Clutch control device

Abstract

To constitute an automatic clutch system efficiently in a clutch control device that controls the connection and disconnection of a clutch device.SOLUTION: A clutch control device includes: a clutch device which connects and disconnects power transmission between a prime motor and an output object; a clutch actuator which outputs a driving force for actuating the clutch device; and a drive mechanism which receives the driving force of the clutch actuator and actuates the clutch device. The clutch actuator applies a driving force in a clutch connection direction and a clutch disconnection direction to the drive mechanism according to an actuation situation of the prime motor. In the case where the output from the prime motor is high, the clutch actuator applies an energization force in the clutch connection direction to the drive mechanism.SELECTED DRAWING: Figure 11

Description

[Technical Field]

[0001] The present invention relates to a clutch control device. This application claims priority based on Japanese Patent Application No. 2021-062275, filed on March 31, 2021, the contents of which are incorporated herein by reference. [Background technology]

[0002] BACKGROUND ART In recent years, automatic clutch systems have been proposed for saddle-ride type vehicles, in which the operation of connecting and disconnecting a clutch device is automatically performed by electrical control (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-106246 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned conventional technology, the clutch device can only be driven to the disengagement side (disengagement side). However, the clutch capacity must be set to a large value to prevent slippage when a large torque is applied to the clutch device. For this reason, normally closed clutch devices use clutch springs with a large load. In order to disengage such a clutch device, the output of the clutch actuator must also be increased, which poses a challenge in terms of system efficiency.

[0005] The present invention has been made in view of the above circumstances, and has as its object to efficiently configure an automatic clutch system in a clutch control device that controls the connection and disconnection of a clutch device. [Means for solving the problem]

[0006] As a means for solving the above problem, one aspect of the present invention includes a clutch device (26) that connects and disconnects power transmission between a prime mover (13) and an output target (21), a clutch actuator (50) that outputs a driving force for operating the clutch device (26), and a drive mechanism (38) that receives the driving force of the clutch actuator (50) and operates the clutch device (26), wherein the drive mechanism (38) can apply a driving force to the clutch device (26) in either a disengaging direction or an engaging direction, and the clutch actuator (50) applies a driving force in a clutch engaging direction to the clutch device (26) depending on the operating state of the prime mover (13), The clutch device (26) is provided with a spring member (37) that generates a pressing force in the clutch connecting direction, and the clutch actuator (50) applies a driving force in the clutch connecting direction from a driving source (52) separate from the spring member (37) to the clutch device (26) in addition to the biasing force of the spring member (37) only under a predetermined operating condition of the prime mover (13), and the drive mechanism (38) is provided with a first transmission member (62) on the clutch actuator (50) side and a second transmission member (39) on the clutch device (26) side, and the first transmission member (62) is constantly engaged with the second transmission member (39) through mechanical meshing. This configuration allows the drive mechanism between the clutch actuator and the clutch device to apply drive force to the clutch device in both the disengagement direction and the engagement direction, resulting in the following advantages. For example, by applying additional drive force in the engagement direction to the clutch device while the clutch is engaged, it is possible to increase the clutch capacity. This makes it possible to increase the clutch capacity in a limited manner, for example, when transmitting a large torque from the prime mover to the output target (when a higher clutch capacity than normal is required). Therefore, compared to using a clutch spring with a large load, the output of the clutch actuator required for clutch disengagement under normal conditions can be reduced. This allows for an automatic clutch system to be efficiently configured, for example, by reducing the size and weight of the clutch actuator. Furthermore, the clutch is maintained in an engaged state corresponding to the output of the prime mover while the capacity of the clutch device is kept low, thereby reducing costs. Furthermore, the clutch actuator applies a driving force to the clutch device in addition to the biasing force of the spring member only under certain operating conditions of the prime mover (for example, when the output of the prime mover is high), which makes it possible to minimize the operation of the actuator. Furthermore, the first transmission member on the clutch actuator side of the drive mechanism and the second transmission member on the clutch device side are constantly engaged with each other, which makes it possible to easily apply drive forces in the disengagement and engagement directions to the clutch device by driving the clutch actuator forward and backward.

[0007] In the above aspect, the clutch device (26) may be a normal close clutch in which the load of a spring member (37) that generates a pressing force in the clutch connecting direction causes the pressure plate (36) to move in the clutch connecting direction, causing frictional engagement between the stacked clutch plates (35), and the driving force of the drive mechanism (38) in the clutch disengaging direction causes the frictional engagement between the clutch plates (35) to be released against the biasing force of the spring member (37).

[0008] In the above aspect, the second transmission member (39) may be disposed between the drive source (52) of the clutch actuator (50) and the first transmission member (62) when viewed in the axial direction of the clutch actuator (50). In the above aspect, the clutch actuator (50) may include an idle shaft (58) including a gear that reduces the speed of the rotational power output from the drive source (52) and transmits the reduced speed to the drive mechanism (38), and an axis (C2) of the idle shaft (58) may be positioned so as to overlap with the second transmission member (39) when viewed in the axial direction along the axis (C2).

[0009] In the above aspect, the clutch control device may be applied to a vehicle (1), and the clutch actuator (50) may impart a driving force in the clutch engagement direction to the clutch device (26) when the vehicle (1) accelerates. With this configuration, by increasing the clutch capacity during vehicle acceleration, slippage of the clutch device can be suppressed, enabling the transmission of large torque. During normal times when the transmission torque is small, the output of the clutch actuator required to disengage the clutch can be suppressed.

[0010] In the above aspect, the drive mechanism (38) constitutes a rack and pinion that converts the rotational motion of the first transmission member (62) into the reciprocating motion of the second transmission member (39), and the pinion gear (38a) provided in the drive mechanism (38) may be formed in a fan shape when viewed in the axial direction. With this configuration, the drive mechanism can be simply configured using a rack and pinion. The pinion gear of the drive mechanism is a sector gear with a circumferentially cut-out portion. This allows the drive mechanism to be made smaller.

[0011] In the above aspect, the drive gear (38a) of the drive mechanism (38) and the rack gear (39) of the second transmission member (39) may be meshed with each other by gear teeth aligned in the axial direction of the second transmission member (39), thereby causing the second transmission member (39) to reciprocate.

[0012] In the above aspect, the clutch actuator (50) may include the drive source (52) that outputs the drive force and a transmission mechanism (51) that links the drive source (52) and the clutch device (26), and the drive source (52) and the first transmission member (62), which is the output member of the transmission mechanism (51), are arranged in parallel in a first direction with their axial directions parallel to each other, and the second transmission member (39), which is the input member of the clutch device (26), may be disposed between the drive source (52) and the first transmission member (62) in the first direction. According to this configuration, the input member (second transmission member) of the clutch device is positioned between the drive source and output member (first transmission member) of the clutch actuator, which provides the following advantages. That is, the input member is generally positioned at the axial center of the clutch device. The drive source and output member of the clutch actuator are allocated and positioned on either side of the input member in the first direction. This allows the clutch actuator to be positioned efficiently and in a balanced manner. [Effects of the Invention]

[0013] According to the present invention, an automatic clutch system can be efficiently configured in a clutch control device that controls the connection and disconnection of a clutch device. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 2 is a right side view of the motorcycle according to the present embodiment. [Figure 2] 3 is a cross-sectional view of a transmission and a change mechanism of the motorcycle. FIG. [Figure 3] FIG. 2 is a block diagram of a transmission system of the motorcycle. [Figure 4] 5 is an explanatory diagram showing transitions of clutch control modes of the motorcycle. FIG. [Figure 5] 2 is a view taken along an arrow V in FIG. 1, showing the clutch actuator as viewed in the axial direction. [Figure 6] FIG. 2 is a developed cross-sectional view taken along the axial direction of the clutch actuator. [Figure 7] FIG. 2 is a perspective view of a release shaft that operates the clutch device. [Figure 8] FIG. 8 is a cross-sectional view taken along line VIII-VIII in FIG. 7. [Figure 9A] 9 is a cross-sectional view corresponding to FIG. 8, illustrating the operation of the release shaft in a partial clutch engagement region, when driven by the clutch actuator. [Figure 9B] 9 is a cross-sectional view corresponding to FIG. 8, illustrating the operation of the release shaft in a half-clutch region, during manual intervention. [Figure 10] FIG. 8 is a cross-sectional view corresponding to FIG. 7, showing a state in which the clutch actuator is driven in the reverse direction to bias the clutch device in the connecting direction. [Figure 11] FIG. 7 is a cross-sectional view corresponding to FIG. 6 showing the clutch actuator attached to the right cover. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, directions such as front, rear, left, and right are the same as directions in the vehicle described below unless otherwise specified. In addition, in the drawings used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the top of the vehicle are shown in appropriate positions.

[0016] <Entire vehicle> As shown in Fig. 1, this embodiment is applied to a motorcycle 1 as an example of a saddle-ride type vehicle. A front wheel 2 of the motorcycle 1 is supported at the lower ends of a pair of left and right front forks 3. Upper portions of the left and right front forks 3 are supported via a steering stem 4 to a head pipe 6 at the front end of a body frame 5. A bar-type steering handle 4a is attached to the top bridge of the steering stem 4.

[0017] The body frame 5 includes a head pipe 6, a main frame 7 extending downward and rearward from the head pipe 6 at the center in the vehicle width direction (left and right direction), a pivot frame 8 provided below the rear end of the main frame 7, and a seat frame 9 connected to the rear of the main frame 7 and the pivot frame 8. A front end of a swing arm 11 is pivotally supported on the pivot frame 8 so that it can swing. A rear wheel 12 of the motorcycle 1 is supported on the rear end of the swing arm 11.

[0018] A fuel tank 18 is supported above the left and right main frames 7. A front seat 19 and a rear seat 19a are supported behind the fuel tank 18 and above the seat frames 9. Knee grip portions 18a that are recessed inward in the vehicle width direction are formed on both the left and right sides of the rear of the fuel tank 18. The left and right knee grip portions 18a are formed to fit into the following areas: the inside of the areas around the left and right knees of a driver seated on the front seat 19. Steps 18b are supported on both the left and right sides below the front seat 19. The driver places their ankles and feet on the steps 18b.

[0019] A power unit PU including a prime mover of the motorcycle 1 is suspended below the main frame 7. The power unit PU integrally includes an engine (internal combustion engine, prime mover) 13 located in front of it and a transmission 21 located in the rear. The engine 13 is, for example, a multiple-cylinder engine with the rotation axis of a crankshaft 14 aligned in the left-right direction (vehicle width direction).

[0020] The engine 13 has a cylinder 16 that stands upright above the front part of the crankcase 15. The rear part of the crankcase 15 forms a transmission case 17 that houses a transmission 21. A right cover 17a that spans the right side of the transmission case 17 is attached to the right side of the crankcase 15. The right cover 17a also serves as a clutch cover that covers the clutch device 26. The power unit PU is connected to the rear wheel 12 via, for example, a chain-type transmission mechanism (not shown).

[0021] <Transmission> 2, the transmission 21 is a stepped transmission. The transmission 21 has a main shaft 22, a countershaft 23, and a group of speed change gears 24 that straddles both shafts 22, 23. The countershaft 23 constitutes the output shaft of the transmission 21 and, ultimately, the power unit PU. The left end of the countershaft 23 protrudes to the left of the rear of the transmission case 17 and is connected to the rear wheel 12 via the chain transmission mechanism.

[0022] The main shaft 22 and countershaft 23 of the transmission 21 are disposed rearward of the crankshaft 14. A clutch device 26 is disposed coaxially on the right end of the main shaft 22. The clutch device 26 connects and disconnects the power transmission between the crankshaft 14 of the engine 13 and the main shaft 22 of the transmission 21. The clutch device 26 is connected and disconnected by at least one of the operation of a clutch operator (e.g., a clutch lever, not shown) by the rider and the operation of a clutch actuator 50, which will be described in detail later.

[0023] The clutch device 26 is, for example, a wet multi-plate clutch, a so-called normally closed clutch. The rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and then transmitted from the main shaft 22 to the countershaft 23 via any gear pair of the transmission gear set 24. A drive sprocket 27 of the chain transmission mechanism is attached to the left end of the countershaft 23, which protrudes from the rear left side of the crankcase 15.

[0024] A change mechanism 25 that switches between gear pairs in the transmission gear set 24 is housed near the transmission 21 within the transmission case 17. The change mechanism 25 has a hollow cylindrical shift drum 32 that is parallel to both shafts 22, 23. By rotation of this shift drum 32, the change mechanism 25 actuates a plurality of shift forks 32a. This actuation is performed according to the pattern of lead grooves formed on the outer periphery of the shift drum 32. By this actuation, the change mechanism 25 switches between gear pairs used for power transmission between both shafts 22, 23 in the transmission gear set 24.

[0025] Here, in motorcycle 1, only the driver operates the transmission 21 (operates a shift pedal (not shown) with his foot), and the clutch device 26 is automatically engaged and disengaged by electrical control in response to the operation of the shift pedal. In other words, motorcycle 1 employs a so-called semi-automatic transmission system (automatic clutch-type transmission system).

[0026] <Gear shifting system> As shown in FIG. 3, the transmission system 30 includes a clutch actuator 50, an ECU 40 (Electronic Control Unit), various sensors 41 to 46, and various devices 47, 48, and 50. The ECU 40 controls the operation of an ignition device 47 and a fuel injection device 48, and also controls the operation of a clutch actuator 50. This control is performed based on detection information from an acceleration sensor 41, a gear position sensor 42, and a shift load sensor 43 (e.g., a torque sensor), as well as various types of vehicle state detection information from a throttle opening sensor 44, a vehicle speed sensor 45, an engine rotation speed sensor 46, etc. The acceleration sensor 41 detects the behavior of the vehicle body. The gear position sensor 42 detects the gear position from the rotation angle of the shift drum 32. The shift load sensor 43 detects the operating torque input to the shift spindle 31 (see FIG. 2) of the change mechanism 25. The throttle opening sensor 44 detects the throttle opening. The vehicle speed sensor 45 detects the vehicle speed. The engine rotation speed sensor 46 detects the engine rotation speed.

[0027] 5 and 6, clutch actuator 50 controls the operating torque applied to release shaft 53 in order to connect and disconnect clutch device 26. Clutch actuator 50 includes an electric motor 52 (hereinafter simply referred to as motor 52) as a drive source, and a speed reduction mechanism 51 that transmits the drive force of motor 52 to release shaft 53.

[0028] The ECU 40 calculates the following current values ​​based on a preset calculation program. The current values ​​are values ​​of current supplied to the motor 52 to connect and disconnect the clutch device 26. The current supplied to the motor 52 is determined based on the correlation with the torque to be output by the motor 52. The target torque of the motor 52 is proportional to the operating torque (driven clutch lever torque, described later) applied to the release shaft 53. The current value supplied to the motor 52 is detected by a current sensor 40b included in the ECU 40. The operation of the clutch actuator 50 is controlled in accordance with changes in this detected value. The clutch actuator 50 will be described in detail later.

[0029] <Clutch device> 2 and 11, the clutch device 26 of this embodiment is a multi-plate clutch in which multiple clutch plates 35 are stacked in the axial direction, and is a wet clutch disposed in an oil chamber inside the right cover 17a. The clutch device 26 includes a clutch outer 33, a clutch center 34, and multiple clutch plates 35. The clutch outer 33 is driven by constant transmission of rotational power from the crankshaft 14. The clutch center 34 is disposed within the clutch outer 33 and supported by the main shaft 22 so as to be integrally rotatable. A plurality of clutch plates 35 are stacked between the clutch outer 33 and the clutch center 34, and frictionally engage them.

[0030] A pressure plate 36 having approximately the same diameter as the clutch plates 35 is disposed to the right (outside in the vehicle width direction) of the stacked clutch plates 35. The pressure plate 36 is biased leftward by the elastic load of a clutch spring 37, causing the stacked clutch plates 35 to press together (frictionally engage) with each other. This places the clutch device 26 in a connected state in which power can be transmitted. The clutch device 26 is a normally closed clutch that is normally in an engaged state when there is no external input.

[0031] The pressure contact (frictional engagement) is released by the operation of a release mechanism (drive mechanism) 38 inside the right cover 17a. The release mechanism 38 is a mechanism that operates the clutch device 26 in the disengagement direction. The release mechanism 38 also urges the clutch device 26 in the engagement direction by driving the clutch actuator 50 in the reverse direction. The release mechanism 38 is operated by at least one of the following: operation of a clutch lever (not shown) by the occupant; and application of torque by driving the clutch actuator 50 in the forward direction.

[0032] <Release mechanism> As shown in FIGS. 2 and 11, the release mechanism 38 includes a lifter shaft 39 and a release shaft 53. Lifter shaft 39 is held reciprocally in the axial direction within the right side of main shaft 22. Release shaft 53 is disposed so that its axial direction is perpendicular to that of lifter shaft 39, and is held rotatably about its axis on the outer side of right cover 17a. In the drawing, line C3 indicates the central axis of release shaft 53 extending in the vertical direction, and line C4 indicates the central axis of lifter shaft 39 that is perpendicular to release shaft 53. Lifter shaft 39 is disposed below reduction mechanism 51.

[0033] The release shaft 53 is tilted rearward in the axial direction so that the upper end thereof is positioned more rearward than the vertical direction when viewed in the axial direction of the main shaft 22 (when viewed from the side of the vehicle) (see FIG. 1). The upper portion of the release shaft 53 protrudes outside the right cover 17a, and a driven clutch lever 54 is attached to the upper portion of this release shaft 53 so as to be rotatable integrally therewith. The driven clutch lever 54 is connected to the clutch lever via an operating cable (not shown).

[0034] Referring also to Figure 5, a drive gear 38a is provided on a lower portion of the release shaft 53 located inside the right cover 17a so as to be rotatable integrally with the release shaft 53. The drive gear 38a is a sector gear centered on the release shaft 53. The drive gear 38a is provided so as to extend forward of the release shaft 53. A lifter shaft 39 is disposed in front of the drive gear 38a. A rack gear 39a having gear teeth aligned in the axial direction is formed on the rear portion of the lifter shaft 39. The drive gear 38a functions as a pinion gear that meshes with the rack gear 39a. The drive gear 38a and rack gear 39a form a rack and pinion, which reciprocates the lifter shaft 39 when the release shaft 53 rotates.

[0035] The lifter shaft 39 is connected to the pressure plate 36 of the clutch device 26 via a spring washer 36a (see FIG. 11). The lifter shaft 39 is configured to be able to reciprocate integrally with the pressure plate 36. Therefore, when the lifter shaft 39 moves rightward, the pressure plate 36 moves (lifts) rightward against the biasing force of the clutch spring 37. This causes the clutch device 26 to release the frictional engagement between the stacked clutch plates 35. This places the normally closed clutch device 26 in a disconnected state in which power cannot be transmitted. When the lifter shaft 39 moves leftward, the pressure plate 36 moves rightward by the amount of deflection of the spring washer 36a. As a result, in addition to the biasing force of the clutch spring 37, the spring washer 36a presses the pressure plate 36 rightward. This strengthens the frictional engagement between the clutch plates 35. In other words, the clutch capacity of the normally closed clutch device 26 is increased.

[0036] <Clutch control mode> As shown in Figure 4, the clutch control device 40A of this embodiment has three clutch control modes. The clutch control modes include an auto mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation. The clutch control mode transitions between the three modes as appropriate in response to the operation of the clutch control mode changeover switch 49 (see Figure 3) and the clutch operator. The manual mode M2 ​​and the manual intervention mode M3 are collectively referred to as a manual system M2A.

[0037] Auto mode M1 is a mode in which a clutch capacity appropriate for the driving state is calculated in accordance with automatic start / gear change control, and the clutch device 26 is controlled. Manual mode M2 ​​is a mode in which a clutch capacity is calculated in accordance with a clutch operation instruction from the occupant, and the clutch device 26 is controlled. Manual intervention mode M3 is a temporary manual operation mode in which a clutch operation instruction from the occupant is received during auto mode M1, and the clutch capacity is calculated from the clutch operation instruction to control the clutch device 26. Note that manual intervention mode M3 may be set to return to auto mode M1 if, for example, the occupant stops operating the clutch operator (completely released state) for a specified time.

[0038] For example, when the system is started, the clutch control device 40A starts control from the clutch-on state (connected state) in the auto mode M1. Also, when the engine 13 is stopped (when the system is off), the clutch control device 40A is set to return to the clutch-on state in the auto mode M1. In the normally closed clutch device 26, when the clutch is on, there is no need to supply power to the motor 52 of the clutch actuator 50. On the other hand, when the clutch device 26 is in the clutch-off state (disconnected state), the power supply to the motor 52 is maintained.

[0039] The auto mode M1 is basically a mode in which clutch control is performed automatically. In the auto mode M1, the motorcycle 1 can be driven without lever operation. In the auto mode M1, the clutch capacity is controlled based on the throttle opening, engine RPM, vehicle speed, shift sensor output, and the like. This allows the motorcycle 1 to start without stalling (meaning engine stop or engine stall) by operating the throttle alone. The motorcycle 1 can also be changed gears by shifting alone. In addition, in the auto mode M1, when the rider grips the clutch lever, the mode switches to the manual intervention mode M3. This allows the clutch device 26 to be disengaged at will.

[0040] On the other hand, in manual mode M2, the clutch capacity can be controlled by lever operation by the rider (i.e., the clutch device 26 can be engaged and disengaged). Switching between auto mode M1 and manual mode M2 ​​is possible. This switching is performed, for example, by operating the clutch control mode changeover switch 49 (see FIG. 3) while the motorcycle 1 is stopped and the transmission 21 is in neutral. Note that the clutch control device 40A may be provided with an indicator that shows that the lever operation is valid when transitioning to the manual system M2A (manual mode M2 ​​or manual intervention mode M3).

[0041] Manual mode M2 ​​is basically a mode in which clutch control is performed manually. In manual mode M2, the clutch capacity can be controlled according to the operating angle of the clutch lever (and therefore the operating angle of the driven clutch lever 54). This allows the driver to control the engagement and disengagement of the clutch device 26 at will. Note that even in manual mode M2, clutch control can be automatically intervened when a shift operation is performed without clutch operation. Hereinafter, the operating angle of the driven clutch lever 54 will be referred to as the driven clutch lever operating angle.

[0042] In the automatic mode M1, the clutch actuator 50 automatically engages and disengages the clutch device 26. At this time, manual clutch operation can be performed on the clutch lever to temporarily intervene manually in the automatic control of the clutch device 26 (manual intervention mode M3).

[0043] <Manual clutch operation> In the motorcycle 1 shown in FIG. 1, a clutch lever (not shown) as a manual clutch operator is attached to the base end side (inner side in the vehicle width direction) of the left grip of the steering handle 4a. 2, the clutch lever is connected via an operating cable (not shown) to a driven clutch lever 54 attached to a release shaft 53 of the clutch device 26. The driven clutch lever 54 is attached to an upper end of the release shaft 53 that protrudes above the right cover 17a so as to be rotatable integrally therewith.

[0044] In addition, for example, a handle switch attached to the steering handle 4a is provided with the clutch control mode changeover switch 49 (see FIG. 3), which allows the occupant to easily change the clutch control mode during normal driving.

[0045] <Clutch actuator> As shown in FIG. 1, a clutch actuator 50 is attached to the upper rear part of the right cover 17a on the right side of the crankcase 15. 5 and 6, the clutch actuator 50 includes a motor 52 and a speed reduction mechanism 51. Motor 52 is, for example, a DC motor, and is arranged, for example, with its axial direction parallel to that of release shaft 53. Motor 52 is arranged so that drive shaft 55 protrudes upward. Reduction mechanism 51 transmits the driving force of motor 52 to release shaft 53.

[0046] In this embodiment, a single clutch actuator 50 is provided with multiple (two) motors 52. Hereinafter, the motor 52 located on the vehicle front side of the clutch actuator 50 will be referred to as a first motor 521, and the motor 52 located on the vehicle rear side and inward in the vehicle width direction of the first motor 521 will be referred to as a second motor 522. Lines C01 and C02 in the drawings indicate the central axes (drive axes) of the motors 521 and 522, respectively. For convenience of explanation, both motors 521 and 522 may be collectively referred to as motors 52. Furthermore, both axes C01 and C02 may be collectively referred to as axis C0.

[0047] The reduction mechanism 51 reduces the speed of the rotational power output from the motor 52 and transmits the reduced power to the release shaft 53. The reduction mechanism 51 includes, for example, a gear train whose axial direction is parallel to that of the release shaft 53. The reduction mechanism 51 includes a drive gear 55a, a first idle gear 57a, a first small-diameter gear 57b, a second idle gear 58a, a second small-diameter gear 58b, a driven gear 63a, and a gear case 59. The drive gear 55a is integrally provided on the drive shaft 55 of each motor 521, 522. The first idle gear 57a meshes with each drive gear 55a. The first small diameter gear 57b is provided coaxially with the first idle gear 57a. The second idle gear 58a meshes with the first small diameter gear 57b. The second small diameter gear 58b is provided coaxially with the second idle gear 58a. The second small diameter gear 58b meshes with the driven gear 63a. The gear case 59 houses each gear.

[0048] The first idle gear 57a and the first small-diameter gear 57b are supported by a first support shaft 57c so as to be rotatable together with each other. The first idle gear 57a, the first small-diameter gear 57b, and the first support shaft 57c constitute a first idle shaft 57. The second idle gear 58a and the second small-diameter gear 58b are supported by a second support shaft 58c so as to be rotatable together with each other. The second idle gear 58a, the second small-diameter gear 58b, and the second support shaft 58c constitute a second idle shaft 58. The first support shaft 57c and the second support shaft 58c are each rotatably supported by a gear case 59. The second idle gear 58a is a sector-shaped gear centered on the second support shaft 58c. The second idle gear 58a is provided so as to extend forward of the second support shaft 58c and outward in the vehicle width direction. In the drawing, line C1 indicates the central axis of first idle shaft 57, and line C2 indicates the central axis of second idle shaft 58.

[0049] The driven gear 63a is provided on the release shaft 53 so as to be rotatable integrally with the release shaft 53. The driven gear 63a is a sector gear centered on the release shaft 53. The driven gear 63a is provided so as to extend forward of the release shaft 53. The gear on the downstream side in the reduction mechanism 51 has a small rotation angle. For this reason, the second idle gear 58a and the driven gear 63a can be sector gears with small rotation angles.

[0050] As a result, the reduction mechanism 51 and therefore the clutch actuator 50 can be made smaller. That is, even when a large-diameter reduction gear is provided to increase the reduction ratio, cutting out the area outside the meshing range of this reduction gear to form a sector shape provides the following effects: Specifically, it is possible to prevent the reduction mechanism 51 from protruding outward in the vehicle width direction, and it is also possible to reduce the weight of the reduction mechanism 51.

[0051] With this configuration, the motor 52 and the release shaft 53 can be constantly linked via the speed reducing mechanism 51. This forms a system in which the clutch actuator 50 directly connects and disconnects the clutch device 26.

[0052] Each gear is a flat spur gear with a reduced axial thickness, and gear case 59 is also formed flat with a reduced axial thickness. This makes reduction mechanism 51 less noticeable when viewed from the side of the vehicle. A first rotation angle sensor 57d and a second rotation angle sensor 58d are provided on the upper surface of gear case 59. First rotation angle sensor 57d and second rotation angle sensor 58d are coupled to one end of first idle shaft 57 and second idle shaft 58, respectively, to detect the rotation angles thereof.

[0053] The motor 52 is disposed so as to protrude downward from the front of the gear case 59. This allows the motor 52 to be disposed as follows: That is, the motor 52 can be disposed in front of and away from the bulging portion 17b (see FIG. 1) of the right cover 17a that covers the clutch device 26. This prevents the clutch actuator 50 from protruding outward in the vehicle width direction.

[0054] 1, 5, and 6, clutch actuator 50 is disposed so that motor 52 and release shaft 53 are aligned in the vehicle longitudinal direction. Lifter shaft 39 of clutch device 26 is disposed between motor 52 and release shaft 53 in the vehicle longitudinal direction (at an intermediate position of clutch actuator 50). Lifter shaft 39 is disposed at the axial center of clutch device 26, and clutch actuator 50 has a front element (around motor 52) and a rear element (around release shaft 53) disposed on both the front and rear sides of the axial center of clutch device 26.

[0055] The driving force of motor 52 is decelerated as follows before being transmitted to release shaft 53. That is, the driving force of motor 52 is decelerated between drive gear 55a and first idle gear 57a, between first small-diameter gear 57b and second idle gear 58a, and further between second small-diameter gear 58b and driven gear 63a.

[0056] <Release shaft> As shown in FIGS. 6 to 8, release shaft 53 is divided into a plurality of elements so that it can rotate in response to inputs from clutch actuator 50 and inputs from the driver's operation, respectively. The release shaft 53 includes an upper release shaft 61 that forms the upper portion, a lower release shaft 62 that forms the lower portion, and an intermediate release shaft 63. The intermediate release shaft 63 is disposed across the lower end of the upper release shaft 61 and the upper end of the lower release shaft 62.

[0057] The upper release shaft 61 has a cylindrical shape. The upper release shaft 61 is rotatably supported by an upper boss portion 59b of the gear case 59. The upper end portion of the upper release shaft 61 protrudes outside the gear case 59. The driven clutch lever 54 is supported at the upper end portion of the upper release shaft 61 so as to be rotatable integrally therewith. A return spring 54s is attached to the driven clutch lever 54. The return spring 54s applies a biasing force to the driven clutch lever 54 in the direction opposite to the rotation (rotation in the clutch disengagement direction) caused by operation of the clutch operator.

[0058] The lower release shaft 62 has a cylindrical shape. The lower part of the lower release shaft 62 is rotatably supported inside the right cover 17a. The lower part of the lower release shaft 62 faces the inside of the gear case 59. The drive gear 38a of the release mechanism 38 is formed at this lower part. A lower return spring 62s is attached to the lower end of the lower release shaft 62. The lower return spring 62s applies a biasing force to the lower release shaft 62 in the direction opposite to the rotation in the clutch disengagement direction.

[0059] A manual operation side cam 61b having a sector-shaped cross section and extending in the axial direction is provided at the lower end of the upper release shaft 61. A clutch-side cam 62b extending in the axial direction and having a sector-shaped cross section is provided at the upper end of the lower release shaft 62. The clutch-side cam 62b is provided in a range that avoids the manual operation-side cam 61b in the circumferential direction.

[0060] The lower end portion (manual operation side cam 61b) of the upper release shaft 61 and the upper end portion (clutch side cam 62b) of the lower release shaft 62 overlap in the axial direction while avoiding each other in the circumferential direction. As a result, when the clutch operator is operated, one circumferential side surface 61b1 of the manual operation side cam 61b presses the other circumferential side surface 62b2 of the clutch side cam 62b, causing the lower release shaft 62 to rotate (see FIG. 9B). This rotation of the lower release shaft 62 is referred to as forward rotation.

[0061] In the normally closed clutch device 26, when there is no operation input (input to the disengagement side), the clutch capacity is 100%, and the clutch device 26 remains engaged. At this time, one circumferential side surface 61b1 of the manual operation side cam 61b does not press against the other circumferential side surface 62b2 of the clutch side cam 62b. At this time, the manual operation side cam 61b is separated from the clutch side cam 62b by an angle A1 due to the biasing force of the return spring 54s. At this time, the driven clutch lever 54 is in a state of play in which the manual operation side cam 61b can move toward or away from the clutch side cam 62b by the angle A1.

[0062] During normal running without sudden acceleration of the motorcycle 1, the other circumferential side surface 61b2 of the manual operation side cam 61b and the one circumferential side surface 62b1 of the clutch side cam 62b are spaced apart from each other in the circumferential direction. As a result, when an input is applied to the clutch side cam 62b from the clutch actuator 50, the lower release shaft 62 can rotate (forward) independently of the upper release shaft 61 (see FIG. 9A).

[0063] The intermediate release shaft 63 has a cylindrical shape. The intermediate release shaft 63 can be inserted through an engagement portion (upper and lower shaft engagement portion) between the lower end of the upper release shaft 61 and the upper end of the lower release shaft 62. A driven gear 63a is supported on the intermediate release shaft 63 so as to be rotatable integrally therewith. The intermediate release shaft 63 is provided with a control operation side cam 63b that has a sector-shaped cross section and extends in the axial direction.

[0064] The control operation side cam 63b overlaps the clutch side cam 62b in the axial direction while avoiding the clutch side cam 62b of the lower release shaft 62 in the circumferential direction. As a result, when the clutch actuator 50 is driven in the forward direction, one circumferential side surface 63b1 of the control operation side cam 63b presses the other circumferential side surface 62b2 of the clutch side cam 62b, making it possible to rotate (forwardly rotate) the lower release shaft 62 (see FIG. 9A).

[0065] Furthermore, the control operation side cam 63b is disposed so as to avoid the manual operation side cam 61b of the upper release shaft 61 in the axial or radial direction. This allows the lower release shaft 62 to rotate independently of the upper release shaft 61 when transmitting input from the clutch actuator 50 to the clutch side cam 62b. Furthermore, when manual operation is performed, the upper release shaft 61 can rotate independently of the control side intermediate release shaft 63.

[0066] The other circumferential side surface 63b2 of the control operation side cam 63b and the one circumferential side surface 62b1 of the clutch side cam 62b are spaced apart from each other in the circumferential direction. This allows the lower release shaft 62 to rotate (forward) independently of the intermediate release shaft 63 when an input is applied to the clutch side cam 62b from the manual operation side cam 63b.

[0067] The forward rotation of the lower release shaft 62 can be achieved by manual operation or by forward driving of the clutch actuator 50. By forward rotation of the lower release shaft 62, it is possible to operate the clutch device 26 in the disengagement direction via the release mechanism 38. On the other hand, in this embodiment, by driving the clutch actuator 50 in the reverse direction, the lower release shaft 62 is rotated in the reverse direction, and the clutch device 26 can be operated in the connecting direction via the release mechanism 38.

[0068] As shown in Figure 10, when the intermediate release shaft 63 is rotated in the reverse direction by driving the clutch actuator 50 in the reverse direction, the following action eventually occurs. That is, the other circumferential side surface 63b2 of the control operation-side cam 63b and the one circumferential side surface 62b1 of the clutch-side cam 62b come into contact with each other in the circumferential direction. In this state, by applying a reverse torque to the intermediate release shaft 63, the other circumferential side surface 63b2 of the control operation-side cam 63b presses the one circumferential side surface 62b1 of the clutch-side cam 62b. Then, the lower release shaft 62 is rotated in the reverse direction within the range of the play angle A1.

[0069] As a result, the lifter shaft 39 moves in the direction opposite to the clutch disengagement direction (engagement direction) via the release mechanism 38. This movement deflects the spring washer 36a, and a biasing force equivalent to this deflection is applied to the pressure plate 36. As a result, the biasing force of the spring washer 36a is applied to the pressure plate 36 in addition to the biasing force of the clutch spring 37. This increases the pressing force of the clutch plate 35 and strengthens the frictional engagement force of the clutch device 26. This therefore increases the clutch capacity of the normally closed clutch device 26.

[0070] This control is performed when a large torque is input to the clutch device 26, for example, when sudden acceleration of the motorcycle 1 is detected. Therefore, no additional biasing force is applied to the pressure plate 36 during normal driving with little acceleration or deceleration of the motorcycle 1. This prevents an increase in the output of the clutch actuator 50 and the rider's operation input. This allows for smooth clutch operation and prevents the clutch actuator 50 from becoming larger.

[0071] 11, clutch actuator 50 has upper release shaft 61 and intermediate release shaft 63 rotatably held by gear case 59. Clutch actuator 50 includes upper release shaft 61 and intermediate release shaft 63 to form an integrated actuator unit 50A. Lower release shaft 62 is rotatably held by right cover 17a.

[0072] The power unit PU of the embodiment can be configured as follows for a manual clutch power unit in which the clutch device 26 is engaged and disengaged by the driver rather than electrically controlled. That is, the power unit PU can be configured by replacing the right cover 17a and the release shaft 53 and retrofitting the actuator unit 50A. Therefore, the actuator unit 50A can be attached to power units of different models. Therefore, the actuator unit 50A can be shared between multiple models, making it easy to configure a semi-automatic transmission system (automatic clutch transmission system).

[0073] As described above, the clutch control device in the above embodiment includes the clutch device 26 that connects and disconnects power transmission between the engine 13 and the transmission 21, the clutch actuator 50 that outputs a driving force for actuating the clutch device 26, and the release mechanism 38 that operates the clutch device 26 by receiving the driving force of the clutch actuator 50. The release mechanism 38 is capable of applying a driving force to the clutch device 26 in either a disengaging direction or an engaging direction. This configuration allows the release mechanism 38 between the clutch actuator 50 and the clutch device 26 to apply driving force to the clutch device 26 in both the disengagement direction and the engagement direction, resulting in the following advantages. For example, by applying additional driving force in the engagement direction to the clutch device 26 while the clutch is engaged, it is possible to increase the clutch capacity. This allows for limited increases in clutch capacity, for example, when transmitting large torque from the engine 13 to the transmission 21 (when a higher clutch capacity than normal is required). Therefore, compared to using a clutch spring with a large load, the output of the clutch actuator 50 required for clutch disengagement under normal conditions can be reduced. This allows for an efficient automatic clutch system, such as by reducing the size and weight of the clutch actuator 50.

[0074] In the above-described clutch control device, the clutch actuator 50 applies a driving force in the clutch engagement direction to the clutch device 26 when the motorcycle 1 accelerates. According to this configuration, by increasing the clutch capacity, slippage of the clutch device 26 can be suppressed and large torque can be transmitted when accelerating the motorcycle 1. During normal times when the transmitted torque is small, the output of the clutch actuator 50 required to disengage the clutch can be suppressed.

[0075] In the above-described clutch control device, the release mechanism 38 includes a lower release shaft 62 on the clutch actuator 50 side and a lifter shaft 39 on the clutch device 26 side. The lower release shaft 62 is constantly engaged with the lifter shaft 39 through mechanical meshing. With this configuration, the lower release shaft 62 on the clutch actuator 50 side of the release mechanism 38 and the lifter shaft 39 on the clutch device 26 side are constantly engaged with each other. This makes it possible to easily apply driving forces in the disengaging and engaging directions to the clutch device by driving the clutch actuator 50 forward and backward.

[0076] In the above-mentioned clutch control device, the release mechanism 38 constitutes a rack and pinion that converts the rotational movement of the lower release shaft 62 into the reciprocating movement of the lifter shaft 39, and the pinion gear 38a provided in the release mechanism 38 is formed in a fan shape when viewed in the axial direction. According to this configuration, release mechanism 38 can be simply configured using a rack and pinion. Pinion gear 38a of release mechanism 38 is a sector-shaped gear with a portion cut out in the circumferential direction. This allows release mechanism 38 to be made more compact.

[0077] In the above-described clutch control device, the clutch actuator 50 includes a motor 52 that outputs the driving force, and a speed reduction mechanism 51 that links the motor 52 with the clutch device 26. The motor 52 and the lower release shaft 62, which is an output member of the speed reduction mechanism 51, are aligned in the vehicle front-rear direction. The lifter shaft 39, which is an input member of the clutch device 26, is disposed between the motor 52 and the lower release shaft 62 in the vehicle front-rear direction. According to this configuration, the input member (lifter shaft 39) of the clutch device 26 is positioned between the drive source (motor 52) and output member (lower release shaft 62) of the clutch actuator 50, which has the following advantages. In general, the input member is positioned at the axial center of the clutch device 26. The drive source and output member of the clutch actuator 50 are allocated and positioned on either side of the input member in the front-to-rear direction of the vehicle. This allows the clutch actuator 50 to be positioned efficiently and in a balanced manner.

[0078] The present invention is not limited to the above-described embodiments. For example, the clutch operator is not limited to a clutch lever, but may be a clutch pedal or other various operators. The clutch device is not limited to one disposed between the engine and the transmission, but may be one disposed between the prime mover and any output target other than the transmission. The prime mover is not limited to an internal combustion engine, but may be an electric motor. The present invention is not limited to application to saddle-ride type vehicles in which clutch operation is automated as in the above-described embodiment, but may also be applied to saddle-ride type vehicles that are based on manual clutch operation but that allow gear changes by adjusting driving force without manual clutch operation under predetermined conditions (so-called saddle-ride type vehicles equipped with a clutch-less transmission). Furthermore, the saddle-type vehicle includes all vehicles on which the driver straddles the body, and includes not only motorcycles (including motorized bicycles and scooter-type vehicles), but also three-wheeled (including vehicles with one front wheel and two rear wheels, as well as vehicles with two front wheels and one rear wheel) or four-wheeled vehicles, and also vehicles that use an electric motor as their prime mover. The configuration of the above embodiment is an example of the present invention, and various modifications are possible without departing from the gist of the invention. [Explanation of symbols]

[0079] 1. Motorcycles (saddle-type vehicles) 13 Engine (prime mover) 21 Transmission (output target) 26 Clutch device 38 Release mechanism 40 ECU (control unit) 40A clutch control device 50 Clutch actuator 50A Actuator Unit 51 Reduction mechanism (transmission mechanism) 52 Motor (drive source) 53 Release shaft

Claims

1. a clutch device (26) that connects and disconnects power transmission between the prime mover (13) and the output target (21); a clutch actuator (50) that outputs a driving force for operating the clutch device (26); a drive mechanism (38) that receives the drive force of the clutch actuator (50) and operates the clutch device (26); The clutch actuator (50) applies a driving force in a clutch engagement direction and a clutch disengagement direction to the drive mechanism (38) according to the operating state of the prime mover (13), The clutch actuator (50) is a clutch control device that applies a biasing force to the drive mechanism (38) in the clutch engagement direction when the output from the prime mover (13) is high.

2. The drive mechanism (38) includes a first transmission member (62) that engages with the clutch device (26) and a second transmission member (39), 2. A clutch control device according to claim 1, wherein the first transmission member (62) and the second transmission member (39) are constantly engaged with each other through mechanical meshing.

3. The clutch device (26) The pressure plate (36) is moved in the clutch engagement direction by the load of the spring member (37) that generates a pressing force in the clutch engagement direction, and the stacked clutch plates (35) are frictionally engaged with each other.

2. The clutch control device according to claim 1, wherein the clutch is a normally closed clutch in which the frictional engagement between the clutch plates (35) is released against the biasing force of the spring member (37) by the driving force of the drive mechanism (38) in the clutch disengagement direction.

4. 3. The clutch control device according to claim 2, wherein the second transmission member (39) is disposed between the drive source (52) of the clutch actuator (50) and the first transmission member (62) when viewed in the axial direction of the clutch actuator (50).

5. The clutch actuator (50) includes an idle shaft (58) including a gear that reduces the speed of rotational power output from a drive source (52) and transmits the reduced speed to the drive mechanism (38); 3. The clutch control device according to claim 2, wherein an axis (C2) of the idle shaft (58) is arranged at a position overlapping with the second transmission member (39) when viewed in the axial direction along the axis (C2).

6. 3. A clutch control device according to claim 2, wherein the drive gear (38a) of the drive mechanism (38) and the rack gear (39) of the second transmission member (39) mesh with each other through gear teeth arranged in the axial direction of the second transmission member (39), thereby causing the second transmission member (39) to reciprocate.

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