Clutch control device and saddle-type vehicle

Abstract

To ensure sufficient legroom for the user while also improving the flexibility of mounting the clutch control device. [Solution] In a clutch control device comprising a release shaft 60 that operates a clutch device 51, a clutch lever shaft 81 to which manual operation is input, and a second driven gear 89 that functions as an actuator operating member to which the driving force of a clutch actuator 71 is input, the release shaft 60 is rotated by the clutch lever shaft 81 and the second driven gear 89, and the clutch lever shaft 81 is positioned offset radially from the axis CR of the release shaft 60.

Description

Technical Field

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

Background Art

[0002] In recent years, saddle-riding type vehicles equipped with a clutch control device that automatically performs the disconnection and connection operations of a clutch device by electric control have been provided (see, for example, Patent Document 1). The clutch control device of Patent Document 1 includes a release shaft that operates the clutch device, a clutch lever shaft to which a manual operation is input, and an actuator operating member to which the driving force of a clutch actuator is input, and a clutch lever shaft to which a clutch cable is connected is provided above the release shaft.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, there are various layout structures and shapes in the power unit that is the object to be equipped with the clutch control device. Therefore, when trying to install a conventional clutch control device on various saddle-riding type vehicles, there is a risk that the clutch lever portion, especially the upper part of the clutch lever shaft, may limit the space for the user's legs around the clutch device. In addition, the structure and shape around the clutch device may also hinder the installation of the clutch control device. The present invention has been made in view of the above circumstances, and an object thereof is to secure the space for the user's legs and improve the degree of freedom in installing the clutch control device.

Means for Solving the Problems

[0005] A clutch control device is provided, comprising a release shaft for operating a clutch device, a clutch lever shaft to which manual operation is input, and an actuator operating member to which the driving force of a clutch actuator is input, wherein the release shaft is rotated by the clutch lever shaft and the actuator operating member, and the clutch lever shaft is positioned offset radially from the axis of the release shaft. [Effects of the Invention]

[0006] According to the present invention, it is possible to secure space for the user's legs and improve the degree of freedom in mounting the clutch control device. [Brief explanation of the drawing]

[0007] [Figure 1] This is a side view of a saddle-type vehicle according to an embodiment of the present invention. [Figure 2] This diagram shows the transmission along with its surrounding components. [Figure 3] This diagram shows the clutch control device along with its surrounding components, viewed from the right side of the vehicle. [Figure 4] This figure shows the state after removing the right cover from Figure 3. [Figure 5] This is a view taken along arrow aa in Figure 1. [Figure 6] Figure 5 shows the clutch lever cover 81c removed. [Figure 7] This diagram shows the clutch control device along with its surrounding components, viewed from the front of the vehicle. [Figure 8] This diagram shows the transmission mechanism inside the gear case from above. [Figure 9] This is a cross-sectional view taken along line b-b in Figure 8. [Figure 10] This diagram shows the main parts of the transmission mechanism. [Figure 11] This is a diagram illustrating the stopper. [Modes for carrying out the invention]

[0008] Embodiments of the present invention will be described below with reference to the drawings. In the description, directions such as front, back, left, right, and up and down refer to directions relative to the vehicle body unless otherwise specified. In each figure, the symbol FR indicates the front of the vehicle body, the symbol UP indicates the top of the vehicle body, and the symbol LH indicates the left side of the vehicle body.

[0009] [Embodiment] Figure 1 is a side view of a saddle-type vehicle 10 according to an embodiment of the present invention. The saddle-type vehicle 10 is a vehicle that comprises a body frame 11, a power unit 12 supported by the body frame 11, a front fork 14 that supports the front wheel 13 in a steerable manner, a swing arm 16 that supports the rear wheel 15, and a seat 17 for the rider. The saddle-type vehicle 10 is a vehicle in which the occupant sits straddling a seat 17. The seat 17 is located above the rear of the vehicle frame 11.

[0010] The vehicle frame 11 comprises a head pipe 18 located at the front end of the vehicle frame 11, a front frame 19 located behind the head pipe 18, and a rear frame 20 located behind the front frame 19. The front end of the front frame 19 is connected to the head pipe 18. The seat 17 is supported by the rear frame 20.

[0011] The front fork 14 is supported by a head pipe 18 so that it can be steered left and right. The front wheel 13 is supported by an axle 13a located at the lower end of the front fork 14. A steering handle 21, which is held by the rider, is attached to the upper end of the front fork 14.

[0012] The swingarm 16 is supported by a pivot shaft 22 which is supported by the vehicle frame 11. The pivot shaft 22 is an axis that extends horizontally in the vehicle width direction. The pivot shaft 22 is inserted through the front end of the swingarm 16. The swingarm 16 swings up and down around the pivot shaft 22. The rear wheel 15 is supported by an axle 15a located at the rear end of the swing arm 16.

[0013] The power unit 12 is disposed between the front wheel 13 and the rear wheel 15 and is supported by the vehicle body frame 11. The power unit 12 is an internal combustion engine. The power unit 12 includes a crankcase 23 and a cylinder portion 24 that houses a reciprocating piston. An exhaust device 25 is connected to the exhaust port of the cylinder portion 24. The output of the power unit 12 is transmitted to the rear wheel 15 by a driving force transmission member that connects the power unit 12 and the rear wheel 15.

[0014] The saddle-type vehicle 10 further includes a front fender 26 that covers the front wheel 13 from above, a rear fender 27 that covers the rear wheel 15 from above, a step 28 on which the occupant places their feet, and a fuel tank 29 that stores fuel used by the power unit 12. The front fender 26 is attached to the front fork 14. The rear fender 27 and the step 28 are provided below the seat 17. The fuel tank 29 is supported by the vehicle body frame 11.

[0015] The power unit 12 includes an engine 31 and a transmission 41 that constitute an internal combustion engine on its front side. The engine 31 includes a crankshaft 12a that extends in the left-right direction and is rotatably supported by the crankcase 23. On the right side portion of the crankcase 23, a right crankcase cover 23r (hereinafter referred to as the right cover 23r) that covers a portion of the power unit 12 excluding the cylinder portion 24 (such as the transmission 41 and a clutch device 51 to be described later) from the outside in the vehicle width direction (right side) is detachably attached. For example, a chain-type transmission mechanism is adopted for the power transmission member between the power unit 12 and the rear wheel 15.

[0016] [Transmission 41] Referring to FIG. 2, the transmission 41 will be described. The transmission 41 has a main shaft 12b, a counter shaft 12c, and a gear group 12d that spans both shafts 12b and 12c, forming a stepped transmission. The main shaft 12b and the counter shaft 12c are located behind the crankshaft 12a. A clutch device 51 is coaxially positioned at the right end of the main shaft 12b. The clutch device 51 is a mechanism that disconnects and reconnects the power transmission between the crankshaft 12a and the main shaft 12b of the engine 13.

[0017] The counter shaft 12c constitutes the output shaft of the transmission 41 and the output shaft of the power unit 12. The left end of the counter shaft 12c protrudes from the rear left side of the crankcase 23, and the drive sprocket 30 of the chain-type transmission mechanism is attached to it.

[0018] A change mechanism 46 for switching gear pairs of the transmission gear group 12d is housed near the transmission 41. The change mechanism 46 has a hollow cylindrical shift drum 47 parallel to the main shaft 12b and counter shaft 12c, a shift spindle 48, and a plurality of shift forks 49. The shift spindle 48 rotates the shift drum 47 in response to the operation of the shift pedal. The rotation of the shift drum 47 causes the plurality of shift forks 49 to actuate according to the lead grooves formed on the outer circumference of the shift drum 47, thereby switching gear pairs of the transmission gear group 12d. The shift pedal is an example of a shift operator.

[0019] [Clutch device 51] The clutch device 51 is located near the inside of the right cover 23r. The clutch device 51 is a wet multi-plate clutch in which multiple clutch plates 52 are stacked in the axial direction of the main shaft 12b, which functions as the clutch shaft. The clutch device 51 includes a clutch outer 53 that rotates integrally with the main shaft 12b, and a clutch center 54 located on the inner circumference of the clutch outer 53 and rotatable relative to the main shaft 12b. The rotation of the crankshaft 12a is transmitted to the clutch center 54, and the clutch center 54 and the crankshaft 12a rotate together. Multiple clutch plates 52 are stacked between the clutch outer 53 and the clutch center 54.

[0020] A pressure plate 56, approximately the same diameter as the clutch plates 52, is positioned to the right (outward in the vehicle width direction) of the stacked clutch plates 52. The pressure plate 56 is biased to the left by the biasing force of the clutch spring 57, causing the stacked clutch plates 52 to press against each other (frictionally engage). As a result, the clutch device 51 is in a power-transmission-enabled state, and the rotation of the crankshaft 12a is transmitted to the main shaft 12b. The clutch device 51 is formed as a normally closed clutch, which is engaged when there is no external input.

[0021] The release of the pressure contact (friction engagement) between the clutch plates 52 is performed by a release mechanism 58 located near the inside of the right cover 23r. The release mechanism 58 releases the pressure contact between the clutch plates 52 when either the occupant operates the clutch lever (manual operation) or the clutch actuator 71 inputs driving force. The clutch lever is an example of a clutch operator.

[0022] [Release mechanism 58] The release mechanism 58 comprises a lifter shaft 59 and a release shaft 60. The lifter shaft 59 is positioned to the right of the main shaft 12b so as to be reciprocating in the axial direction. The release shaft 60 is located to the right of the lifter shaft 59 and is perpendicular to the axial direction of the lifter shaft 59. The release shaft 60 is rotatable about an axis CR passing through the axial center of the release shaft 60.

[0023] More specifically, the release shaft 60 is positioned in a forward-leaning posture, tilting towards the front as it rises relative to the vertical, in a vehicle side view corresponding to the axial view of the main shaft 12b (see Figure 1). The upper part of the release shaft 60 protrudes to the outside of the right cover 23r. An eccentric cam portion 58a is positioned on the release shaft 60. The eccentric cam portion 58a engages with the right end of the lifter shaft 59, and when the release shaft 60 rotates around its axis, the action of the eccentric cam portion 58a moves the lifter shaft 59 to the right.

[0024] The lifter shaft 59 is positioned to reciprocate integrally with the pressure plate 56 of the clutch device 51. Therefore, when the lifter shaft 59 moves to the right, the pressure plate 56 moves (lifts) to the right against the biasing force of the clutch spring 57. This releases the frictional engagement between the stacked clutch plates 52, and the normally closed clutch device 51 switches from a power-transmitting connected state to a power-disconnected state.

[0025] The release mechanism 58 is not limited to an eccentric cam mechanism, and may also be configured with a rack and pinion or a lead screw. Furthermore, the structure and shape of each part of the release mechanism 58, including the release shaft 60, and the structure and shape of each component of the clutch device 51 may be modified as appropriate.

[0026] [Clutch control device 70] The saddle-type vehicle 10 in this configuration is equipped with a clutch control device 70 that controls the clutch device 51. The clutch control device 70 will be described with reference to Figures 3 to 11. Figure 3 shows the clutch control device 70 along with its surrounding components from the right side of the vehicle, and Figure 4 shows the state with the right cover 23r removed from Figure 3. Figure 5 is a view from arrow aa in Figure 1, and Figure 6 shows the state with the clutch lever cover 81c removed from Figure 5. The clutch lever cover 81c is a cover that covers the driven clutch lever 81r and its surroundings from above. As shown in Figure 6, a position sensor 68 that outputs a gear position signal is located near the top of the driven clutch lever 81r, and this position sensor 68 is also covered by the clutch lever cover 81c. Figure 7 shows the clutch control device 70 along with its surrounding components from the front of the vehicle.

[0027] As shown in Figures 3 to 7, the clutch control device 70 includes a mechanism 72 to which the operation of the clutch lever (manual operation) and the driving force of the clutch actuator 71 are input, an engine control ECU 73 (Figure 3), and a motor control unit 74 (Figure 3). The mechanism 72 is covered by a gear case 90. The engine control ECU 73 shown in Figure 3 functions as a computer that controls various parts of the saddle-type vehicle 10, and will be referred to as ECU 73 below. The motor control unit 74 shown in Figure 3 is a unit that controls the driving and stopping of motors 71a and 71b, which are the driving sources for the clutch actuator 71, and will be referred to as MCU 74 below.

[0028] One motor 71a is located at the lower part of the front portion of the mechanism 72, and the other motor 71b is located behind motor 71a at the lower part of the front portion of the mechanism 72. As shown in Figure 3, in a side view of the vehicle body, the motor axis La passing through the axis center of motor 71a is upward sloping towards the front, and the motor axis Lb passing through the axis center of motor 71b is upward sloping towards the front behind motor axis La and is parallel to motor axis La.

[0029] The right cover 23r, which constitutes part of the clutch device 51, is provided with a first bulge 23r1 (Figures 3 and 4) that bulges in the vehicle width direction below the motors 71a and 71b, and a second bulge 23r2 (Figures 3 and 4) that bulges in the vehicle width direction above and behind the first bulge 23r1. Furthermore, a recessed portion 23r3 (see Figure 2) that is recessed inward in the vehicle width direction is provided above the first bulge 23r1 and the second bulge 23r2. In this configuration, part of the clutch control device 70 (mechanism 72) is arranged using the space of the recessed portion 23r3. Furthermore, as shown in Figures 3 and 4, an oil filler 76 is provided on the right cover 23r behind the first bulge 23r1 and in front of the clutch device 51. The oil filler 76 has an oil filler opening 76a integrally provided on the right cover 23r and a cap 76b that closes the oil filler opening 76a.

[0030] In this way, by using multiple motors 71a and 71b as the drive source for the clutch actuator 71, it is possible to use smaller motors while securing the necessary torque compared to using a single motor, and the size of the mechanism 72 can be kept down. In addition, the recessed portion 23r3 can be used to position the mechanism 72 closer to the inside in the vehicle width direction. As a result, it is possible to suppress the outward protrusion of the mechanism 72 in the vehicle width direction. Furthermore, the first bulge 23r1 and the second bulge 23r2 make it possible to protect the clutch control device 70 from obstacles and flying objects from below.

[0031] The ECU 73 controls the operating torque applied to the release shaft 60 by controlling the motors 71a and 71b via the MCU 74 based on predetermined parameters consisting of at least one of the following: engine speed (crankshaft 12a rotation speed), throttle opening, gear position signal, shift pedal load, clutch disengagement signal, and front and rear wheel rotation speeds. This control includes multiple clutch control modes, consisting of an auto mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation.

[0032] Auto Mode M1 is a mode that automatically controls the clutch, enabling the motorcycle to be driven without operating the clutch lever, by calculating the appropriate clutch capacity for the driving conditions in accordance with the automatic starting and shifting control and controlling the clutch device 51. Manual mode M2 ​​is a mode in which the clutch capacity is calculated in response to the clutch operation instruction from the occupant, and the clutch device 51 is controlled to engage and disengage according to the occupant's will through the operation of the clutch lever. Even in manual mode M2, if a shift operation is performed without clutch operation, the clutch control can intervene automatically.

[0033] Manual intervention mode M3 is a mode in which the system receives clutch operation instructions from the occupant during auto mode M1, calculates the clutch capacity from the clutch operation instructions, and controls the clutch device 51. It is a temporary manual operation mode. For details on controlling these modes, known controls described in Japanese Patent No. 7462108 and others can be widely applied.

[0034] The mechanism 72 is positioned from the front upper part of the right cover 23r to the upper right part of the crankcase 23. As shown in Figures 4 to 6, the mechanism 72 includes motors 71a and 71b and a clutch lever shaft 81 to which the operation of the clutch lever (manual operation) is input. Furthermore, the mechanism 72 includes a transmission mechanism 82 (Figures 8 and 9) that transmits the driving force of the motors 71a and 71b and the rotation of the clutch lever shaft 81 to the release shaft 60. In Figure 4 and other figures, the symbol CR indicates the axis passing through the center of the release shaft 60, and the symbol CL indicates the axis passing through the center of the clutch lever shaft 81. Also, the symbol Wc, shown in Figure 4 and other figures, indicates the clutch wire that transmits the operation of the clutch lever to the clutch lever shaft 81. Figures 3 and 4 show the clutch lever cover 81c removed.

[0035] Figure 8 shows the transmission mechanism 82 inside the gear case 90 from above. Figure 9 is a cross-sectional view of Figure 8 along line b-b, showing the cross-sectional structure of the mechanism 72 including the transmission mechanism 82. Figure 10 shows the main part of the transmission mechanism 82. As shown in Figures 8 to 10, the transmission mechanism 82 comprises drive gears 83a and 83b, a first reduction gear 84, a first small diameter gear 85, a second reduction gear 86, a second small diameter gear 87, a first driven gear 88, and a second driven gear 89. These gears 83a, 83b, 84 to 89 and their surrounding structures are covered by a gear case 90 as shown in Figure 4 and other figures.

[0036] The drive gears 83a and 83b are mounted on the drive shafts of the respective motors 71a and 71b, and rotate integrally with each drive shaft. Each drive gear 83a and 83b meshes with the first reduction gear 84. The first small-diameter gear 85 is a gear with a smaller diameter than the first reduction gear 84, and is mounted coaxially with the first reduction gear 84, and rotates integrally with the first reduction gear 84.

[0037] The first small-diameter gear 85 meshes with the second reduction gear 86. The second small-diameter gear 87 is smaller in diameter than the second reduction gear 86, is mounted coaxially with the second reduction gear 86, and rotates together with the second reduction gear 86. The second small-diameter gear 87 meshes with the first driven gear 88. In this way, a reduction mechanism is formed between the drive gears 83a, 83b and the first driven gear 63, by the gears 57a, 57b, 58a, and 58b, which reduce the rotation of the motors 71a, 71b and transmit it to the driven gear 63a.

[0038] The first driven gear 88 meshes with the second driven gear 89. The second driven gear 89 is mounted coaxially with the clutch lever shaft 81 and is rotatable relative to the clutch lever shaft 81. The second driven gear 89 is a gear to which the driving force of the clutch actuator 71 is input via the transmission mechanism 82. In other words, the second driven gear 89 is an example of the "actuator operating member to which the driving force of the clutch actuator 71 is input" in this disclosure.

[0039] The clutch lever shaft 81 protrudes above the surrounding gears 55a, 57a, 57b, 58a, 58b, and 63a, thereby protruding above the gear case 90. Above the gear case 90, a driven clutch lever 81r (Figures 4 to 6), to which the clutch wire Wc is connected, is integrally provided on the upper part of the clutch lever shaft 81. The upper part of the clutch lever shaft 81 that protrudes above the gear case 90, and the driven clutch lever 81r, are covered from the outside by a clutch lever cover 81c, as shown in Figures 5 and 7.

[0040] As shown in Figures 9 and 10, a return spring 92 is attached to the clutch lever shaft 81. The return spring 92 biases the clutch lever shaft 81 in the opposite direction to the rotation caused by the operation of the clutch lever (rotation in the clutch disengagement direction). Below the second driven gear 89 on the clutch lever shaft 81, the first gear 93 is rotatably supported. The first gear 93 is mounted coaxially with the clutch lever shaft 81 and transmits the rotation of the clutch lever and the second driven gear 89 to the second gear 94, which rotates integrally with the release shaft 60.

[0041] When the driving force of the clutch actuator 71 is input to the second driven gear 89, the first gear 93 rotates independently of the clutch lever and clutch lever shaft 81, causing the second gear 94 to rotate. Also, when manual operation is input to the clutch lever and clutch lever shaft 81, the first gear 93 rotates independently of the second driven gear 89, causing the second gear 94 to rotate. When the second gear 94 rotates, the clutch device 51 switches to a disengaged state in which power transmission is impossible. With this configuration, the clutch lever shaft 81 and the clutch actuator 71 can always be linked via the transmission mechanism 82. This constitutes a system in which the clutch actuator 71 directly engages and disengages the clutch device 51.

[0042] The first gear 93 and the second gear 94 are examples of the "engaging members for engaging the clutch lever shaft 81 and the release shaft 60" as disclosed herein. In addition to gears, structures such as belts, cams, or linkage mechanisms can also be applied to this type of engaging member.

[0043] As shown in Figure 10, the first gear 93 is a sector-shaped gear in which the gear is formed only within a predetermined angular range with respect to the axis CL of the clutch lever shaft 81, and is provided so as to expand toward the rear of the vehicle body from the clutch lever shaft 81 toward the release shaft 60. The second gear 94 is a sector-shaped gear in which the gear is formed only within a predetermined angular range with respect to the axis of the release shaft 60, and is provided so as to extend forward from the release shaft 60 toward the clutch lever shaft 81. As the rotation angle of the gears decreases towards the downstream side of the transmission mechanism 82, the first gear 93 and the second gear 94 can be formed as small sector-shaped gears that are short in the circumferential direction of each gear. As a result, this is advantageous for miniaturizing the transmission mechanism 82 and, consequently, the mechanism section 72.

[0044] In other words, even when a large-diameter reduction gear is used to increase the reduction ratio, by cutting out the area outside the meshing range of the reduction gear to create a fan shape, it is possible to suppress the outward protrusion of the transmission mechanism 82 and the mechanism part 72 in the vehicle width direction, and to reduce the weight of the transmission mechanism 82 and the mechanism part 72.

[0045] In this configuration, as shown in Figure 10 and other figures, the clutch lever shaft 81 is positioned offset radially from the axis CR of the release shaft 60. As a result, as shown in Figures 1, 6, and 8, the clutch lever shaft 81 can be positioned further forward on the clutch device 51. This allows the clutch lever shaft 81 to be positioned away from the legs of the occupant riding in the saddle-type vehicle 10, thus avoiding situations where the driven clutch lever 81r, particularly the upper part of the clutch lever shaft 81, restricts the space for the occupant's legs around the clutch device 51. Furthermore, compared to the case where the clutch lever shaft 81 is coaxial with the release shaft 60, it becomes easier to avoid situations where the structure and shape around the clutch device 51 hinder the installation of the clutch control device 70.

[0046] Therefore, even if the layout structure and shape of the power unit 12 to which the clutch control device 70 is mounted differ, situations such as the driven clutch lever 81r, especially the upper part of the clutch lever shaft 81, restricting the space for the occupant's legs around the clutch device 51 can be avoided, and the degree of freedom in mounting the clutch control device 70 is improved.

[0047] Furthermore, in this configuration, as shown in Figure 4 and other figures, in a side view of the vehicle body corresponding to the axial view of the clutch shaft (corresponding to the main shaft 12b) of the clutch device 51, the first gear 93 and the second gear 94 are located in the area overlapping with the clutch device 51. This allows the first gear 93 and the second gear 94 to be compactly arranged by utilizing the area overlapping with the clutch device 51.

[0048] Furthermore, in a side view of the vehicle body, most of the engaging members (first gear 93 and second gear 94) that engage the clutch lever shaft 81 and the release shaft 60 are located on one side of the line LX (see Figure 4) connecting the release shaft 60 and the driven clutch lever 81r on the upper part of the clutch lever shaft 81, thus providing ample space on the other side. This extra space on the other side can be used for the legs of the occupant riding in the saddle-type vehicle 10, making it ideal for providing ample space for the occupant.

[0049] Furthermore, the first gear 93 and the second gear 94 are covered by the right cover 23r provided on the clutch device 51. The first gear 93 and the second gear 94 must be assembled in the appropriate meshing position so that when the driving force of the clutch actuator 71 is input, the clutch device 51 can be operated from the normal state (connected state in this configuration) to the operating state (disconnected state in this configuration). In other words, the first gear 93 and the second gear 94 must be assembled so that their meshing positions are appropriate to the reference position of the release shaft 60 corresponding to the normal state of the clutch device 51.

[0050] In this configuration, as shown in Figure 11, a stopper 23s integrally provided on the right cover 23r covering the first gear 93 and the second gear 94 restricts the rotational position of each gear 93 and 94 to an assembly position corresponding to the normal position of the release shaft 60, against the biasing force of the clutch spring 57. As a result, each gear 93 and 94 is covered by the right cover 23r, making it difficult to visually confirm each gear 93 and 94. Even in such situations, the rotational position of each gear 93 and 94 can be easily set to the correct position during assembly. This improves ease of assembly.

[0051] In Figure 11, the distance between the axis CL of the clutch lever shaft 81 and the axis CR of the release shaft 60 in the vehicle width direction is indicated by the symbol X1, and the distance between them in the vehicle longitudinal direction is indicated by the symbol X2. In this configuration, as described above, by providing the sector gear consisting of the first gear 93 to extend towards the rear of the vehicle body and the sector gear consisting of the second gear 94 to extend towards the front of the vehicle body, the distance X1 in the vehicle width direction can be made shorter than the distance X2 in the vehicle longitudinal direction, which contributes to suppressing the outward protrusion of the mechanism 72 in the vehicle width direction. In the example shown in Figure 11, the stopper 23s is shown as an example in which it contacts the first gear 93 to restrict the rotational position of the first gear 93. However, the position, number, and shape of the stopper 23s may be appropriately changed within a range that allows the rotational positions of each gear 93 and 94 to be in an appropriate assembly position.

[0052] Furthermore, since the clutch control device 70 is mounted above the first bulge 23r1 provided on the right cover 23r, the first bulge 23r1 can protect the clutch control device 70 from flying debris from below. Furthermore, the right cover 23r is provided with an oil filler 76 located behind the first bulge 23r1. The first bulge 23r1 protects the oil filler 76 from flying debris from the front.

[0053] [Other embodiments] The above embodiments represent only one aspect of the present invention and can be modified and applied as needed without departing from the spirit of the invention.

[0054] For example, in the above embodiment, the case in which the clutch lever shaft 81 is positioned offset forward of the vehicle body relative to the axis CR of the release shaft 60 was described, but the invention is not limited to this, and the clutch lever shaft 81 may be positioned at a distance rearward of the vehicle body relative to the axis CR of the release shaft 60. The direction and distance of the clutch lever shaft 81 moving away from the axis CR of the release shaft 60 may be changed as appropriate.

[0055] Furthermore, although the clutch control device 70 to which the present invention is applied is shown as an example when it is mounted on the power unit 12 of the saddle-type vehicle 10 shown in Figure 1, the invention is not limited to this and may be mounted on the power unit of any saddle-type vehicle. Note that the saddle-type vehicle is not limited to a two-wheeled vehicle, but may also be a three-wheeled vehicle, a four-wheeled vehicle, etc.

[0056] The clutch control device 70 to which the present invention is applied is not limited to the power unit 12 of a saddle-type vehicle 10, but may be attached to any object having a clutch device.

[0057] [Configurations supported by the above embodiment] The above embodiment supports the following configuration:

[0058] (Configuration 1) A clutch control device comprising a release shaft for operating a clutch device, a clutch lever shaft to which manual operation is input, and an actuator operating member to which the driving force of a clutch actuator is input, wherein the release shaft is rotated by the clutch lever shaft and the actuator operating member, and the clutch lever shaft is positioned offset radially from the axis of the release shaft. This configuration allows the clutch lever shaft, which receives manual input, to be positioned away from the clutch shaft of the clutch device. This makes it easier to position the clutch lever shaft away from surrounding components and the user, which could otherwise restrict the user's space depending on the layout structure and shape of the mounting object, including the clutch device. Consequently, it ensures sufficient legroom for the user and improves the mounting flexibility of the clutch control device.

[0059] (Configuration 2) A clutch control device according to Configuration 1, having an engaging member for engaging the clutch lever shaft and the release shaft, wherein the engaging member is positioned in a region that overlaps with the clutch device in an axial view of the clutch shaft of the clutch device. This configuration allows for a compact arrangement of the engaging members by utilizing the area that overlaps with the clutch mechanism.

[0060] (Configuration 3) The clutch control device according to Configuration 1 or 2, wherein the engaging member for engaging the release shaft and the clutch lever shaft includes a first gear and a second gear that mesh with each other, the first gear and the second gear are covered by a cover provided on the clutch device, and when the cover is attached, the rotational position of each gear is restricted by a stopper provided on the cover to an assembly position corresponding to the normal position of the release shaft. With this configuration, each gear is covered by a cover, making it difficult to visually inspect each gear. Even in such situations, the rotational position of each gear can be easily set to the correct position during assembly, thus improving ease of assembly.

[0061] (Configuration 4) The clutch control device is the clutch control device according to any one of Configurations 1 to 3, which is mounted above the bulge provided on the clutch device. With this configuration, the bulge protects the clutch control device from objects coming from below.

[0062] (Configuration 5) A saddle-type vehicle having a clutch control device comprising a release shaft that operates a clutch device for disconnecting and engaging power transmission between the engine and the transmission in the power unit, a clutch lever shaft to which manual operation is input, and an actuator operating member to which the driving force of the clutch actuator is input, wherein the release shaft is rotated by the clutch lever shaft and the actuator operating member, and in a side view of the vehicle body along the axis line of the clutch shaft of the clutch device, the clutch lever shaft is positioned at an offset to either the front or rear direction of the vehicle body with respect to the axis of the release shaft. This configuration makes it easier to position the clutch lever shaft, which receives manual input, at a distance in the front-to-back direction from the rider's legs and other user-related areas around the clutch device. This ensures sufficient legroom for the rider and improves the flexibility of mounting the clutch control device.

[0063] (Configuration 6) A saddle-type vehicle according to Configuration 5, comprising a cover that covers the outside of the power unit in the vehicle width direction, at least a part of the clutch control device being positioned on the outside of the cover in the vehicle width direction, and the cover being provided with a bulge that bulges outward in the vehicle width direction below the clutch control device and an oil filler located behind the bulge. With this configuration, the bulge can protect the clutch control device from below and the oil filler from flying debris from the front. [Explanation of Symbols]

[0064] 10. Saddle-type vehicles 12 Power Units 12a Crank Axle 12b Main shaft (clutch shaft) 12c counter axis 23 Crankcase 23r Right side crankcase cover 23r1 1st bulge (bulge) 23r2 2nd bulge 24 Cylinder section 31 Engine 41 transmission 51 Clutch device 60 Release Shaft 70 Clutch control device 71 Clutch Actuator 72 Mechanism 76 Oil Filler 81 Clutch lever shaft 82 Transmission Mechanism 89. Second driven gear (actuator operating member) 93 First gear (engaging member) 94 Second gear (engaging member) CL Clutch lever axis axis CR release shaft axis

Claims

1. A release shaft (60) that operates the clutch device (51), A clutch lever shaft (81) into which manual operation is input, In a clutch control device equipped with an actuator operating member (89) to which the driving force of the clutch actuator (71) is input, The release shaft (60) is rotated by the clutch lever shaft (81) and the actuator operating member (89), The clutch lever shaft (81) is positioned offset radially from the axis (CR) of the release shaft (60). Clutch control device.

2. The clutch has engaging members (93, 94) that engage the clutch lever shaft (81) and the release shaft (60), The engaging members (93, 94) are positioned in a region that overlaps with the clutch device (51) when viewed along the axial line of the clutch shaft (12b) of the clutch device (51). The clutch control device according to claim 1.

3. The engaging members (93, 94) that engage the release shaft (60) and the clutch lever shaft (81) include a first gear (93) and a second gear (94) that mesh with each other. The first gear (93) and the second gear (94) are covered by a cover (23r) provided on the clutch device (51). When the cover (23r) is installed, the stopper (23s) provided on the cover (23r) restricts the rotational position of each gear (93, 94) to an assembly position corresponding to the normal position of the release shaft (60). The clutch control device according to claim 1.

4. The clutch control device is mounted above the bulge (23r1) provided on the clutch device (51). The clutch control device according to claim 1.

5. A release shaft (60) that operates a clutch device (51) that disconnects and reconnects power transmission between the engine (13) and the transmission (21) within the power unit (12), A clutch lever shaft (81) into which manual operation is input, In a saddle-type vehicle having a clutch control device (70) equipped with an actuator operating member (89) to which the driving force of the clutch actuator (71) is input, The release shaft (60) is rotated by the clutch lever shaft (81) and the actuator operating member (89), In a side view of the vehicle body along the axis of the clutch shaft (12b) of the clutch device (51), the clutch lever shaft (81) is positioned offset to either the front-rear or rear-to-rear direction relative to the axis (CR) of the release shaft (60). A saddle-type vehicle.

6. The power unit (12) is provided with a cover (23r) that covers the outside in the vehicle width direction, At least a portion of the clutch control device (70) is positioned on the outer side of the cover (23r) in the vehicle width direction. The cover (23r) is provided with a bulge (23r1) that bulges outward in the vehicle width direction below the clutch control device (70), and an oil filler (76) located behind the bulge (23r1). A saddle-type vehicle as described in claim 5.

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