Clutch control device

Abstract

This clutch control device comprises a clutch device (26) that connects and disconnects motive power transmission between a prime mover (13) of equipment (1) and an output target (21), and a clutch actuator (50) that outputs driving force for actuating the clutch device (26). The clutch actuator (50) is provided with an electric motor (52) serving as a drive source, a release shaft (53) that turns upon receiving input from the electric motor (52), and a reduction gear mechanism (51) that connects the electric motor (52) and the release shaft (53) together. A drive shaft (55) of the electric motor (52), the release shaft (53), and center shafts (56c, 57c, 58c) of the gears of the reduction gear mechanism (51) have mutually parallel axial directions, and when viewed from the axial directions, the axial centers (C0, C1, C2, C3, C4) of these shafts are aligned on the same straight line (T1).

Description

[Technical Field]

[0001] The present invention relates to a clutch control device. This application claims priority based on Japanese Patent Application No. 2022-156061, filed on September 29, 2022, the contents of which are incorporated herein by reference. [Background technology]

[0002] BACKGROUND ART Conventionally, there is known a clutch control device that automatically performs the connection and disconnection operation of a clutch device through electrical control (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

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

[0004] In the above-mentioned conventional technology, the clutch actuator including the motor is located in front of the engine, and the clutch actuator is connected to the release mechanism via an operating cable. While this increases the degree of freedom in the placement of the clutch actuator, it also increases the number of parts due to the need for transmission parts such as the operating cable. For this reason, it is conceivable to place the clutch actuator close to the clutch device and eliminate the transmission parts, but this would make the clutch actuator more likely to protrude in the vehicle width direction, so it is desirable to position the clutch actuator as compactly as possible.

[0005] The present invention aims to provide a clutch control device that allows for compact placement of a clutch actuator. The present application aims to improve operability by solving the above-mentioned problems. Furthermore, the present invention aims to further improve traffic safety and contribute to the development of sustainable transportation systems. [Means for solving the problem]

[0006] As a means for solving the above problems, the present invention has the following configuration. (1) A clutch control device according to an embodiment of the present invention includes a clutch device (26) that connects and disconnects the power transmission between a prime mover (13) of an equipment (1) and an output target (21), and a clutch actuator (50) that outputs a driving force for operating the clutch device (26). The clutch actuator (50) includes an electric motor (52) as a driving source, a release shaft (53) that rotates upon receiving input from the electric motor (52), and a reduction gear mechanism (51) that connects the electric motor (52) and the release shaft (53). The drive shaft (55) of the electric motor (52), the release shaft (53), and the center axes (56c, 57c, 58c) of the gears of the reduction gear mechanism (51) are axially parallel to each other, and when viewed from the axial direction, the respective axis centers (C0, C1, C2, C3, C4) are aligned on the same straight line (T1). According to the clutch control device of the present invention described above in (1), the axes of the electric motor, release shaft, and reduction gear mechanism of the clutch actuator are aligned on the same straight line, thereby reducing the width of the clutch actuator in a direction perpendicular to the alignment of the electric motor, release shaft, and reduction gear mechanism. In this way, by orienting the direction perpendicular to the alignment of the electric motor, release shaft, and reduction gear mechanism in the width direction of the device, the amount of protrusion of the clutch actuator in the width direction of the device can be reduced, and the device including the clutch actuator can be made smaller.

[0007] (2) In the clutch control device described in (1) above, a plurality of the electric motors (52) are provided, the drive shafts (55) of the electric motors (521, 522) are parallel to each other in axial direction, and the respective axis centers (C01, C02) are aligned on the straight line (T1) as viewed in the axial direction, and the clutch actuator (50) includes a first case (66a) forming an electric motor housing chamber (66d) that houses the plurality of electric motors (52), and a reduction gear (66b) for the reduction gear. and a second case (66b) that forms gear accommodating chambers (68d, 69d) that accommodate a gear mechanism (51), the gear accommodating chambers (68d, 69d) including a first gear accommodating chamber (68d) formed on the opposite side of the first case (66a) in the axial direction, and a second gear accommodating chamber (69d) formed on the first case (66a) side in the axial direction, and a gear mechanism (51) for accommodating a gear mechanism (51) for accommodating a gear mechanism (51) for accommodating a gear mechanism (51) for accommodating a gear mechanism (51). The reduction gear mechanism (51) includes a single input gear (57a) that is disposed between the plurality of drive gears (55a) in the second gear accommodating chamber (69d) and meshes with the plurality of drive gears (55a), and an input shaft (57c) that is held in the second case (66b), has one axial side that protrudes into the second gear accommodating chamber (69d), and supports the input gear (57a) on one axial side. The input shaft (57c), which is the central axis of the input gear (57a), and the plurality of drive shafts (55) have their respective axis centers aligned on the straight line (T1) when viewed from the axial direction, and the first case (66a) and the second case (66b) are positioned relative to each other via a plurality of knock pins (71), and the plurality of knock pins (71) have their respective axis centers (C5) aligned on the straight line (T1) when viewed from the axial direction. According to the clutch control device of the present invention described above in (2), even in a configuration in which a single input gear supported on a second case meshes with drive gears of multiple electric motors housed in a first case, multiple knock pins are arranged on a straight line along which the multiple drive gears and the single input gear are aligned to position the first case and the second case. This allows the multiple drive gears to mesh with the single input gear on the second case with high precision, even with the electric motors assembled to the first case. Furthermore, protrusion of each component of the clutch actuator in a direction perpendicular to the straight line (the width direction of the device) can be reduced, thereby enabling the device including the clutch actuator to be made more compact.

[0008] (3) In the clutch control device described in (2) above, each of the multiple knock pins (71) is held in one of the first case (66a) and the second case (66b), and the other of the first case (66a) and the second case (66b) has multiple fitting holes (73) into which the corresponding knock pins (71) are inserted, and the insertion depth (D1) of each knock pin (71) into the corresponding fitting hole (73) is deeper than the axial meshing depth (D2) of each drive gear (55a) and the input gear (57a). According to the clutch control device of the present invention described above in (3), when assembling the clutch actuator, if the first case and the second case are brought close to each other in the axial direction, the knock pin is fitted into the fitting hole before the drive gear and the input gear mesh. This makes it possible to axially mesh the drive gear and the input gear with the relative positions of the first case and the second case (and therefore the relative positions of the drive gear and the input gear) accurately determined, making it easier to assemble the actuator.

[0009] (4) In the clutch control device described in (2) or (3) above, in a direction perpendicular to the straight line (T1) when viewed from the axial direction, each gear of the reduction gear mechanism (51) is arranged within the width (H1) of the accommodation section (66) forming the electric motor accommodation chamber (66d) in the first case (66a). According to the clutch control device described in (4) above of the present invention, by reducing the size of each gear of the reduction gear mechanism, the protrusion of the clutch actuator in a direction perpendicular to the arrangement direction of the electric motor and the reduction gear mechanism can be reduced, thereby making it possible to reduce the size of the equipment including the clutch actuator.

[0010] (5) The clutch control device described in (2) or (3) above further includes a fixing member (67) fixed to a housing portion (66) forming the motor housing chamber (66d) in the first case (66a), the fixing member (67) including a fastening portion (67a) fastened to an equipment side component (17a) in a direction perpendicular to the axial direction, the fastening portion (67a) forming an oval bolt insertion hole (67b) that is long in the axial direction. According to the clutch control device of the present invention described above in (5), the fixing member fixed to the accommodation portion of the first case is fastened to the equipment using an elongated hole that is long in the axial direction, so that the accommodation portion can be attached to the equipment while absorbing the axial component tolerance. "Equipment-side components" is a general term for components fixed to the equipment main body, excluding the clutch actuator.

[0011] (6) The clutch control device described in any one of (1) to (3) above further includes an equipment cover (17a) attached to the clutch case (15) and covering the clutch device (26) from one widthwise side of the equipment (1), and a joint surface (S1) between the equipment cover (17a) and the clutch case (15) is inclined with respect to the vehicle longitudinal direction in a top view of the equipment (1), and the clutch actuator (50) is arranged to be contained between a first imaginary line (K1) along the joint surface (S1) in the top view and a second imaginary line (K2) that is parallel to the first imaginary line (K1) and passes through the outer end (17b1) of the equipment cover (17a) in the widthwise direction. According to the clutch control device of the present invention as set forth in (6) above, it is possible to suppress the amount of protrusion of the equipment in the width direction, and also to suppress the width of the assembly of the clutch actuator and the equipment cover. [Effects of the Invention]

[0012] According to an aspect of the present invention, it is possible to provide a clutch control device that allows a clutch actuator to be arranged compactly. [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 2 is a right side view of the motorcycle according to the present embodiment. [Figure 2] 3 is a cross-sectional view of a transmission and a change mechanism of the motorcycle. FIG. [Figure 3] FIG. 2 is a block diagram of a transmission system of the motorcycle. [Figure 4] FIG. 10 is an explanatory diagram showing the transition of the clutch control mode of the motorcycle; [Figure 5] FIG. 2 is a cross-sectional view of the clutch actuator taken along the axial direction. [Figure 6] FIG. 4 is an explanatory view of an upper portion of a gear case of the clutch actuator as viewed from the axial direction. [Figure 7] FIG. 4 is an explanatory view of a lower portion of a gear case of the clutch actuator as viewed from the axial direction. [Figure 8] FIG. 2 is a perspective view of a release shaft that operates the clutch device. [Figure 9] 9 is a cross-sectional view taken along line IX-IX in FIG. 8. [Figure 10A] 10 is a cross-sectional view corresponding to FIG. 9, illustrating the operation of the release shaft in a partial clutch engagement region, when driven by the clutch actuator. [Figure 10B] 10 is a cross-sectional view corresponding to FIG. 9, illustrating the operation of the release shaft in a half-clutch region, during manual intervention. [Figure 11A] 10 is a cross-sectional view corresponding to FIG. 9, illustrating the operation of the release shaft at the standby position, when driven by the clutch actuator. [Figure 11B] 10 is a cross-sectional view corresponding to FIG. 9 showing the operation of the release shaft at the standby position, during manual intervention. FIG. [Figure 12A]3 is a cross-sectional view of the clutch actuator with a first case body and a second case body disassembled. FIG. [Figure 12B] 10 is a cross-sectional view showing the state in the middle of assembling the first case body and the second case body of the clutch actuator. FIG. [Figure 13] FIG. 10 is a right side view of the clutch actuator and right cover assembly. [Figure 14] FIG. [Figure 15] FIG. 10 is a plan view showing a state in which the clutch actuator and the right cover subassembly are removed from the crankcase. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, directions such as front, rear, left, and right are the same as directions in the vehicle described below unless otherwise specified. In addition, in the drawings used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, an arrow UP indicating the top of the vehicle, and a line CL indicating the center of the left and right sides of the vehicle body are shown in appropriate locations. The term "middle" used in this embodiment refers not only to the center between both ends of an object, but also to the range inside the both ends of the object.

[0015] <Entire vehicle> As shown in Fig. 1, this embodiment is applied to a motorcycle 1 as an example of a saddle-ride type vehicle. A front wheel 2 of the motorcycle 1 is supported at the lower ends of a pair of left and right front forks 3. Upper portions of the left and right front forks 3 are supported via a steering stem 4 to a head pipe 6 at the front end of a body frame 5. A bar-type steering handle 4a is attached to the top bridge of the steering stem 4.

[0016] The body frame 5 includes a head pipe 6, a main frame 7 extending downward and rearward from the head pipe 6 at the center in the vehicle width direction (left and right direction), a pivot frame 8 provided below the rear end of the main frame 7, and a seat frame 9 connected to the rear of the main frame 7 and the pivot frame 8. A front end of a swing arm 11 is pivotally supported on the pivot frame 8 so that it can swing. A rear wheel 12 of the motorcycle 1 is supported on the rear end of the swing arm 11.

[0017] A fuel tank 18 is supported above the left and right main frames 7. A front seat 19 and a rear seat 19a are supported behind the fuel tank 18 and above the seat frames 9. Knee grip portions 18a that are recessed inward in the vehicle width direction are formed on both the left and right sides of the rear of the fuel tank 18. The left and right knee grip portions 18a are formed to fit into the following areas: the inside of the areas around the left and right knees of a driver seated on the front seat 19. Steps 18b are supported on both the left and right sides below the front seat 19. The driver places their ankles and feet on the steps 18b.

[0018] 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 (output target) 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).

[0019] The engine 13 has a cylinder 16 that stands upright above the front part of the crankcase 15. The rear part of the crankcase 15 forms a transmission case 17 that houses a transmission 21. A right cover 17a that spans the right side of the transmission case 17 is attached to the right side of the crankcase 15. The right cover 17a also serves as a clutch cover that covers the clutch device 26. The power unit PU is connected to the rear wheel 12 via, for example, a chain-type transmission mechanism (not shown).

[0020] <Transmission> 2, the transmission 21 is a stepped transmission. The transmission 21 has a main shaft 22, a countershaft 23, and a group of speed change gears 24 that straddles both shafts 22, 23. The countershaft 23 constitutes the output shaft of the transmission 21 and, ultimately, the power unit PU. The left end of the countershaft 23 protrudes to the left of the rear of the transmission case 17 and is connected to the rear wheel 12 via the chain transmission mechanism.

[0021] The main shaft 22 and countershaft 23 of the transmission 21 are disposed rearward of the crankshaft 14. A clutch device 26 is disposed coaxially on the right end of the main shaft 22. The clutch device 26 connects and disconnects the power transmission between the crankshaft 14 of the engine 13 and the main shaft 22 of the transmission 21. The clutch device 26 is connected and disconnected by at least one of the operation of a clutch operator (e.g., a clutch lever, not shown) by the rider and the operation of a clutch actuator 50, which will be described in detail later.

[0022] The clutch device 26 is, for example, a wet multi-plate clutch, a so-called normally closed clutch. The rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and then transmitted from the main shaft 22 to the countershaft 23 via any gear pair of the transmission gear set 24. A drive sprocket 27 of the chain transmission mechanism is attached to the left end of the countershaft 23, which protrudes from the rear left side of the crankcase 15.

[0023] A change mechanism 25 that switches between gear pairs in the transmission gear set 24 is housed near the transmission 21 within the transmission case 17. The change mechanism 25 has a hollow cylindrical shift drum 32 that is parallel to both shafts 22, 23. By rotation of this shift drum 32, the change mechanism 25 actuates a plurality of shift forks 32a. This actuation is performed according to the pattern of lead grooves formed on the outer periphery of the shift drum 32. By this actuation, the change mechanism 25 switches between gear pairs used for power transmission between both shafts 22, 23 in the transmission gear set 24.

[0024] 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).

[0025] <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, 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 rotation speed sensor 46, etc. The acceleration sensor 41 detects the behavior of the vehicle body. The gear position sensor 42 detects the gear position from the rotation angle of the shift drum 32. The shift load sensor 43 detects the operating torque input to the shift spindle 31 (see FIG. 2) of the change mechanism 25. The throttle opening sensor 44 detects the throttle opening. The vehicle speed sensor 45 detects the vehicle speed. The engine rotation speed sensor 46 detects the engine rotation speed.

[0026] The control unit 40 includes a clutch control unit 40C and an engine control unit 40E that are independent of each other. The clutch control unit 40C mainly controls the drive of the clutch actuator 50. The engine control unit 40E mainly controls the drive 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 within a single ECU as long as they perform control independent of each other.

[0027] 2 and 5, 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 (electric motor, hereinafter simply referred to as motor 52) as a drive source, and a speed reduction mechanism (reduction gear mechanism) 51 that transmits the drive force of motor 52 to release shaft 53. Speed ​​reduction mechanism 51 includes a first reduction shaft 57, a second reduction shaft 58, and a third reduction shaft 56. For example, third reduction shaft 56 is provided with a rotation angle sensor 56d that detects the rotation angle of third reduction shaft 56.

[0028] Referring to FIG. 3, clutch control unit 40C calculates the following current values ​​based on a preset calculation program. The current values ​​are values ​​of current supplied to motor 52 to connect and disconnect clutch device 26. The current supplied to motor 52 is determined based on the correlation with the torque output by motor 52. The target torque of motor 52 is proportional to the operating torque (driven clutch lever torque, described later) applied to release shaft 53. The current value supplied to motor 52 is detected by current sensor 40b included in clutch control unit 40C. The operation of clutch actuator 50 is controlled in accordance with changes in this detected value. The clutch actuator 50 will be described in detail later.

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

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

[0031] The above-mentioned pressure contact (frictional engagement) is released by actuation of a release mechanism 38 inside the right cover 17a. The actuation of the release mechanism 38 is effected 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.

[0032] <Release mechanism> As shown in FIG. 2, the release mechanism 38 includes a lifter shaft 39 and a release shaft 53. Lifter shaft 39 is held reciprocally in the axial direction within the right side of main shaft 22. Release shaft 53 is disposed so that its axial direction is perpendicular to that of lifter shaft 39, and is held rotatably about its axis on the outer side of right cover 17a. Line C4 in the drawing indicates the central axis of release shaft 53, which extends 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 part of release shaft 53 is positioned more rearward with respect to the vertical direction (see FIG. 1). An upper part of release shaft 53 protrudes outside right cover 17a, and a driven clutch lever 54 is attached to the upper part of this release shaft 53 so as to be rotatable integrally therewith. The driven clutch lever 54 is connected to the clutch lever via an operating cable (not shown).

[0033] 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 engages with the right end portion of the lifter shaft 39. When the release shaft 53 rotates about its axis, the eccentric cam portion 38a acts to move 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 puts the normally closed clutch device 26 into a disconnected state in which power cannot be transmitted.

[0034] The release mechanism 38 is not limited to an eccentric cam mechanism, but may be one that includes a rack and pinion, a feed screw, etc. The mechanism that connects the clutch lever and driven clutch lever 54 is not limited to an operating cable, but may be one that includes a rod, a link, etc.

[0035] <Clutch control mode> As shown in Figure 4, the clutch control device 40A of this embodiment has three clutch control modes. The clutch control modes include an auto mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation. The clutch control mode transitions between the three modes as appropriate in response to the operation of the clutch control mode changeover switch 49 (see Figure 3) and the clutch operator. The manual mode M2 ​​and the manual intervention mode M3 are collectively referred to as a manual system M2A.

[0036] Auto mode M1 is a mode in which a clutch capacity appropriate for the driving state is calculated in accordance with automatic start / gear change control, and the clutch device 26 is controlled. Manual mode M2 ​​is a mode in which a clutch capacity is calculated in accordance with a clutch operation instruction from the occupant, and the clutch device 26 is controlled. Manual intervention mode M3 is a temporary manual operation mode in which a clutch operation instruction from the occupant is received during auto mode M1, and the clutch capacity is calculated from the clutch operation instruction to control the clutch device 26. Note that manual intervention mode M3 may be set to return to auto mode M1 if, for example, the occupant stops operating the clutch operator (completely released state) for a specified time.

[0037] 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.

[0038] The auto mode M1 is basically a mode in which clutch control is performed automatically. In the auto mode M1, the motorcycle 1 can be driven without lever operation. In the auto mode M1, the clutch capacity is controlled based on the throttle opening, engine speed, vehicle speed, shift sensor output, and the like. This allows the motorcycle 1 to start without stalling (meaning engine stop or engine stall) by operating the throttle alone. The motorcycle 1 can also be changed gears by shifting alone. In addition, in the auto mode M1, when the rider grips the clutch lever, the mode switches to the manual intervention mode M3. This allows the clutch device 26 to be disengaged at will.

[0039] 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 engaged and disengaged). Switching between auto mode M1 and manual mode M2 ​​is possible. This switching is performed, for example, by operating the clutch control mode changeover switch 49 (see FIG. 3) while the motorcycle 1 is stopped and the transmission 21 is in neutral. Note that the clutch control device 40A may be provided with an indicator that shows that it is in the manual state when transitioning to the manual system M2A (manual mode M2 ​​or manual intervention mode M3).

[0040] Manual mode M2 ​​is basically a mode in which clutch control is performed manually. In manual mode M2, the clutch capacity can be controlled according to the operating angle of the clutch lever (and therefore the operating angle of the driven clutch lever 54). This allows the driver to control the engagement and disengagement of the clutch device 26 at will. Note that even in manual mode M2, clutch control can be automatically intervened when a shift operation is performed without clutch operation. Hereinafter, the operating angle of the driven clutch lever 54 will be referred to as the driven clutch lever operating angle.

[0041] In the automatic mode M1, the clutch actuator 50 automatically engages and disengages the clutch device 26. At this time, manual clutch operation can be performed on the clutch lever to temporarily intervene manually in the automatic control of the clutch device 26 (manual intervention mode M3).

[0042] <Manual clutch operation> In the motorcycle 1 shown in FIG. 1, a clutch lever (not shown) as a manual clutch operator is attached to the base end side (inner side in the vehicle width direction) of the left grip of the steering handle 4a. 2, the clutch lever is connected via an operating cable (not shown) to a driven clutch lever 54 attached to a release shaft 53 of the clutch device 26. The driven clutch lever 54 is attached to an upper end of the release shaft 53 that protrudes above the right cover 17a so as to be rotatable integrally therewith.

[0043] Furthermore, for example, a handle switch (not shown) attached to the steering handle 4a is provided with the clutch control mode changeover switch 49. This allows the occupant to easily change over the clutch control mode during normal driving.

[0044] <Clutch actuator> As shown in FIGS. 1 and 13, a clutch actuator 50 is attached to the upper part of the right cover 17a on the right side of the crankcase 15. 5 to 7, the clutch actuator 50 includes a motor 52 and a speed reduction mechanism 51. Motor 52 is, for example, a DC motor, and is arranged, for example, with its axial direction parallel to that of release shaft 53. Motor 52 is arranged so that drive shaft 55 protrudes upward. Reduction mechanism 51 transmits the driving force of motor 52 to release shaft 53.

[0045] In this 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 will be referred to as a first motor 521, and the motor 52 located on the vehicle rear side and inward in the vehicle width direction of the first motor 521 will be referred to as a second motor 522. Lines C01 and C02 in the 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. Furthermore, both axes C01 and C02 may be collectively referred to as axis C0. Control of the plurality (two) motors 52 will be described later.

[0046] The speed reduction mechanism 51 reduces the speed of the rotational power output from the motor 52 and transmits the reduced power to the release shaft 53. The speed reduction mechanism 51 includes, for example, a gear train whose axial direction is parallel to that of the release shaft 53. The speed 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 third reduction gear 56a, a third small-diameter gear 56b, a driven gear 63a, and a gear case 59.

[0047] The drive gear 55a is integrally provided on the drive shaft 55 of each motor 521, 522. The first reduction gear 57a meshes with each drive gear 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 third reduction gear 56a meshes with the second small-diameter gear 58b. The third small-diameter gear 56b is provided coaxially with the third reduction gear 56a. The second small-diameter gear 58b meshes with the driven gear 63a. The gear case 59 houses each gear. The configuration of the gear case 59 will be described in detail later.

[0048] The first reduction gear 57a and the first small-diameter gear 57b are supported by a 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 a first reduction shaft 57. The second reduction gear 58a and the second small-diameter gear 58b are supported by a 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 a second reduction shaft 58. The third reduction gear 56a and the third small-diameter gear 56b are supported by a third support shaft 56c so as to be rotatable together. The third reduction gear 56a, the third small-diameter gear 56b, and the third support shaft 56c constitute a third reduction shaft 56.

[0049] The third reduction shaft 56 is aligned forward of the second reduction shaft 58, which is aligned forward of the first reduction shaft 57. The release shaft 53 is aligned forward of the third reduction shaft 56. The central axis C4 of the release shaft 53 and the central axes C1, C2, and C3 of the reduction shafts 56, 57, and 58 are aligned on the same straight line T1 extending in the front-to-rear direction when viewed from the axial direction. The shaft arrangement of the clutch actuator 50 will be described in detail later.

[0050] The first support shaft 57c, the second support shaft 58c, and the third support shaft 56c are each rotatably supported by a gear case 59. The third reduction gear 56a is a sector gear centered on the third support shaft 56c. The third reduction gear 56a is provided so as to extend forward of the third support shaft 56c and outward in the vehicle width direction. In the drawing, line C1 indicates the central axis of the first reduction shaft 57, line C2 indicates the central axis of the second reduction shaft 58, and line C3 indicates the central axis of the third reduction shaft 56.

[0051] The driven gear 63a is provided on the release shaft 53 so as to be rotatable integrally with the release shaft 53. The driven gear 63a is a sector gear centered on the release shaft 53. The driven gear 63a is provided so as to extend forward of the release shaft 53 and inward in the vehicle width direction. The gear on the downstream side in the reduction mechanism 51 has a small rotation angle. For this reason, the third reduction gear 56a and the driven gear 63a can be sector gears with small rotation angles.

[0052] As a result, it is possible to reduce the size of the reduction mechanism 51 and, in turn, the clutch actuator 50. That is, even when a large-diameter reduction gear is provided to increase the reduction ratio, by cutting out the area outside the meshing range of this reduction gear to form a sector shape, the following effects are achieved: 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.

[0053] 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.

[0054] Each gear is a flat spur gear with a reduced axial thickness, and the gear case 59 is also formed flat with a reduced axial thickness. This reduces the axial thickness of the entire reduction mechanism 51, making it less noticeable when viewed from the side of the vehicle. It also makes it easier to arrange the gears stacked in the axial direction. A rotation angle sensor 56d is provided on the upper surface side of gear case 59. Rotation angle sensor 56d is connected to one end of third reduction shaft 56 and detects the rotation angle thereof. By detecting the rotation angle of third reduction shaft 56, which is close to release shaft 53, the detection accuracy of the rotation angle of release shaft 53, and therefore the clutch capacity, is improved.

[0055] The motor 52 is disposed so as to protrude downward from the front of the gear case 59. This allows the motor 52 to be disposed as follows: That is, the motor 52 can be disposed forward to avoid the bulge 17b of the right cover 17a that covers the clutch device 26. This prevents the clutch actuator 50 from protruding outward in the vehicle width direction.

[0056] The driving force of motor 52 is decelerated as follows before being transmitted to release shaft 53. That is, the driving force of motor 52 is decelerated between drive gear 55a and first reduction gear 57a, between first small-diameter gear 57b and second reduction gear 58a, between second small-diameter gear 58b and third reduction gear 56a, and further between third small-diameter gear 56b and driven gear 63a.

[0057] <Clutch actuator placement> As shown in Figure 1, 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. In the figure, 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. In a side view of the vehicle, the driver's lower leg L2 extends diagonally rearward and downward from knee grip portion 18a, and foot L3 rests on step 18b.

[0058] The clutch actuator 50 protrudes outward in the vehicle width direction beyond the knee grip portion 18a. The clutch actuator 50 is positioned to avoid the driver's lower leg L2 in front of it in a side view of the vehicle. This reduces interference of the clutch actuator 50 with the space for the driver's legs to be placed. Even when the driver stretches his / her legs and lands his / her feet L3, the clutch actuator 50 is positioned to avoid the driver's lower leg L2 in a side view of the vehicle in front of it. This also reduces interference of the clutch actuator 50 with the space for the driver's legs to be placed.

[0059] 13 to 15, the right cover 17a has the following range as a bulging portion 17b that bulges outward in the vehicle width direction. The above 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 the upper part of the bulging portion 17b. The cover recess 17c changes the outer surface of the cover recess 17c toward the inside in the vehicle width direction compared to the lower part of the bulging portion 17b. The cover recess 17c forms a step portion 17d that changes the outer surface of the bulging portion 17b in a stepped shape. The step portion 17d forms a flat surface along the vehicle width direction. The clutch actuator 50 is attached to the right cover 17a in a state where it is positioned so as to fit into the cover recess 17c.

[0060] 13 and 14, the cover recess 17c includes a first recess 17c1 into which the gear case 59 of the clutch actuator 50 is fitted, and a second recess 17c2 into which the motor case 66 is fitted. The cover recess 17c is formed such that the second recess 17c2 is shallower in the vehicle width direction than the first recess 17c1. The first recess 17c1 and the second recess 17c2 are formed at an inclination that matches the inclination of the clutch actuator 50 in a side view of the vehicle. The second recess 17c2 protrudes further toward the front of the vehicle than the bulge 17b. For convenience of illustration, details of the right cover 17a differ between FIGS. 13 and 14.

[0061] The first recess 17c1 forms a first flat surface 17c3 that fits along the lower surface of an upper step portion 68 (described in detail later) of the gear case 59. The second recess 17c2 forms a second flat surface 17c4 that fits along the lower surface of a motor cover 67 (described in detail later) that is fixed to the lower part of the clutch actuator 50. The first flat surface 17c3 and the second flat surface 17c4 are included in the step portion 17d. The first flat surface 17c3 and the second flat surface 17c4 are planar and perpendicular to the axial direction.

[0062] The first flat surface 17c3 is formed with a plurality of upper fastening portions 17c5 for fastening the upper stage portion 68 of the gear case 59 with bolts B1 along the axial direction, and is also formed with a shaft insertion portion 17c6 through which the release shaft 53 is inserted. The gear case 59 is formed with a plurality of case-side fastening portions 59a (see FIG. 6) that correspond to the plurality of upper fastening portions 17c5 and are fastened by inserting bolts B1, and is also formed with an opening 59 (see FIG. 5) that corresponds to the shaft insertion portion 17c6 and through which the release shaft 53 is inserted. An upper portion of the release shaft 53 protrudes obliquely upward and rearward from the first flat surface 17c3 and reaches the inside of the gear case 59.

[0063] A plurality of (e.g., three) lower fastening portions 17c7 are formed in the lower portion of the second recess 17c2. The lower fastening portions 17c7 are used to fasten the motor cover 67 with bolts B2 extending in the vehicle width direction (the direction perpendicular to the axial direction). The motor cover 67 is also provided with a plurality of cover-side fastening portions 67a, which are formed corresponding to the plurality of lower fastening portions 17c7 and fasten the motor cover 67 with the bolts B2. The bolt holes 67b in each cover-side fastening portion 67a, through which the bolts B2 are inserted, have an elliptical shape that is elongated in the axial direction. This allows for axial tolerances to be accommodated when fastening the lower portion of the clutch actuator 50. In other words, the axial position of the clutch actuator 50 is determined by the upper fixing portion (case-side fastening portion 59a) abutting against the first flat portion 17c3 in the axial direction. However, the axially elongated bolt holes 67b in the lower fixing portion (cover-side fastening portion 67a) of the clutch actuator 50 allow for positional deviation of the lower portion of the clutch actuator 50 due to axial component tolerances, etc., to be accommodated.

[0064] <Release shaft> As shown in Figures 5, 8, and 9, release shaft 53 is divided into multiple elements so that it can rotate in response to inputs from clutch actuator 50 and inputs from the driver's operation, separately. The release shaft 53 includes an upper release shaft 61 that forms the upper portion, a lower release shaft 62 that forms the lower portion, and an intermediate release shaft 63. The intermediate release shaft 63 is disposed across the lower end of the upper release shaft 61 and the upper end of the lower release shaft 62.

[0065] The upper release shaft 61 has a cylindrical shape. The upper release shaft 61 is rotatably supported by an upper boss portion 59b of the gear case 59. The upper end portion of the upper release shaft 61 protrudes outside the gear case 59. The driven clutch lever 54 is supported at the upper end portion of the upper release shaft 61 so as to be rotatable integrally therewith. A return spring (not shown) is attached to the driven clutch lever 54. This return spring applies a biasing force to the driven clutch lever 54 in the direction opposite to the rotation (rotation in the clutch disengagement direction) caused by operation of the clutch operator.

[0066] The lower release shaft 62 has a cylindrical shape. The lower part of the lower release shaft 62 is rotatably supported inside the right cover 17a. The lower part of the lower release shaft 62 faces the inside of the gear case 59. The eccentric cam portion 38a of the release mechanism 38 is formed at this lower part (see FIG. 2). A lower return spring (not shown) is attached to the lower end of the lower release shaft 62. This lower return spring applies a biasing force to the lower release shaft 62 in the direction opposite to the rotation in the clutch disengagement direction.

[0067] A manual operation side cam 61b having a sector-shaped cross section and extending in the axial direction is provided at the lower end of the upper release shaft 61. A clutch-side cam 62b extending in the axial direction and having a sector-shaped cross section is provided at the upper end of the lower release shaft 62. The clutch-side cam 62b is provided in a range that avoids the manual operation-side cam 61b in the circumferential direction.

[0068] 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. This allows one circumferential side surface 61b1 of the manual operation side cam 61b to press the other circumferential side surface 62b2 of the clutch side cam 62b, thereby rotating the lower release shaft 62 (see Figures 10B and 11B).

[0069] The other circumferential side surface 61b2 of the manual operation side cam 61b and the one circumferential side surface 62b1 of the clutch side cam 62b are spaced apart from each other in the circumferential direction. 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. 10A and 11A).

[0070] The intermediate release shaft 63 has, for example, a cylindrical shape. The intermediate release shaft 63 can be inserted through an engagement portion (upper and lower shaft engagement portion) between the lower end of the upper release shaft 61 and the upper end of the lower release shaft 62. A driven gear 63a is supported on the intermediate release shaft 63 so as to be rotatable integrally therewith. The intermediate release shaft 63 is provided with a control operation side cam 63b that has a sector-shaped cross section and extends in the axial direction.

[0071] 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 with the inner periphery thereof, other than the bearing that supports it in the gear case 59, at the following locations: the lower end of the upper release shaft 61 (manual operation side cam 61b) and the upper end of the lower release shaft 62 (clutch side cam 62b). Furthermore, the driven gear 63a only has its gear teeth in contact with the second small-diameter gear 58b, which reduces friction in the driven gear 63a, which is the control gear, as much as possible, improving the accuracy of control of the release shaft 53.

[0072] 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. This allows one circumferential side surface 63b1 of the control operation side cam 63b to press the other circumferential side surface 62b2 of the clutch side cam 62b, causing the lower release shaft 62 to rotate.

[0073] Furthermore, the control operation side cam 63b is disposed so as to avoid, in the radial direction, the manual operation side cam 61b of the upper release shaft 61. This allows the lower release shaft 62 to rotate independently of the upper release shaft 61 when transmitting input from the clutch actuator 50 to the clutch side cam 62b. Furthermore, when manual operation is performed, the upper release shaft 61 can rotate independently of the control side intermediate release shaft 63.

[0074] 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, so that when an input is applied to the clutch side cam 62b from the manual operation side cam 63b, the lower release shaft 62 can rotate independently of the intermediate release shaft 63.

[0075] 5, 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. Lower release shaft 62 is rotatably held by right cover 17a.

[0076] 14, a shaft insertion portion 17c5 is provided in a first flat portion 17c3 of the stepped portion 17d of the cover recess 17c of the right cover 17a, through which protrudes an upper end portion of the lower release shaft 62. An opening 59c is provided in a portion of the gear case 59 facing the first flat portion 17c3 of the stepped portion 17d of the cover recess 17c, through which the upper end portion of the lower release shaft 62 protruding from the shaft insertion portion 17c5 faces the inside of the gear case 59.

[0077] In this configuration, when the clutch actuator 50 is attached to the right cover 17a, a linear release shaft 53 is formed together with the lower release shaft 62 on the right cover 17a side. The release shaft 53 is formed by interconnecting the upper release shaft 61, the intermediate release shaft 63, and the lower release shaft 62.

[0078] The power unit PU of the embodiment can be configured as follows for a manual clutch power unit in which the clutch device 26 is engaged and disengaged by the driver rather than electrically controlled. That is, the power unit PU can be configured by replacing the right cover 17a and the release shaft 53 and retrofitting the clutch actuator 50. Therefore, the clutch actuator 50 can be attached to power units of different models. Therefore, the clutch actuator 50 can be shared among multiple models, making it easy to configure a semi-automatic transmission system (automatic clutch transmission system).

[0079] <2 motor control> Referring to FIG. 5, in an embodiment, two motors 521, 522 in the clutch actuator 50 may cooperate to drive the release shaft 53 (to engage and disengage the clutch device 26). In this case, the load shared by the two motors 521, 522 is halved, thereby enabling the size of each of the motors 521, 522 to be reduced. This increases the degree of freedom in the layout of the motor 52 compared to when a single large motor 52 is provided. Therefore, 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. This makes it possible to substantially reduce the size of the clutch control device 40A.

[0080] In the embodiment, in the clutch actuator 50, under normal circumstances (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 motor 52 may refrain from operating as a fail-safe, or may be used as a current sensor.

[0081] <Clutch actuator shaft arrangement> Next, the arrangement of the drive shaft 55 of the motor 52, the release shaft 53, and the reduction shafts 56, 57, and 58 of the speed reduction mechanism 51 in the clutch actuator 50 will be described. 5 to 7 and 13, the following central axes extending in the up-down direction in clutch actuator 50 are inclined relative to the vertical direction so that the upper portions are positioned more rearward in a side view of the vehicle (only C4 is shown in FIG. 13). These central axes are central axis C4 of release shaft 53, central axis C0 of motor 52 (central axes C01 and C02 of motors 521 and 522), and central axes C1, C2, and C3 of support shafts 56c, 57c, and 58c of reduction shafts 56, 57, and 58 of speed reduction mechanism 51. These central axes are parallel to each other in a side view of the vehicle and are aligned on the same straight line T1 when viewed axially (see FIGS. 6 and 7).

[0082] 15, in a top view of the vehicle, a joint surface S1 between the right side portion of the crankcase 15 (which is also the main body of the clutch case that houses the clutch device 26) and the right cover 17a is inclined in the front-to-rear direction with respect to a plane S2 that is perpendicular to the vehicle width direction. Specifically, the joint surface S1 is inclined so that it is positioned more inward in the vehicle width direction as it approaches the rear. This reduces the protrusion of the right rear portion of the crankcase 15, thereby reducing the size of the crankcase 15 when molded. The above-mentioned line T1 is approximately parallel to the joint surface S1 (meaning, for example, that they do not intersect within the front-to-rear length of the vehicle) in a top view of the vehicle (generally in the axial direction). The right side portion of the crankcase 15 and the right cover 17a form a clutch case that houses the clutch device 26.

[0083] In a top view of the vehicle, the clutch actuator 50 is disposed between a first imaginary line K1 that extends along the joint surface S1 and a second imaginary line K2 that is parallel to the first imaginary line K1 and passes through the outer end 17b1 of the bulging portion 17b of the right cover 17a in the vehicle width direction. In the drawing, the symbol H2 indicates the width between the first imaginary line K1 and the second imaginary line K2.

[0084] The clutch actuator 50 has a flattened shape with a narrower left-right width in the width direction perpendicular to the line T1 and the axial direction than the front-to-rear width in the direction of the line T1 and the up-down width in the axial direction. The width direction of the clutch actuator 50 is oriented roughly in the vehicle width direction, thereby minimizing outward protrusion in the vehicle width direction. The direction of the line T1 (the direction in which the axes are aligned) of the clutch actuator 50 is inclined outward in the vehicle width direction toward the front, so that the outward protrusion in the vehicle width direction increases toward the front. The protrusion on the front side of the clutch actuator 50 is away from the space where the driver's legs are positioned (see Figure 1), minimizing interference of the clutch actuator 50 with the driver's legs.

[0085] <Unit case structure> Next, the structure of the unit case 65 of the clutch actuator 50 will be described. 5 and 13, the unit case 65 includes a gear case 59, a motor case 66, and a motor cover 67.

[0086] The gear case 59 is formed into two stages, upper and lower, in the axial direction. Hereinafter, the upper part of the gear case 59 will be referred to as the upper stage portion 68, and the lower part of the gear case 59 will be referred to as the lower stage portion 69. The gear case 59 is configured such that the upper stage portion 68 is shifted rearward relative to the lower stage portion 69 along a plane perpendicular to the axial direction. A motor case 66 extending along the axial direction is connected below the lower stage portion 69. A motor cover 67 is fixed to the lower part of the motor case 66.

[0087] The upper stage 68 of the gear case 59 is divided into upper and lower parts along a dividing plane perpendicular to the axial direction. Hereinafter, the lower part of the upper stage 68 will be referred to as an upper stage main body 68a that opens upward, and the upper part of the upper stage 68 will be referred to as an upper case cover 68b that closes the upper opening of the upper stage main body 68a from above. The lower stage 69 of the gear case 59 is divided into upper and lower parts along a dividing plane perpendicular to the axial direction. Hereinafter, the upper part of the lower stage 69 will be referred to as a lower stage main body 69a that opens downward, and the lower part of the lower stage 69 will be referred to as a case lower cover 69b that closes the lower part of the lower stage main body 69a from below.

[0088] The upper stage portion 68 has a rectangular shape that is long in the direction along the line T1 (the line T1 direction) when viewed in the axial direction. The lower stage portion 69 has an oval shape that is long in the line T1 direction when viewed in the axial direction. The upper stage portion 68 forms an upper-stage gear accommodating chamber 68d, and the lower stage portion 69 forms a lower-stage gear accommodating chamber 69d. The upper and lower gear accommodating chambers 68d, 69d are separated by a partition wall.

[0089] The motor case 66 defines a motor housing chamber 66d that houses the two motors 52. The motor housing chamber 66d houses the two cylindrical motors 52 arranged in parallel. The motor case 66 is shaped like a cylinder with a bottom and an oval cross section. A case lower cover 69b is integrally formed on the upper part of the motor case 66 to enlarge the cross section. The motor case 66 and the case lower cover 69b are integrally formed to form a lower case body 66a (first case), and the upper portion main body 68a and the lower end main body are integrally formed to form an upper case body 66b (second case).

[0090] The lower case body 66a forms a motor housing chamber 66d that houses the two motors 52, and the upper case body 66b forms gear housing chambers 68d, 69d that house the reduction gear mechanism 51. An upper case cover 68b is attached to the upper case body 66b from above, and an upper gear housing chamber 68d is formed between the upper case body 66b and the upper case cover 68b. A lower case cover 69b of the lower case body 66a is attached to the upper case body 66b from below, and a lower gear housing chamber 69d (second gear housing chamber) is formed between the upper case body 66b and the lower case cover 69b.

[0091] When viewed from the axial direction, the gears of the reduction mechanism 51, together with the fact that some of them are sector gears, reduce the width in the direction perpendicular to the line T1. The gears of the reduction mechanism 51 are arranged within the width H1 of the motor case 66 in the direction perpendicular to the line T1.

[0092] The drive gears 55a of the drive shafts 55 of the two motors 52 protrude into the lower gear housing chamber 69d. A first reduction gear 57a, which is the single input gear of the speed reduction mechanism 51, is disposed between the two drive gears 55a in the direction of the straight line T1. The first reduction gear 57a has both ends in the direction of the straight line T1 meshed with the two drive gears 55a, respectively.

[0093] The first reduction gear 57a is supported by a first support shaft 57c (input shaft). The first support shaft 57c is held by the upper case body 66b, and one axial side (lower side) protrudes into the second gear accommodating chamber 69d. The first reduction gear 57a is supported by a portion of the first support shaft 57c protruding into the second gear accommodating chamber 69d. The protruding portion of the first support shaft 57c is cantilevered toward the upper case body 66b and is not supported by the lower case body 66a. This eliminates the need for a bearing to support the first support shaft 57c between the two motors 52 in the lower case body 66a. Therefore, it is possible to position the two motors 52 as close to each other as possible and to make the clutch actuator 50 as small as possible in the direction of the line T1 (the direction in which the shafts are aligned).

[0094] The motor cover 67 is fixed to the lower part of the motor case 66 of the lower case body 66a. The motor cover 67 is a fixing member for fixing the motor case 66 and therefore the lower part of the clutch actuator 50 to the right cover 17a.

[0095] 5 and 7, the lower case body 66a and the upper case body 66b are positioned relative to each other via a pair of front and rear knock pins 71. The pair of front and rear knock pins 71 are arranged outside the two drive shafts 55 in the direction of line T1, ensuring a certain pitch between them. Line C5 in the figure indicates the central axis of the knock pin 71. The pair of front and rear knock pins 71 are arranged such that their respective axes (axis lines C5) are positioned on line T1 when viewed from the axial direction. The pair of front and rear knock pins 71 position the lower case body 66a and the upper case body 66b relative to each other in a direction perpendicular to the axial direction.

[0096] 12A, each knock pin 71 is held by, for example, fitting its lower portion into a holding hole 72 in the lower case body 66a. A pair of front and rear fitting holes 73 into which each knock pin 71 is inserted are formed in the upper case body 66b.

[0097] 5, the insertion depth D1 of each knock pin 71 into each fitting hole 73 is set to be deeper than the axial meshing depth D2 between each drive gear 55a and first reduction gear 57a. The "mesh depth D2" corresponds to the amount of axial movement from a state in which the lower case body 66a and the upper case body 66b are disassembled and the upper end height Z1 of each drive gear 55a is aligned with the lower end height Z2 of the first reduction gear 57a (see FIG. 12B), to a state in which the lower case body 66a and the upper case body 66b are joined and each drive gear 55a is meshed with the first reduction gear 57a (see FIG. 5).

[0098] When assembling the clutch actuator 50, first, the gears of the reduction mechanism 51 and the motors 52 are pre-assembled in the lower case body 66a and the upper case body 66b, respectively. Next, the lower case body 66a and the upper case body 66b are brought close to each other in the axial direction and joined together.

[0099] 12B, before each drive gear 55a and first reduction gear 57a mesh with each other, the lower case body 66a and the upper case body 66b are positioned in a direction perpendicular to the axial direction by the knock pin 71. That is, before each drive gear 55a and first reduction gear 57a mesh with each other, the knock pin 71 enters the fitting hole 73. As a result, the drive gear 55a and first reduction gear 57a are positioned relative to each other in a direction perpendicular to the axial direction before they mesh with each other.

[0100] Thereafter, after the upper end height Z1 of each drive gear 55a and the lower end height Z2 of the first reduction gear 57a are aligned, if there is no interference between the teeth of the gears, the lower case body 66a and the upper case body 66b can be brought closer to each other in the axial direction and coupled together. If there is interference between the teeth of the gears, the interference between the teeth of the gears can be eliminated by, for example, rotating the first reduction gear 57a using a jig, tool, or the like.

[0101] As a result, even if the first reduction gear 57a is not supported on the lower case body 66a like the drive gear 55a, the first reduction gear 57a and the drive gear 55a can be easily meshed when the lower case body 66a and the upper case body 66b are joined together. Note that each knock pin 71 may be held in the upper case body 66b. Alternatively, one knock pin 71 may be held in the upper case body 66b, and the other knock pin 71 may be held in the lower case body 66a.

[0102] As described above, the clutch control device 40A in the above embodiment is a clutch control device 40A that includes a clutch device 26 that connects and disconnects the power transmission between the prime mover (engine 13) of the equipment (motorcycle 1) and the output object (transmission 21), and a clutch actuator 50 that outputs a driving force to operate the clutch device 26, and the clutch actuator 50 includes an electric motor 52 as a driving source, a release shaft 53 that rotates upon receiving input from the motor 52, and a reduction gear mechanism (speed reduction mechanism 51) that connects between the motor 52 and the release shaft 53, and the drive shaft 55 of the motor 52, the release shaft 53, and the central axes 56c, 57c, 58c of each gear of the speed reduction mechanism 51 are axially parallel to each other, and when viewed from the axial direction, each axis center (axis lines C0, C1, C2, C3, C4) is aligned on the same straight line T1.

[0103] According to this configuration, the axes of motor 52, release shaft 53, and speed reduction mechanism 51 of clutch actuator 50 are aligned on the same straight line T1, thereby reducing the width of clutch actuator 50 in a direction (generally the vehicle width direction) perpendicular to the alignment direction (generally the vehicle front-to-rear direction) of motor 52, release shaft 53, and speed reduction mechanism 51. In this way, by orienting the direction perpendicular to the alignment direction of motor 52, release shaft 53, and speed reduction mechanism 51 in the width direction of the device (motorcycle 1), the amount of protrusion of clutch actuator 50 in the width direction of the device can be reduced, and the device including clutch actuator 50 can be made more compact.

[0104] Further, in the clutch control device 40A, a plurality of the motors 52 are provided (a first motor 521 and a second motor 522), the drive shafts 55 of the motors 521, 522 are parallel to each other in axial direction, and the respective axial centers (axis lines C01, C02) are aligned on the straight line T1 when viewed in the axial direction, the clutch actuator 50 includes a lower case body 66a forming a motor accommodating chamber 66d that accommodates the plurality of motors 52, and an upper case body 66b forming gear accommodating chambers 68d, 69d that accommodate the reduction mechanism 51, the gear accommodating chambers 68d, 69d including a first gear accommodating chamber 68d formed on the opposite side of the lower case body 66a in the axial direction and a second gear accommodating chamber 69d formed on the lower case body 66a side in the axial direction, and a drive gear 55a that protrudes into the second gear accommodating chamber 69d is provided on each drive shaft 55 of the plurality of motors 52, The speed reduction mechanism 51 includes a single first reduction gear 57a that is disposed between the plurality of drive gears 55a in the second gear accommodating chamber 69d and meshes with the plurality of drive gears 55a, and a first support shaft 57c that is held by the upper case body 66b, has one side in the axial direction protruding into the second gear accommodating chamber 69d, and supports the first reduction gear 57a on one side in the axial direction. The first support shaft 57c, which is the central axis of the first reduction gear 57a, and the plurality of drive shafts 55 have their respective axis centers (axis lines C1, C01, C02) aligned on the straight line T1 as viewed in the axial direction, and the lower case body 66a and the upper case body 66b are positioned relative to each other via a plurality of knock pins 71 that are disposed outward of the plurality of drive shafts 55 in the alignment direction, and the plurality of knock pins 71 have their respective axis centers (axis line C5) aligned on the straight line T1 as viewed in the axial direction.

[0105] According to this configuration, even in a configuration in which a single first reduction gear 57a supported by an upper case body 66b meshes with drive gears 55a of multiple motors 52 housed in a lower case body 66a, multiple knock pins 71 are disposed outside the multiple drive shafts 55 on a straight line T1 along which the multiple drive gears 55a and the single first reduction gear 57a are aligned, thereby positioning the lower case body 66a and the upper case body 66b. This allows for a sufficient pitch between the multiple knock pins 71, enabling the multiple drive gears 55a to mesh with the single first reduction gear 57a with high precision. Furthermore, protrusion of each component of the clutch actuator 50 in a direction perpendicular to the straight line T1 (the width direction of the device) can be reduced, thereby enabling the device including the clutch actuator 50 to be made more compact.

[0106] In addition, in the clutch control device 40A, each of the multiple knock pins 71 is held in one of the lower case body 66a and the upper case body 66b, and the other of the lower case body 66a and the upper case body 66b has a fitting hole 73 into which the corresponding knock pin 71 is inserted, and the insertion depth D1 of each knock pin 71 into the corresponding fitting hole 73 is deeper than the axial meshing depth D2 between each drive gear 55a and the first reduction gear 57a. According to this configuration, when the lower case body 66a and the upper case body 66b are brought closer to each other in the axial direction during assembly of the clutch actuator 50, the knock pin 71 is fitted into the fitting hole 73 before the drive gear 55a and the first reduction gear 57a mesh with each other. This makes it possible to axially mesh the drive gear 55a and the first reduction gear 57a with the relative position between the lower case body 66a and the upper case body 66b (and therefore the relative position between the drive gear 55a and the first reduction gear 57a) being determined with high precision, thereby facilitating assembly of the actuator 50.

[0107] Furthermore, in the clutch control device 40A, in a direction perpendicular to the straight line T1 when viewed from the axial direction, each gear of the reduction mechanism 51 is arranged within the width H1 of the motor case 66 that forms the motor accommodating chamber 66d in the lower case body 66a. According to this configuration, by reducing the size of each gear of the reduction mechanism 51, the protrusion of the clutch actuator 50 in a direction perpendicular to the arrangement direction of the motor 52 and the reduction mechanism 51 can be reduced, and the equipment including the clutch actuator 50 can be made smaller.

[0108] The clutch control device 40A also includes a motor cover 67 fixed to a motor case 66 that forms the motor accommodating chamber 66d in the lower case body 66a, and the motor cover 67 includes a cover side fastening portion 67a that is fastened to an equipment side component (right cover 17a) in a direction perpendicular to the axial direction, and the cover side fastening portion 67a forms an oval bolt insertion hole 67b that is long in the axial direction. With this configuration, the motor cover 67 fixed to the motor case 66 of the lower case body 66a is fastened to the equipment-side components using an elongated hole that is long in the axial direction, so that the motor case 66 can be attached to the equipment-side components while absorbing component tolerances in the axial direction. "Equipment-side components" is a general term for components fixed to the equipment main body, excluding the clutch actuator 50.

[0109] The clutch control device 40A also includes a right cover 17a that is attached to the clutch case (crankcase 15) and covers the clutch device 26 from one side in the width direction of the equipment, and the joint surface S1 between the right cover 17a and the clutch case is inclined with respect to a plane S2 perpendicular to the width direction when viewed from above of the equipment, and the clutch actuator 50 is arranged so as to be contained between a first imaginary line K1 that runs along the joint surface S1 and a second imaginary line K2 that is parallel to the first imaginary line K1 and passes through the outer end 17b1 of the width direction of the right cover 17a when viewed from above. According to this configuration, the amount of protrusion of the device in the width direction can be reduced, and the width of the assembly of the clutch actuator 50 and the right cover 17a can be reduced.

[0110] 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 may be a normally open clutch that is normally disengaged when there is no external input. 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 release mechanism 38 is not limited to a type that pulls the lifter shaft 39 to the right, but may be a type that pushes the lifter shaft 39 to the right or left. The present invention is not limited to application to saddle-ride type vehicles in which clutch operation is automated as in the above-described embodiment, but may also be applied to saddle-ride type vehicles that are based on manual clutch operation but that allow gear changes by adjusting driving force without manual clutch operation under predetermined conditions (so-called saddle-ride type vehicles equipped with a clutch-less transmission).

[0111] The clutch control device of this embodiment may be applied to saddle-ride type vehicles other than motorcycles. The saddle-type vehicle mentioned above 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 front wheel and two rear wheels, as well as vehicles with two front wheels and one rear wheel) or four-wheeled vehicles (such as four-wheeled buggies). The present invention may be applied to a vehicle including an electric motor as a prime mover. The present invention may be applied to vehicles other than saddle-ride vehicles (passenger cars, buses, trucks, etc.). In this embodiment, the clutch actuator 50 is positioned to avoid the space where the driver's legs are positioned, but this configuration is not limited to this. For example, the clutch control device of this embodiment can also be applied to a cruiser-type vehicle in which the step on which the driver's feet rest is located closer to the front of the vehicle. The clutch control device of this embodiment reduces the amount of protrusion of the clutch actuator in the width direction of the device, thereby achieving a compact device including the clutch actuator. In addition to reducing the amount of contact with the driver's feet, it also achieves advantages such as reduced weight and size, not getting in the way when leaning (less likely to touch the ground), and reduced air resistance due to a smaller frontal projection area.

[0112] Although the clutch control device of this embodiment is applied to a vehicle, the present invention is not limited to application to vehicles and may be applied to various vehicles and moving objects such as various transportation equipment such as aircraft and ships, as well as construction machinery and industrial machinery. Furthermore, the present invention can be widely applied to equipment other than vehicles that is equipped with a clutch control device, such as push lawn mowers and cleaning machines. The configurations in the above-described embodiments are merely examples of the present invention, and various modifications are possible without departing from the spirit of the present invention, such as replacing the components of the embodiments with well-known components. [Explanation of symbols]

[0113] 1 Motorcycle (equipment) 13 Engine (internal combustion engine, prime mover) 15 Crankcase (clutch case) 17a Right cover (device cover) 17b1 Outer edge 21 Transmission (output target) 26 Clutch device 40A clutch control device 50 Clutch actuator 51 Reduction gear mechanism 52 Electric motor 521 First motor (electric motor) 522 Second motor (electric motor) 53 Release shaft 55 drive shaft 55a Drive gear 56c Third support shaft (center shaft) 57a First reduction gear (input gear) 57c First support shaft (center shaft, input shaft) 58c Second support shaft (center shaft) 66 Motor case (housing section) 66a Lower case body (first case) 66b Upper case body (second case) 66d Motor housing (electric motor housing) 67 Motor cover (fixing member) 68d Upper gear housing (first gear housing) 69d Lower gear housing (second gear housing) 71 Knock pin 73 Mating hole C0,C01,C02,C1,C2,C3,C4,C5 Center axis line D1 Insertion depth D2 Engagement depth H1 width K1 First virtual line K2 Second virtual line T1 Straight Line S1 joint surface S2 Plane perpendicular to the width direction

Claims

1. a clutch device (26) that connects and disconnects power transmission between the prime mover (13) of the device (1) and the output target (21); a clutch actuator (50) that outputs a driving force for operating the clutch device (26); Equipped with The clutch actuator (50) includes an electric motor (52) as a drive source, a release shaft (53) that rotates upon receiving input from the electric motor (52), and a reduction gear mechanism (51) that connects the electric motor (52) and the release shaft (53), the drive shaft (55) of the electric motor (52), the release shaft (53), and the central axes (56c, 57c, 58c) of the gears of the reduction gear mechanism (51) are parallel to one another in axial direction, and when viewed from the axial direction, the respective axis centers (C0, C1, C2, C3, C4) are aligned on the same straight line (T1); A plurality of the electric motors (52) are provided, and the drive shafts (55) of the electric motors (521, 522) are parallel to each other in axial direction, and the respective axis centers (C01, C02) are aligned on the straight line (T1) when viewed from the axial direction; The clutch actuator (50) a first case (66a) that forms a motor housing chamber (66d) that houses a plurality of the electric motors (52); a second case (66b) that forms a gear accommodating chamber (68d, 69d) that accommodates the reduction gear mechanism (51); the gear accommodating chambers (68d, 69d) include a first gear accommodating chamber (68d) formed on the opposite side of the first case (66a) in the axial direction, and a second gear accommodating chamber (69d) formed on the first case (66a) side in the axial direction, Each drive shaft (55) of the plurality of electric motors (52) is provided with a drive gear (55a) that protrudes into the second gear accommodating chamber (69d), The reduction gear mechanism (51) a single input gear (57a) disposed between the plurality of drive gears (55a) in the second gear accommodating chamber (69d) and meshing with the plurality of drive gears (55a); an input shaft (57c) that is held by the second case (66b), has one side in the axial direction protruding into the second gear accommodating chamber (69d), and supports the input gear (57a) on one side in the axial direction; The input shaft (57c), which is the central axis of the input gear (57a), and the plurality of drive shafts (55) are arranged such that their respective axis centers are aligned on the straight line (T1) when viewed in the axial direction, The first case (66a) and the second case (66b) are positioned relative to each other via a plurality of knock pins (71) arranged outside the plurality of drive shafts (55), The plurality of knock pins (71) have their respective axis centers (C5) aligned on the straight line (T1) when viewed in the axial direction.

2. Each of the plurality of knock pins (71) is held in one of the first case (66a) and the second case (66b), and the other of the first case (66a) and the second case (66b) is formed with a plurality of fitting holes (73) into which the corresponding knock pins (71) are inserted; 2. The clutch control device according to claim 1, wherein an insertion depth (D1) of each of the knock pins (71) into the corresponding fitting hole (73) is deeper than an axial meshing depth (D2) between each of the drive gears (55 a) and the input gear (57 a).

3. 3. A clutch control device as described in claim 1 or 2, wherein, in a direction perpendicular to the straight line (T1) when viewed from the axial direction, each gear of the reduction gear mechanism (51) is arranged within a width (H1) of an accommodation portion (66) forming the electric motor accommodation chamber (66d) in the first case (66a).

4. a fixing member (67) fixed to a housing portion (66) forming the motor housing chamber (66d) in the first case (66a), The fixing member (67) includes a fastening portion (67a) that is fastened to an equipment-side component (17a) in a direction perpendicular to the axial direction, 3. The clutch control device according to claim 1, wherein the fastening portion (67a) has a bolt insertion hole (67b) that is oval and long in the axial direction.

5. a clutch device (26) that connects and disconnects power transmission between the prime mover (13) of the device (1) and the output target (21); a clutch actuator (50) that outputs a driving force for operating the clutch device (26); Equipped with The clutch actuator (50) includes an electric motor (52) as a drive source, a release shaft (53) that rotates upon receiving input from the electric motor (52), and a reduction gear mechanism (51) that connects the electric motor (52) and the release shaft (53), the drive shaft (55) of the electric motor (52), the release shaft (53), and the central axes (56c, 57c, 58c) of the gears of the reduction gear mechanism (51) are parallel to one another in axial direction, and when viewed from the axial direction, the respective axis centers (C0, C1, C2, C3, C4) are aligned on the same straight line (T1); The clutch control device further includes an equipment cover (17a) attached to the clutch case (15) and covering the clutch device (26) from one side in the width direction of the equipment (1), a joint surface (S1) between the equipment cover (17a) and the clutch case (15) is inclined with respect to a plane (S2) perpendicular to the width direction in a top view of the equipment (1); The clutch control device is arranged so that, when viewed from the top, the clutch actuator (50) is accommodated between a first imaginary line (K1) that runs along the joint surface (S1) and a second imaginary line (K2) that is parallel to the first imaginary line (K1) and passes through the outer end (17b1) of the equipment cover (17a) in the width direction.

6. The clutch actuator (50) a first case (66a) that forms a motor housing chamber (66d) that houses a plurality of the electric motors (52); a second case (66b) that forms a gear accommodating chamber (68d, 69d) that accommodates the reduction gear mechanism (51); The first case (66a) and the second case (66b) are positioned relative to each other via a plurality of knock pins (71) arranged outside the plurality of drive shafts (55), Each of the plurality of knock pins (71) is held in one of the first case (66a) and the second case (66b), and the other of the first case (66a) and the second case (66b) is formed with a plurality of fitting holes (73) into which the corresponding knock pins (71) are inserted; 6. The clutch control device according to claim 5, wherein an insertion depth (D1) of each of the knock pins (71) into the corresponding fitting holes (73) is deeper than an axial meshing depth (D2) between each of the drive gears (55 a) of the plurality of electric motors (52) and a single input gear (57 a) that meshes with the plurality of drive gears (55 a).

7. 7. A clutch control device as described in claim 6, wherein, in a direction perpendicular to the straight line (T1) when viewed from the axial direction, each gear of the reduction gear mechanism (51) is arranged within a width (H1) of an accommodation portion (66) forming the electric motor accommodation chamber (66d) in the first case (66a).

8. a fixing member (67) fixed to a housing portion (66) forming the motor housing chamber (66d) in the first case (66a), The fixing member (67) includes a fastening portion (67a) that is fastened to an equipment-side component (17a) in a direction perpendicular to the axial direction, 8. The clutch control device according to claim 6, wherein the fastening portion (67a) has a bolt insertion hole (67b) that is oval and long in the axial direction.

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