Clutch control device

Abstract

This clutch control device comprises: a clutch device (26) that connects / disconnects power transmission between a motor (13) and an output target; a clutch actuator (50) that outputs a drive force for causing the clutch device (26) to operate; and a control unit (40) that controls driving of the clutch actuator (50). The clutch actuator (50) comprises a plurality of drive sources (521, 522) that output the drive force.

Description

[Technical field]

[0001] The present invention relates to a clutch control device. This application claims priority based on Japanese Patent Application No. 2021-062193, filed on March 31, 2021, the contents of which are incorporated herein by reference. [Background technology]

[0002] 2. Description of the Related Art In recent years, automatic clutch systems have been proposed for saddle-ride 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] Patent No. 5004915 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned conventional technology, the clutch device is disengaged by supplying hydraulic pressure from a hydraulic actuator to a slave cylinder, and the clutch device is controlled based on the value of the hydraulic pressure. Incidentally, in a system that automatically engages and disengages a clutch device, there is a demand for consideration of a fail-safe in the event that a drive source such as an electric motor or a control unit thereof breaks down.

[0005] The present invention has been made in view of the above circumstances, and has an object to provide a clutch control device that controls the connection and disconnection of a clutch device, thereby achieving a fail-safe for a clutch drive system. [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 disconnects power transmission between a prime mover (13) and an output object (21), a clutch actuator (50) that outputs a driving force for operating the clutch device (26), and a control unit (40) that drives and controls the clutch actuator (50), wherein the clutch actuator (50) includes a plurality of driving sources (521, 522) that output the driving force, and when one of the plurality of driving sources (521, 522) becomes unable to be driven, the clutch device (26) is temporarily disconnected by the remaining one of the plurality of driving sources (521, 522), and then the clutch device (26) is gradually connected. According to this configuration, by providing the clutch actuator with multiple drive sources, the load on each drive source can be reduced, thereby making the device smaller. Furthermore, the multiple drive sources can provide a fail-safe for the clutch drive system. Furthermore, even if an abnormality occurs in the drive of one of the multiple drive sources, the clutch device can be prevented from remaining in an engaged state. Furthermore, after the clutch device is disengaged, it gradually transitions to an engaged state, thereby suppressing changes in vehicle behavior.

[0007] In the above aspect, the control unit (40) may feedback control the current supplied to each of the plurality of drive sources (521, 522). According to this configuration, the current supplied to each drive source is feedback-controlled toward a target value, thereby making it possible to suppress variations in the load among the multiple drive sources.

[0008] In the above aspect, the control unit (40) may include a plurality of drive control means (40C, 40E) independent of each other, and each of the plurality of drive sources (521, 522) may be independently controllable by any of the plurality of drive control means (40C, 40E). According to this configuration, a normal one of the multiple drive sources can be driven by any one of the multiple drive control means. Therefore, the drive of the clutch actuator can be continued. This effect can be obtained even if one of the multiple drive sources becomes inoperable due to a failure of one of the multiple drive sources or a malfunction of one of the multiple drive control means.

[0009] In the above aspect, when one of the plurality of driving sources (521, 522) becomes unable to drive, the clutch device (26) may be temporarily disconnected by the remaining one of the plurality of driving sources (521, 522), and then the clutch device (26) may be gradually connected. According to this configuration, even if an abnormality occurs in the drive of one of the multiple drive sources, the clutch device can be prevented from being maintained in the engaged state. Moreover, after the clutch device is disengaged, it gradually transitions to the engaged state, thereby suppressing changes in the vehicle behavior.

[0010] In the above aspect, when one of the multiple driving sources (521, 522) becomes unable to be driven, the driving current for driving the remaining one of the multiple driving sources (521, 522) may be set to be larger than that during normal driving, and only one cycle of clutch disconnection and connection may be performed. This configuration can prevent a power shortage when one of the multiple motors fails. On the other hand, by configuring the process of connecting the clutch device after once disconnecting it to be performed only once in one cycle, the following effect is achieved. That is, the actuator is driven with a current value larger than the normal control amount, and driven to the fail stop position in one cycle and stopped. This makes it possible to transition to fail mode while minimizing operation and suppressing heat generation. In the above aspect, a fail-safe relay (40F) may be provided in the current supply line of the multiple driving sources (521, 522), and when a failure occurs in one of the multiple driving sources (521, 522), the fail-safe relay (40F) may be intermittently driven to gradually connect the clutch device (26). In the above aspect, when one of the multiple driving sources (521, 522) becomes unable to be driven, the driving current for driving the remaining one of the multiple driving sources (521, 522) may be set to be larger than that during normal driving, and only one cycle of clutch disconnection and connection may be performed. Effect of the Invention

[0011] According to the present invention, in a clutch control device that controls the connection and disconnection of a clutch device, a fail-safe for a clutch drive system can be achieved. [Brief description of the drawings]

[0012] [Figure 1] FIG. 2 is a right side view of the motorcycle according to the embodiment. [Diagram 2] 3 is a cross-sectional view of a transmission and a change mechanism of the motorcycle. FIG. [Diagram 3] FIG. 2 is a block diagram of a transmission system of the motorcycle. [Figure 4] 5 is an explanatory diagram showing a transition of clutch control modes of the motorcycle. FIG. [Diagram 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 an axially developed cross-sectional view of the clutch actuator. [Figure 7] FIG. 4 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 of FIG. 7. [Figure 9A] 9 is a cross-sectional view corresponding to FIG. 8, illustrating the operation of the release shaft in a half-clutch region, when driven by the clutch actuator. [Figure 9B] 9 is a cross-sectional view corresponding to FIG. 8 and illustrating the operation of the release shaft in a half-clutch region during manual intervention. FIG. [Figure 10A] 9 is a cross-sectional view corresponding to FIG. 8, illustrating the operation of the release shaft at the standby position, when driven by the clutch actuator. [Figure 10B] 9 is a cross-sectional view corresponding to FIG. 8 and illustrating the operation of the release shaft in the standby position during manual intervention. [Figure 11] 7 is a cross-sectional view corresponding to FIG. 6 showing a state in which the clutch actuator is attached to a right cover. FIG. [Figure 12] 4 is a graph showing the characteristics of clutch control, with the vertical axis showing the output value of the clutch actuator and the horizontal axis showing the amount of operation of the release mechanism. [Figure 13] 13 is a graph corresponding to FIG. 12, showing a first effect of the embodiment. [Figure 14] 13 is a graph corresponding to FIG. 12, showing a second effect of the embodiment. [Figure 15] FIG. 2 is a right side view showing a main part of the motorcycle. [Figure 16] FIG. 2 is a top view showing a main part of the motorcycle. [Figure 17] FIG. 2 is an exploded perspective view showing a main part of the motorcycle. [Figure 18] FIG. 4 is a functional block diagram relating to target current determination in clutch control. [Figure 19] FIG. 4 is a functional block diagram relating to the determination of a motor duty of the clutch actuator. [Figure 20] 4 is a functional block diagram showing the relationship between two motors of the clutch actuator and a control unit. FIG. [Figure 21] 11 is a graph showing a deviation in clutch control position (angle) when one of the two motors and controllers fails. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, the directions of front, rear, left and right are the same as those 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 at appropriate positions.

[0014] <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 by a head pipe 6 at the front end of a body frame 5 via a steering stem 4. A bar-type steering handle 4a is attached to the top bridge of the steering stem 4.

[0015] 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 by the pivot frame 8 so that it can swing. A rear wheel 12 of the motorcycle 1 is supported by the rear end of the swing arm 11.

[0016] 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 in the following areas: the inside of the left and right knees of the 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 his or her feet from the ankles on the steps 18b.

[0017] 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).

[0018] The engine 13 has a cylinder 16 standing 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).

[0019] <Transmission> 2, the transmission 21 is a stepped transmission. The transmission 21 has a main shaft 22, a counter shaft 23, and a group of speed change gears 24 that straddles both shafts 22, 23. The counter shaft 23 constitutes the output shaft of the transmission 21 and therefore the power unit PU. The left end of the counter shaft 23 protrudes to the left of the rear of the transmission case 17, and is connected to the rear wheel 12 via the chain-type transmission mechanism.

[0020] The main shaft 22 and counter shaft 23 of the transmission 21 are disposed rearward of the crankshaft 14. A clutch device 26 is disposed coaxially at 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.

[0021] The clutch device 26 is, for example, a wet multi-plate clutch, which is 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 group 24. A drive sprocket 27 of the chain transmission mechanism is attached to the left end of the countershaft 23, which protrudes to the left side of the rear of the crankcase 15.

[0022] A change mechanism 25 that switches between gear pairs in the transmission gear set 24 is housed in the transmission case 17 near the transmission 21. The change mechanism 25 has a hollow cylindrical shift drum 32 that is parallel to both shafts 22, 23. By rotation of the shift drum 32, the change mechanism 25 actuates a plurality of shift forks 32a. This actuation is performed according to a pattern of lead grooves formed on the outer periphery of the shift drum 32. By this actuation, the change mechanism 25 switches between the gear pairs used for power transmission between both shafts 22, 23 in the transmission gear set 24.

[0023] Here, in motorcycle 1, only the driver operates the transmission 21 (operating 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).

[0024] <Gear shifting system> As shown in FIG. 3, the transmission system 30 includes a clutch actuator 50, a control unit 40, various sensors 41 to 46, 57d, and 58d, and various devices 47, 48, and 50. The control unit 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 revolution 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 operation 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 speed sensor 46 detects the engine speed.

[0025] The control unit 40 includes a clutch control unit 40C and an engine control unit 40E which are independent of each other. The clutch control unit 40C mainly controls the driving of the clutch actuator 50. The engine control unit 40E mainly controls the driving of the engine 13. The clutch control unit 40C and the engine control unit 40E are configured, for example, as separate ECUs (Electronic Control Units). The clutch control unit 40C and the engine control unit 40E may be configured in an integrated ECU as long as they perform control independent of each other.

[0026] 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. Speed ​​reduction mechanism 51 includes a first reduction shaft 57 and a second reduction shaft 58. These shafts 57, 58 are provided with a first rotation angle sensor 57d and a second rotation angle sensor 58d that detect the rotation angle, respectively.

[0027] The clutch control unit 40C 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 found from the correlation with the torque 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 clutch control unit 40C. The operation of the clutch actuator 50 is controlled in response to changes in this detected value. The clutch actuator 50 will be described in detail later.

[0028] <Clutch device> 2 and 11, the clutch device 26 of the embodiment is a multi-plate clutch in which a plurality of 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 a plurality of 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 therewith. A plurality of clutch plates 35 are stacked between the clutch outer 33 and the clutch center 34 and frictionally engage them.

[0029] 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 be pressed together (frictionally engaged). This brings the clutch device 26 into a connected state in which power can be transmitted. The clutch device 26 is a normally closed clutch that is normally in a connected state when there is no external input.

[0030] The pressure contact (frictional engagement) is released by the operation of a release mechanism 38 inside the right cover 17a. The release mechanism 38 is operated by at least one of the operation of a clutch lever (not shown) by the occupant and the application of torque by a clutch actuator 50.

[0031] <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 portion of main shaft 22. Release shaft 53 is disposed so as to be perpendicular to the axial direction of lifter shaft 39, and is held on the outer side of right cover 17a so as to be rotatable about its axis. Line C3 in the figure indicates the central axis of release shaft 53 extending in the vertical direction. When viewed in the axial direction of main shaft 22 (when viewed from the side of the vehicle), release shaft 53 is tilted rearward in the axial direction so that the upper end of release shaft 53 is positioned further rearward than the vertical direction (see FIG. 1). An upper portion of release shaft 53 protrudes outside right cover 17a, and a driven clutch lever 54 is attached to an upper portion of release shaft 53 so as to be rotatable integrally therewith. Driven clutch lever 54 is connected to the clutch lever via an operating cable (not shown).

[0032] An eccentric cam portion 38a is provided on the lower portion of the release shaft 53 located inside the right cover 17a. The eccentric cam portion 38a is engaged with the right end portion of the lifter shaft 39. The release shaft 53 rotates about its axis, and the eccentric cam portion 38a moves the lifter shaft 39 to the right. The lifter shaft 39 is configured to be able to reciprocate integrally with the pressure plate 36 of the clutch device 26. Therefore, when the lifter shaft 39 moves to the right, the pressure plate 36 moves (lifts) to the right against the biasing force of the clutch spring 37. This releases the frictional engagement between the stacked clutch plates 35. This causes the normally closed clutch device 26 to enter a disconnected state in which power cannot be transmitted.

[0033] The release mechanism 38 is not limited to an eccentric cam mechanism, but may be one having a rack and pinion, a feed screw, etc. The mechanism connecting the clutch lever and driven clutch lever 54 is not limited to an operating cable, but may be one having a rod, a link, etc.

[0034] <Clutch control mode> As shown in Fig. 4, the clutch control device 40A of this embodiment has three clutch control modes. The clutch control modes include an automatic mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation. The clutch control mode transitions between the three modes as appropriate in response to the operation of a clutch control mode changeover switch 49 (see Fig. 3) and a clutch operator. The manual mode M2 ​​and the manual intervention mode M3 are referred to as a manual system M2A.

[0035] The automatic mode M1 is a mode in which a clutch capacity suitable for the driving state is calculated in accordance with the automatic start / gear shift control, and the clutch device 26 is controlled. The 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. The manual intervention mode M3 is a mode in which a clutch operation instruction from the occupant is received during the automatic mode M1, a clutch capacity is calculated from the clutch operation instruction, and the clutch device 26 is controlled, and is a temporary manual operation mode. Note that, for example, if the occupant stops operating the clutch operator (completely released state) during the manual intervention mode M3 for a specified time, the mode may be set to return to the automatic mode M1.

[0036] 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.

[0037] The auto mode M1 is based on automatic clutch control. The auto mode M1 allows the motorcycle 1 to run 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 only operating the throttle. Also, the motorcycle 1 can be changed gears by only shifting. Also, 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.

[0038] On the other hand, in manual mode M2, the clutch capacity can be controlled by the rider operating a lever (i.e., the clutch device 26 can be connected and disconnected). The auto mode M1 and manual mode M2 ​​can be switched between each other. 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. The clutch control device 40A may be provided with an indicator that shows that the mode is in the manual state when transitioning to the manual system M2A (manual mode M2 ​​or manual intervention mode M3).

[0039] In manual mode M2, clutch control is basically performed manually. In manual mode M2, the clutch capacity can be controlled according to the operating angle of the clutch lever (and thus 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 his 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 is referred to as the driven clutch lever operating angle.

[0040] In the automatic mode M1, the clutch device 26 is automatically engaged and disengaged by the clutch actuator 50. At this time, by performing a manual clutch operation on the clutch lever, it is possible to temporarily intervene manually in the automatic control of the clutch device 26 (manual intervention mode M3).

[0041] <Manual clutch operation> In the motorcycle 1 shown in FIG. 1, a clutch lever (not shown) serving 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 upper part of the right cover 17a so as to be rotatable together with the release shaft 53.

[0042] Further, for example, a handle switch attached to the steering handle 4a is provided with the clutch control mode changeover switch 49. This allows the occupant to easily switch the clutch control mode during normal driving.

[0043] <Clutch actuator> As shown in FIG. 1, a clutch actuator 50 is attached to the upper rear portion 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 disposed, for example, with its axial direction parallel to release shaft 53. Motor 52 is disposed so that drive shaft 55 protrudes upward. Reduction mechanism 51 transmits the drive force of motor 52 to release shaft 53.

[0044] In the embodiment, a single clutch actuator 50 is provided with a plurality (two) motors 52. Hereinafter, the motor 52 located on the vehicle front side of the clutch actuator 50 is referred to as a first motor 521, and the motor 52 located on the vehicle rear side and inside in the vehicle width direction with respect to the first motor 521 is referred to as a second motor 522. Lines C01 and C02 in the figure 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. Also, both axes C01 and C02 may be collectively referred to as axis C0. Control of the multiple (two) motors 52 will be described later.

[0045] The reduction mechanism 51 reduces the speed of the rotational power output from the motor 52 and transmits it to the release shaft 53. The reduction mechanism 51 includes, for example, a gear train whose axial direction is parallel to the release shaft 53. The reduction mechanism 51 includes a drive gear 55a, a first reduction gear 57a, a first small diameter gear 57b, a second reduction 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 of the motors 521, 522. The first reduction gear 57a meshes with each of the drive gears 55a. The first small diameter gear 57b is provided coaxially with the first reduction gear 57a. The second reduction gear 58a meshes with the first small diameter gear 57b. The second small diameter gear 58b is provided coaxially with the second reduction gear 58a. The second small diameter gear 58b meshes with the driven gear 63a. The gear case 59 houses each gear.

[0046] The first reduction gear 57a and the first small diameter gear 57b are supported by the first support shaft 57c so as to be rotatable together. The first reduction gear 57a, the first small diameter gear 57b, and the first support shaft 57c constitute the first reduction shaft 57. The second reduction gear 58a and the second small diameter gear 58b are supported by the second support shaft 58c so as to be rotatable together. The second reduction gear 58a, the second small diameter gear 58b, and the second support shaft 58c constitute the second reduction shaft 58. The first support shaft 57c and the second support shaft 58c are each rotatably supported by a gear case 59. The second reduction gear 58a is a sector gear centered on the second support shaft 58c. The second reduction 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 the first reduction shaft 57, and line C2 indicates the central axis of the second reduction shaft 58.

[0047] 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 spread out in front 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 reduction gear 58a and the driven gear 63a can be sector gears with a small rotation angle.

[0048] As a result, it is possible to reduce the size of the reduction mechanism 51 and therefore the clutch actuator 50. That is, even when a large-diameter reduction gear is provided to increase the reduction ratio, the following effects are achieved by cutting out the area other than the meshing range of this reduction gear to form a sector shape: In particular, 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.

[0049] 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.

[0050] Each gear is a flat spur gear with a reduced axial thickness, and the gear case 59 is also formed in a flat shape with a reduced axial thickness. As a result, the reduction mechanism 51 is less conspicuous when viewed from the side of the vehicle. On the upper surface side of the gear case 59, a first rotation angle sensor 57d and a second rotation angle sensor 58d are provided. The first rotation angle sensor 57d and the second rotation angle sensor 58d are connected to one end of each of the first reduction shaft 57 and the second reduction shaft 58 to detect their rotation angles.

[0051] The motor 52 is arranged so as to protrude downward from the front part of the gear case 59. As a result, the motor 52 can be arranged as follows. That is, it can be arranged avoiding the bulging portion 17b covering the clutch device 26 in the right cover 17a forward. For this reason, the protrusion of the clutch actuator 50 outward in the vehicle width direction is suppressed.

[0052] The driving force of the motor 52 is decelerated as follows and transmitted to the release shaft 53. That is, the driving force of the motor 52 is decelerated between the driving gear 55a and the first reduction gear 57a, and between the first small-diameter gear 57b and the second reduction gear 58a, and further between the second small-diameter gear 58b and the driven gear 63a.

[0053] In the embodiment, a stopper 59a is provided in front of the final stage of the gear train of the reduction mechanism 51 (between the second small-diameter gear 58b and the driven gear 63a). The stopper 59a defines the initial position of the release shaft 53 (the stop position in the return direction opposite to the clutch disengagement direction). The stopper 59a is integrally formed inside the gear case 59, for example. The stopper 59a defines the stop position of the second reduction gear 58a by abutting against the side of the fan-shaped second reduction gear 58a. By providing the stopper 59a at a stage where the torque is smaller than that of the final stage of the reduction mechanism 51, the following effects can be obtained. That is, while suppressing the strength of the gear case 59, the initial position of the release shaft 53 can be reliably defined. In addition, it is possible to prevent an excessive load input to the final stage where the torque becomes the largest due to deceleration, and the gear can be made smaller and lighter.

[0054] <Clutch actuator placement> 15 to 17, clutch actuator 50 is disposed vertically below knee-grip portion 18a on the right side of fuel tank 18 in a side view of the vehicle. Clutch actuator 50 is disposed protruding outward in the vehicle width direction beyond knee-grip portion 18a on the right side of fuel tank 18 in a top view of the vehicle in Fig. 16. In the drawings, line L1 represents the thigh of the driver's leg, line L2 represents the lower leg from the knee down, and line L3 represents the foot from the ankle down.

[0055] In a side view of the vehicle, the driver extends the lower leg L2 obliquely rearward and downward from the knee-grip portion 18a, and places the foot L3 on the step 18b. The clutch actuator 50 projects outward in the vehicle width direction from the knee-grip portion 18a. The clutch actuator 50 is positioned to avoid the lower leg L2 of the driver's leg being forward in a side view of the vehicle. This reduces interference of the clutch actuator 50 with the arrangement space of the driver's legs. Even when the driver stretches out his / her leg and lands his / her foot L3, the clutch actuator 50 is positioned to avoid the lower leg L2 of the driver being forward in a side view of the vehicle. This also reduces interference of the clutch actuator 50 with the arrangement space of the driver's legs.

[0056] Referring to FIG. 17, the right cover 17a has the following range as a bulging portion 17b that bulges outward in the vehicle width direction. The range is a circular range that is coaxial with the clutch device 26 in a side view of the vehicle. A cover recess 17c is formed in a portion of the bulging portion 17b facing rearward and upward. The cover recess 17c changes its outer surface inward in the vehicle width direction compared to the remaining portion. The cover recess 17c has a semicircular shape in a side view of the vehicle.

[0057] The semicircular chord portion of the cover recess 17c is formed in a straight line perpendicular to the axial direction of the release shaft 53 in a side view of the vehicle. This chord portion forms a step portion 17d that changes the outer surface of the bulging portion 17b into a step shape. The step portion 17d is inclined rearward and downward in a side view of the vehicle. The upper portion of the release shaft 53 protrudes obliquely upward and rearward from the step portion 17d. The release shaft 53 penetrates the step portion 17d of the cover recess 17c and protrudes outside the cover. The clutch actuator 50 is attached to the right cover 17a in a state in which it is disposed so as to enter the cover recess 17c.

[0058] <Release shaft> As shown in FIGS. 6 to 8, the release shaft 53 is divided into a plurality of elements so as to be rotatable in response to inputs from the clutch actuator 50 and inputs by the operation of the occupant separately. The release shaft 53 includes an upper release shaft 61 constituting the upper portion, a lower release shaft 62 constituting the lower portion, and an intermediate release shaft 63. The intermediate release shaft 63 is disposed across the lower end portion of the upper release shaft 61 and the upper end portion of the lower release shaft 62.

[0059] 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 to the outside of 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 the operation of the clutch operator.

[0060] The lower release shaft 62 has a cylindrical shape. A lower portion of the lower release shaft 62 is rotatably supported inside the right cover 17a. The lower portion of the lower release shaft 62 faces the inside of the gear case 59. An eccentric cam portion 38a of the release mechanism 38 is formed at this lower portion. A lower return spring 62s is attached to the lower end portion of the lower release shaft 62. The lower return spring 62s applies a biasing force to the lower release shaft 62 in a direction opposite to the rotation in the clutch disengagement direction.

[0061] A manual operation side cam 61b is provided at the lower end of the upper release shaft 61, the manual operation side cam 61b having a sector-shaped cross section and extending in the axial direction. A clutch-side cam 62b extending in the axial direction and having a sector-shaped cross section is provided on 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 or axial direction.

[0062] 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. Alternatively, the manual operation side cam 61b and the clutch side cam 62b overlap in the circumferential direction while avoiding each other in the axial direction. This makes it possible to rotate the lower release shaft 62 by pressing one circumferential side surface 61b1 of the manual operation side cam 61b against the other circumferential side surface 62b2 of the clutch side cam 62b (see Figures 9B and 10B).

[0063] The other circumferential side surface 61b2 of the manual operation side cam 61b and one circumferential side surface 62b1 of the clutch side cam 62b are separated from each other in the circumferential direction or the axial direction. This allows the lower release shaft 62 to rotate independently of the upper release shaft 61 when an input is applied to the clutch side cam 62b from the clutch actuator 50 (see FIGS. 9A and 10A).

[0064] 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 portion of the upper release shaft 61 and the upper end portion 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 which has a sector-shaped cross section and extends in the axial direction.

[0065] The intermediate release shaft 63 and the driven gear 63a are prevented from coming into contact with other components of the clutch actuator 50. Specifically, the intermediate release shaft 63 only comes into contact at its inner periphery with the following parts, other than the bearing that supports it in the gear case 59: the lower end part of the upper release shaft 61 (manual operation side cam 61b) and the upper end part of the lower release shaft 62 (clutch side cam 62b). The control operation side cam 63b of the intermediate release shaft 63 is engaged with the following parts with a clearance in the axial direction: the manual operation side cam 61b of the upper release shaft 61, and the clutch side cam 62b of the lower release shaft 62. Further, the driven gear 63a only has gear teeth in contact with the second small diameter gear 58b, thereby reducing friction of the driven gear 63a, which is the control gear, as much as possible, and improving the accuracy of control of the release shaft 53.

[0066] The control operation side cam 63b of the intermediate release shaft 63 and the clutch side cam 62b of the lower release shaft 62 overlap in the axial direction while avoiding each other in the circumferential direction. Alternatively, the control operation side cam 63b and the clutch side cam 62b overlap in the circumferential direction while avoiding each other in the axial direction. This makes it possible to rotate the lower release shaft 62 by pressing one circumferential side surface 63b1 of the control operation side cam 63b against the other circumferential side surface 62b2 of the clutch side cam 62b.

[0067] Also, 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 the input from the clutch actuator 50 to the clutch side cam 62b. Also, when manual operation is performed, the upper release shaft 61 can rotate independently of the intermediate release shaft 63 on the control side.

[0068] 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 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.

[0069] 11 and 17, 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 configure an integrated actuator unit 50A.

[0070] The lower release shaft 62 is rotatably held by the right cover 17a. An opening 17e is provided in a step portion 17d of the cover recess 17c of the right cover 17a, and a fastening portion 17f of the gear case 59 is provided therein. An upper end portion of the lower release shaft 62 protrudes from the opening 17e. An opening 59c is provided in a portion of the gear case 59 facing the step portion 17d of the cover recess 17c. The opening 59c allows the upper end portion of the lower release shaft 62 to face the inside of the gear case 59.

[0071] In this configuration, when the actuator unit 50A is attached to the right cover 17a, a linear release shaft 53 is formed. The release shaft 53 is formed by connecting an upper release shaft 61, an intermediate release shaft 63, and a lower release shaft 62 to each other.

[0072] The power unit PU of the embodiment can be configured as follows for a manual clutch type 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 a power unit of a different model. Therefore, the actuator unit 50A can be shared between multiple models to easily configure a semi-automatic gear shift system (automatic clutch type gear shift system).

[0073] <Clutch control> Next, clutch control in the embodiment will be described with reference to the graph in Fig. 12. The graph in Fig. 12 illustrates the clutch characteristics in the auto mode M1. In the graph in Fig. 12, the vertical axis represents the torque (Nm) and clutch capacity (%) applied to the driven clutch lever 54, and the horizontal axis represents the operating angle (deg) of the driven clutch lever 54. The operating angle of the driven clutch lever 54 is the operating angle of the lower release shaft 62.

[0074] The torque of driven clutch lever 54 is the torque generated by lower release shaft 62. This torque corresponds to a torque value calculated by multiplying the following primary torque value by the reduction ratio of speed reduction mechanism 51. The primary torque value is obtained based on the value of the current supplied to motor 52, from the correlation between the current supplied to motor 52 and the torque generated by motor 52. Hereinafter, the torque of the driven clutch lever 54 will be referred to as the driven clutch lever torque. The correlation between the driven clutch lever operating angle and the driven clutch lever torque is shown by line L11 in the graph. The correlation between the driven clutch lever operating angle and the clutch capacity is shown by line L12 in the graph. Line L11 is also a line that indicates the output value (reference output value) of the clutch actuator 50 when the clutch device 26 is engaged or disengaged without manual operation.

[0075] In auto mode M1 of the normally closed clutch, when the driven clutch lever torque (motor output) is "0", there is no operation input (input to the disengagement side) to the clutch device 26, and the clutch capacity is 100%. In other words, the clutch device 26 maintains the connected state. This state corresponds to area A on the horizontal axis of Figure 12. Area A is the play area of ​​the driven clutch lever 54. In area A, there is no motor output, and the driven clutch lever torque remains at "0". In area A, the clutch device 26 is not operated, and the clutch capacity remains at 100%.

[0076] Also referring to FIG. 8, in region A, one circumferential side surface 61b1 of the manual operation side cam 61b of the release shaft 53 does not press 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 the biasing force of the return spring 54s (shown by a chain line in FIG. 8). In region A, the driven clutch lever 54 is in a state where the manual operation side cam 61b can approach or separate from the clutch side cam 62b by an angle A1 in the figure. For example, in region A, one circumferential side surface 63b1 of the control operation side cam 63b is in contact with the other circumferential side surface 62b2 of the clutch side cam 62b.

[0077] 12, when the driven clutch lever operating angle increases and passes through play region A, the driven clutch lever operating angle transitions to half-clutch region B. In half-clutch region B, the driven clutch lever torque starts to increase due to operation of motor 52.

[0078] Also referring to FIG. 9A, in the half-clutch region B, the control operation side cam 63b presses the clutch side cam 62b to rotate the lower release shaft 62. When the driven clutch lever torque increases, the release mechanism 38 lifts the clutch device 26 to reduce the clutch capacity. That is, the clutch device 26 is in a half-clutch state in which a part of the power can be transmitted. The symbol SP in FIG. 12 indicates the start position (operation start position) of the operation to switch from the play region A to the half-clutch region B. When manual operation is performed in the half-clutch region B, the manual operation side cam 61b abuts against the clutch side cam 62b. At this time, the manual operation side cam 61b cooperates with the control operation side cam 63b to rotate the lower release shaft 62 (see FIG. 9B).

[0079] 12, in the half-clutch region B, the driven clutch lever torque increases sharply as the driven clutch lever operating angle increases, causing the clutch device 26 to operate to the disengagement side. For example, in the initial stage of the half-clutch region B, there is an effect of a clutch judder spring reaction force (not shown). As a result, in the initial stage of the half-clutch region B, a deceleration region B1 is set in which the increase in the driven clutch lever torque in response to an increase in the driven clutch lever operating angle is gradual. In the half-clutch region B, the clutch capacity decreases steeply as the driven clutch lever operating angle increases so as to be inversely proportional to the increase in the driven clutch lever torque. In the initial deceleration region B1 of the half-clutch region B, the clutch capacity decreases more slowly as the increase in the driven clutch lever torque is more gradual.

[0080] When the driven clutch lever operating angle passes the touch point TP, which is the end point of the half-clutch region B, the increase in the driven clutch lever torque becomes more gradual than in the deceleration region B1. The region of the driven clutch lever operating angle after the touch point TP is, for example, the clutch disengagement region C where the clutch capacity remains equivalent to "0". The clutch disengagement region C is, for example, an operating margin region for the driven clutch lever 54, etc. to operate up to the mechanical operating limit position. In the clutch disengagement region C, the driven clutch lever torque increases slightly. This increase corresponds to the increase in the clutch spring load associated with the movement of the lift parts of the clutch device 26. The symbol EP in FIG. 12 indicates the full lift position, which is the end point of the clutch disengagement region C.

[0081] For example, a standby position DP is set in the middle of the clutch disengagement region C. At the standby position DP, the following driven clutch lever torque is applied. The driven clutch lever torque at this time is slightly higher than the torque at the touch point TP at which the clutch device 26 starts to engage. At the touch point TP, some torque transmission may occur due to an operation error. In response to this, the torque transmission of the clutch device 26 is completely cut off by applying the driven clutch lever torque up to the torque at the standby position DP. Also, at the standby position DP, a driven clutch lever torque slightly lower than that at the full lift position EP is applied, making it possible to eliminate the deadlock of the clutch device 26. That is, at the standby position DP, it is possible to cancel the backlash and the operating reaction force of each part of the clutch device 26, and the operating responsiveness of the clutch device 26 when it is engaged can be improved.

[0082] When the clutch device 26 operates from the connected state to the disconnected state, the operation start position SP and the touch point TP are determined as follows. That is, the point at which the driven clutch lever torque rises (the start point of the half-clutch region B) is the operation start position SP. Also, the point at which the clutch device 26 is completely disengaged (the end point of the half-clutch region B) is the touch point TP. Conversely, when the clutch device 26 operates from the disengaged state to the engaged side, the touch point TP and the operation start position SP are determined as follows: That is, the point at which the clutch device 26 starts to engage is the touch point TP, and the point at which the clutch device 26 is completely engaged is the operation start position SP.

[0083] Referring to FIG. 13, in the half-clutch region B, the driving of the motor 52 is controlled based on the lift load. In this control, first, the clutch spring load is set in advance based on the elastic force of the clutch spring 37. Next, the lift load acting on the clutch device 26 (the operation load resisting the clutch spring load) is estimated according to the driven clutch lever torque. Then, the load obtained by subtracting the lift load from the clutch spring load is set as the clutch pressing load that is actually applied to the clutch device 26.

[0084] The clutch capacity is calculated by "clutch pressing load / clutch spring load." The power supplied to the motor 52 is controlled so that the clutch capacity becomes a target value, and the driven clutch lever torque and therefore the lift load are controlled. The motor current value and lever operating angle at each of the operation start position SP and the touch point TP are set to preset values. Alternatively, the motor current value and lever operating angle are set by learning control when the power of the motorcycle 1 is turned on or off, as described below.

[0085] An example of the sensing configuration is as follows: A current sensor 40b is provided in the motor control device (clutch control unit 40C), and the detected value is converted into motor torque, which is then converted into driven clutch lever torque (clutch operating torque).

[0086] As shown in Fig. 13, when the clutch lever is operated (manually) in the half-clutch region B, the following action occurs. That is, the actual measured value of the driven clutch lever torque decreases with respect to a preset correlation line L11 of the driven clutch lever torque (see part F in the figure). At this time, if the amount of decrease in the driven clutch lever torque exceeds a preset threshold value d1, it is determined that manual operation has been performed, and a transition is made to a preset manual operation intervention control.

[0087] In the manual operation intervention control, for example, the control is performed as follows from when the manual operation intervention is detected until the increase in the driven clutch lever operating angle becomes equal to or greater than a predetermined angle. That is, the motor 52 is feedback controlled so as to maintain the torque d2 after the driven clutch lever torque is reduced by the threshold value d1. During the current control at this time, a current limit is set according to the angle after the touch point TP. Therefore, the motor output becomes almost 0 during the current control. Since the load at that time is sufficiently low, it is determined that manual intervention has occurred. This makes it possible to suppress the discomfort caused by the sudden loss of torque from the motor 52 after the clutch lever is operated. After the increase in the driven clutch lever operating angle becomes equal to or greater than the specified angle, the driven clutch lever torque is gradually reduced (see part G in the figure). This makes it possible to suppress the discomfort while suppressing power consumption caused by continuing to drive the motor 52.

[0088] In the clutch disengagement region C, the driving of the motor 52 is controlled based on the lever position (angle). As described above, in the clutch disengagement region C, there is little increase in the driven clutch lever torque associated with the lift of the clutch device 26. For this reason, in the clutch disengagement region C, the power supplied to the motor 52 is controlled based on the driven clutch lever operating angle. This makes it possible to more precisely control the amount of disengagement of the clutch device 26 after the touch point TP at which the clutch device 26 starts to engage.

[0089] An example of the sensing configuration is as follows. That is, a first rotation angle sensor 57d and a second rotation angle sensor 58d are provided on the first reduction shaft 57 and the second reduction shaft 58, respectively. Then, the detection values ​​of these sensors are converted into a driven clutch lever operating angle (clutch operation angle). Although a pair of the first rotation angle sensor 57d and the second rotation angle sensor 58d are provided for failure, only one of them may be provided.

[0090] As shown in Fig. 13, when the clutch lever is operated (manually) in the clutch disengagement region C, the following action occurs: The actual measured value of the driven clutch lever torque decreases with respect to the preset correlation line L11 of the driven clutch lever torque (see part H in the figure).

[0091] Also referring to FIG. 10A, for example, in the automatic mode M1, the torque applied by the control operation side cam 63b to the clutch side cam 62b is set to the upper limit of the torque until the clutch side cam 62b reaches the standby position DP. The torque until the clutch side cam 62b passes the standby position DP and reaches the full lift position EP is applied when a manual operation of gripping the clutch lever is intervened. At this time, a torque exceeding the standby position DP is applied from the manual operation side cam 61b to the clutch side cam 62b (see FIG. 10B). At this time, the control operation side cam 63b separates from the clutch side cam 62b, and the motor output becomes substantially zero.

[0092] Even before reaching the standby position DP, if the driven clutch lever operating angle is in the clutch disengagement region C beyond the touch point TP, the following action occurs. That is, the actual measurement value of the driven clutch lever torque becomes substantially zero due to manual operation intervention. Therefore, if the actual measurement value of the driven clutch lever torque changes to a range in which it becomes substantially zero in the clutch disengagement region C, it is determined that manual operation has been intervened. Then, a transition is made to predetermined manual operation intervention control.

[0093] In manual operation intervention control, for example, the following control is performed from when manual operation intervention is detected until the increase in the driven clutch lever operating angle reaches a predetermined angle or more. That is, the motor output is maintained so that the driven clutch lever operating angle maintains the touch point TP, which is the effective clutch disengagement position. This prevents the engine from stalling even if the clutch lever is suddenly released after manual operation intervention.

[0094] In this way, by using load (current) control and position (angle) control depending on the condition of the clutch device 26, it is possible to perform more precise clutch control (optimal control according to the condition and characteristics of the clutch device 26). In this embodiment, the driven clutch lever operating angle (the rotation angle of the gear shaft of the reduction mechanism 51) is detected and controlled as follows. That is, in the region up to a preset (or learned) touch point TP (half-clutch region B), the reference current value is increased. In the region after the touch point TP (clutch disengagement region C), the reference operating angle is increased.

[0095] FIG. 18 is a functional block diagram relating to switching control for switching between the half-clutch region B and the clutch disengagement region C in the embodiment. The block diagram at the bottom of the figure shows the following as control with increased weighting of the motor current (clutch capacity, load) in the half-clutch region B. That is, a friction correction is added to the motor current according to a predetermined target clutch capacity to find a target current value. A current limit for manual intervention determination is determined from the relationship between this target current value and the current clutch position. Then, if the clutch position enters the disengagement region during half-clutch control, it is determined that manual intervention has occurred. Reference numeral 71 in the figure denotes a first information generation unit that generates information for manual intervention determination based on the clutch capacity (load) in the half-clutch region B.

[0096] The block diagram in the upper part of the figure shows the following as a control with increased weighting of the clutch operating angle (clutch position) in the clutch disengagement region C. That is, the difference between the target clutch position and the current clutch position is further taken into account with the clutch operating speed to obtain a "current value (torque) according to the speed / position deviation". In parallel with this, a friction correction is added to a base current previously determined according to the target clutch position to obtain a target current value. This target current value is added to a current value according to the deviation to determine the continuous holding current limit. Then, if the load current becomes equal to or less than a certain value during the clutch disengagement control, it is determined that manual intervention has occurred. Reference numeral 72 in the figure denotes a second information generating unit that generates information for manual intervention determination based on the clutch position in the clutch disengagement region C.

[0097] In the embodiment, the change in the current value (converted into a torque value) of the motor 52 relative to the driven clutch lever operating angle is learned (updated) at a predetermined timing. This sets a target value (current value) according to the state of the clutch device 26. The drive of the motor 52 is feedback-controlled based on this target value and the detection value of the current sensor 40b of the clutch control unit 40C.

[0098] <Correction of control reference value> Next, the control for learning the current and angle at touch point TP etc. in the embodiment will be described with reference to the graph in Fig. 14. The graph in Fig. 14 shows how correlation line L11 showing the clutch characteristics shown in Fig. 12 and Fig. 13 changes. This change occurs according to wear of clutch plate 35 and the temperature of engine 13 (e.g., cooling water temperature), etc. In Fig. 14, the vertical axis represents driven clutch lever torque (Nm) and the horizontal axis represents driven clutch lever operating angle (deg).

[0099] In this embodiment, for example, when the main switch (power source) of the motorcycle 1 is on or off, the zero point (operation start position SP and touch point TP) during clutch capacity control is corrected. In current control of the motor 52, temperature changes affect the motor torque. For this reason, the height of the correlation line L11 changes depending on the temperature (see J in the figure). Therefore, the zero point is corrected in each of a plurality of temperature ranges, for example, whether the engine temperature is 80 degrees or higher (whether the engine has been warmed up or not). The zero point at this time is stored in memory and used for the next clutch capacity control.

[0100] An example of a procedure for setting (learning) the actuation start position SP and touch point TP will be described. First, for example, the clutch actuator 50 is actuated when the power supply of the clutch control unit 40C is turned on or off. At this time, the change in the current value until the clutch device 26 is disengaged is measured. Next, the slope (rate of change) of the change in the current value when it goes from the play region A to the half-clutch region B is detected. Also, the slope (rate of change) of the change in the current value when it goes from the half-clutch region B to the clutch disengagement region C is detected. The point at which the former slope is equal to or greater than a threshold value is set as the actuation start position SP. The point at which the latter slope is equal to or less than a threshold value is set as the touch point TP. Alternatively, the following portion may be learned as the actuation start position SP: the portion where the current is increased at a ramp rate from the clutch play region and the angular velocity of the rotation angle sensor starts to decelerate from where it has accelerated (where it reaches its maximum speed). Conversely, the following portion may be learned as the touch point TP: the portion where the current is reduced by a ramp from the clutch disengagement state (held in the region) and the angular velocity of the rotation angle sensor starts to decelerate from where it has accelerated (where it reaches its maximum speed).

[0101] Also, at the same timing as above, it is determined whether the driven clutch lever operating angle has decreased by a specified value or more. If the driven clutch lever operating angle has decreased significantly, there is a risk that the clutch plates 35 are wearing out.

[0102] That is, in a normal closed clutch, when the clutch plate 35 wears, the lifter shaft 39 moves to the side away from the release mechanism 38. As a result, when the clutch plate 35 wears, the play in the release mechanism 38 decreases. Thereby, the release shaft 53 operates the clutch device 26 to the disengaged side with a small operating angle. Thereby, at the operation start position SP where the shift is made from the play region A to the semi-engaged region B, the driven clutch lever operating angle decreases (see K in the figure). Therefore, when the driven clutch lever operating angle at the operation start position SP has decreased to a specified value or more, it is possible to predict that the clutch plate 35 is worn. When the wear of the clutch plate 35 is predicted (detected), a warning can be given to the user using the indicator 40d (see FIG. 3) provided in the meter device or the like.

[0103] The motor current and the lever operating angle at the touch point TP and the like are learned every time the power of the motorcycle 1 is turned on or off. Thereby, it becomes possible to perform control using the touch point TP and the like with high accuracy. Also, it becomes possible to predict (detect) the wear of the clutch plate 35. Based on the relationship between the lever operating angle and the motor current, the motor current and the lever operating angle at the touch point TP where the clutch device 26 starts to connect are learned. Thereby, it becomes possible to perform clutch control taking into account the effects of friction, wear, and temperature.

[0104] <2-Motor Control> In the embodiment, the two motors 521, 522 in the clutch actuator 50 may cooperate to drive the release shaft 53 (to connect and disconnect the clutch device 26). In this case, the load shared by the two motors 521, 522 is halved, thereby making it possible to reduce the size of each of the motors 521, 522. This increases the degree of freedom in the layout of the motor 52 compared to the case where a single large motor 52 is provided. Therefore, as shown in Figs. 15 to 17, even when the clutch actuator 50 is disposed on the outer side of the power unit PU, it is easy to prevent the clutch actuator 50 from protruding outward in the vehicle width direction. Therefore, it is possible to substantially reduce the size of the clutch control device 40A.

[0105] When driving two motors 52, if the resistance values ​​differ from each other due to individual differences between the motors 52, the following possibilities arise: That is, even if the same duty is applied to each motor 52, the current flowing through only one of the two motors 52 may be larger. That is, even if the same duty is applied to the two motors 52, the amount of current flowing through both motors may vary depending on individual variations, temperature conditions, and the like.

[0106] Referring to FIG. 19, in the embodiment, when the release shaft 53 is controlled to the target angle, the current value is feedback-controlled in an inner loop. That is, in each motor 52, PID control is performed based on the difference between the target current and the current current. In parallel with this control, a base duty set in advance according to the target current is calculated, and these are added to determine the duty of each motor 52. By configuring the control loop in a cascade configuration and controlling the current, the influence of temperature can be resolved within the current feedback loop. Reference numeral 73 in the figure denotes a duty information generating unit that generates duty information of each motor 52 based on the target current and the current current.

[0107] Furthermore, by driving two motors 52, it is possible to halve the load shared by each motor 52. This makes it possible to reduce the variation in the amount of heat generated by each motor 52. This makes it possible to reduce the temperature effect of each motor 52 when the clutch actuator is operating.

[0108] In the clutch actuator 50, during normal operation (non-failure), one of the multiple (two) motors 52 may be used as a drive source for the release shaft 53, and the remaining one may be used for another purpose. For example, the remaining one of the motors 52 may refrain from operating as a fail-safe, or may be used as a current sensor.

[0109] When one of the motors 52 fails, the friction of the clutch actuator 50 when maintaining the clutch position increases, and the response speed of the clutch drive is also affected. In this embodiment, even if one of the motors 52 fails in the system, the system responds as follows within the one-fail range: That is, the clutch is temporarily released (OFF) to suppress the effect on the vehicle body behavior.

[0110] Referring to Fig. 20, each motor 52 is normally (non-failed) driven and controlled by a common clutch control unit 40C. A battery BT, which is an on-board power source, is connected to a current supply line of one of the motors 52 via a fail-safe relay 40F. An engine control unit 40E is connected to the fail-safe relay 40F via a control line. In Fig. 20, the fail-safe relay 40F is connected to only one of the motors 52. Alternatively, a configuration in which the fail-safe relay 40F is connected to each of the two motors 52 may be used.

[0111] If a failure occurs in one of the motors 52, the following measures are taken. That is, the fail-safe relay 40F is driven via the engine control unit 40E to temporarily take control of the motor 52 connected to the fail-safe relay 40F. This makes it possible to realize control that gradually connects the clutch after disengaging it. Similarly, if a failure occurs in the clutch control unit 40C, the motor 52 connected to the fail-safe relay 40F can be controlled by the engine control unit 40E. Note that if the engine control unit 40E and the fail-safe relay 40F fail, the drive of the motor 52 is continued by the clutch control unit 40C.

[0112] Referring to FIG. 21, when one of the two motors 521, 522 becomes inoperable (at the time of one-fail), the remaining motor is driven to put the clutch device 26 into a disengaged state. In the embodiment, the clutch device 26 is driven to the standby position DP or the full lift position EP (point M in the figure). Thereafter, the clutch device 26 is controlled to gradually connect from the disconnected state by returning the control position (angle) of the clutch device 26 to the capacity 0 line (corresponding to the touch point TP) (point N in the figure). Thereafter, the fail-safe relay 40F is intermittently driven to gradually connect the clutch device 26. In this control, the motor 52 can be controlled in an emergency from a route (control by the engine control unit 40E) different from the normal control route (control by the clutch control unit 40C). By intermittently driving the clutch device 26 and gradually connecting it in this way, the vehicle behavior can be gently suppressed.

[0113] As described above, the clutch control device in the above embodiment includes the clutch device 26 that connects and disconnects the power transmission between the engine 13 and the transmission 21, the clutch actuator 50 that outputs a driving force for operating the clutch device 26, and the control unit 40 that drives and controls the clutch actuator 50. The clutch actuator 50 includes a plurality of motors 521, 522 that output the driving force. According to this configuration, the clutch actuator 50 includes a plurality of motors 521, 522, which reduces the load on each of the motors 521, 522 and allows for size reduction. Furthermore, the plurality of motors 521, 522 allows for a fail-safe clutch drive system.

[0114] In the above clutch control device, the control unit 40 performs feedback control of the current supplied to each of the plurality of motors 521, 522. According to this configuration, the current supplied to each of the motors 521, 522 is feedback-controlled toward a target value, so that the variation in load among the multiple motors 521, 522 can be suppressed.

[0115] In the clutch control device, the control unit 40 includes a clutch control unit 40C and an engine control unit 40E which are independent of each other. Each of the motors 521, 522 can be independently controlled by either the clutch control unit 40C or the engine control unit 40E. According to this configuration, either clutch control unit 40C or engine control unit 40E can drive a normal one of the multiple motors 521, 522. This makes it possible to continue driving clutch actuator 50. This effect can be obtained even if one of the multiple motors 521, 522 becomes unable to be driven due to a failure in one of the multiple motors 521, 522 or a malfunction in one of clutch control unit 40C and engine control unit 40E.

[0116] In the clutch control device, when one of the plurality of motors 521, 522 becomes unable to be driven, the clutch device 26 is temporarily disconnected by the remaining one of the plurality of motors 521, 522, and then the clutch device 26 is gradually connected. According to this configuration, it is possible to prevent the clutch device 26 from being maintained in the connected state even if an abnormality occurs in the drive of one of the multiple motors 521, 522. In addition, after the clutch device 26 is disconnected, it is possible to suppress a change in the behavior of the vehicle by gradually transitioning to the connected state.

[0117] In addition, in the above clutch control device, when one of the motors 521, 522 becomes unable to be driven, the drive current for driving the remaining motors 521, 522 is set to be larger than that during normal driving before the failure. This makes it possible to prevent a power shortage when one of the motors 521, 522 fails. On the other hand, by configuring the process of connecting the clutch device 26 after once disconnecting it to be performed in only one cycle, the following effect is achieved. That is, the actuator is driven with a current value larger than the normal control amount, and driven to the fail stop position in one cycle and stopped. This makes it possible to transition to the fail mode while minimizing operation and suppressing heat generation.

[0118] It should be noted that the present invention is not limited to the above-described embodiment. 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 embodiment. For example, the present invention can be applied to saddle-ride type vehicles that are based on manual clutch operation but allow gear shifting by adjusting the driving force without manual clutch operation under certain conditions (saddle-ride type vehicles equipped with a so-called clutch-less gear shifting device). In addition, 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 vehicles (including vehicles with one wheel in front and two wheels in the rear, as well as vehicles with two wheels in front and one wheel in the rear) or four-wheeled vehicles, and also vehicles that include an electric motor as a prime mover. The configuration in the above embodiment is one example of the present invention, and various modifications are possible without departing from the gist of the invention. [Explanation of symbols]

[0119] 1. Motorcycles (saddle-type vehicles) 13 Engine (prime mover) 21 Gearbox (output target) 26 Clutch device 40 Control section 40A Clutch control device 40C Clutch control section (drive control means) 40E Engine control unit (drive control means) 50 Clutch actuator 521,522 Motor (drive source)

Claims

1. a clutch device (26) that connects and disconnects power transmission between the prime mover (13) and an output target (21); a clutch actuator (50) that outputs a driving force for operating the clutch device (26); a control unit (40) that drives and controls the clutch actuator (50), The clutch actuator (50) includes a plurality of drive sources (521, 522) that output the drive force, When one of the plurality of driving sources (521, 522) becomes unable to drive, the clutch device (26) is temporarily disconnected using the remaining one of the plurality of driving sources (521, 522), and then the clutch device (26) is gradually connected.

2. 2. The clutch control device according to claim 1, wherein the control unit (40) feedback controls the current supplied to each of the plurality of drive sources (521, 522).

3. The control unit (40) includes a plurality of drive control means (40C, 40E) independent of each other, 3. The clutch control device according to claim 1, wherein each of the plurality of drive sources (521, 522) can be independently controlled by any of the plurality of drive control means (40C, 40E).

4. A clutch control device as described in any one of claims 1 to 3, wherein when one of the multiple driving sources (521, 522) becomes unable to be driven, a driving current for driving the remaining of the multiple driving sources (521, 522) is set to be larger than that during normal driving, and a cycle of clutch disengagement and engagement is performed only once.

5. 5. The clutch control device according to claim 1, further comprising a fail-safe relay (40F) in a current supply line of the plurality of drive sources (521, 522), and in the event of a failure in one of the plurality of drive sources (521, 522), the fail-safe relay (40F) is intermittently driven to gradually connect the clutch device (26).

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