Clutch control device

Abstract

A clutch control device (50) comprising a release mechanism (51, 151) for operating a clutch device (40). The release mechanism (51, 151) has: a control-side release shaft (56) that is supported by a clutch actuator (60) and that rotates upon receiving input from a motor (61); a clutch-side release shaft group (57, 157) that has a plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B), which rotate integrally upon receiving the rotation of the control-side release shaft (56), and that disengageably engages with the control-side release shaft (56); and a lifter shaft (52) that causes the clutch device (40) to operate via the rotation of the clutch-side release shaft group (57, 157). The plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B) are arranged such that the center axes thereof are not aligned with each other.

Description

Technical Field

[0004] , , , ,

[0005] , , ,

[0001] The present invention relates to a clutch control device.

Background Art

[0002] Conventionally, there is known a clutch control device including a clutch device and a clutch actuator that outputs a driving force for operating the clutch device, and automatically performing 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 the 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 order to make the entire power unit to which the clutch control device is attached more compact, it is desired to arrange the clutch actuator close to the push rod of the clutch. On the other hand, depending on the vehicle type, the clutch actuator may hit the driver's leg, and the driver may feel discomfort. In particular, in the clutch actuator, the periphery of the motor tends to be thick and is likely to hit the driver's leg. Therefore, there is room for improvement in the conventional clutch control device in terms of improving the degree of freedom in arranging the clutch actuator.

[0005] This invention provides a clutch control device that can improve the degree of freedom in the placement of the clutch actuator. Furthermore, this application aims to improve operability by enabling the compact placement of the clutch actuator. Ultimately, this will contribute to further improving traffic safety and the development of a sustainable transportation system. [Means for solving the problem]

[0006] A clutch control device according to a first aspect of the present invention comprises a clutch actuator (60) having a motor (61) that outputs a driving force for operating a clutch device (40), a clutch operator that is operated by an occupant, and a release mechanism (51, 151) that operates the clutch device (40) by receiving input from at least one of the clutch actuator (60) and the clutch operator, wherein the release mechanism (51, 151) includes a control-side release shaft (56) supported by the clutch actuator (60) and rotated by receiving input from the motor (61), and a plurality of clutch-side releases that rotate together by receiving rotation from the control-side release shaft (56). The clutch side release shaft group (57, 157) has release shafts (57A, 57B, 57C, 157A, 157B) and is detachably engaged with the control side release shaft (56), and a lifter shaft (52) extends axially and is engaged with the first clutch side release shaft (57A, 157A) among the plurality of clutch side release shafts (57A, 57B, 57C, 157A, 157B), and is displaced axially by the rotation of the clutch side release shaft group (57, 157) to cause the clutch device (40) to operate, wherein the plurality of clutch side release shafts (57A, 57B, 57C, 157A, 157B) are arranged with their central axes offset from each other.

[0007] According to the first embodiment, by adjusting the arrangement of the clutch-side release shaft group, which includes the clutch-side release shaft that engages with the control-side release shaft, it becomes possible to arbitrarily set the position of the clutch actuator, including the control-side release shaft, relative to the lifter shaft. Therefore, the degree of freedom in the arrangement of the clutch actuator can be improved.

[0008] A clutch control device according to a second aspect of the present invention is a clutch control device according to the first aspect described above, wherein the release mechanism (151) has a manual side release shaft (155) that is detachably engaged with the clutch side release shaft group (157) and rotates in response to the driver's operating force, the plurality of clutch side release shafts (157A, 157B) rotate together by individually receiving the rotation of the manual side release shaft (155) and the rotation of the control side release shaft (156), and the release mechanism (151) may have a reduction gear train (181) that reduces the rotation of the manual side release shaft (155) and transmits it to the first clutch side release shaft (157A).

[0009] According to the second embodiment, the operating load applied by the driver to the manual release shaft when operating the clutch device can be reduced.

[0010] A clutch control device according to a third aspect of the present invention is a clutch control device according to the first aspect described above, wherein the release mechanism (51) has a manual side release shaft (55) that is detachably engaged with the clutch side release shaft group (57) and rotates in response to the driver's operating force, and the plurality of clutch side release shafts (57A, 57B, 57C) rotate together by individually receiving the rotation of the manual side release shaft (55) and the rotation of the control side release shaft (56), and the manual side release shaft (55) may be arranged coaxially with the first clutch side release shaft (57A) and directly engaged with the first clutch side release shaft (57A).

[0011] According to the third embodiment, since the manual release shaft is directly connected to the first clutch release shaft without the need for gears or the like, the driver can rotate the manual release shaft with a direct feel when operating the clutch device. Therefore, the operability of the manual engagement and disengagement operation of the clutch device can be improved.

[0012] A clutch control device according to a fourth aspect of the present invention is a clutch control device according to any of the first to third aspects described above, wherein the clutch-side release shaft group (57) further comprises a second clutch-side release shaft (57B) that engages with the control-side release shaft (56), and a third clutch-side release shaft (57C) that transmits the rotation of the second clutch-side release shaft (57B) to the first clutch-side release shaft (57A).

[0013] According to the fourth embodiment, compared to a configuration in which the clutch-side release shaft group has only two clutch-side release shafts, it becomes possible to position the clutch actuator, including the control-side release shaft, further away from the lifter shaft. Therefore, the degree of freedom in positioning the clutch actuator can be further improved.

[0014] A clutch control device according to a fifth aspect of the present invention may have, in addition to a clutch control device according to any of the first to fourth aspects described above, a shaft holding member (82, 182) disposed outside the clutch actuator (60) and holding at least one clutch-side release shaft other than the first clutch-side release shaft (57A, 157A) from the clutch-side release shaft group (57, 157), and a shaft cover portion (30) covering the first clutch-side release shaft (57A, 157A).

[0015] According to the fifth aspect, since the shaft holding member is arranged integrally with the clutch-side release shaft group outside the clutch actuator, the shaft holding member is also covered by the shaft cover portion that covers the first clutch-side release shaft. As a result, the shaft holding member can be sealed together with the first clutch-side release shaft in a lump, so that it is not necessary to add an oil seal structure and an increase in the number of parts can be minimized.

Advantages of the Invention

[0016] According to the above clutch control device, the degree of freedom in arranging the clutch actuator can be improved.

Brief Description of the Drawings

[0017] [Figure 1] It is a right side view of the motorcycle of the embodiment. [Figure 2] It is a cross-sectional view showing a part of the power unit of the embodiment. [Figure 3] It is a cross-sectional view showing the clutch control device of the first embodiment. [Figure 4] It is a perspective view showing the shaft holding member of the first embodiment. [Figure 5] It is a block diagram of the transmission system of the first embodiment. [Figure 6] It is an explanatory diagram showing the transition of the clutch control mode of the motorcycle of the first embodiment. [Figure 7] It is a cross-sectional view showing the clutch control device of the second embodiment. [Figure 8] It is a perspective view showing the shaft holding member of the second embodiment.

Modes for Carrying Out the Invention

[0018] Hereinafter, embodiments of the present invention will be described based on the drawings. In the following description, components having the same or similar functions are denoted by the same reference numerals, and redundant descriptions thereof may be omitted. Also, the directions such as front-back, up-down, left-right, etc. in the following description are the same as those 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] <Overall vehicle> FIG. 1 is a right side view of a motorcycle according to an embodiment. As shown in FIG. 1, the motorcycle 1 of the present embodiment is an example of a saddle-riding type vehicle. The motorcycle 1 includes a front wheel 2, a rear wheel 3, a vehicle body frame 10, a power unit 20, and a clutch control device 50.

[0020] The vehicle body frame 10 includes a head pipe 11, a main frame 12, a pivot frame 13, etc., which are integrally joined by welding or the like. The head pipe 11 is provided at the front end of the vehicle body frame 10. The head pipe 11 supports the steering stem of the front wheel suspension device 4. The front wheel 2 is supported by the front wheel suspension device 4. The main frame 12 extends rearward and downward from the head pipe 11. The pivot frame 13 extends downward from the rear end portion of the main frame 12. The front end portion of the swing arm 5 is swingably supported at the lower portion of the pivot frame 13. The rear wheel 3 is supported at the rear end portion of the swing arm 5. Note that the vehicle body 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. The clutch cover 30 has a shaft insertion portion 36 through which the release shaft 53 is inserted (see Figure 3).

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] (First Embodiment) The clutch control device 50 of the first embodiment 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.

[0034] The lifter shaft 52 has a central axis aligned with 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 is rotatably positioned relative to the clutch cover 30.

[0035] Figure 3 is a cross-sectional view showing the clutch control device of the first embodiment. Figure 3 shows a cross-sectional view including the rotation axis of each rotating body of the clutch actuator 60. As shown in Figure 3, the release shaft 53 is divided into multiple elements to allow rotation by receiving input from the clutch actuator 60 and input from the occupant's operation separately. Each of the divided elements of the release shaft 53 has a central axis along a direction perpendicular to the vehicle width direction and is arranged parallel to each other. In the following description, unless otherwise specified, the axial direction of the release shaft will simply be referred to as the axial direction. The direction of rotation around the axis along the axial direction will be referred to as the circumferential direction.

[0036] The release shaft 53 includes a manual release shaft 55 that rotates in response to the driver's operating force, a control release shaft 56 that rotates in response to input from the motor 61 of the clutch actuator 60, and a clutch-side release shaft group 57 having multiple clutch-side release shafts 57A to 57C that rotate together by individually receiving the rotation of the manual release shaft 55 and the control-side release shaft 56. In other words, the clutch-side release shaft group 57 rotates together in both cases: when it receives rotation from the manual release shaft 55 alone, and when it receives rotation from the control-side release shaft 56 alone.

[0037] The manual release shaft 55 is cylindrical. The lower part of the manual release shaft 55 is located inside the clutch cover 30. The manual release shaft 55 is rotatably supported by the clutch cover 30. The upper end of the manual release shaft 55 protrudes outward from the clutch cover 30. The driven clutch lever 58 is integrally rotatably supported at the upper end of the manual release shaft 55. The driven clutch lever 58 is connected to the clutch lever via an operating cable. As a result, the manual 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).

[0038] The control-side release shaft 56 is cylindrical in shape. The control-side release shaft 56 is located inside the unit case 70 of the clutch actuator 60. The control-side release shaft 56 is rotatably supported by the unit case 70. The control-side release shaft 56 is provided with a control-side engaged portion 56a that extends in the axial direction. The control-side engaged portion 56a is formed in a fan shape in cross-section.

[0039] The clutch-side release shaft group 57 has a plurality of clutch-side release shafts 57A to 57C that are rotatably arranged relative to the clutch cover 30. The plurality of clutch-side release shafts 57A to 57C are the first clutch-side release shaft 57A, the second clutch-side release shaft 57B, and the third clutch-side release shaft 57C.

[0040] The first clutch-side release shaft 57A is cylindrical. The first clutch-side release shaft 57A is located inside the clutch cover 30 and is covered by the clutch cover 30. The first clutch-side release shaft 57A is rotatably supported by the clutch cover 30. The first clutch-side release shaft 57A is coaxially positioned with the manual-side release shaft 55.

[0041] An eccentric cam portion 54 is formed at the lower part of the first clutch-side release shaft 57A. The eccentric cam portion 54 engages with the right end of the lifter shaft 52 (see Figure 2). As shown in Figure 2, the first clutch-side release shaft 57A rotates around its central axis, causing the lifter shaft 52 to move to the right due to the action of the eccentric cam portion 54. 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, unable to transmit power. A lower return spring is attached to the lower end of the first clutch-side release shaft 57A. The lower return spring applies a biasing force to the first clutch-side release shaft 57A in the opposite direction to the rotation in the clutch disengagement direction.

[0042] As shown in Figure 3, the upper part of the first clutch-side release shaft 57A overlaps with the lower part of the manual-side release shaft 55 in the axial direction and faces it in the circumferential direction. The first clutch-side release shaft 57A can directly engage with the manual-side release shaft 55 without the need for a transmission mechanism such as gears, and can rotate together in the same phase. That is, the first clutch-side release shaft 57A rotates by receiving the rotation of the manual-side release shaft 55. Furthermore, if there is an input to the first clutch-side release shaft 57A without going through the manual-side release shaft 55, the first clutch-side release shaft 57A can rotate independently of the manual-side release shaft 55 within a predetermined range.

[0043] The second clutch-side release shaft 57B is positioned parallel to the first clutch-side release shaft 57A, with its central axis offset. The second clutch-side release shaft 57B is positioned forward of the first clutch-side release shaft 57A. The second clutch-side release shaft 57B is positioned coaxially with the control-side release shaft 56. The lower part of the second clutch-side release shaft 57B is located inside the clutch cover 30 and is covered by the clutch cover 30. The second clutch-side release shaft 57B is rotatably supported by the clutch cover 30.

[0044] The upper part of the second clutch-side release shaft 57B protrudes outward from the clutch cover 30 through the shaft insertion portion 36 of the clutch cover 30. The upper part of the second clutch-side release shaft 57B faces into the gear case 71 of the clutch actuator 60. An axially extending engaging portion 57a ​​is provided at the upper end of the second clutch-side release shaft 57B. The engaging portion 57a ​​is formed in a fan shape in cross-section. The engaging portion 57a ​​aligns with the control-side engaged portion 56a of the control-side release shaft 56 in the axial direction and faces it in the circumferential direction. The second clutch-side release shaft 57B can directly engage with the control-side release shaft 56 without the need for a transmission mechanism such as gears, and can rotate together in phase. That is, the second clutch-side release shaft 57B rotates by receiving the rotation of the control-side release shaft 56. The engaging portion 57a ​​is spaced apart from the control-side engaged portion 56a in the circumferential direction. If an input is received on the second clutch-side release shaft 57B without going through the control-side release shaft 56, the second clutch-side release shaft 57B can rotate independently of the control-side release shaft 56 within a predetermined range.

[0045] The third clutch-side release shaft 57C is positioned between the second clutch-side release shaft 57B and the first clutch-side release shaft 57A. The central axes of the third clutch-side release shaft 57C, the second clutch-side release shaft 57B, and the first clutch-side release shaft 57A are aligned on the same straight line extending in the front-rear direction in an axial view. The third clutch-side release shaft 57C is located inside the clutch cover 30 and is covered by the clutch cover 30. The third clutch-side release shaft 57C is formed in a cylindrical shape. A support shaft 80 is inserted inside the third clutch-side release shaft 57C. The third clutch-side release shaft 57C is rotatably supported by the support shaft 80. The support shaft 80 is located inside the clutch cover 30. The upper end of the support shaft 80 is supported by the clutch cover 30.

[0046] The release mechanism 51 has a gear train 81 that transmits the rotation of the second clutch-side release shaft 57B to the first clutch-side release shaft 57A. The gear train 81 is located inside the clutch cover 30. The gear train 81 comprises a front gear 81a that rotates integrally with the second clutch-side release shaft 57B, an intermediate gear 81b that rotates integrally with the third clutch-side release shaft 57C, and a rear gear 81c that rotates integrally with the first clutch-side release shaft 57A. The front gear 81a is formed integrally with the second clutch-side release shaft 57B. The front gear 81a meshes with the intermediate gear 81b. The intermediate gear 81b is formed on the outer circumferential surface of the third clutch-side release shaft 57C. The intermediate gear 81b meshes with the rear gear 81c. The subsequent gear 81c is formed integrally with the upper end of the first clutch-side release shaft 57A. As a result, the multiple clutch-side release shafts 57A to 57C of the clutch-side release shaft group 57 rotate integrally with each other.

[0047] Figure 4 is a perspective view showing the shaft holding member of the first embodiment. As shown in Figures 3 and 4, the second clutch-side release shaft 57B and the support shaft 80 are supported by a shaft holding member 82 inside the clutch cover 30. The shaft holding member 82 comprises a first cylindrical portion 82a that supports the lower end of the second clutch-side release shaft 57B, a second cylindrical portion 82b that supports the lower end of the support shaft 80, and a fastening portion 82c that is fastened to the clutch cover 30 or the crankcase 22. The first cylindrical portion 82a and the second cylindrical portion 82b are aligned in the front-rear direction corresponding to the positional relationship between the second clutch-side release shaft 57B and the support shaft 80, and are integrally formed with each other. The fastening portion 82c is integrally formed with the first cylindrical portion 82a and the second cylindrical portion 82b and extends downward from the first cylindrical portion 82a and the second cylindrical portion 82b. Through holes for inserting bolts are formed in the fastening portion 82c, aligned front-rear.

[0048] As shown in Figure 3, 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 control-side release shaft 56. The central axis of the control-side release shaft 56, 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. In other words, the central axes of the multiple clutch-side release shafts 57A to 57C, 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 control-side release shaft 56. The driven gear 67 is a sector-shaped gear centered on the control-side release shaft 56. The driven gear 67 is provided so as to extend forward of the control-side release shaft 56. 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 mechanism 62 is permanently connected to the motor 61 and the control-side release shaft 56 so that they can be linked together. This configures a system in which the clutch actuator 60 directly engages and disengages the clutch device 40.

[0059] The unit case 70 is fixed to the clutch cover 30. 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] The gear case 71 has an opening 73a through which the second clutch-side release shaft 57B is inserted. The opening 73a faces the shaft insertion portion 36 of the clutch cover 30. The opening 73a penetrates the upper body 71Ua in the axial direction. The gear case 71 receives the second clutch-side release shaft 57B, which protrudes from the clutch cover 30, through the opening 73a. The gear case 71 rotatably holds the control-side release shaft 56 inside it.

[0066] When the clutch actuator 60 is attached to the clutch cover 30, the control-side release shaft 56 and the second clutch-side release shaft 57B are linearly connected to each other.

[0067] <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).

[0068] Figure 5 is a block diagram of the transmission system of the first embodiment. As shown in Figure 5, the transmission system 100 of the motorcycle 1 mainly comprises a 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] <Clutch control mode> Figure 6 is an explanatory diagram showing the transition of clutch control modes for a motorcycle according to the first embodiment. As shown in Figure 6, 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 5) and the clutch lever. The set including manual mode M2 ​​and manual intervention mode M3 is referred to as the manual system M2A.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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 5) 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).

[0078] 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.

[0079] 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).

[0080] <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.

[0081] 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.

[0082] <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.

[0083] 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.

[0084] As described above, the clutch control device 50 of this embodiment includes a release mechanism 51 that operates the clutch device 40 upon receiving input from at least one of the clutch actuator 60 and the clutch lever. The release mechanism 51 includes a control-side release shaft 56 supported by the clutch actuator 60 and rotating upon receiving input from the motor 61, a group of clutch-side release shafts 57A to 57C that rotate together in response to the rotation of the control-side release shaft 56 and are detachably engaged with the control-side release shaft 56, and a lifter shaft 52 that extends axially, engages with the first clutch-side release shaft 57A, and is displaced axially by the rotation of the group of clutch-side release shafts 57 to cause the clutch device 40 to operate. The multiple clutch-side release shafts 57A to 57C are arranged with their central axes offset from each other. With this configuration, by adjusting the arrangement of the clutch-side release shaft group 57, which includes the second clutch-side release shaft 57B that engages with the control-side release shaft 56, the position of the clutch actuator 60, including the control-side release shaft 56, can be arbitrarily set relative to the lifter shaft 52. Therefore, the degree of freedom in positioning the clutch actuator 60 can be improved. In particular, since the position of the motor 61, which has a large thickness in the vehicle width direction, can be adjusted, it is possible to suppress the peripheral part of the clutch actuator, specifically the motor 61, from hitting the driver's leg.

[0085] The release mechanism 51 has a manual-side release shaft 55 that is detachably engaged with the clutch-side release shaft group 57 and rotates in response to the driver's operating force. The multiple clutch-side release shafts 57A to 57C rotate together by individually receiving the rotation of the manual-side release shaft 55 and the rotation of the control-side release shaft 56. The manual-side release shaft 55 is arranged coaxially with the first clutch-side release shaft 57A and is directly engaged with the first clutch-side release shaft 57A. With this configuration, the manual-side release shaft 55 is directly connected to the first clutch-side release shaft 57A without the need for gears or the like, so when operating the clutch device 40, the driver can rotate the manual-side release shaft 55 with a direct feel. Therefore, the operability of the manual engagement and disengagement operation of the clutch device 40 can be improved.

[0086] The clutch-side release shaft group 57 further includes a second clutch-side release shaft 57B that engages with the control-side release shaft 56, and a third clutch-side release shaft 57C that transmits the rotation of the second clutch-side release shaft 57B to the first clutch-side release shaft 57A. With this configuration, compared to a configuration in which the clutch-side release shaft group has only two clutch-side release shafts, it becomes possible to position the clutch actuator 60, including the control-side release shaft 56, further away from the lifter shaft 52. Therefore, the degree of freedom in positioning the clutch actuator 60 can be further improved.

[0087] The clutch actuator 60 is positioned on the outside and includes a shaft holding member 82 that holds the second clutch-side release shaft 57B, and a clutch cover 30 that covers the first clutch-side release shaft 57A. With this configuration, since the clutch cover 30 is positioned on the outside of the clutch actuator 60 and integrally with the clutch-side release shaft group 57, the shaft holding member 82 is also covered by the clutch cover 30 that covers the first clutch-side release shaft 57A. As a result, the shaft holding member 82 can be sealed together with the first clutch-side release shaft 57A, eliminating the need for an additional oil seal structure and minimizing the increase in the number of parts.

[0088] 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).

[0089] (Second Embodiment) Next, a second embodiment will be described with reference to Figures 7 and 8. The clutch control device 150 of the second embodiment is equipped with a release shaft 153 in place of the release shaft 53 of the first embodiment. Other than what is described below, the configuration is the same as that of the first embodiment.

[0090] Figure 7 is a cross-sectional view showing a clutch control device according to a second embodiment. As shown in Figure 7, the release mechanism 151 includes a release shaft 153. The release shaft 153 includes a manual side release shaft 155 that rotates in response to the driver's operating force, a control side release shaft 156 that rotates in response to input from the clutch actuator 60, and a clutch side release shaft group 157 having a plurality of clutch side release shafts 157A, 157B that rotate together by individually receiving the rotation of the manual side release shaft 155 and the control side release shaft 156.

[0091] The manual release shaft 155 is cylindrical. The lower part of the manual release shaft 155 is located inside the unit case 70 of the clutch actuator 60. The manual release shaft 155 is rotatably supported in the unit case 70. The upper end of the manual release shaft 155 protrudes outward from the unit case 70. The driven clutch lever 58 is integrally rotatably supported at the upper end of the manual release shaft 155.

[0092] The clutch-side release shaft group 157 has a plurality of clutch-side release shafts 157A, 157B that are rotatably arranged relative to the clutch cover 30. The plurality of clutch-side release shafts 157A, 157B are the first clutch-side release shaft 157A and the second clutch-side release shaft 157B.

[0093] The first clutch-side release shaft 157A is cylindrical. The first clutch-side release shaft 157A is located inside the clutch cover 30 and is covered by the clutch cover 30. The first clutch-side release shaft 157A is rotatably supported by the clutch cover 30. An eccentric cam portion 54 is formed at the lower part of the first clutch-side release shaft 157A.

[0094] The second clutch-side release shaft 157B is positioned parallel to the first clutch-side release shaft 157A, with its central axis offset. The second clutch-side release shaft 157B is positioned forward of the first clutch-side release shaft 157A. The second clutch-side release shaft 157B is positioned coaxially with the manual-side release shaft 155. The lower part of the second clutch-side release shaft 157B is located inside the clutch cover 30 and is covered by the clutch cover 30. The second clutch-side release shaft 157B is rotatably supported by the clutch cover 30. The upper part of the second clutch-side release shaft 157B protrudes from the clutch cover 30 to the outside of the clutch cover 30 through the shaft insertion portion 36 of the clutch cover 30. The upper part of the second clutch-side release shaft 157B faces into the gear case 71 of the clutch actuator 60.

[0095] The lower end of the manual release shaft 155 is provided with a manual engagement portion 155a that extends in the axial direction. The upper end of the second clutch release shaft 157B is provided with an engagement portion 157a that extends in the axial direction. The manual engagement portion 155a and the engagement portion 157a are each formed in a fan shape in cross-section. The manual engagement portion 155a and the engagement portion 157a overlap each other in the axial direction and face each other in the circumferential direction. The second clutch release shaft 157B and the manual release shaft 155 are mutually engaged and can rotate as a single unit. That is, the second clutch release shaft 157B rotates by receiving the rotation of the manual release shaft 155. Furthermore, if input is received on the second clutch-side release shaft 157B without going through the manual-side release shaft 155, the second clutch-side release shaft 157B can rotate independently of the manual-side release shaft 155 within a predetermined range.

[0096] The control-side release shaft 156 is formed similarly to the control-side release shaft 56 of the first embodiment. The control-side release shaft 156 is capable of being inserted through the engaging portions of the lower end of the manual-side release shaft 155 and the upper end of the second clutch-side release shaft 157B. The control-side engaged portion 56a of the control-side release shaft 156 is formed in a fan shape in cross-section.

[0097] The control-side engaged portion 56a of the control-side release shaft 156 and the engaging portion 157a of the second clutch-side release shaft 157B overlap each other axially and face each other circumferentially. As a result, the second clutch-side release shaft 157B rotates upon receiving rotation from the control-side release shaft 156. The engaging portion 157a is spaced apart from the control-side engaged portion 56a circumferentially. If an input is received to the second clutch-side release shaft 157B without going through the control-side release shaft 156, the second clutch-side release shaft 157B can rotate independently of the control-side release shaft 156 within a predetermined range.

[0098] The release mechanism 51 has a gear train 181 that transmits the rotation of the second clutch-side release shaft 157B to the first clutch-side release shaft 157A. The gear train 181 is located inside the clutch cover 30. The gear train 181 comprises a front gear 181a that rotates integrally with the second clutch-side release shaft 157B and a rear gear 181b that rotates integrally with the first clutch-side release shaft 157A. The front gear 181a is formed integrally with the second clutch-side release shaft 157B. The rear gear 181b meshes with the front gear 181a. As a result, the multiple clutch-side release shafts 157A and 157B of the clutch-side release shaft group 157 rotate integrally. In this embodiment, the gear train 181 reduces the rotation of the manual side release shaft 155 and transmits it to the first clutch side release shaft 157A.

[0099] Figure 8 is a perspective view showing the shaft holding member of the second embodiment. As shown in Figures 7 and 8, the second clutch-side release shaft 157B is supported by a shaft holding member 182 inside the clutch cover 30. The shaft holding member 182 comprises a cylindrical portion 182a that supports the lower end of the second clutch-side release shaft 157B and a fastening portion 182b that is fastened to the clutch cover 30 or the crankcase 22. The fastening portion 182b is formed integrally with the cylindrical portion 182a and extends rearward from the cylindrical portion 182a. Through holes are formed vertically in the fastening portion 182b through which bolts are inserted.

[0100] The unit case 70 of the clutch actuator 60 has a case upper cover 71Uc instead of the case upper cover 71Ub of the first embodiment. The case upper cover 71Uc has an opening 173 through which the manual side release shaft 155 is inserted. The opening 173 penetrates the case upper cover 71Uc in the axial direction. The inner circumferential surface of the opening 173 rotatably holds the manual side release shaft 155 in a state in which the manual side release shaft 155 protrudes to the outside of the gear case 71 through the opening 173.

[0101] When the clutch actuator is attached to the clutch cover 30, the manual release shaft 155, the control release shaft 156, and the second clutch release shaft 157B are linearly connected to each other.

[0102] As described above, the clutch control device 150 of this embodiment provides the same effects as the first embodiment. In addition, in this embodiment, the release mechanism 151 has a gear train 181 that reduces the rotation of the manual side release shaft 155 and transmits it to the first clutch side release shaft 157A. With this configuration, the operating load that the driver applies to the manual side release shaft 155 when operating the clutch device 40 can be reduced.

[0103] In the first and second embodiments, the clutch actuator 60 is substantially the same, including the control-side release shafts 56 and 156. Therefore, a clutch device can be formed by interposing a group of release shafts between the clutch actuator 60 and the first clutch-side release shafts 57A and 157A provided on the vehicle body side, or by directly connecting the clutch actuator 60 to the release shaft on the vehicle body side, and the clutch actuator 60 can be standardized across multiple vehicle models.

[0104] The release mechanism 51 in this embodiment is an eccentric cam mechanism, but the release mechanism 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.

[0105] In this embodiment, the release mechanism is configured to operate upon input from a clutch operator, but the invention is not limited to this configuration. That is, the release mechanism may be configured to operate solely upon input from a clutch actuator. Also, although the clutch actuator 60 in this embodiment has a pair of motors 61, the clutch actuator may have only one motor.

[0106] In this embodiment, the clutch-side release shaft group is configured with two or three shafts, but is not limited to this configuration. The clutch-side release shaft group may be configured with four or more shafts.

[0107] 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]

[0108] The clutch control device described above can improve the degree of freedom in the placement of the clutch actuator. [Explanation of Symbols]

[0109] 30...Clutch cover (shaft cover section) 40...Clutch device 50,150…Clutch control unit 51,151...Release mechanism 52... Lifter shaft 53,153... Release shaft 55,155… Manual release shaft 56,156…Control side release shaft 57,157…Clutch-side release shaft group 57A, 157A... First clutch-side release shaft (clutch-side release shaft) 57B, 157B... Second clutch-side release shaft (clutch-side release shaft) 57C…Third clutch-side release shaft (clutch-side release shaft) 60... Clutch actuator 61…motor 82,182… Shaft holding member 181...Gear train (reduction gear train)

Claims

1. A clutch actuator (60) having a motor (61) that outputs a driving force to operate the clutch device (40), A clutch lever that is operated by the occupant, A release mechanism (51, 151) that receives input from at least one of the clutch actuator (60) and the clutch operator to operate the clutch device (40), Equipped with, The aforementioned release mechanism (51, 151) A control-side release shaft (56) is supported by the clutch actuator (60) and rotates upon receiving input from the motor (61), The clutch-side release shaft group (57, 157) has a plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B) that rotate together when they receive the rotation of the control-side release shaft (56), and the clutch-side release shaft group (57, 157) is detachably engaged with the control-side release shaft (56), A lifter shaft (52) extends in the axial direction and engages with the first clutch-side release shaft (57A, 157A) among the plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B), and is displaced in the axial direction by the rotation of the clutch-side release shaft group (57, 157) to cause the clutch device (40) to operate, It has, The aforementioned multiple clutch-side release shafts (57A, 57B, 57C, 157A, 157B) are arranged with their central axes offset from each other. Clutch control device.

2. The release mechanism (151) has a manual release shaft (155) that is detachably engaged with the clutch-side release shaft group (157) and rotates in response to the driver's operating force. The plurality of clutch-side release shafts (157A, 157B) rotate together by individually receiving the rotation of the manual-side release shaft (155) and the control-side release shaft (156). The release mechanism (151) has a reduction gear train (181) that reduces the rotation of the manual side release shaft (155) and transmits it to the first clutch side release shaft (157A). The clutch control device according to claim 1.

3. The release mechanism (51) has a manual release shaft (55) that is detachably engaged with the clutch-side release shaft group (57) and rotates in response to the driver's operating force. The plurality of clutch-side release shafts (57A, 57B, 57C) rotate together by individually receiving the rotation of the manual-side release shaft (55) and the control-side release shaft (56). The manual side release shaft (55) is arranged coaxially with the first clutch side release shaft (57A) and is directly engaged with the first clutch side release shaft (57A). The clutch control device according to claim 1.

4. The clutch-side release shaft group (57) is A second clutch-side release shaft (57B) engages with the control-side release shaft (56), A third clutch-side release shaft (57C) transmits the rotation of the second clutch-side release shaft (57B) to the first clutch-side release shaft (57A), It further possesses, A clutch control device according to claim 1 or claim 2.

5. A shaft holding member (82, 182) is positioned outside the clutch actuator (60) and holds at least one clutch-side release shaft other than the first clutch-side release shaft (57A, 157A) among the clutch-side release shaft group (57, 157), The shaft cover portion (30) covers the first clutch side release shaft (57A, 157A), Having, A clutch control device according to claim 1 or claim 2.

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