is a drive source for the vehicle 100, and a transmission 109 are supported by the body frame 101. In this embodiment, the prime mover 108 is an internal combustion engine, and in particular, an in-line four-cylinder, four-stroke, DOHC, water-cooled engine. Exhaust gas from the prime mover 108 is discharged through an exhaust passage including an exhaust pipe 110 and a muffler 111.

[0014] A clutch device 120 is disposed in a transmission path of the driving force output by the prime mover 108. In the present embodiment, the clutch device 120 is disposed between the prime mover 108 and the transmission 109, and connects and disconnects the transmission of the driving force of the prime mover 108 to the transmission 109.

[0015] The driving force of the prime mover 108 is transmitted to the rear wheel RW via a transmission 109 and a chain transmission mechanism (not shown). A fuel tank 105 is disposed above the prime mover 108, and a seat 106 on which a rider sits is disposed behind the fuel tank 105.

[0016] The transmission 109 is a manual, constant-mesh transmission that changes the output of the prime mover 108. The transmission 109 can be switched between a plurality of gear ratios (for example, first to sixth gear ratios) or neutral, depending on the rider's shift operation using an operator 115L (gear change pedal). The operator 115L is provided adjacent to the left step 114L so as to be operable by the rider. The rider can place his or her left foot on the left step 114L and operate the operator 115L with his or her left foot.

[0017] The operator 115R is a brake pedal that is provided adjacent to the right step 114R so that the rider can operate it. The rider can brake the rear wheel RW by placing his / her right foot on the right step 114R and operating the operator 115R with his / her right foot. Steps 116R and 116L are steps for passengers.

[0018] In this embodiment, the clutch device 120 is a multi-plate coil spring type clutch, and its engagement and disengagement are automated by the electric actuator 10. The electric actuator 10 is disposed behind the front wheel steering unit 102 at the front of the vehicle 100. A control unit 2 is disposed below the seat 106. The control unit 2 controls the electric actuator 10 and the like. Note that, although the electric actuator 10 automates the engagement and disengagement of the clutch device 120 in this embodiment, a hydraulic actuator may also be used. Also, although the clutch device 120 is a dry type clutch device, it may be a wet type.

[0019] <Control device> FIG. 3 is a block diagram of the control device 1 that controls the clutch device 120. The control device 1 includes a control unit 2. The control unit 2 includes a processing unit 21, a storage unit 22, and an interface unit 23. The processing unit 21 is a processor represented by a CPU, and executes a program stored in the storage unit 22. The storage unit 22 is a storage device such as a semiconductor memory, and stores the program executed by the processing unit 21 and data used in the processing. The interface unit 23 inputs and outputs data between the processing unit 21 and devices external to the control unit 2. The processing unit 21 drives the electric actuator 10 based on the detection results of various sensors 3 to 9 and 140, as will be described later, and executes control to change the clutch capacity of the clutch device 120.

[0020] The throttle opening sensor 3 is a sensor that detects the opening of a throttle valve that adjusts the amount of air flowing into each combustion chamber of the prime mover 108, and is, for example, a rotary encoder that detects the amount of rotation of a throttle shaft. The engine speed sensor 4 is a sensor that detects the rotation speed of the prime mover 108, and is, for example, a magnetic crank angle sensor that detects the crank angle of the prime mover 108.

[0021] The shift position sensor 5 is a sensor that detects the state of the transmission 109 (for example, any of first to sixth gears, or neutral), and is, for example, a sensor that detects the rotation angle of a shift drum (not shown) of the transmission 109. The vehicle speed sensor 6 is a sensor that detects the speed of the vehicle 100, and is, for example, a sensor that detects the amount of rotation of the front wheel FW. The shift operation sensor 7 is a sensor that detects the rider's shift operation on the operating element 115L, and is, for example, a torque sensor that detects the load acting on the rotation center shaft of the operating element 115L.

[0022] The input unit 40 is a device that accepts input from the rider, and is, for example, a switch, a touch panel, etc. The rider can input various setting selections, etc. from the input unit 40, and the processing unit 21 of the control unit 2 recognizes the rider's selections, etc. The display unit 41 is a device that displays information to the rider, and is, for example, an indicator such as an LED, a liquid crystal display device, etc. The display unit 41 may display the temperature detection results of a temperature sensor 140, which will be described later. The input unit 40 and the display unit 41 can be mounted on the handlebars 104, for example.

[0023] Here, the configuration of the clutch device 120, in particular the operation amount sensor 8, the rotation amount sensor 9, the electric actuator 10, and the transmission mechanism 18, will be described with reference to Figure 4 in addition to Figure 3. Figure 4 is an explanatory diagram of the clutch device 120 and related configurations.

[0024] The clutch device 120 includes a multi-plate clutch MPC and a cover member 120a and a case member 130 which form the outer walls of the multi-plate clutch MPC. The cover member 120a is located on the outer side of the vehicle 100 in the direction D2 relative to the case member 130, and conversely, the case member 130 is located on the inner side of the vehicle 100 in the direction D2 relative to the cover member 120a. Therefore, the cover member 120a can also be called an outer case, and the case member 130 can also be called an inner case.

[0025] The driving force of the prime mover 108 is input to the multi-plate clutch MPC from a crankshaft (not shown) of the prime mover 108 via an input gear 122. The clutch outer 121 rotates integrally with the input gear 122 around a rotation center line X1. The rotation center line X1 is the rotation center line (axis line) of a main shaft 109a of the transmission 109. The main shaft 109a is coupled to a clutch center 123 and rotates integrally with the clutch center 123. A plurality of disc-shaped clutch plates 125 are stacked between the clutch outer 121 and the clutch center 123 in the direction of the rotation center line X1.

[0026] The multiple clutch plates 125 are arranged alternately in the stacking direction, with clutch plates that rotate integrally with the clutch outer 121 and clutch plates that rotate integrally with the clutch center 123. Frictional engagement of these multiple clutch plates 125 connects and disconnects the drive force between the clutch outer 121 and the clutch center 123, i.e., connects and disconnects the drive force of the prime mover 108 to the transmission 109.

[0027] The clutch plates 125 are pressed in the stacking direction by the biasing force of the clutch spring 126 via the pressure plate 124, and are frictionally engaged. The clutch springs 126 are arranged around the rotation center line X1.

[0028] The multi-plate clutch MPC includes, as a release mechanism, a lifter shaft 127 and a release operation member 128. The lifter shaft 127 has an end inserted into the cylindrical main shaft 109a, and is provided so as to be able to reciprocate together with the pressure plate 124 in a direction D3 that is the axial direction of the multi-plate clutch MPC, which is the direction of the rotation center line X1. In this embodiment, the D3 direction is the same as the D2 direction.

[0029] The release operation member 128 is an axial member extending in a direction perpendicular to the axial direction (direction D3) of the lifter shaft 127, and is a member for interrupting the drive transmission of the multi-plate clutch MPC by an external input.

[0030] Release operation member 128 is supported by clutch cover 120a so as to be rotatable about its axis (around rotation center line X2), and its upper and lower ends are exposed to the outside of clutch cover 120a. Release operation member 128 has a shaft portion 128a rotatably supported by clutch cover 120a, and a connecting portion 128b. Connecting portion 128b is provided at one end of shaft portion 128a, and in this embodiment, is provided at the lower end of shaft portion 128a.

[0031] An eccentric cam portion 128c is formed at the axial center of the shaft portion 128a. The eccentric cam portion 128c engages with an engagement portion 127a at the end of the lifter shaft 127 inside the clutch cover 120a. When the release operating member 128 is rotated in a predetermined direction, the engagement between the eccentric cam portion 128c and the engagement portion 127a causes the lifter shaft 127 to move in a frictional engagement release direction of the plurality of clutch plates 125 (to the right in the direction D3 in FIG. 4). The rotation amount (operation angle) of the release operating member 128 is proportional to the movement amount of the lifter shaft 127 in the direction D3. The rotation of the release operating member 128 changes the frictional engagement force of the plurality of clutch plates 125 to change the clutch capacity of the clutch device 120, and also cuts off the drive transmission.

[0032] The electric actuator 10 is connected to the connecting portion 128b via a connecting member 31a, and the operator 113L is connected to the connecting portion 128b via a connecting member 31a. In this embodiment, the connecting member 31a is an inner cable of the cable 31, and may be referred to as the inner cable 31a in the following description. In this embodiment, the connecting member 32a is an inner cable of the cable 32, and may be referred to as the inner cable 32a in the following description.

[0033] The electric actuator 10 rotates the release operation member 128 around the rotation center line X2 by being driven. When the rider operates the operation member 113L, this operation is transmitted to the release operation member 128, and the release operation member 128 rotates around the rotation center line X2. That is, in this embodiment, the release operation member 128 can be operated both by the rider's manual operation of the operation member 113L and by automatic operation by the electric actuator 10. In other words, in the vehicle 100, the drive transmission via the clutch device 120 can be connected and disconnected in response to the rider's manual operation of the operation member 113L, and can also be automatically controlled by using the electric actuator 10. A return spring 129 that urges the release operation member 128 to an initial position is provided between the connecting portion 128b and the clutch cover 120a.

[0034] In this embodiment, the electric actuator 10 is an electric cylinder in which a rod 13 reciprocates in the direction D4. The electric actuator 10 includes a drive source 11, which is an electric motor, and a conversion mechanism 12 that converts the rotational motion of an output shaft of the drive source 11 into linear motion of the rod 13. The conversion mechanism 12 incorporates a conversion mechanism such as a ball screw mechanism or a feed screw mechanism. An inner cable 31a is connected to the rod 13 via a holder 14.

[0035] When the inner cable 31a is pulled by driving the electric actuator 10, the operational input is transmitted to the release operation member 128, which rotates the release operation member 128 and can reduce the clutch capacity of the clutch device 120. Conversely, when the inner cable 31a is returned (sent out), the release operation member 128 returns to its initial position due to the bias of the clutch spring 126, and the clutch capacity increases. Therefore, the control unit 2 controls the drive source 11 to drive the electric actuator 10 and rotate (turn) the release operation member 128, thereby making it possible to change the clutch capacity of the clutch device 120.

[0036] In the present embodiment, an electric cylinder is used as an example of the electric actuator 10, but the present invention is not limited to this. For example, the electric actuator 10 may be an electric drum equipped with a drum capable of winding and unwinding the inner cable 31a.

[0037] The cables 31 and 32 are generally flexible and bendable, and each include inner cables 31a and 32a, and outer cables 31b and 32b through which the inner cables 31a and 32a are inserted.

[0038] The inner cables 31a and 32a are elastically deformable wires, such as metal wires. Cylindrical engagement parts 31c and 32c are fixed to both ends of the inner cables 31a and 32a, respectively. One of the engagement parts 31c and 32c of the inner cables 31a and 32a is held in the slots SL1 and SL2 of the connecting part 128b. The outer cables 31b and 32b are flexible tubes that can be bent, and the ends of the outer cables 31b and 32b on the release operating member 128 side are held by the catcher 19.

[0039] The connecting portion 128b is a portion that transmits the operation input of the operating element 113L or the electric actuator 10 to the release operating member 128 via the inner cables 31a and 32a. The slots SL1 and SL2 are disposed on the inner side (left side) of the shaft portion 128a in the D2 direction. Compared to a configuration in which the slots SL1 and SL2 are disposed on the outer side (right side) of the shaft portion 128a in the D2 direction, the clutch release mechanism can be made more compact in the D2 direction.

[0040] Connecting portion 128b also has a cancellation function that cancels overlapping operations of the manual operation via operating element 113L and the operation by electric actuator 10 on release operating member 128. In the case of this embodiment, release operating member 128 is composed of two members, a shaft member 16 that forms shaft portion 128a, and a lever member 17 that forms connecting portion 128b.

[0041] The structure of lever member 17 will be described with reference to Fig. 5(A) to Fig. 6(B). Fig. 5(A) and Fig. 5(B) are perspective views of lever member 17 with different viewing directions. Fig. 6(A) is a side view of lever member 17 when oriented in the up-down direction with rotation center line X2 as the reference, and Fig. 6(B) is a plan view of lever member 17 when oriented in the up-down direction with rotation center line X2 as the reference.

[0042] The lever member 17 is integrally provided with a fixed portion 170 fixed to the lower end of the shaft member 16, and a slot forming portion 171 in which slots SL1 and SL2 are formed. A recess 176 in which one end of the return spring 129 is engaged is formed in a portion between the fixed portion 170 and the slot forming portion 171. The fixed portion 170 is a plate-like portion whose plate thickness direction is the direction of the rotation center line X2, and has a through hole 170a formed therein into which the lower end of the shaft member 16 is inserted.

[0043] The slot forming portion 171 is a portion spaced apart from the rotation center line X2 in the radial direction (RD direction) thereof, and is a portion that is thicker than the fixed portion 170 in the direction of the rotation center line X2.

[0044] The slot SL1 holds the engaging portion 31c of the inner cable 31a. The slot SL1 has a bottomed hole portion 172a having a depth in the direction of the rotation center line X2, a slit 173a opening to the side (RD direction) of the hole portion 172a, and a slit 174a between the hole portion 172a and the slit 173a. When the inner cable 31a is attached to the slot SL1, first, the engaging portion 31c is inserted into the hole portion 172a. The inner cable 31a is passed through the slit 174a and guided to the slit 173a, whereby the attachment is completed. In other words, the engaging portion 31c is held in the hole portion 172a, while the inner cable 31a is guided to the outside of the hole portion 172a.

[0045] Hole 172a has an elongated hole shape when viewed in the direction of rotation center line X2, and has an arc shape centered on rotation center line X2. An inner wall surface 175a at one end of hole 172a forms an engagement surface that engages with engagement portion 31c, and the other end of hole 172a forms an escape space SP1 for engagement portion 31c that allows relative displacement of engagement portion 31c in response to rotation of release operating member 128.

[0046] The slot SL2 has basically the same structure as the slot SL1. That is, the slot SL2 holds the engaging portion 32c of the inner cable 32a. The slot SL2 has a bottomed hole portion 172b having a depth in the direction of the rotation center line X2, a slit 173b opening to the side (RD direction) of the hole portion 172b, and a slit 174b between the hole portion 172b and the slit 173b. When the inner cable 32a is attached to the slot SL2, first, the engaging portion 32c is inserted into the hole portion 172b. The inner cable 32a is passed through the slit 174b and guided to the slit 173b, whereby the attachment is completed. In other words, the engaging portion 32c is held in the hole portion 172b, while the inner cable 32a is guided to the outside of the hole portion 172b.

[0047] Hole 172b has an elongated hole shape when viewed in the direction of rotation center line X2, and has a slightly curved arc shape centered on rotation center line X2. An inner wall surface 175b at one end of hole 172b forms an engagement surface that engages with engagement portion 32c, and the other end of hole 172b forms an escape space SP2 for engagement portion 32c that allows relative displacement of engagement portion 32c in response to rotation of release operating member 128.

[0048] In this embodiment, the slots SL1 and SL2 are arranged side by side in the direction of the rotation center line X2 and overlap each other when viewed in the direction of the rotation center line X2. This makes it possible to make the clutch release mechanism more compact in the RD direction or the D2 direction.

[0049] As shown in Fig. 6(A) , when viewed in the RD direction, the shaft portion 128a and the slot SL2 overlap in their entirety. This allows the clutch release mechanism to be made more compact in the direction of the rotation center line X2. When viewed in the RD direction, the shaft portion 128a and a portion of the slot SL2 may overlap. Also, the shaft portion 128a and the slot SL1 may overlap in their entirety or in part.

[0050] The slots SL1 and SL2 need to be spaced apart from each other in the direction of the rotation center line X2 to provide a holding space for the engaging portions 31c and 32c and to ensure the rigidity of the lever member 17. In this embodiment, the fixing portion 170 is not provided in the center between the slots SL1 and SL2 in the direction of the rotation center line X2, but is offset to a position closer to the slot SL2 than to the slot SL1.

[0051] 6(A), the distance between center line CT0 of fixed part 170 and center line CT1 of slot SL1 in the direction of rotation center line X2 is L11, and the distance between center line CT0 and center line CT2 of slot SL2 is L12, with the relationship being distance L12<distance L11. If center line CT0 and center line CT1 or CT2 are misaligned in the direction of rotation center line X2 as in this embodiment, a twist is applied to lever member 17 when release operating member 128 is rotated.

[0052] Specifically, when the inner cable 31a is operated by the electric actuator 10, a load acts on the engagement surface 175a of the slot SL1 in the direction of the inner cable 31a. At this time, a moment corresponding to the length of the distance L11 acts on the lever member 17. Similarly, when the inner cable 32a is operated by the rider's operation of the operating element 113L, a load acts on the engagement surface 175b of the slot SL2 in the direction of the inner cable 32a.

[0053] At this time, a moment according to the length of distance L12 acts on the lever member 17. In this embodiment, distance L12<distance L11, and the magnitude of the moment is smaller when the rider operates the operating element 113L than when the electric actuator 10 is activated. When the rider operates it, there is relatively less twisting of the lever member 17, improving the operational feel. Meanwhile, a rib 177 is provided on the slot SL1 side to improve rigidity. This improves the operation accuracy of the release operating member 128 by the electric actuator 10.

[0054] The operation of lever member 17 configured as above, that is, connecting portion 128b, will be described with reference to Figures 7(A) to 7(C). Figures 7(A) to 7(C) are schematic diagrams showing the operation of connecting portion 128b, and are schematic diagrams corresponding to the cross section taken along line AA in Figure 6(B).

[0055] 7(A) shows the initial state. The engagement portion 31c of the inner cable 31a is located on the engagement surface 175a side of the hole 172a, and the engagement portion 32c of the inner cable 32a is located on the engagement surface 175b side of the hole 172b. In this state, the release operation member 128 is located in the initial position, and the clutch device 120 is in a connected state. In this state, the electric actuator 10 is not pulling the inner cable 31a, and there is no operational input to the operation element 113L.

[0056] When the electric actuator 10 is driven from this state, the inner cable 31a is pulled, causing the release operation member 128 to rotate from the initial position, as shown in Fig. 7(B). Since there is no operational input to the operation element 113L, the position of the engagement portion 32c of the inner cable 32a itself does not change. The hole portion 172b is displaced relative to the engagement portion 32c, and the engagement portion 32c is positioned in the escape space SP2.

[0057] Even if the operating element 113L is operated in the state shown in Fig. 7(B), since the engagement portion 32c is not engaged with the engagement surface 173b, it does not rotate the release operating member 128. In other words, in the state shown in Fig. 7(B), the maximum rotation amount of the release operating member 128 has already been achieved by the operation by the electric actuator 10, and any operation of the operating element 113L that overlaps this has been cancelled.

[0058] Fig. 7(C) shows a state in which the operating element 113L is operated from the initial state of Fig. 7(A) and the inner cable 32a is pulled. The release operating member 128 is rotated from the initial position. Since there is no operational input from the electric actuator 10, the position of the engaging portion 31c of the inner cable 31a itself does not change. The hole portion 172a is displaced relative to the engaging portion 31c, and the engaging portion 31c is positioned in the escape space SP1.

[0059] Even if the electric actuator 10 is driven in the state of Fig. 7(C), since the engagement portion 31c is not engaged with the engagement surface 173a, it will not rotate the release operation member 128. In other words, in the state of Fig. 7(C), the maximum rotation amount of the release operation member 128 has already been achieved by the operation of the operation element 113L, and the operation of the electric actuator 10 that overlaps with this has been canceled.

[0060] By providing such a canceling mechanism, the operational input to the operating element 113L and the operational input by the electric actuator 10 are not added together, and it is possible to avoid doubling the amount of rotation of the release operating member 128. Moreover, the canceling mechanism can be realized with a relatively simple configuration in which slots SL1 and SL2 are formed in the lever member 17.

[0061] Please refer to Fig. 4. The operation amount sensor 8 is a sensor that detects the operation amount of the electric actuator 10 with respect to the inner cable 31a, and in this embodiment, it is a rotary encoder that detects the amount of rotation of the drive source 11. In this embodiment, the detection result of the operation amount sensor 8 is converted into the amount of movement of the rod 13 in the D4 direction, and this is set as the operation amount L1 of the electric actuator 10 with respect to the inner cable 31a. In other words, the operation amount L1 is the amount of movement of the end of the inner cable 31a on the electric actuator 10 side. In the example of Fig. 4, the amount of movement of the rod 13 in the direction of retracting it from the initial position (maximum protruding position) of the rod 13 is set as the operation amount L1.

[0062] The rotation amount sensor 9 is a sensor that detects the amount of rotation of the release operation member 128, and in this embodiment, the rotation amount sensor 9 is an angle sensor that detects the amount of rotation (operation angle) of the release operation member 128 around the rotation center line X2. The rotation amount sensor 9 is supported by the clutch cover 120a via the bracket 18, and the upper end of the release operation member 128 is connected to the rotation amount sensor 9. Since the rotation amount sensor 9 is disposed at one end (upper end) of the release operation member 128 and the connecting part 128b (lever member 17) is provided at the other end (lower end), it is possible to secure sufficient space for disposing the rotation amount sensor 9 and the connecting part 128b. In addition, since the rotation amount sensor 9 is directly connected to the release operation member 128, it is possible to detect the amount of rotation with high accuracy. By using the detection result of the amount of rotation for controlling the electric actuator 10, it is possible to control the electric actuator 10 with high accuracy.

[0063] <Temperature sensor and its mounting structure> The temperature sensor 140 and its mounting structure will be described with reference to Figs. 8 to 12. Fig. 8 is a front view of the clutch device 120 with the cover member 120a removed, corresponding to a right side view of the vehicle 100. In Fig. 8, only the outline of the multi-plate clutch MPC is shown with a broken line, and the detailed structure is omitted. Fig. 9 is a cross-sectional view taken along the line AA in Fig. 8. In Figs. 8 and 9, the arrow Dr indicates the radial direction of the multi-plate clutch MPC, which is a direction perpendicular to the direction D3. Fig. 10 is a perspective view of the bracket 150. Figs. 11 and 12 are perspective views of the case member 130, in the direction when mounted on the vehicle, Fig. 11 is a perspective view seen from the outside (right side) of the vehicle 100 in the direction D2, and Fig. 12 is a perspective view seen from the inside (left side) of the vehicle in the direction D2.

[0064] The temperature sensor 140 is a sensor that measures the temperature of the multi-plate clutch MPC. In this embodiment, the temperature sensor 140 is attached to the inside of the case member 130, and can measure the temperature of the multi-plate clutch MP at a position closer to the multi-plate clutch MP. This improves the accuracy of temperature measurement of the multi-plate clutch MPC. In particular, in the case of a dry clutch device as in this embodiment, there is no liquid like oil that transfers heat to a location far from the heat source, and the further away from the heat source, the more disadvantageous it is in terms of temperature measurement. In this embodiment, the temperature sensor 140 can be disposed close to the multi-plate clutch MPC, which is the heat source, which is particularly advantageous for temperature measurement in a dry clutch device. Furthermore, by utilizing the case member 130 as a space for arranging the temperature sensor 140, an increase in the number of parts can be avoided.

[0065] The case member 130 includes a peripheral wall portion 131 that surrounds the periphery of the multi-plate clutch MPC, a flange portion 132 formed at one end of the peripheral wall portion 131 in the D3 direction (the right side in the D2 direction), and a disk-shaped end wall portion 133 formed at the other end of the peripheral wall portion 131 in the D3 direction (the left side in the D3 direction). The peripheral wall portion 131 is a cylindrical member extending in the D3 direction, and surrounds the portion of the multi-plate clutch MPC that particularly includes the periphery of the multiple clutch plates 125.

[0066] The flange portion 132 is a plate-like portion extending in the Dr direction (radial direction) at one end of the peripheral wall portion 131, and has a plurality of mounting holes 132a formed in its outer periphery. The case member 130 is fastened to the vehicle body or the cover member 120a by bolts 130a via the mounting holes 132a.

[0067] The peripheral wall portion 131 is formed with a recess 134 having a substantially rectangular parallelepiped shape recessed outward in the Dr direction. When viewed from the flange portion 132, the recess 134 is recessed in the D3 direction. The recess 134 forms a space surrounded by an upper wall portion 134a, a front wall portion 132b, a rear wall portion 132c, and a side wall portion 134d, and a temperature sensor 140 is disposed in this space. The recess 134 has an opening 134e that opens to the flange portion 132 and an opening 134f that opens to the peripheral wall portion 131, and the temperature sensor 140 can be attached and detached through the opening 134e, and the temperature sensor 140 can measure the temperature of the multi-plate clutch MPC via the opening 134f.

[0068] Two fixing holes 132b for fixing the bracket 150 to the flange portion 132 are formed in the flange portion 132. The two fixing holes 132b are located on both sides of the recess 134 in the D1 direction, and are screw holes having a depth in the D3 direction.

[0069] The bracket 150 includes a plate-like L-shaped main body 151 extending in the D1 direction. Mounting holes 152 are formed at both ends of the main body 151. The bracket 150 is fixed to the flange portion 132 by fastening bolts 150a to fixing holes 132 of the flange portion 132 through mounting holes 132b. The main body 151 is fixed to the flange portion 132 so as to straddle the opening 134e while partially overlapping with the flange portion 132 in the D3 direction, and prevents the temperature sensor 140 arranged in the recess 134 from falling off from the opening 134e.

[0070] The bracket 150 of this embodiment also has a sensor attachment portion 153 for fixing the temperature sensor 150. The sensor attachment portion 153 extends from the main body 151 in the D3 direction. The sensor attachment portion 153 has an elongated hole 154 extending in the D3 direction. Two fixing holes 144 are formed on the front surface of the temperature sensor 150 in the D1 direction, and the temperature sensor 140 is fixed to the bracket 150 by inserting a bolt 150b into the elongated hole 154 in the D1 direction and fastening the bolt 150b to the fixing hole 144. Since the temperature sensor 150 is fixed via the elongated hole 154, the attachment position of the temperature sensor 140 can be changed steplessly in the D3 direction. The temperature measurement position of the temperature sensor 140 relative to the multi-plate clutch MPC can be adjusted.

[0071] In this embodiment, the attachment position of the temperature sensor 140 can be changed by the elongated hole 154, but this is not limited to the above. For example, instead of the elongated hole 154, a plurality of attachment holes may be formed in the sensor attachment portion 153 in the D3 direction, and the attachment hole for fixing the temperature sensor 140 may be selected, thereby making it possible to change the attachment position of the temperature sensor 140 in the D3 direction.

[0072] Temperature sensor 140 is disposed above lifter shaft 127 of the multi-plate clutch MPC in the vertical direction of vehicle 100 and rearward at D1. Temperature sensor 140 can be disposed in a position that does not interfere with other components. Also, by locating temperature sensor 140 above the multi-plate clutch MPC, heat radiated upward from the multi-plate clutch MPC can be effectively detected.

[0073] The temperature sensor 140 has a detection unit 141 disposed to face the multi-plate clutch MPC in the Dr direction. Since the multi-plate clutch MPC is exposed to the detection unit 141 through the opening 134f, the heat from the multi-plate clutch MPC can be directly measured by the temperature sensor 140. This makes it possible to further improve the accuracy of temperature measurement of the multi-plate clutch MPC. Particularly in the case of this embodiment, the detection unit 141 is disposed at a position facing the multiple clutch plates 125 in the Dr direction, and the frictional heat generated by the clutch plates 125 can be measured with greater accuracy.

[0074] The temperature sensor 140 includes an outlet portion 142 for a harness 143. The outlet portion 142 is located outside the bracket 150 in the direction D3. This makes it easier to take out the harness 143 on the side opposite the multi-plate clutch MPC, improving the convenience of routing the harness 143.

[0075] <Automatic clutch capacity control> In this embodiment, regarding the connection and disconnection of the clutch device 120, the rider can select between a manual operation mode (manual operation mode) by the rider using the operation element 113L and an automatic control mode (automatic control mode) using the electric actuator 10. The selection of these modes can be performed by the rider performing a selection operation on the input unit 40.

[0076] In the automatic control mode, the clutch capacity of the clutch device 120 is controlled to change the drive transmission from a disconnected state to a connected state when the vehicle 100 starts moving or when the transmission 109 is shifted. The control of the clutch capacity (clutch pressing load / clutch spring load) of the clutch device 120 using the electric actuator 10 will be described.

[0077] In the clutch device 120 of this embodiment, normally, the clutch spring 126 is biased to bring the clutch device 120 into an engaged state (clutch capacity is 100%), and the movement of the lifter shaft 127 due to the rotation of the release operation member 128 can reduce the clutch capacity (half-clutch state) and bring the clutch device 120 into a disengaged state (clutch capacity is 0%). Therefore, the clutch capacity is correlated with the torque (or the amount of rotation) around the rotation center line X2 of the release operation member 128.

[0078] On the other hand, since the inner cable 31a is an elastic body, it stretches in proportion to the load within the elastic region against the tensile load. Based on Hooke's law, the amount of stretch of the inner cable 31a is correlated with the torque around the rotation center line X2 of the release operation member 128, that is, the clutch capacity. If the amount of stretch of the inner cable 31a is L3, it is obtained by L3 = operation amount L1 - coefficient x rotation amount L2. The coefficient is a coefficient that converts the rotation amount L2 into the amount of movement of the end of the inner cable 31a on the release operation member 128 side, and is set based on, for example, the length of the connecting part 128b in the radial direction from the release operation member 128. The operation amount L1 and the rotation amount L2 can be detected by the operation amount sensor 8 and the rotation amount sensor 9. Therefore, it is possible to control the change in the clutch capacity of the clutch device 120 based on the detection results of the operation amount sensor 8 and the rotation amount sensor 9.

[0079] The characteristic information indicating the correlation between the extension amount L3 and the clutch capacity, which is used for controlling the electric actuator 10, can be obtained by a prior learning operation. Fig. 13 shows an example of the test data EXP obtained by the learning operation and the characteristic information SI obtained from the test data EXP.

[0080] In the learning operation, the electric actuator 10 is driven at least within a range equivalent to the range of clutch capacity change (0 to 100%). For example, when the torque capacity of the clutch device 120 is 100% (it is sufficient that the release operation member 128 is in a free state), the rod 13 is moved to a full stroke in the retracting direction from its initial position and then returned to the initial position, thereby driving the electric actuator 10 so that the clutch capacity includes the range of 0% to 100%. The extension amount L3 is calculated from the detection results of the operation amount sensor 8 and the rotation amount sensor 9 while the electric actuator 10 is being driven, and the test data EXP in FIG. 13 is obtained.

[0081] The test data EXP has the rotation amount L2 (corresponding to the tensile load of the inner cable 31a) on the horizontal axis and the extension amount L3 on the vertical axis, with the dashed line showing the data at the stage when the inner cable 31a is being pulled and the solid line showing the data at the stage when the tension is being released.

[0082] From this data, an actuation start point SP and a touch point TC are identified. The actuation start point SP is the point at which the clutch device 120 transitions from an engaged state to a half-clutch state. The actuation start point varies depending on factors such as the play of the mechanism. The touch point TC is the point at which the clutch device 120 transitions from an engaged state to a half-clutch state, and varies depending on factors such as wear of the clutch plate 125.

[0083] The actuation start point SP and the touch point TC are both identified from an inflection point where the slope changes in the test data EXP. For example, at the touch point TC, the change in the extension amount L3 becomes slower with respect to the rotation amount L2.

[0084] The characteristic information SI indicates the correlation between the actuation start point SP, the touch point TC, and the rotation amount L2 and clutch capacity between these points. The characteristic information SI is stored in the storage unit 22, for example.

[0085] In controlling the clutch capacity to be changed based on the above characteristic information SI, feedback control of the drive source 11 can be performed while monitoring the detection result of the rotation amount sensor 9 so as to realize the rotation amount L2 corresponding to the target clutch capacity.

[0086] <Example of control unit processing> An example of processing by the control unit 2 regarding control of the clutch device 120 will be described. First, updating of the characteristic information SI will be described. The correlation between the extension amount L3 and the clutch capacity may vary due to wear of the mechanism caused by use of the vehicle 100. Therefore, it is desirable that the characteristic information SI is not only set by the manufacturer when the vehicle 100 is shipped, but is also automatically updated as needed according to the rider's use.

[0087] In this embodiment, processing is performed to generate and update characteristic information SI when the control system of vehicle 100 is started (when power is ON, as represented by ignition ON). FIG. 14 is a flowchart showing an example of processing performed by processing unit 21 of control unit 2 when power is ON. Initial processing is performed in S1. Here, operation check of control device 1 and movement of movable parts to initial positions are performed. In this initial processing, processing to generate and update characteristic information SI, which will be described later with reference to FIG. 14, is also performed. If operation check and the like are normally completed in the initial processing in S1, the process proceeds to S2, and starting permission for prime mover 108 is set. When the rider operates a starter button (not shown), prime mover 10 starts.

[0088] With reference to Fig. 15, the generation and update process of characteristic information SI, which is included in the initial process of S1, will be described. In S11 to S14, processes related to the learning operation for obtaining test data EXP illustrated in Fig. 13 are performed. In S11, the driving source 11 starts driving. Here, as described above, the rod 13 of the electric actuator 10 is caused to make a full stroke in the retracting direction from its initial position so that the clutch capacity includes the range of 0% to 100%, and then the operation of returning it to the initial position starts. In S12, the detection results of the operation amount sensor 8 and the rotation amount sensor 9 are obtained.

[0089] In S13, it is determined whether the reciprocation of the rod 13 of the electric actuator 10 has finished (whether it has returned to the initial position), and if it has not finished, the process returns to S12 to continue obtaining the detection results of the operation amount sensor 8 and the rotation amount sensor 9 and moving the rod 13. If the reciprocation of the rod 13 has finished, the process proceeds to S14 to end the drive of the drive source 11 and the acquisition of the detection results of the operation amount sensor 8 and the rotation amount sensor 9.

[0090] In S15, the characteristic information SI is generated from the detection results of the operation amount sensor 8 and the rotation amount sensor 9. Here, for example, if there is a foreign object that hinders or resists the movement of the rod 13 or the rotation of the release operation member 128 during the learning operation, the accuracy of the characteristic information SI decreases. In addition, if the operator 113L is operated during the learning operation, the accuracy of the characteristic information SI also decreases. In order to eliminate the update of the characteristic information SI with low accuracy, in S16, the characteristic information SI generated in S15 is compared with reference data to determine whether the characteristic information SI is normal or not. The reference data is, for example, data that can specify the range of normal values ​​of the extension amount L3 relative to the clutch capacity, and may be data dedicated to comparison, or may be the current characteristic information SI (characteristic information SI before update) stored in the storage unit 22. When the learning operation is performed, a guide display may be displayed on the display unit 41 to prompt the rider not to operate the operator 113L.

[0091] In S17, if the result of the comparison in S16 is normal, the process proceeds to S18, and if the result is abnormal, the process proceeds to S19. In S18, the current characteristic information SI stored in the storage unit 22 is updated with the characteristic information SI generated this time in S15. In S19, no update is performed.

[0092] This completes the process of generating and updating the characteristic information SI. Note that the process of S11 to S14 may be performed multiple times, and the characteristic information SI may be generated using an average value of the detection results of the operation amount sensor 8 and the rotation amount sensor 9.

[0093] 16 is a flowchart showing an example of automatic control of the clutch capacity of the clutch device 120 using the characteristic information SI in the automatic control mode, and shows an example of processing executed by the processing unit 21 of the control unit 2. The illustrated processing shows an example of processing executed when the clutch device 120 is in an engaged state.

[0094] In S21, the detection result of the shift operation sensor 7 is obtained. In S22, based on the detection result obtained in S21, it is determined whether or not the rider has performed a shift operation on the operator 113L, and if it is determined that a shift operation has been performed, the process proceeds to S23. In S23, the electric actuator 10 is driven so that the clutch device 120 is disengaged. Here, the characteristic information SI is read from the storage unit 22, and the electric actuator 10 is driven until the rotation amount L2 based on the detection result of the rotation amount sensor 9 becomes larger than the rotation amount L2 corresponding to the touch point TC, thereby reliably transitioning the clutch device 120 to the disengaged state.

[0095] S24 to S25 relate to a process for transitioning the clutch device 120 to an engaged state after a shift operation. In S24, the driving state of the vehicle 100 is detected. Here, the detection results of the throttle opening sensor 3, the engine speed sensor 4, the shift position sensor 5, and the vehicle speed sensor 6 are acquired. In S25, a target value of the clutch capacity of the clutch device 120 is set based on the detection results acquired in S24. In S26, the driving control of the electric actuator 10 (driving source 11) is performed so as to achieve the target value of the clutch capacity set in S25. Here, the characteristic information SI is read from the storage unit 22, and the detection result of the rotation amount sensor 9 is monitored, and feedback control of the driving source 11 is performed so that the rotation amount L2 becomes the rotation amount L2 corresponding to the target value of the clutch capacity set in S25.

[0096] In S27, it is determined whether the clutch device 120 has been switched to the connected state (clutch capacity is 100%), and if it has not been switched, the process returns to S24 and the same process is repeated. If it has been switched, the process ends. Through the above process, the connection and disconnection of the clutch device 120 can be automatically controlled when the rider changes gears, and a semi-automatic gear change system can be realized.

[0097] In this way, when the clutch device 120 transitions to the connected state, the target value of the clutch capacity may be corrected based on the detection result of the temperature sensor 140. Also, based on the detection result of the temperature sensor 140, the rider may be notified that the automatic control of the clutch device 120 has been stopped, and the rider may be prompted to perform manual operation or to stop riding.

[0098] 17 shows an example of processing related to the intervention of manual operation by the rider in the automatic control mode, which is repeatedly executed in parallel during the drive control of the electric actuator 10 in S26, for example. If the rider's manual operation via the operator 113L intervenes during the automatic control of the clutch device 120, the automatic control mode is terminated and switched to the manual operation mode in this embodiment. When the rider's manual operation intervenes, the rotation amount L2 of the release operating member 128 becomes larger than usual relative to the operation amount L1 of the electric actuator 10. Therefore, the intervention of the rider's manual operation can be determined from the detection results of the operation amount sensor 8 and the rotation amount sensor 9.

[0099] In S31, the detection results of the operation amount sensor 8 and the turning amount sensor 9 are acquired. In S32, the extension amount L3 is calculated from the detection results acquired in S31. In S33, it is determined whether the turning amount L2 detected by the turning amount sensor 9 matches the extension amount L3 calculated in S32. This determination can be made, for example, using the test data EXP of FIG. 13, and the test data EXP may be stored in the storage unit 22 for this determination. Then, for example, when the difference between the turning amount L2 corresponding to the extension amount L3 calculated in S32 and the turning amount L2 detected in S31 exceeds a threshold value in the test data EXP, it can be determined that the rider has manually intervened.

[0100] If it is determined in the judgment of S33 that there is a match, it is determined that there has been no manual operation by the rider and the process is terminated, and if it is determined that there is an inconsistency, it is determined that there has been manual operation by the rider and the process proceeds to S34. In S34, the automatic control mode is stopped, and control is performed to switch the control mode of the clutch device 120 from the automatic control mode to the manual operation mode.

[0101] When the automatic control mode is suddenly switched to the manual operation mode, the burden of operating the operator 113L increases suddenly, which may cause the rider to feel uncomfortable. In the switching control, for example, the electric actuator 10 is driven so that the operation amount L1 gradually decreases. In addition, the control mode switching may be notified to the rider by displaying the control mode on the display unit 41.

[0102] As described above, in this embodiment, by adopting a configuration in which the release operation member 128 is operated by the electric actuator 10 via the inner cable 31a, the conventional manual clutch device 120 can be utilized almost as is, and the control device 2 can be configured by adding the electric actuator 10 and sensors 8 and 9, etc., external to the clutch device 120. Therefore, automatic control of the clutch device 120 can be achieved with a relatively simple configuration.

[0103] <Summary of the embodiment> The above embodiment discloses at least the clutch device and the saddle-ride type vehicle according to the following items.

[0104] Item 1. A multi-plate clutch (MPC) that can connect and disconnect the transmission of driving force, a case member (130) that houses the multi-plate clutch; a temperature sensor (140) for measuring the temperature of the multi-plate clutch; A clutch device (120) comprising: The case member (130) is a peripheral wall portion (131) surrounding the periphery of the multi-plate clutch (MPC); a recess (134) formed in the peripheral wall portion (131) and recessed outward in the radial direction of the multi-plate clutch (MPC), The temperature sensor (140) is disposed in the recess (134). A clutch device characterized by: According to this embodiment, since the temperature of the multi-plate clutch can be measured at a position closer to the multi-plate clutch, the accuracy of the temperature measurement of the multi-plate clutch can be improved. Since the case member is used as a space for arranging the temperature sensor, an increase in the number of parts can be avoided.

[0105] Item 2. Item 1 is a clutch device according to the present invention. The temperature sensor (140) is disposed such that a detection portion (141) of the temperature sensor (140) faces the multi-plate clutch (MPC) in the radial direction. A clutch device characterized by: According to this embodiment, the temperature of the multi-plate clutch can be measured more directly, and the accuracy of the temperature measurement of the multi-plate clutch can be further improved.

[0106] Item 3. The clutch device according to item 1 or 2, The clutch device (120) is mounted on a saddle-type vehicle (100), the temperature sensor (140) is disposed above the lifter shaft (127) of the multi-plate clutch (MPC) in the up-down direction of the saddle riding type vehicle (100) and rearward in the front-rear direction of the saddle riding type vehicle (100); A clutch device characterized by: According to this embodiment, the temperature sensor can be disposed at a position where it does not interfere with other components.

[0107] Item 4. The clutch device according to any one of claims 1 to 3, The multi-plate clutch (MPC) is a dry clutch. A clutch device characterized by: According to this embodiment, since the temperature can be measured at a position closer to the multi-plate clutch, which is the heat source, the accuracy of temperature measurement can be improved in a dry clutch that does not have a fluid such as oil to transfer heat.

[0108] Item 5. A clutch device according to any one of claims 1 to 4, The case member (130) includes a flange portion (132) provided at an end of the peripheral wall portion, The recess (134) has an opening (134e) that opens into the flange portion (132), The clutch device (120) includes a bracket (150) attached to the flange portion (132) so as to straddle the opening (134e). A clutch device characterized by: According to this embodiment, the temperature sensor can be easily attached and detached, while preventing the temperature sensor from falling off from the opening.

[0109] Item 6. Item 5. The clutch device according to item 5, The bracket (150) has a sensor mounting portion (153) to which the temperature sensor (140) is attached, the sensor mounting portion (153) is provided within the recess (134) so ​​as to extend in an axial direction of the multi-plate clutch (MPC), and is configured so that an attachment position of the temperature sensor (140) can be changed in the axial direction. A clutch device characterized by: According to this embodiment, the mounting position of the temperature sensor can be adjusted to adjust the temperature measurement position of the multi-plate clutch.

[0110] Item 7. Item 6. The clutch device according to item 6, The sensor mounting portion (153) extends in the axial direction and has a long hole (154) in which the temperature sensor (140) is mounted. A clutch device characterized by: According to this embodiment, the mounting position of the temperature sensor can be steplessly adjusted to adjust the temperature measurement position of the multi-plate clutch.

[0111] Item 8. The clutch device according to any one of items 5 to 7, The temperature sensor (140) includes an outlet (142) for a harness (143), The extraction portion (142) is located outward in the radial direction relative to the bracket (150). A clutch device characterized by: According to this embodiment, the harness can be easily taken out on the side opposite the multi-plate clutch, improving the convenience of routing the harness.

[0112] Item 9. The clutch device according to any one of items 5 to 8, The bracket (150) is disposed so as to overlap the flange portion (132) in the axial direction of the multi-plate clutch (MPC). A clutch device characterized by: According to this embodiment, it is possible to prevent the temperature sensor from falling off from the recess.

[0113] Item 10. The clutch device according to any one of claims 1 to 9, and an electric actuator (10) that outputs a driving force for rotating a release operation member (128) of the multi-plate clutch (MPC). A clutch device characterized by: According to this embodiment, the clutch device can be automated, and automatic control according to the temperature of the multi-plate clutch can be achieved.

[0114] Item 11. A driving source (108); A transmission (109); and a clutch device (120) according to any one of items 1 to 10 for connecting and disconnecting a driving force between the driving source (108) and the transmission (109). A saddle-type vehicle characterized by the above. According to this embodiment, it is possible to provide a saddle-type vehicle that can improve the accuracy of temperature measurement of the multi-plate clutch and also avoid an increase in the number of parts.

[0115] Although the embodiment of the invention has been described above, the invention is not limited to the above embodiment, and various modifications and variations are possible within the scope of the gist of the invention. [Explanation of symbols]

[0116] 120 clutch device, 130 case member, 140 temperature sensor, MPC multi-plate clutch

Claims

1. A multi-plate clutch (MPC) that can connect and disconnect the transmission of driving force, a case member (130) that houses the multi-plate clutch; a temperature sensor (140) for measuring the temperature of the multi-plate clutch; A clutch device (120) comprising: The case member (130) is a peripheral wall portion (131) surrounding the periphery of the multi-plate clutch (MPC); a recess (134) formed in the peripheral wall portion (131) and recessed outward in the radial direction of the multi-plate clutch (MPC), The temperature sensor (140) is disposed in the recess (134). A clutch device characterized by:

2. 2. The clutch device according to claim 1, The temperature sensor (140) is disposed such that a detection portion (141) of the temperature sensor (140) faces the multi-plate clutch (MPC) in the radial direction. A clutch device characterized by:

3. 3. The clutch device according to claim 1 or 2, The clutch device (120) is mounted on a saddle-type vehicle (100), the temperature sensor (140) is disposed above the lifter shaft (127) of the multi-plate clutch (MPC) in the up-down direction of the saddle riding type vehicle (100) and rearward in the front-rear direction of the saddle riding type vehicle (100); A clutch device characterized by:

4. A clutch device according to any one of claims 1 to 3, The multi-plate clutch (MPC) is a dry clutch. A clutch device characterized by:

5. A clutch device according to any one of claims 1 to 4, The case member (130) includes a flange portion (132) provided at an end of the peripheral wall portion, The recess (134) has an opening (134e) that opens into the flange portion (132), The clutch device (120) includes a bracket (150) attached to the flange portion (132) so as to straddle the opening (134e). A clutch device characterized by:

6. 6. The clutch device according to claim 5, The bracket (150) has a sensor mounting portion (153) to which the temperature sensor (140) is attached, the sensor mounting portion (153) is provided within the recess (134) so ​​as to extend in an axial direction of the multi-plate clutch (MPC), and is configured so that an attachment position of the temperature sensor (140) can be changed in the axial direction. A clutch device characterized by:

7. 7. The clutch device according to claim 6, The sensor mounting portion (153) extends in the axial direction and has a long hole (154) in which the temperature sensor (140) is mounted. A clutch device characterized by:

8. A clutch device according to any one of claims 5 to 7, The temperature sensor (140) includes an outlet (142) for a harness (143), The extraction portion (142) is located outward in the radial direction relative to the bracket (150). A clutch device characterized by:

9. A clutch device according to any one of claims 5 to 8, The bracket (150) is disposed so as to overlap the flange portion (132) in the axial direction of the multi-plate clutch (MPC). A clutch device characterized by:

10. A clutch device according to any one of claims 1 to 9, and an electric actuator (10) that outputs a driving force for rotating a release operation member (128) of the multi-plate clutch (MPC). A clutch device characterized by:

11. A driving source (108); A transmission (109); and a clutch device (120) according to any one of claims 1 to 10, which connects and disconnects a driving force between the driving source (108) and the transmission (109). A saddle-type vehicle characterized by the above.

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