Clutch actuator fastening structure

Abstract

This clutch actuator fastening structure is provided with: a clutch device (40); a clutch cover (30) that covers the clutch device (40); and a clutch actuator (60) that outputs a driving force for operating the clutch device (40). The clutch actuator (60) has: electric motors (61); a release shaft (53) that extends in a first axial direction and rotates upon receiving an input from the electric motors (61); a gear (63) that decreases rotational power output from the electric motors (61) and transmits the decreased rotational power to the release shaft (53); and a case (71) that accommodates the electric motors (61) and the gear (63) and rotatably supports the release shaft (53). The clutch cover (30) and the case (71) have a support shaft part (90) that is provided coaxially with the release shaft (53) and that supports each other, and fastening parts (96, 97) that fasten each other in a direction orthogonal to the first axial direction.

Description

Technical Field

[0001] The present invention relates to a fastening structure of a clutch actuator.

Background Art

[0002] Conventionally, a clutch control device is known that includes a clutch actuator that outputs a driving force for operating a clutch device, and automatically performs the disconnection and connection operations of the clutch device by electric control (see, for example, Patent Document 1). Patent Document 1 discloses a configuration in which a clutch actuator motor, which is a driving force source for the intermittent switching operation of the clutch, is attached to the outer surface in the vehicle width direction of a sprocket cover while being housed in a first motor case.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in a clutch actuator, improvement of the mounting structure to a power unit is desired from the viewpoint of suppressing its vibration. Moreover, it is also desired to improve the assemblability of the clutch actuator without increasing the number of parts. However, Patent Document 1 does not specifically disclose the mounting structure of the clutch actuator.

[0005] The present invention provides a fastening structure of a clutch actuator that can achieve a strong fastening of the clutch actuator with good assemblability. Further, by improving the assemblability, the clutch actuator can be arranged compactly, aiming to improve the operability. And, by extension, it contributes to the development of a sustainable transportation system by further improving traffic safety. [Means for solving the problem]

[0006] A clutch actuator fastening structure according to a first aspect of the present invention comprises a clutch device (40) that disconnects and connects power transmission between a prime mover (21) and an output target (25) of a device (1), a clutch cover (30) that covers the clutch device (40), and a clutch actuator (60) that outputs a driving force for operating the clutch device (40), wherein the clutch actuator (60) includes at least one electric motor (61) provided as a drive source, and a release shaft that extends in the first axial direction and rotates upon receiving input from the at least one electric motor (61). The clutch cover (30) and the case (71) have a shaft (53), a gear (63) that reduces the rotational power output from the at least one electric motor (61) and transmits it to the release shaft (53), and a case (71) that houses the at least one electric motor (61) and the gear (63) and rotatably supports the release shaft (53). The clutch cover (30) and the case (71) have a support shaft portion (90) that is provided coaxially with the release shaft (53) and supports each other, and fastening portions (96, 97) that fasten each other in a direction perpendicular to the first axial direction.

[0007] According to the first embodiment, the relative displacement of the clutch cover and case in a direction intersecting the first axial direction can be restricted by the support shaft, allowing the clutch actuator to be firmly fastened to the clutch cover. Furthermore, when fastening the case to the clutch cover at the fastening portion, the clutch cover and case can be pre-positioned by the support shaft in a direction intersecting the first axial direction, making it possible to easily position the case at the desired position relative to the clutch cover at the fastening portion. Therefore, the ease of assembly of the clutch actuator can be improved. As a result, a firm fastening of the clutch actuator can be achieved with good ease of assembly.

[0008] A clutch actuator fastening structure according to a second aspect of the present invention is a clutch actuator fastening structure according to the first aspect described above, wherein the fastening portion (96, 97) may be arranged between both ends of the rotating shaft (61a) of at least one electric motor (61) in the second axial direction of the rotating shaft (61a).

[0009] According to the second embodiment, since the clutch actuator can be fastened to the clutch cover near the heavy electric motor, the generation of vibrations in the clutch actuator can be effectively suppressed.

[0010] A clutch actuator fastening structure according to a third aspect of the present invention is a clutch actuator fastening structure according to the first or second aspect described above, wherein the at least one electric motor (61) comprises a first electric motor and a second electric motor, and the fastening portion (96, 97) is arranged between the first electric motor and the second electric motor.

[0011] According to the third embodiment, since the clutch actuator can be fastened to the clutch cover in the vicinity of the electric motor, which is a heavy object and is likely to be a source of vibration in the clutch actuator, the generation of vibration in the clutch actuator can be effectively suppressed.

[0012] A clutch actuator fastening structure according to a fourth aspect of the present invention is a clutch actuator fastening structure according to any of the first to third aspects described above, wherein the support shaft portion (90) may have a spigot structure that rotatably supports the clutch cover (30) and the case (71) relative to each other.

[0013] According to the fourth embodiment, by rotating the clutch actuator around the pivot shaft, the case can be easily positioned in the desired location relative to the clutch cover. Therefore, the ease of assembly of the clutch actuator can be improved. Furthermore, since the clutch actuator can be pressed against the clutch cover by rotating it around the pivot shaft and then fastened to the clutch cover with the fastening portion, the clutch actuator can be firmly fastened to the clutch cover.

[0014] A fifth aspect of the present invention relates to a clutch actuator fastening structure in which, in any of the first to fourth aspects of the present invention, the fastening portion (96, 97) may be positioned offset in the first axial direction relative to the support shaft portion (90).

[0015] According to the fifth embodiment, the support shaft portion allows relative displacement of the clutch cover and case in the first axial direction, and the fastening portion fastens the clutch cover and case to each other in a direction perpendicular to the first axial direction. Therefore, the clutch cover and clutch actuator can be fastened to each other while eliminating the gap in the first axial direction between the case and the clutch cover. Accordingly, tolerances of the case and clutch cover can be absorbed. [Effects of the Invention]

[0016] According to the clutch actuator fastening structure described above, a firm fastening of the clutch actuator can be achieved with good assembly ease. [Brief explanation of the drawing]

[0017] [Figure 1] This is a right side view of the motorcycle according to the embodiment. [Figure 2] This is a cross-sectional view showing a part of the power unit of the embodiment. [Figure 3] This is a perspective view showing the clutch cover of an embodiment. [Figure 4] This is a right side view of the clutch cover of the embodiment. [Figure 5] It is a cross-sectional view showing the clutch control device of the embodiment. [Figure 6] It is a cross-sectional view of the release shaft of the embodiment. [Figure 7] It is a cross-sectional view of the release shaft shown in FIG. 6, showing the driving of the upper release shaft and the lower release shaft by the clutch actuator. [Figure 8] It is a cross-sectional view of the release shaft shown in FIG. 6, showing the driving of the intermediate release shaft and the lower release shaft by manual operation. [Figure 9] It is a cross-sectional view of the release shaft shown in FIG. 6, showing a state where manual operation intervenes in the driving of the lower release shaft by the clutch actuator. [Figure 10] It is a right side view showing the clutch cover and the clutch actuator of the embodiment. [Figure 11] It is a view of the clutch cover and the clutch actuator of the embodiment seen from the axial direction. [Figure 12] It is a block diagram of the transmission system of the embodiment. [Figure 13] It is an explanatory view showing the transition of the clutch control mode of the motorcycle of the embodiment.

Mode for Carrying Out the Invention

[0018] Hereinafter, embodiments of the present invention will be described based on the drawings. In the following description, the same reference numerals are given to configurations having the same or similar functions. And the overlapping descriptions of those configurations may be omitted. Also, the directions such as front, rear, up, down, left, and right in the following description are the same as the directions in the vehicle described below. That is, the up-down direction coincides with the vertical direction, and the left-right direction coincides with the vehicle width direction. Also, in the drawings used in the following description, arrow UP indicates upward, arrow FR indicates forward, and arrow LH indicates leftward, respectively.

[0019] <Vehicle as a Whole> FIG. 1 is a right side view of the motorcycle of the embodiment. As shown in Figure 1, the motorcycle 1 of this embodiment is an example of a saddle-type vehicle. The motorcycle 1 comprises a front wheel 2, a rear wheel 3, a vehicle frame 10, a power unit 20, and a clutch control device 50.

[0020] The vehicle frame 10 comprises a head pipe 11, a main frame 12, a pivot frame 13, etc., which are integrally joined together by welding or the like. The head pipe 11 is located at the front end of the vehicle frame 10. The head pipe 11 supports the steering stem of the front suspension system 4. The front wheel 2 is supported by the front suspension system 4. The main frame 12 extends downward and rearward from the head pipe 11. The pivot frame 13 extends downward from the rear end of the main frame 12. The front end of the swing arm 5 is pivotably supported at the lower part of the pivot frame 13. The rear wheel 3 is supported at the rear end of the swing arm 5. Note that the vehicle frame 10 is not limited to the above configuration.

[0021] A fuel tank 18 is positioned above the main frame 12. A seat 19 is positioned behind the fuel tank 18. A knee grip area 18a is formed at the rear of the fuel tank 18, recessed inward in the vehicle width direction. The knee grip area 18a is formed on both the left and right sides of the fuel tank 18. The knee grip area 18a is positioned on the inside of the left and right knees of the driver seated on the seat 19. A step 18b is positioned below the seat 19. The driver rests their feet on the step 18b.

[0022] The power unit 20 is supported by the vehicle frame 10 in a manner that prevents relative displacement. The power unit 20 integrates an engine 21, a transmission 25, and a clutch device 40. The engine 21 is located at the front of the power unit 20. The transmission 25 is located at the rear of the power unit 20.

[0023] The engine 21 comprises a crankshaft extending in the vehicle width direction, a crankcase 22 housing the crankshaft, and a cylinder 23 rising forward and upward from the crankcase 22. The crankcase 22 is located below the main frame 12 in a side view. The cylinder 23 is integrally coupled to the crankcase 22. A piston is fitted inside the cylinder 23. The reciprocating motion of the piston is converted into rotational motion of the crankshaft via a connecting rod. The crankcase 22 is made of metal.

[0024] Figure 2 is a cross-sectional view showing a part of the power unit of the embodiment. As shown in Figure 2, the transmission 25 is housed in the rear of the crankcase 22. The rear of the crankcase 22 also serves as the transmission case 22a that houses the transmission 25. The transmission 25 is a stepped transmission having a main shaft 26 and a counter shaft 27 rotatably supported in the transmission case 22a, a gear group 28 spanning the main shaft 26 and the counter shaft 27, and a change mechanism 29 for switching the gear pairs used for power transmission between the main shaft 26 and the counter shaft 27 in the gear group 28. The main shaft 26 and the counter shaft 27 each extend in the vehicle width direction. The counter shaft 27 constitutes the output shaft of the power unit 20. The counter shaft 27 protrudes to the left of the transmission case 22a and is coupled to the drive sprocket. The rotation of the counter shaft 27 is transmitted to the rear wheel 3 from the left side of the transmission case 22a via a chain-drive power transmission mechanism.

[0025] The main shaft 26 and countershaft 27 are arranged front to back behind the crankshaft. A clutch device 40 is coupled to the right end of the main shaft 26. The rotational power of the crankshaft is transmitted to the main shaft 26 via the clutch device 40, and from the main shaft 26 to the countershaft 27 via any pair of gears of the transmission gear group 28.

[0026] The shift mechanism 29 is housed in the transmission case 22a. The shift mechanism 29 has a hollow cylindrical shift drum 29b parallel to the main shaft 26 and the counter shaft 27. The shift mechanism 29 acts on a plurality of shift forks 29c by the rotation of the shift drum 29b. The shift forks 29c act according to the pattern of lead grooves formed on the outer circumference of the shift drum 29b. The shift mechanism 29 switches the gear pairs used for power transmission between the main shaft 26 and the counter shaft 27 in the transmission gear group 28 by the actuation of the shift forks 29c.

[0027] The clutch cover 30 is coupled to the transmission case 22a. The clutch cover 30 is located to the right of the transmission case 22a and is coupled to the crankcase 22. The clutch cover 30 is positioned on the extension of the main shaft 26. The clutch cover 30 partitions the clutch chamber between itself and the crankcase 22.

[0028] Figure 3 is a perspective view showing the clutch cover of the embodiment. Figure 4 is a right side view of the clutch cover of the embodiment. As shown in Figures 3 and 4, the clutch cover 30 has a bulge 31 that bulges outward in the vehicle width direction. The bulge 31 is a circular area coaxial with the main shaft 26 in a side view of the vehicle. A cover recess 32 is formed at the top of the bulge 31. The cover recess 32 changes the outer surface of the bulge 31 inward in the vehicle width direction relative to the lower part of the bulge 31. The cover recess 32 forms a stepped portion 33 that changes the outer surface of the bulge 31 in a stepped manner. The stepped portion 33 forms a plane along the vehicle width direction. The cover recess 32 receives the clutch actuator 60 which is attached to the clutch cover 30.

[0029] The cover recess 32 comprises a first recess 34 and a second recess 35. The cover recess 32 is formed such that the second recess 35 is shallower in the vehicle width direction than the first recess 34. The first recess 34 forms a first flat portion 34a. The first flat portion 34a has a shaft insertion portion 36 through which the release shaft 53 is inserted. The second recess 35 forms a second flat portion 35a.

[0030] As shown in Figure 2, the clutch device 40 is a multi-plate friction clutch that connects and disconnects power transmission between the crankshaft of the engine 21 and the main shaft 26 of the transmission 25. The clutch device 40 is located in the clutch chamber between the clutch cover 30 and the crankcase 22. In a side view of the vehicle, the clutch device 40 is positioned to overlap with the bulge 31 of the clutch cover 30.

[0031] The clutch device 40 is a wet multi-plate clutch in which multiple clutch plates 43 are stacked in the axial direction. The clutch device 40 comprises a clutch outer 41, a clutch center 42, and multiple clutch plates 43.

[0032] The clutch outer 41 is driven by rotational power constantly transmitted from the crankshaft. The clutch center 42 is located within the clutch outer 41 and is supported to rotate integrally with the main shaft 26. Multiple clutch plates 43 are stacked between the clutch outer 41 and the clutch center 42. The multiple clutch plates 43 frictionally engage the clutch outer 41 and the clutch center 42.

[0033] A pressure plate 44, approximately the same diameter as the clutch plates 43, is positioned to the right (outward in the vehicle width direction) of the stacked clutch plates 43. The pressure plate 44 is biased to the left by the elastic load of the clutch spring 45, causing the stacked clutch plates 43 to press against each other (frictional engagement). As a result, the clutch device 40 is in a connected state that allows power transmission. The clutch device 40 is a normally closed clutch that is normally in a connected state when there is no external input.

[0034] The release of the pressure contact (friction engagement) between the clutch plates 43 is performed by the operation of the release mechanism 51 inside the clutch cover 30. The release mechanism 51 is operated by at least one of the following: operation of the clutch lever (clutch operator) by the occupant, and application of torque by the clutch actuator 60.

[0035] The clutch control device 50 includes a release mechanism 51 and a clutch actuator 60 that outputs a driving force to operate the clutch device 40. The release mechanism 51 includes a lifter shaft 52 and a release shaft 53.

[0036] The lifter shaft 52 has a central axis along the vehicle width direction. The lifter shaft 52 is held within the right side of the main shaft 26 so as to be reciprocating in the vehicle width direction. The release shaft 53 has a central axis C along a direction perpendicular to the vehicle width direction. The release shaft 53 is rotatably held in the clutch cover 30. The release shaft 53 is tilted backward in the axial direction such that, in an axial view (vehicle side view) of the main shaft 26, its upper end is located behind its lower end. In the following description, unless otherwise specified, the axial direction of the release shaft 53 will simply be referred to as the axial direction. Furthermore, with respect to the circumferential direction that revolves around the axis along the axial direction, the clockwise direction when viewed from above along the axial direction will simply be referred to as the clockwise direction, and the direction opposite to the clockwise direction will be referred to as the counterclockwise direction.

[0037] The upper part of the release shaft 53 protrudes outward from the clutch cover 30. A driven clutch lever 58 is integrally rotatably mounted to the upper part of the release shaft 53. The driven clutch lever 58 is connected to the clutch lever via an operating cable.

[0038] The lower part of the release shaft 53 is located inside the clutch cover 30. The lower part of the release shaft 53 is equipped with an eccentric cam portion 54. The eccentric cam portion 54 engages with the right end of the lifter shaft 52. By rotating the release shaft 53 around the central axis C, the eccentric cam portion 54 moves the lifter shaft 52 to the right. The lifter shaft 52 is capable of reciprocating integrally with the pressure plate 44 of the clutch device 40. Therefore, when the lifter shaft 52 moves to the right, the pressure plate 44 moves to the right against the biasing force of the clutch spring 45. This releases the frictional engagement between the stacked clutch plates 43. As a result, the normally closed clutch device 40 becomes disengaged, rendering it unable to transmit power.

[0039] Figure 5 is a cross-sectional view showing a clutch control device according to an embodiment. Figure 5 shows a cross-sectional view including the rotation axis of each rotating body of the clutch actuator 60. As shown in Figure 5, the release shaft 53 is divided into multiple elements to allow it to rotate by receiving input from the clutch actuator 60 and input from the occupant's operation separately. The release shaft 53 comprises an upper release shaft 55 which constitutes the upper part of the release shaft 53, a lower release shaft 56 which constitutes the lower part of the release shaft 53, and an intermediate release shaft 57. The intermediate release shaft 57 is positioned to straddle the lower end of the upper release shaft 55 and the upper end of the lower release shaft 56.

[0040] The upper release shaft 55 is cylindrical. The upper end of the upper release shaft 55 protrudes outward from the unit case 70 of the clutch actuator 60. The driven clutch lever 58 is supported at the upper end of the upper release shaft 55 so as to be rotatable together with it. The upper release shaft 55 rotates in response to the driver's operating force via the clutch lever, etc. A return spring is attached to the driven clutch lever 58. The return spring applies a biasing force to the driven clutch lever 58 in the opposite direction to the rotation caused by the operation of the clutch lever (rotation in the clutch disengagement direction).

[0041] The lower release shaft 56 is cylindrical. The lower part of the lower release shaft 56 is located inside the clutch cover 30. The lower part of the lower release shaft 56 is rotatably supported by the clutch cover 30. An eccentric cam portion 54 is formed on the lower part of the lower release shaft 56 (see Figure 2). A lower return spring is attached to the lower end of the lower release shaft 56. The lower return spring applies a biasing force to the lower release shaft 56 in the opposite direction to the rotation in the clutch disengagement direction. The upper part of the lower release shaft 56 protrudes to the outside of the clutch cover 30 from the first flat portion 34a of the clutch cover 30 through the shaft insertion portion 36 of the clutch cover 30. The upper part of the lower release shaft 56 faces into the gear case 71 of the clutch actuator 60.

[0042] Figure 6 is a cross-sectional view of the release shaft of an embodiment, showing the cams of the upper release shaft, the lower release shaft, and the intermediate release shaft. As shown in Figures 5 and 6, the lower end of the upper release shaft 55 is provided with a manual-side engaging portion 55a that extends in the axial direction. The upper end of the lower release shaft 56 is provided with an engaging portion 56a that extends in the axial direction. The manual-side engaging portion 55a and the engaging portion 56a are each formed in a fan shape in cross-section. The manual-side engaging portion 55a and the engaging portion 56a overlap each other in the axial direction and face each other in the circumferential direction. This makes it possible to press the first engaging surface 55a1 of the manual-side engaging portion 55a, which faces in the clockwise direction, against the first engaging surface 56a1 of the engaging portion 56a, which faces in the counterclockwise direction, and rotate the lower release shaft 56 in the clockwise direction (see Figure 7).

[0043] The second engaging surface 55a2 of the manual side engaging portion 55a, which faces counterclockwise, and the second engaging surface 56a2 of the engaging portion 56a, which faces clockwise, are spaced apart from each other in the circumferential direction. When input is received to the lower release shaft 56 without going through the upper release shaft 55, the lower release shaft 56 can rotate clockwise independently of the upper release shaft 55.

[0044] The intermediate release shaft 57 is, for example, cylindrical in shape. The intermediate release shaft 57 can be inserted through the engagement portions of the lower end of the upper release shaft 55 and the upper end of the lower release shaft 56. The intermediate release shaft 57 is provided with a control-side engaged portion 57a ​​that extends in the axial direction. The control-side engaged portion 57a ​​is formed in a fan shape in cross-section.

[0045] The control-side engaged portion 57a ​​of the intermediate release shaft 57 and the engaged portion 56a of the lower release shaft 56 overlap each other in the axial direction and face each other in the circumferential direction. This makes it possible for the first engaged surface 57a1 of the control-side engaged portion 57a, which faces clockwise, to press against the first engaged surface 56a1 of the engaged portion 56a, thereby rotating the lower release shaft 56 in a clockwise direction (see Figure 8).

[0046] The control-side engaged portion 57a ​​avoids the manual-side engaged portion 55a of the upper release shaft 55 in the axial direction. As a result, the intermediate release shaft 57 can rotate the lower release shaft 56 independently of the upper release shaft 55. Also, the upper release shaft 55 can rotate the lower release shaft 56 independently of the intermediate release shaft 57 (see Figure 9).

[0047] The second engaged surface 57a2 of the control-side engaged portion 57a, which faces counterclockwise, and the second engaged surface 56a2 of the engaged portion 56a are spaced apart from each other in the circumferential direction. As a result, when input is received on the lower release shaft 56 without going through the intermediate release shaft 57, the lower release shaft 56 can rotate clockwise independently of the intermediate release shaft 57.

[0048] As shown in Figure 5, the clutch actuator 60 controls the operating torque applied to the release shaft 53 to engage and disengage the clutch device 40. The clutch actuator 60 is mounted on the upper part of the clutch cover 30. The clutch actuator 60 comprises a motor 61 as a drive source, a reduction mechanism 62 that transmits the driving force of the motor 61 to the release shaft 53, and a unit case 70 that houses the motor 61 and the reduction mechanism 62.

[0049] The motor 61 is, for example, a DC motor. The motor 61 is positioned such that the rotation axis of the rotor is aligned with the axial direction of the release shaft 53. The motor 61 is positioned so that its rotation axis 61a protrudes upward and downward. In this embodiment, a single clutch actuator 60 comprises a pair of motors 61. The pair of motors 61 are aligned in the front-to-back direction. The control of the pair of motors 61 will be described later.

[0050] The reduction mechanism 62 reduces the rotational power output from the motor 61 and transmits it to the release shaft 53. The reduction mechanism 62 includes a gear train 63. Each gear in the gear train 63 has a rotation axis along the axial direction. The gear train 63 includes a drive gear 61b, a first reduction gear 64b, a first small diameter gear 64c, a second reduction gear 65b, a second small diameter gear 65c, a third reduction gear 66b, a third small diameter gear 66c, and a driven gear 67.

[0051] The drive gears 61b are integrally mounted on the rotating shaft 61a of each motor 61. A first reduction gear 64b is positioned between the two drive gears 61b. The first reduction gear 64b meshes with each drive gear 61b. The first reduction gear 64b reduces the rotation of each drive gear 61b. The first small diameter gear 64c is mounted coaxially with the first reduction gear 64b. The second reduction gear 65b meshes with the first small diameter gear 64c. The second reduction gear 65b reduces the rotation of the first small diameter gear 64c. The second small diameter gear 65c is mounted coaxially with the second reduction gear 65b. The third reduction gear 66b meshes with the second small diameter gear 65c. The third reduction gear 66b reduces the rotation of the second small diameter gear 65c. The third small diameter gear 66c is mounted coaxially with the third reduction gear 66b. The driven gear 67 meshes with the second small diameter gear 65c. The driven gear 67 reduces the rotation of the second small diameter gear 65c.

[0052] The first reduction gear 64b and the first small-diameter gear 64c are each mounted so as to be rotatable integrally with the first support shaft 64a. The first reduction gear 64b, the first small-diameter gear 64c, and the first support shaft 64a constitute the first reduction shaft 64. The first reduction shaft 64 has a central axis that runs along the axial direction.

[0053] The second reduction gear 65b and the second small-diameter gear 65c are each mounted so as to be rotatable integrally with the second support shaft 65a. The second reduction gear 65b, the second small-diameter gear 65c, and the second support shaft 65a constitute the second reduction shaft 65. The second reduction shaft 65 has a central axis that runs along the axial direction.

[0054] The third reduction gear 66b and the third small-diameter gear 66c overlap each other in the axial direction. The third reduction gear 66b and the third small-diameter gear 66c are integrally formed with each other. The third reduction gear 66b and the third small-diameter gear 66c are each mounted so as to be able to rotate integrally with the third support shaft 66a. The third reduction gear 66b, the third small-diameter gear 66c and the third support shaft 66a constitute the third reduction shaft 66. The third reduction shaft 66 has a central axis that runs along the axial direction. The third reduction shaft 66 is provided with a rotation angle sensor 68 for detecting the rotation angle of the third reduction shaft 66.

[0055] The third reduction shaft 66 is located in front of the second reduction shaft 65. The second reduction shaft 65 is located in front of the first reduction shaft 64. In front of the third reduction shaft 66 is the release shaft 53. The central axis C of the release shaft 53, and the central axes of each reduction shaft 64, 65, and 66 are aligned on the same straight line extending in the front-rear direction when viewed axially.

[0056] The first support shaft 64a, the second support shaft 65a, and the third support shaft 66a are each rotatably supported in the unit case 70. The third reduction gear 66b is a sector-shaped gear centered on the third support shaft 66a. The third reduction gear 66b is positioned to extend forward of the third support shaft 66a.

[0057] The driven gear 67 is provided so as to be able to rotate integrally with the intermediate release shaft 57 of the release shaft 53. The driven gear 67 is a sector-shaped gear centered on the release shaft 53. The driven gear 67 is provided so as to spread out in front of the release shaft 53. By making the third reduction gear 66b and the driven gear 67 sector-shaped gears, it becomes possible to miniaturize the reduction mechanism 62 and the clutch actuator 60. In other words, 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 make it sector-shaped, it is possible to suppress the outward protrusion of the reduction mechanism 62 in the vehicle width direction, and to reduce the weight of the reduction mechanism 62.

[0058] The reduction gear mechanism 62 is permanently connected to the motor 61 and the release shaft 53 so that they can be operated in conjunction. This creates a system in which the clutch actuator 60 directly engages and disengages the clutch device 40.

[0059] Figure 10 is a right side view showing the clutch cover and clutch actuator of the embodiment. As shown in Figures 5 and 10, the unit case 70 comprises a gear case 71 and a motor case 75.

[0060] The gear case 71 rotatably supports the first support shaft 64a, the second support shaft 65a, and the third support shaft 66a. The gear case 71 houses the gear train 63. The gear case 71 is formed in two stages, upper and lower, in the axial direction. Hereinafter, the upper part of the gear case 71 will be referred to as the upper stage 71U, and the lower part of the gear case 71 will be referred to as the lower stage 71L. The upper stage 71U is offset rearward along a plane perpendicular to the axial direction relative to the lower stage 71L. Below the lower stage 71L, a motor case 75 extends along the axial direction.

[0061] The upper section 71U has a rectangular shape that is long in the front-to-back direction when viewed axially. The upper section 71U forms the upper gear housing chamber 72U. The upper gear housing chamber 72U houses the first small diameter gear 64c, the second reduction gear 65b, the second small diameter gear 65c, the third reduction gear 66b, the third small diameter gear 66c, and the driven gear 67 of the gear train 63. The upper section 71U of the gear case 71 is divided into upper and lower parts by a dividing surface perpendicular to the axial direction. Hereinafter, the lower part of the upper section 71U will be referred to as the upper section body 71Ua, and the upper part of the upper section 71U will be referred to as the case upper cover 71Ub. The upper section body 71Ua is open upwards. The case upper cover 71Ub closes the upper opening of the upper section body 71Ua from above.

[0062] The lower section 71L has an elongated oval shape when viewed axially in the front-to-back direction. The lower section 71L forms the lower gear housing chamber 72L. The upper gear housing chamber 72U and the lower gear housing chamber 72L are separated by a partition wall. The lower gear housing chamber 72L houses the drive gear 61b and the first reduction gear 64b of the rotating shaft 61a of each motor 61 in the gear train 63. The lower section 71L of the gear case 71 is divided into upper and lower parts by a dividing surface perpendicular to the axial direction. Hereinafter, the upper part of the lower section 71L will be referred to as the lower section body 71La, and the lower part of the lower section 71L will be referred to as the case lower cover 71Lb. The lower section body 71La is open downwards. The case lower cover 71Lb closes the lower part of the lower section body 71La from below.

[0063] The motor case 75 forms a motor housing chamber 76 that accommodates two motors 61. The motor housing chamber 76 houses two cylindrical motors 61 arranged in parallel. The motor case 75 has a bottomed cylindrical shape with an oval cross-section. A case lower cover 71Lb is integrally formed on the upper part of the motor case 75 to enlarge the cross-sectional shape. The motor case 75 and the case lower cover 71Lb are integrally formed with each other to constitute the lower case body 77L.

[0064] The upper body 71Ua and the lower body 71La are integrally formed with each other to constitute the upper case body 77U. The upper case cover 71Ub is attached to the upper case body 77U from above, forming the upper gear housing chamber 72U between the upper case body 77U and the upper case cover 71Ub. The lower case cover 71Lb of the lower case body 77L is attached to the upper case body 77U from below, forming the lower gear housing chamber 72L between the upper case body 77U and the lower case cover 71Lb. The lower case body 77L and the upper case body 77U are positioned relative to each other via a pair of front and rear knock pins 79. The lower part of each knock pin 79 is fitted into a retaining hole in the lower case body 77L. The upper part of each knock pin 79 is inserted into a fitting hole in the upper case body 77U.

[0065] Figure 11 is a view of the clutch cover and clutch actuator of the embodiment from the axial direction. As shown in Figures 3, 10, and 11, the gear case 71 fits into the first recess 34 of the cover recess 32 of the clutch cover 30. The lower surface of the upper portion 71U of the gear case 71 is aligned with the first flat portion 34a of the first recess 34 of the clutch cover 30. The motor case 75 fits into the second recess 35 of the cover recess 32 of the clutch cover 30.

[0066] As shown in Figure 5, the gear case 71 has a first opening 73a and a second opening 73b through which the release shaft 53 is inserted. The first opening 73a faces the shaft insertion portion 36 of the clutch cover 30. The first opening 73a penetrates the upper body 71Ua in the axial direction. The gear case 71 receives the lower release shaft 56 protruding from the clutch cover 30 through the first opening 73a. The second opening 73b penetrates the upper case cover 71Ub in the axial direction, coaxial with the first opening 73a. The inner circumferential surface of the second opening 73b rotatably supports the upper release shaft 55 of the release shaft 53, with the release shaft 53 protruding to the outside of the gear case 71 through the second opening 73b. The gear case 71 rotatably holds the intermediate release shaft 57 between the first opening 73a and the second opening 73b.

[0067] The fastening structure between the clutch cover 30 and the clutch actuator 60 will be described below. The clutch cover 30 and the gear case 71 are mounted coaxially with the release shaft 53 and have a support shaft portion 90 that supports the clutch cover 30 and the gear case 71 from each other. The support shaft portion 90 has a spigot structure that allows the clutch cover 30 and the gear case 71 to rotate relative to each other. The support shaft portion 90 allows relative displacement of the clutch cover 30 and the gear case 71 in the axial direction. The support shaft portion 90 restricts relative displacement of the clutch cover 30 and the gear case 71 in directions intersecting the axial direction. The support shaft portion 90 has a cylindrical projection 91 provided on the gear case 71 and a recess 92 provided on the clutch cover 30 that receives the projection 91.

[0068] The projection 91 protrudes axially toward the clutch cover 30. The projection 91 is formed to surround the first opening 73a. The projection 91 is provided at a radial distance from the opening edge of the first opening 73a. In other words, the gear case 71 has an inner flange 74 that protrudes radially inward from the base end of the projection 91 and extends around its entire circumference, forming the opening edge of the first opening 73a.

[0069] The recess 92 opens into the first flat portion 34a of the clutch cover 30. The recess 92 extends in an annular shape coaxial with the release shaft 53 when viewed from the axial direction, surrounding the shaft insertion portion 36. The recess 92 has an outer surface 92a facing the outer circumferential surface of the projection 91 and an inner surface 92b facing the inner circumferential surface of the projection 91. The support shaft portion 90 supports the clutch cover 30 and the gear case 71 so that they can rotate relative to each other by the recess 92 slidably holding the projection 91 between its outer surface 92a and inner surface 92b. The support shaft portion 90 has an annular sealing member 93 interposed between the outer circumferential surface of the projection 91 and the outer surface 92a of the recess 92.

[0070] The clutch cover 30 and the gear case 71 are positioned axially by contacting the inner flange 74 of the gear case 71 with the annular portion located between the recess 92 in the first flat portion 34a and the shaft insertion portion 36. However, the clutch cover 30 and the gear case 71 may be positioned axially at other locations.

[0071] As shown in Figures 3 and 11, the first planar portion 34a has a plurality of first fastening portions 94 formed therein for fastening the upper portion 71U of the gear case 71. Bolts B1 that run along the axial direction of the release shaft 53 are screwed into the first fastening portions 94. The gear case 71 has the same number of case-side fastening portions 95 formed therein, corresponding to the plurality of first fastening portions 94, through which the bolts B1 are inserted and fastened. Bolt holes for inserting the bolts B1 are provided through the case-side fastening portions 95 in the axial direction. The first fastening portions 94 and the case-side fastening portions 95 fasten the clutch cover 30 and the gear case 71 to each other in the axial direction.

[0072] As shown in Figures 3 and 10, a plurality of second fastening portions 96 (two in this embodiment) for fastening the motor case 75 are formed in the lower part of the second recess 35. Bolts B2 are screwed into the second fastening portions 96 in a direction perpendicular to the axial direction. The motor case 75 has the same number of cover-side fastening portions 97 as the plurality of second fastening portions 96, through which the bolts B2 are inserted and fastened. Each cover-side fastening portion 97 has a bolt hole 97a through which the bolt B2 is inserted in a direction perpendicular to the axial direction. The second fastening portions 96 and the cover-side fastening portions 97 fasten the clutch cover 30 and the motor case 75 to each other in a direction perpendicular to the axial direction. The bolt holes 97a are shaped to absorb axial tolerances when fastening the clutch cover 30 to the motor case 75. The cover-side fastening portions 97 are located between a pair of motors 61. The cover-side fastening portions 97 are located between the ends of the rotation shafts 61a of each of the pair of motors 61 in the axial direction.

[0073] The clutch actuator 60 is attached to the clutch cover 30 in the following manner. First, the projection 91 of the clutch actuator 60 is inserted into the recess 92 of the clutch cover 30. Next, the clutch actuator 60 is rotated around the pivot shaft 90 having the projection 91 and recess 92, pressing the cover-side fastening portion 97 of the clutch actuator 60 against the second fastening portion 96 of the clutch cover 30. After fastening the second fastening portion 96 and the cover-side fastening portion 97 with bolt B2 in this state, the first fastening portion 94 and the case-side fastening portion 95 are fastened with bolt B1. When the clutch actuator 60 is attached to the clutch cover 30, a linear release shaft 53 is formed in which the upper release shaft 55, the intermediate release shaft 57, and the lower release shaft 56 are interconnected.

[0074] <Vehicle Transmission System> In this configuration, the driver of the motorcycle 1 performs only the gear shifting operation of the transmission 25 (foot operation of the shift pedal), while the engagement and disengagement of the clutch device 40 is automatically performed by electrical control in response to the operation of the shift pedal. In other words, the motorcycle 1 employs a so-called semi-automatic transmission system 100 (automatic clutch type transmission system).

[0075] Figure 12 is a block diagram of the transmission system of an embodiment. As shown in Figure 12, the transmission system 100 of the motorcycle 1 mainly includes, in addition to the clutch actuator 60, a control unit 101, an acceleration sensor 102, a gear position sensor 103, a shift load sensor 104, a throttle opening sensor 105, a vehicle speed sensor 106, an engine speed sensor 107, an ignition device 108, and a fuel injection device 109.

[0076] The control unit 101 controls the operation of the ignition device 108 and the fuel injection device 109, as well as the clutch actuator 60. The control of the control unit 101 is based on detection information from the acceleration sensor 102, the gear position sensor 103, and the shift load sensor 104 (e.g., a torque sensor), as well as various vehicle state detection information from the throttle opening sensor 105, the vehicle speed sensor 106, the engine speed sensor 107, etc.

[0077] The acceleration sensor 102 detects the vehicle's movement. The gear position sensor 103 detects the gear position from the rotation angle of the shift drum 29b. The shift load sensor 104 detects the operating torque input to the shift spindle 29a (see Figure 2) of the change mechanism 29. The throttle opening sensor 105 detects the throttle opening. The vehicle speed sensor 106 detects the vehicle speed. The engine speed sensor 107 detects the engine speed.

[0078] The control unit 101 includes a clutch control unit 101C and an engine control unit 101E, which are independent of each other. The clutch control unit 101C mainly controls the drive of the clutch actuator 60. The engine control unit 101E mainly controls the drive of the engine 21. The clutch control unit 101C and the engine control unit 101E are configured, for example, as separate ECUs (Electronic Control Units). The clutch control unit 101C and the engine control unit 101E may be configured within a single ECU, as long as they perform independent control of each other. Whether the clutch control unit 101C and the engine control unit 101E are configured separately or as a single unit, they coordinate their control with each other.

[0079] The clutch control unit 101C calculates the current value to be supplied to the motor 61 in order to engage and disengage the clutch device 40, based on a pre-set calculation program. The current supplied to the motor 61 is determined from its correlation with the torque to be output by the motor 61. The target torque of the motor 61 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 61 is detected by a current sensor included in the clutch control unit 101C. The clutch actuator 60 is operated in accordance with the change in the detected value of the current sensor.

[0080] <Clutch control mode> Figure 13 is an explanatory diagram showing the transitions of the clutch control modes of the motorcycle according to the embodiment. As shown in Figure 13, the transmission system 100 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 modes transition appropriately between the three modes in accordance with the operation of the clutch control mode selector switch 49 (see Figure 12) and the clutch lever. The system including manual mode M2 ​​and manual intervention mode M3 is referred to as manual system M2A.

[0081] Auto mode M1 is a mode in which the clutch device 40 is controlled by calculating the appropriate clutch capacity for the driving conditions in accordance with the automatic starting and shifting control. Manual mode M2 ​​is a mode in which the clutch device 40 is controlled by calculating the clutch capacity in accordance with the clutch operation instructions from the occupant. Manual intervention mode M3 is a mode in which the clutch device 40 is controlled by receiving clutch operation instructions from the occupant during auto mode M1, and by calculating the clutch capacity from the clutch operation instructions; it is a temporary manual operation mode. Note that during manual intervention mode M3, if the occupant stops operating the clutch lever (completely released) for a specified period of time, the system may be set to return to auto mode M1.

[0082] For example, when the transmission system 100 starts up, it begins control from the clutch-on state (engaged state) in auto mode M1. Also, when the engine 21 stops (system off), the transmission system 100 is set to return to the clutch-on state in auto mode M1. In a normally closed clutch device 40, when the clutch is on, power supply to the motor 61 of the clutch actuator 60 is not required. On the other hand, when the clutch device 40 is in the clutch-off state (disengaged state), power supply to the motor 61 is maintained.

[0083] Auto Mode M1 is based on automatic clutch control. Auto Mode M1 allows the motorcycle 1 to be driven without lever operation. In Auto Mode M1, the clutch capacity is controlled based on throttle opening, engine speed, vehicle speed, shift sensor output, etc. This allows the motorcycle 1 to start without engine stalling by operating the throttle alone. Furthermore, the motorcycle 1 can be shifted gears by operating the shift lever alone. In addition, in Auto Mode M1, the system switches to Manual Intervention Mode M3 when the rider squeezes the clutch lever.

[0084] In manual mode M2, the clutch capacity can be controlled by the rider operating a lever. That is, in manual mode M2, the clutch device 40 can be engaged and disengaged by the rider operating a lever. Auto mode M1 and manual mode M2 ​​are mutually switchable. This switching is done, for example, by operating the clutch control mode selector switch 49 (see Figure 12) while the motorcycle 1 is stopped and the transmission 25 is in neutral. The transmission system 100 may also be equipped with an indicator to show that it is in manual mode when transitioning to manual mode M2A (manual mode M2 ​​or manual intervention mode M3).

[0085] Manual mode M2 ​​is based on manual clutch control. In manual mode M2, the clutch capacity can be controlled according to the operating angle of the clutch lever (i.e., the operating angle of the driven clutch lever 58). This allows the rider to control the engagement and disengagement of the clutch device 40 at will. Hereinafter, the operating angle of the driven clutch lever 58 will be referred to as the driven clutch lever operating angle.

[0086] In auto mode M1, the clutch actuator 60 automatically engages and disengages the clutch device 40. In auto mode M1, manual clutch operation using the clutch lever allows for temporary intervention of manual control of the clutch device 40 (manual intervention mode M3).

[0087] <Manual clutch operation> As shown in Figure 2, the clutch lever is connected via an operating cable to a driven clutch lever 58 attached to the release shaft 53 of the clutch device 40. The driven clutch lever 58 is integrally rotatably mounted to the upper end of the release shaft 53.

[0088] Furthermore, for example, a clutch control mode selector switch 49 is provided on the steering wheel switch. This allows the occupant to easily switch the clutch control mode during normal driving.

[0089] <2-motor control> In this embodiment, a pair of motors 61 in the clutch actuator 60 may work together to drive the release shaft 53 (to engage and disengage the clutch device 40). In this case, the load (load) borne by each of the two motors 61 is halved, allowing each motor 61 to be made smaller. This increases the degree of freedom in the layout of the motors 61 compared to a configuration in which the clutch actuator 60 has a single motor 61. Therefore, even when the clutch actuator 60 is located on the outside of the power unit 20, it is easier to suppress the outward protrusion of the clutch actuator 60 in the vehicle width direction. Thus, it becomes possible to substantially reduce the size of the clutch actuator 60.

[0090] In this embodiment, in the clutch actuator 60, under normal conditions (non-failure), one of the multiple (two) motors 61 may be used as the drive source for the release shaft 53, while the remaining one may be used for another purpose. For example, the remaining motor 61 may be kept inactive for fail-safe purposes, or it may be used as a current sensor.

[0091] As described above, the clutch cover 30 and gear case 71 of this embodiment are provided coaxially with the release shaft 53 and have a support shaft portion 90 that supports each other, and a second fastening portion 96 and a cover-side fastening portion 97 that fasten to each other in a direction perpendicular to the axial direction. With this configuration, the relative displacement of the clutch cover 30 and gear case 71 in a direction intersecting the axial direction can be restricted by the support shaft portion 90, so that the clutch actuator 60 can be firmly fastened to the clutch cover 30 while suppressing an increase in the number of parts. Furthermore, when fastening the gear case 71 to the clutch cover 30 with the second fastening portion 96 and the cover-side fastening portion 97, the clutch cover 30 and gear case 71 can be positioned in advance by the support shaft portion 90 in a direction intersecting the axial direction, so that the gear case 71 can be easily positioned in the desired position relative to the clutch cover 30 with the second fastening portion 96 and the cover-side fastening portion 97. Therefore, the ease of assembly of the clutch actuator 60 can be improved. As a result, a firm fastening of the clutch actuator 60 can be achieved with good assembly ease.

[0092] The second fastening portion 96 and the cover-side fastening portion 97 are positioned between both ends of the rotating shaft 61a of the motor 61. With this configuration, the clutch actuator 60 can be fastened to the clutch cover 30 in the vicinity of the heavy motor 61, thereby effectively suppressing vibrations of the clutch actuator 60.

[0093] The second fastening portion 96 and the cover-side fastening portion 97 are positioned between the pair of motors 61. With this configuration, the clutch actuator 60 can be fastened to the clutch cover 30 near the motors 61, which are heavy objects and are likely to be a source of vibration of the clutch actuator 60, thus effectively suppressing the generation of vibration of the clutch actuator 60.

[0094] The support shaft portion 90 has a spigot structure that supports the clutch cover 30 and the gear case 71 so that they can rotate relative to each other. With this configuration, by rotating the clutch actuator 60 around the support shaft portion 90, the gear case 71 can be easily positioned relative to the clutch cover 30. Therefore, the ease of assembly of the clutch actuator 60 can be improved. Furthermore, by rotating the clutch actuator 60 around the support shaft portion 90 and pressing the clutch actuator 60 against the clutch cover 30, the gear case 71 can be fastened to the clutch cover 30 using the second fastening portion 96 and the cover-side fastening portion 97, thus firmly fastening the clutch actuator 60 to the clutch cover 30.

[0095] The second fastening portion 96 and the cover-side fastening portion 97 are positioned offset in the axial direction from the support shaft portion 90. With this configuration, the support shaft portion 90 allows for relative axial displacement between the clutch cover 30 and the gear case 71, and the second fastening portion 96 and the cover-side fastening portion 97 fasten the clutch cover 30 and the gear case 71 to each other in a direction perpendicular to the axial direction. As a result, the clutch cover 30 and the clutch actuator 60 can be fastened to each other while eliminating the axial gap between the gear case 71 and the clutch cover 30. Therefore, tolerances between the gear case 71 and the clutch cover 30 can be absorbed.

[0096] Furthermore, the power unit 20 of this embodiment can be configured by replacing the clutch cover 30 and release shaft 53 and retrofitting the clutch actuator 60 to a manual clutch type power unit in which the engagement and disengagement of the clutch device 40 is performed by the driver's operation rather than by electrical control. Therefore, the clutch actuator 60 can be attached to power units of different models. As a result, the clutch actuator 60 can be shared among multiple models, making it easy to configure a semi-automatic transmission system 100 (automatic clutch type transmission system).

[0097] The release mechanism 51 in this embodiment is an eccentric cam mechanism, but the release mechanism 51 may also be a mechanism equipped with a rack and pinion or a lead screw. The mechanism connecting the clutch lever and the driven clutch lever 58 is not limited to an operating cable, but may also be a mechanism equipped with a rod or a link.

[0098] Although the clutch actuator 60 in this embodiment has a pair of motors 61, the clutch actuator 60 may have only one motor.

[0099] In this embodiment, the support shaft portion 90 has a cylindrical projection 91 provided on the gear case 71 and a recess 92 provided on the clutch cover 30, but is not limited to this configuration. The support shaft portion may also have a cylindrical projection provided on the clutch cover and a recess provided on the gear case that receives the projection of the clutch cover.

[0100] Furthermore, it is possible to replace the components in the above-described embodiments with well-known components as appropriate, without departing from the spirit of the present invention. [Industrial applicability]

[0101] According to the clutch actuator fastening structure described above, a firm fastening of the clutch actuator can be achieved with good assembly ease. [Explanation of symbols]

[0102] 1 Motorcycle (equipment) 21. Engine (prime mover) 25. Transmission (for output) 30 Clutch Cover 40 Clutch device 53 Release Shaft 60 Clutch Actuator 61. Motor (electric motor) 61a Rotation axis 63 Gear train (gears) 71 Gear case (case) 90 Support shaft 96 Second fastening part (fastening part) 97 Cover-side fastening part (fastening part)

Claims

1. A clutch device (40) that disconnects and connects the power transmission between the prime mover (21) and the output target (25) of the device (1), A clutch cover (30) covers the clutch device (40), A clutch actuator (60) that outputs a driving force to operate the clutch device (40), Equipped with, The clutch actuator (60) is At least one electric motor (61) is provided as a drive source, A release shaft (53) extends in the first axial direction and rotates upon receiving input from at least one electric motor (61), A gear (63) that reduces the rotational power output from at least one electric motor (61) and transmits it to the release shaft (53), A case (71) that houses the at least one electric motor (61) and the gear (63) and rotatably supports the release shaft (53), It has, The clutch cover (30) and the case (71) are, A support shaft portion (90) is provided coaxially with the release shaft (53) and mutually supports it, Fastening parts (96, 97) that fasten together in directions perpendicular to the first axial direction, Having, The fastening structure of the clutch actuator.

2. The fastening portions (96, 97) are positioned between both ends of the rotating shaft (61a) in the second axial direction of the rotating shaft (61a) of at least one electric motor (61). The fastening structure for a clutch actuator according to claim 1.

3. The at least one electric motor (61) comprises a first electric motor and a second electric motor, The fastening portions (96, 97) are located between the first motor and the second motor. A clutch actuator fastening structure according to claim 1 or claim 2.

4. The support shaft portion (90) has a spigot structure that rotatably supports the clutch cover (30) and the case (71) relative to each other. A clutch actuator fastening structure according to claim 1 or claim 2.

5. The fastening portions (96, 97) are positioned offset from the support shaft portion (90) in the first axial direction. A clutch actuator fastening structure according to claim 1 or claim 2.

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