Clutch control device

Abstract

This clutch control device (40A) comprises a clutch device (26), a clutch actuator (50), and a control unit (40). The control unit (40) has an automatic control mode (M1) in which the clutch device (26) is automatically operated by driving the clutch actuator (50) and a manual control mode (M2) in which the clutch device (26) is manually operated by an operation input to a clutch operator (4b) operated by a driver. In accordance with the wear state of the clutch device (26), the control unit (40) shifts to a forced manual control mode in which only the manual control mode (M2) can be selected.

Description

Technical Field

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

Background Art

[0002] There is disclosed a semi-automatic transmission system in which a clutch arranged on the torque transmission path from an engine to wheels is operated by an actuator, and in addition to the operation of the clutch, a transmission arranged on the downstream side thereof is also operated by an actuator (see, for example, Patent Document 1). In such a semi-automatic transmission system including a transmission and a clutch, when a driver operates a shift button or a shift pedal to instruct gear shifting, first, the actuator disconnects the clutch, thereby blocking torque transmission to the transmission, and then the shifting operation of the transmission is performed. Further, after the shifting operation in the transmission, control is performed by the actuator to connect the clutch, that is, to shift the clutch from a disengaged state to an engaged state. When the vehicle stops, the gear of the transmission automatically shifts to the low-speed side in response to a decrease in vehicle speed, and at the time of restarting after stopping, etc., it is possible to start from a low-speed gear, so-called a low gear (first gear).

[0003] By the way, in a transmission used in a motorcycle or the like, there is also known a semi-automatic transmission system in which the driver performs the shifting operation of the transmission and only the intermittent operation of the clutch of the transmission is automatically performed. In the case of such a transmission system that automatically performs only the intermittent operation of the clutch, even when the vehicle decelerates, the gear of the transmission is not automatically shifted to the low-speed side unless the driver performs the shifting operation of the transmission. As a result, if the vehicle is stopped without performing the shifting operation and restarted in a state where the driver does not recognize that the gear position is a high gear such as second gear or higher, acceleration as expected cannot be achieved, a large load is applied to the clutch, and furthermore, uneven wear may occur in the clutch.

Prior Art Documents

Patent Documents

[0004] [Patent Document 1] Japanese Patent Publication No. 2009-264519 [Overview of the Initiative] [Problems that the invention aims to solve]

[0005] This invention provides a clutch control device that allows for both manual and automatic clutch operation, thereby reducing the load on the clutch device by decreasing the opportunities for high-gear starts. This application aims to improve operability in order to solve the above problem. Ultimately, it contributes to further improving traffic safety and the development of a sustainable transportation system. [Means for solving the problem]

[0006] A first aspect of the present invention is a clutch control device (40A) comprising: a clutch device (26) for disconnecting and engaging power transmission between a prime mover (13) and an output target (21) of a vehicle (1); a clutch actuator (50) for operating the clutch device (26); and a control unit (40) for controlling the drive of the clutch actuator (50), wherein the control unit (40) has an automatic control mode (M1) in which the clutch device (26) is automatically operated by the drive of the clutch actuator (50); and a manual control mode (M2) in which the clutch device (26) is manually operated by an operation input to a clutch operator (4b) operated by the driver, and the control unit (40) switches to a forced manual control mode in which only the manual control mode (M2) can be selected depending on the wear condition of the clutch device (26). With this configuration, if clutch wear is anticipated, only a manual control mode is available that does not allow high-gear starts via automatic control. This allows the vehicle to remain drivable while preventing repeated high-gear starts that would cause continued clutch wear. As a result, the durability of the clutch system can be improved.

[0007] A second aspect of the present invention is that, in the first aspect described above, the clutch device (26) transmits power by frictional engagement of a clutch plate (35), and the control unit (40) switches to the forced manual control mode when the amount of wear of the clutch plate (35) exceeds a threshold. With this configuration, when the amount of wear on the clutch plate exceeds a threshold, it is determined that the clutch device is wearing out and the system switches to a forced manual control mode. This allows for accurate limitation of the clutch control mode based on direct information regarding clutch wear.

[0008] A third aspect of the present invention is, in the first or second aspect described above, an angle sensor (56d) for detecting the rotation angle of the transmission element (56) of the clutch actuator (50), wherein the control unit (40) switches to the forced manual control mode when the clutch device (26) is connected and the clutch device (26) reaches the touch point (TP) where it begins to engage, and the value detected by the angle sensor (56d) increases by a specified amount or more from the initial value. With this configuration, if the rotation angle of the clutch actuator's transmission element increases by more than a specified amount in the half-clutch region after the touch point, it is determined that the clutch device is wearing out, and the system switches to a forced manual control mode. This allows for accurate and simple limitation of the clutch control mode using an angle sensor that can also be used for drive control of the clutch actuator.

[0009] A fourth aspect of the present invention is that, in any one of the first to third aspects described above, when the control unit (40) determines that the setting conditions for wear of the clutch device (26) have been met, it switches to the forced manual control mode from the next driving cycle via the on / off switch of the main switch of the vehicle (1). With this configuration, even when the setting conditions regarding clutch device wear are met and the clutch control mode is restricted, the restriction of the clutch control mode is not applied during the current driving cycle. This allows the driver to be notified of the transition to forced manual control mode when the main switch is turned on or off, making it easier for the driver to accept the restriction of the clutch control mode.

[0010] A fifth aspect of the present invention is that, in any one of the first to fourth aspects described above, when the vehicle (1) is decelerating, if the gear position of the transmission (21) of the vehicle (1) is on the high-speed side with respect to the vehicle speed, the driver is notified that the gear position is on the high-speed side. With this configuration, when the vehicle is decelerating, if the transmission's gear position is high relative to the vehicle speed, the driver is notified, prompting them to downshift. This increases the likelihood that the gear position will return to a low gear equivalent, especially before coming to a stop. As a result, the frequency of starting in a high-speed gear position is reduced, and the load on the clutch device is reduced.

[0011] A sixth aspect of the present invention is that, in the fifth aspect described above, when the vehicle (1) starts moving while the gear shift position remains on the high-speed side, the driver is notified that the transmission is in the high-speed gear shift position. This configuration allows the driver to be notified that the gear is in the high-speed position when the vehicle starts, further reducing the frequency of starting with the gear in the high-speed position, and thus further reducing the load on the clutch device.

[0012] A seventh aspect of the present invention is that, in the fifth or sixth aspect described above, the control unit (40) performs half-clutch control so that the engine speed is equal to or greater than the starting speed (Ne) when the vehicle (1) is started, and when the vehicle (1) is started with the gear shift position on the high-speed side, the control unit (40) reduces the starting speed (Ne) compared to when the vehicle (1) is started with the gear shift position on the low-speed side. With this configuration, when the transmission is in a high-speed gear position, the starting rotation speed is reduced compared to when the transmission is in a low-speed gear position, thereby reducing the clutch load caused by the half-clutch during starting in a high-speed gear position.

[0013] An eighth aspect of the present invention is that, in any one of the first to eighth aspects described above, when the system is in the forced manual control mode, the system notifies the driver that it is in the forced manual control mode. This configuration allows the driver to be notified that the clutch control mode is a forced manual control mode, thereby preventing errors such as the driver mistakenly believing it is an automatic control mode and performing in-gear operations without operating the clutch. [Effects of the Invention]

[0014] According to the present invention, in a clutch control device that allows manual and automatic operation of the clutch, the opportunities for high-gear starts can be reduced, thereby reducing the load on the clutch device. [Brief explanation of the drawing]

[0015] [Figure 1] This is a right side view of the motorcycle according to this embodiment. [Figure 2] This is a cross-sectional view of the transmission and gear shifting mechanism of the above-mentioned motorcycle. [Figure 3] The above is a block diagram of the transmission system of the motorcycle. [Figure 4] In the diagram above illustrating the transition of the clutch control modes of the motorcycle: [Figure 5] This is a cross-sectional view along the axial direction of the clutch actuator described above. [Figure 6] This is a perspective view of the release shaft that operates the clutch mechanism. [Figure 7] This is a cross-sectional view taken along line VII-VII in Figure 5. [Figure 8A] This is a cross-sectional view corresponding to Figure 7, which shows the operation of the release shaft in the half-clutch region, and represents the operation when driven by the clutch actuator. [Figure 8B] It is a cross-sectional view corresponding to FIG. 7 showing the operation in the half-clutch region of the release shaft, and shows the time of manual intervention. [Figure 9A] It is a cross-sectional view corresponding to FIG. 7 showing the operation in the standby position of the release shaft, and shows the time of driving by the clutch actuator. [Figure 9B] It is a cross-sectional view corresponding to FIG. 7 showing the operation in the standby position of the release shaft, and shows the time of manual intervention. [Figure 10] It is a time chart showing the first example of the time change of parameters when performing high-speed start. [Figure 11] It is a time chart showing the second example of the time change of parameters when performing high-speed start. [Figure 12] It is a graph showing the correlation between the clutch lift load and the clutch control lever angle when performing clutch disengagement. [Figure 13] It is a flowchart showing the process when shifting to the forced manual mode. [Figure 14] It is an explanatory view showing the basic control state after the system startup of the clutch control device.

Embodiments for Carrying Out the Invention

[0016] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, the directions such as front, rear, left, and right in the following description are the same as the directions in the vehicle described below unless otherwise specified. Also, in the figures used in the following description, arrows FR indicating the front of the vehicle, arrows LH indicating the left side of the vehicle, and arrows UP indicating the upper side of the vehicle are shown at appropriate positions. In this embodiment, the term "intermediate" means not only the center between both ends of the object but also the range inside between both ends of the object.

[0017] <The Whole Vehicle> As shown in Figure 1, this embodiment is applied to a motorcycle 1 as an example of a saddle-type vehicle. The front wheel 2 of the motorcycle 1 is supported by the lower ends of a pair of left and right front forks 3. The upper parts of the left and right front forks 3 are supported by the head pipe 6 at the front end of the vehicle frame 5 via a steering stem 4. A bar-type steering handle 4a is mounted on the top bridge of the steering stem 4.

[0018] The vehicle frame 5 comprises a head pipe 6, a main frame 7 extending downward and rearward from the center in the width direction (left-right direction) of the head pipe 6, a pivot frame 8 provided below the rear end of the main frame 7, and a seat frame 9 connected to the rear of the main frame 7 and pivot frame 8. The front end of the swing arm 11 is pivotally supported on the pivot frame 8. The rear end of the swing arm 11 supports the rear wheel 12 of the motorcycle 1.

[0019] Above the left and right main frames 7, a fuel tank 18 is supported. Behind the fuel tank 18, above the seat frame 9, the front seat 19 and the rear seat 19a are supported. On both the left and right sides of the rear of the fuel tank 18, there are knee grip sections 18a that are recessed inward in the vehicle width direction. The left and right knee grip sections 18a are formed to match the following area: the inner sides around the left and right knees of the driver seated on the front seat 19. Below the front seat 19, on both the left and right sides, steps 18b are supported. The driver places their feet, from the ankles down, on the steps 18b.

[0020] Below the main frame 7 is a power unit PU containing the motor for the motorcycle 1. The power unit PU has an engine (internal combustion engine, motor) 13 located at the front and a transmission (output target) 21 located at the rear, integrated together. The engine 13 is, for example, a multi-cylinder engine with the rotation axis of the crankshaft 14 aligned along the left-right direction (vehicle width direction).

[0021] The engine 13 has a cylinder 16 erected on the upper front of the crankcase 15. The rear of the crankcase 15 is a transmission case 17 that houses the transmission 21. A right cover 17a is attached to the right side of the crankcase 15, extending across the right side of the transmission case 17. The right cover 17a also serves as a clutch cover that covers the clutch device 26. The power unit PU is linked to the rear wheel 12 via, for example, a chain-type transmission mechanism (not shown).

[0022] <Transmission> Referring also to Figure 2, the transmission 21 is a stepped transmission. The transmission 21 has a main shaft 22 and a counter shaft 23, as well as a group of transmission gears 24 that span both shafts 22 and 23. The counter shaft 23 constitutes the output shaft of the transmission 21 and, consequently, the power unit PU. The left end of the counter shaft 23 protrudes from the rear left side of the transmission case 17 and is connected to the rear wheel 12 via the chain-type transmission mechanism.

[0023] The main shaft 22 and countershaft 23 of the transmission 21 are located behind the crankshaft 14. A clutch device 26 is coaxially positioned at the right end of the main shaft 22. The clutch device 26 connects and disconnects power transmission between the crankshaft 14 of the engine 13 and the main shaft 22 of the transmission 21. The clutch device 26 is engaged and disengaged by at least one of the following: operation of a clutch operator (clutch lever 4b) by the occupant, and operation of a clutch actuator 50, which will be described in detail later.

[0024] The clutch device 26 is, for example, a wet multi-plate clutch, a so-called normally closed clutch. The rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and from the main shaft 22 to the countershaft 23 via any pair of gears of the transmission gear group 24. The drive sprocket 27 of the chain-type transmission mechanism is attached to the left end of the countershaft 23, which protrudes from the rear left side of the crankcase 15.

[0025] Within the transmission case 17, near the transmission 21, is housed a change mechanism 25 that switches between gear pairs of the transmission gear group 24. The change mechanism 25 has a hollow cylindrical shift drum 32 parallel to both shafts 22 and 23. The rotation of this shift drum 32 causes the change mechanism 25 to actuate a plurality of shift forks 32a. This actuation is performed according to the pattern of lead grooves formed on the outer circumference of the shift drum 32. This actuation causes the change mechanism 25 to switch between gear pairs used for power transmission between the two shafts 22 and 23 in the transmission gear group 24.

[0026] In this configuration, the driver of the motorcycle 1 performs only the gear shifting operation of the transmission 21 (foot operation of the shift pedal (not shown)), while the engagement and disengagement of the clutch device 26 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 (automatic clutch type transmission system).

[0027] <Vehicle Transmission System> As shown in Figure 3, the transmission system 30 includes a clutch actuator 50, a control unit 40, various sensors 41-46, and various devices 47, 48, and 50. The control unit 40 controls the operation of the ignition device 47 and the fuel injection device 48, as well as the clutch actuator 50. This control is performed based on detection information from the acceleration sensor 41, gear position sensor 42, and shift load sensor 43 (e.g., torque sensor), as well as various vehicle state detection information from the throttle opening sensor 44, vehicle speed sensor 45, engine speed sensor 46, etc. The acceleration sensor 41 detects the vehicle's movement. The gear position sensor 42 detects the gear position from the rotation angle of the shift drum 32. The shift load sensor 43 detects the operating torque input to the shift spindle 31 (see Figure 2) of the change mechanism 25. The throttle opening sensor 44 detects the throttle opening. The vehicle speed sensor 45 detects the vehicle speed. The engine speed sensor 46 detects the engine speed.

[0028] The control unit 40 includes a clutch control unit 40C and an engine control unit 40E, which are independent of each other. The clutch control unit 40C mainly controls the drive of the clutch actuator 50. The engine control unit 40E mainly controls the drive of the engine 13. The clutch control unit 40C and the engine control unit 40E are configured, for example, as separate ECUs (Electronic Control Units). The clutch control unit 40C and the engine control unit 40E may be configured within a single ECU, as long as they perform independent control of each other.

[0029] Referring to Figures 2 and 5, the clutch actuator 50 controls the operating torque applied to the release shaft 53 in order to engage and disengage the clutch device 26. The clutch actuator 50 includes an electric motor 52 (motor, hereinafter simply referred to as motor 52) as a drive source and a reduction mechanism (reduction gear mechanism, transmission mechanism) 51 that transmits the driving force of motor 52 to the release shaft 53. The reduction mechanism 51 includes a first reduction shaft 57, a second reduction shaft 58, and a third reduction shaft 56. For example, the third reduction shaft 56 is provided with a rotation angle sensor (rotation motion sensor) 56d that detects, for example, the rotation angle of the third reduction shaft 56.

[0030] Referring to Figure 3, the clutch control unit 40C calculates the following current value based on a pre-set calculation program. This current value is the value of the current supplied to the motor 52 in order to engage and disengage the clutch device 26. The current supplied to the motor 52 is determined from its correlation with the torque output by the motor 52. The target torque of the motor 52 is proportional to the operating torque (driven clutch lever torque, which will be described later) applied to the release shaft 53. The current value supplied to the motor 52 is detected by the current sensor 40b included in the clutch control unit 40C. The clutch actuator 50 is operated in accordance with the change in this detected value. The clutch actuator 50 will be described in detail later.

[0031] <Clutch device> As shown in Figure 2, the clutch device 26 of the embodiment is a multi-plate clutch in which a plurality of clutch plates 35 are stacked in the axial direction, and is a wet clutch located in the oil chamber within the right cover 17a. The clutch device 26 comprises a clutch outer 33, a clutch center 34, and a plurality of clutch plates 35. The clutch outer 33 is driven by rotational power constantly transmitted from the crankshaft 14. The clutch center 34 is located within the clutch outer 33 and is supported on the main shaft 22 so as to be integrally rotatable. Multiple clutch plates 35 are stacked between the clutch outer 33 and the clutch center 34 and engage them by friction.

[0032] To the right of the stacked clutch plates 35 (outward in the vehicle width direction), a pressure plate 36 with approximately the same diameter as the clutch plates 35 is positioned. The pressure plate 36 is biased to the left by the elastic load of the clutch spring 37, causing the stacked clutch plates 35 to press against each other (frictional engagement). As a result, the clutch device 26 becomes connected, enabling power transmission. The clutch device 26 is a normally closed clutch, which is normally connected when there is no external input.

[0033] The aforementioned pressure contact (friction engagement) is released by the operation of a release mechanism 38 located inside the right cover 17a. The release mechanism 38 is operated by at least one of the following: operation of the clutch lever 4b by the occupant, and application of torque by the clutch actuator 50.

[0034] <Release mechanism> As shown in Figure 2, the release mechanism 38 includes a lifter shaft 39 and a release shaft 53. The lifter shaft 39 is held within the right side of the main shaft 22 so as to be able to reciprocate in the axial direction. The release shaft 53 is positioned perpendicular to the axial direction of the lifter shaft 39 and is held on the outer side of the right cover 17a so as to be able to rotate around its axis. The line C4 in the figure indicates the central axis of the release shaft 53, which extends in the vertical direction. The release shaft 53 is tilted backward in the axial direction so that, when viewed in the axial direction (side view of the vehicle) of the main shaft 22, the upper part is located further back relative to the vertical direction (see Figure 1). The upper part of the release shaft 53 protrudes outward from the right cover 17a, and the driven clutch lever 54 is integrally rotatably mounted on the upper part of the release shaft 53. The driven clutch lever 54 is connected to the clutch lever 4b via an operating cable 54c.

[0035] An eccentric cam portion 38a is provided at the lower part of the release shaft 53, located inside the right cover 17a. The eccentric cam portion 38a engages with the right end of the lifter shaft 39. As the release shaft 53 rotates around its axis, the eccentric cam portion 38a moves the lifter shaft 39 to the right. The lifter shaft 39 is configured to reciprocate integrally with the pressure plate 36 of the clutch device 26. Therefore, when the lifter shaft 39 moves to the right, the pressure plate 36 moves (lifts) to the right against the biasing force of the clutch spring 37. This releases the frictional engagement between the stacked clutch plates 35. As a result, the normally closed clutch device 26 becomes disengaged, rendering it unable to transmit power.

[0036] Furthermore, the release mechanism 38 is not limited to an eccentric cam mechanism, but may also include a rack and pinion or a lead screw. The mechanism connecting the clutch lever 4b and the driven clutch lever 54 is not limited to the operating cable 54c, but may also include a rod or link. In addition, an oil passage may be provided between the clutch lever 4b and the release shaft 53, and the hydraulic pressure generated by the master cylinder on the clutch lever 4b side is transmitted to the slave cylinder on the release shaft 53 side, and the release shaft 53 is rotated by the operation of the slave cylinder.

[0037] <Clutch control mode> As shown in Figure 4, the clutch control device 40A of this embodiment has three clutch control modes. The clutch control modes are 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 3) and the clutch lever 4b. The set including manual mode M2 ​​and manual intervention mode M3 is called the manual system M2A.

[0038] Auto mode M1 is a mode in which the clutch device 26 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 26 is controlled by calculating the clutch capacity in accordance with the clutch operation instruction from the occupant. Manual intervention mode M3 is a mode in which the clutch device 26 is controlled by receiving a clutch operation instruction from the occupant during auto mode M1, and the clutch device 26 is controlled by calculating the clutch capacity from the clutch operation instruction; it is a temporary manual operation mode. Note that during manual intervention mode M3, if the occupant stops operating the clutch lever 4b (fully released) for a specified period of time, the system may be set to return to auto mode M1.

[0039] For example, when the system starts up, the clutch control device 40A begins control from the clutch-on state (connected state) in auto mode M1. Also, when the engine 13 is stopped (system off), the clutch control device 40A is set to return to the clutch-on state in auto mode M1. In a normally closed clutch device 26, when the clutch is on, there is no need to supply power to the motor 52 of the clutch actuator 50. On the other hand, when the clutch device 26 is in the clutch-off state (disconnected state), power supply to the motor 52 is maintained.

[0040] Auto mode M1 is fundamentally designed for 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, and shift sensor output. This allows the motorcycle 1 to start using only throttle operation without stalling (engine stop or engine stall). Furthermore, the motorcycle 1 can be shifted gears using only the shift lever. In addition, in auto mode M1, the rider can switch to manual intervention mode M3 by squeezing the clutch lever 4b. This allows the clutch device 26 to be disengaged at will.

[0041] On the other hand, in manual mode M2, the clutch capacity can be controlled by the rider operating a lever (i.e., the clutch device 26 can be engaged and disengaged). Automatic 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 3) while the motorcycle 1 is stopped and the transmission 21 is in neutral. The clutch control device 40A 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).

[0042] 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 4b (and consequently the operating angle of the driven clutch lever 54). This allows the rider to control the engagement and disengagement of the clutch device 26 at will.

[0043] For example, the lever holder that holds the clutch lever 4b is provided with a clutch switch 4c that turns on when the clutch lever 4b is squeezed (clutch disengaged) and turns off when the clutch lever 4b is released (clutch engaged). The control unit 40 can detect whether or not the driver is operating the clutch by switching the clutch switch 4c on and off.

[0044] In auto mode M1, the clutch actuator 50 automatically engages and disengages the clutch device 26. At this time, manual clutch operation using the clutch lever 4b allows for temporary intervention of manual control of the clutch device 26 (manual intervention mode M3).

[0045] <Manual clutch operation> In the motorcycle 1 shown in Figure 1, a clutch lever 4b, which serves as a manual clutch operator, is attached to the base end (inward in the vehicle width direction) of the left grip of the steering handle 4a. Referring also to Figure 2, the clutch lever 4b is connected to the driven clutch lever 54, which is attached to the release shaft 53 of the clutch device 26, via an operating cable 54c. The driven clutch lever 54 is integrally rotatably mounted to the upper end of the release shaft 53, which protrudes from the upper part of the right cover 17a.

[0046] Furthermore, for example, a handle switch (not shown) attached to the steering wheel 4a is provided with the clutch control mode selector switch 49. This allows the occupant to easily switch the clutch control mode during normal driving.

[0047] <Clutch actuator> As shown in Figure 1, a clutch actuator 50 is mounted on the upper part of the right cover 17a on the right side of the crankcase 15. Referring also to Figure 5, the clutch actuator 50 includes a motor 52 and a reduction mechanism 51. The motor 52 is, for example, a DC motor and is positioned parallel to the release shaft 53 in its axial direction. The motor 52 is positioned so that the drive shaft 55 protrudes upward. The reduction mechanism 51 transmits the driving force of the motor 52 to the release shaft 53. Hereinafter, the axial direction common to the motor 52 and the release shaft 53 will be referred to as the "actuator axial direction".

[0048] In this embodiment, a single clutch actuator 50 is equipped with multiple (two) motors 52. Hereinafter, the motor 52 located on the front side of the clutch actuator 50 will be referred to as the first motor 521, and the motor 52 located on the rear side of the vehicle and inward in the vehicle width direction relative to the first motor 521 will be referred to as the second motor 522. Lines C01 and C02 in the figure indicate the central axes (drive axes) of each motor 521 and 522, respectively. For explanatory purposes, both motors 521 and 522 may be collectively referred to as motor 52. Also, both axis lines C01 and C02 may be collectively referred to as axis line C0.

[0049] The reduction mechanism 51 reduces the rotational power output from the motor 52 and transmits it to the release shaft 53. The reduction mechanism 51 includes, for example, a gear train that is parallel to the release shaft 53 in the axial direction. The reduction mechanism 51 includes a drive gear 55a, a first reduction gear 57a, a first small diameter gear 57b, a second reduction gear 58a, a second small diameter gear 58b, a third reduction gear 56a, a third small diameter gear 56b, a driven gear 63a, and a gear case (mechanism case) 59.

[0050] The drive gear 55a is integrally mounted on the drive shaft 55 of each motor 521, 522. The first reduction gear 57a meshes with each drive gear 55a. The first small diameter gear 57b is mounted coaxially with the first reduction gear 57a. The second reduction gear 58a meshes with the first small diameter gear 57b. The second small diameter gear 58b is mounted coaxially with the second reduction gear 58a. The third reduction gear 56a meshes with the second small diameter gear 58b. The third small diameter gear 56b is mounted coaxially with the third reduction gear 56a. The driven gear 63a meshes with the second small diameter gear 58b. The gear case 59 houses each gear.

[0051] The first reduction gear 57a and the first small-diameter gear 57b are supported on the first support shaft 57c so as to be rotatable as a whole. The first reduction gear 57a, the first small-diameter gear 57b, and the first support shaft 57c constitute the first reduction shaft 57. The second reduction gear 58a and the second small-diameter gear 58b are supported on the second support shaft 58c so as to be rotatable as a whole. The second reduction gear 58a, the second small-diameter gear 58b, and the second support shaft 58c constitute the second reduction shaft 58.

[0052] The third reduction gear 56a and the third small-diameter gear 56b are supported on the third support shaft 56c so as to be rotatable as a whole. The third reduction gear 56a, the third small-diameter gear 56b, and the third support shaft 56c constitute the third reduction shaft 56. The third reduction gear 56a is a sector gear centered on the third support shaft 56c. In the figure, line C1 represents the central axis of the first reduction shaft 57, line C2 represents the central axis of the second reduction shaft 58, and line C3 represents the central axis of the third reduction shaft 56.

[0053] The driven gear 63a is mounted on the release shaft 53 so as to be rotatable as an integral part of it. The driven gear 63a is a sector-shaped gear centered on the release shaft 53. The downstream gear in the reduction mechanism 51 has a small rotation angle. Therefore, it is possible to use sector-shaped gears with small rotation angles for the third reduction gear 56a and the driven gear 63a.

[0054] As a result, the reduction mechanism 51 and, consequently, the clutch actuator 50 can be miniaturized. In other words, even when a large-diameter reduction gear is used to increase the reduction ratio, the following effects can be achieved by cutting out the area outside the meshing range of the reduction gear to create a fan shape. Specifically, it is possible to suppress the outward protrusion of the reduction mechanism 51 in the vehicle width direction and to reduce the weight of the reduction mechanism 51.

[0055] With this configuration, the motor 52 and the release shaft 53 can be constantly linked via the reduction mechanism 51. This creates a system in which the clutch actuator 50 directly engages and disengages the clutch device 26.

[0056] A rotation angle sensor 56d is provided on the upper side of the gear case 59. The rotation angle sensor 56d is located on the outside of the gear case 59 and is connected to one end of the third reduction shaft 56 that protrudes outside the case, and detects its rotation angle. By detecting the rotation angle of the third reduction shaft 56, which is close to the release shaft 53, the accuracy of detecting the rotation angle of the release shaft 53 and, consequently, the clutch capacity is improved.

[0057] The driving force of the motor 52 is reduced as follows and transmitted to the release shaft 53. That is, the driving force of the motor 52 is reduced between the drive gear 55a and the first reduction gear 57a, then between the first small diameter gear 57b and the second reduction gear 58a, then between the second small diameter gear 58b and the third reduction gear 56a, and further reduced between the third small diameter gear 56b and the driven gear 63a.

[0058] <Clutch actuator placement> As shown in Figure 1, the clutch actuator 50 is positioned vertically below the knee grip area 18a on the right side of the fuel tank 18 in a side view of the vehicle. In the figure, line L1 represents the thigh of the driver's leg, line L2 represents the lower leg from the knee down, and line L3 represents the foot from the ankle down. In a side view of the vehicle, the driver's leg extends diagonally from the knee grip area 18a downward and rearward, with the lower leg L2 extending downward and rearward, and the foot L3 resting on the step 18b.

[0059] The clutch actuator 50 extends outward in the vehicle width direction beyond the knee grip portion 18a. The clutch actuator 50 is positioned so as to avoid the driver's lower leg portion L2 when viewed from the side of the vehicle. This minimizes interference of the clutch actuator 50 with the space for the driver's legs. Even when the driver extends their legs and places their feet L3 on the ground, the clutch actuator 50 is positioned so as to avoid the driver's lower leg portion L2 when viewed from the side of the vehicle. In this respect as well, interference of the clutch actuator 50 with the space for the driver's legs is minimized.

[0060] <Release Shaft> As shown in Figures 5 and 6, the release shaft 53 is divided into multiple elements in order to be able to rotate by receiving input from the clutch actuator 50 and input from the occupant's operation separately. The release shaft 53 comprises an upper release shaft 61 that constitutes the upper part, a lower release shaft 62 that constitutes the lower part, and an intermediate release shaft 63. The intermediate release shaft 63 is positioned to straddle the lower end of the upper release shaft 61 and the upper end of the lower release shaft 62.

[0061] The upper release shaft 61 is cylindrical in shape. The upper release shaft 61 is rotatably supported on the upper boss portion 59b of the gear case 59. The upper end of the upper release shaft 61 protrudes to the outside of the gear case 59. The driven clutch lever 54 is integrally rotatably supported on the upper end of the upper release shaft 61. A return spring (not shown) is attached to the driven clutch lever 54. This return spring applies a biasing force to the driven clutch lever 54 in the opposite direction to the rotation caused by the operation of the clutch lever 4b (rotation in the clutch disengagement direction).

[0062] The lower release shaft 62 is cylindrical in shape. The lower part of the lower release shaft 62 is rotatably supported inside the right cover 17a. The lower part of the lower release shaft 62 faces into the gear case 59. The eccentric cam portion 38a of the release mechanism 38 is formed on this lower part (see Figure 2). A lower return spring (not shown) is attached to the lower end of the lower release shaft 62. This lower return spring applies a biasing force to the lower release shaft 62 in the opposite direction to the rotation in the clutch disengagement direction.

[0063] Referring also to Figure 7, the lower end of the upper release shaft 61 is provided with a manual operation side cam 61b that has a fan-shaped cross-section and extends in the axial direction. The upper end of the lower release shaft 62 is provided with a clutch-side cam 62b that has a fan-shaped cross-section and extends axially. The clutch-side cam 62b is provided in a range that avoids the manual operation side cam 61b in the circumferential direction.

[0064] The lower end of the upper release shaft 61 (manual operation side cam 61b) and the upper end of the lower release shaft 62 (clutch side cam 62b) are positioned so that they avoid each other in the circumferential direction, while overlapping in their axial positions. This allows one circumferential side surface 61b1 of the manual operation side cam 61b to press against the other circumferential side surface 62b2 of the clutch side cam 62b, thereby rotating the lower release shaft 62 (see Figures 8B and 9B).

[0065] The other circumferential side 61b2 of the manually operated cam 61b and the one circumferential side 62b1 of the clutch-side cam 62b are spaced apart from each other in the circumferential direction. This allows the lower release shaft 62 to rotate independently of the upper release shaft 61 when the clutch-side cam 62b receives input from the clutch actuator 50 (see Figures 8A and 9A).

[0066] The intermediate release shaft 63 is, for example, cylindrical in shape. The intermediate release shaft 63 can be inserted through the engagement portion (upper and lower shaft engagement portion) between the lower end of the upper release shaft 61 and the upper end of the lower release shaft 62. The driven gear 63a is supported on the intermediate release shaft 63 so as to be able to rotate integrally with it. The intermediate release shaft 63 is provided with a control operation side cam 63b that has a fan-shaped cross-section and extends in the axial direction.

[0067] The control operation side cam 63b of the intermediate release shaft 63 and the clutch side cam 62b of the lower release shaft 62 are positioned so that they overlap in axial direction while avoiding each other in the circumferential direction. This allows one circumferential side surface 63b1 of the control operation side cam 63b to press against the other circumferential side surface 62b2 of the clutch side cam 62b, thereby rotating the lower release shaft 62.

[0068] The control-side cam 63b is positioned to avoid the manual-side cam 61b of the upper release shaft 61 in the radial direction. This allows the lower release shaft 62 to rotate independently of the upper release shaft 61 when transmitting input from the clutch actuator 50 to the clutch-side cam 62b. Furthermore, in the event of manual operation, the upper release shaft 61 can rotate independently of the control-side intermediate release shaft 63.

[0069] The other circumferential side 63b2 of the control operation side cam 63b and the one circumferential side 62b1 of the clutch side cam 62b are spaced apart from each other in the circumferential direction. As a result, when the clutch side cam 62b receives input from the manual operation side cam 63b, the lower release shaft 62 can rotate independently of the intermediate release shaft 63.

[0070] Referring to Figure 5, the clutch actuator 50 rotatably holds the upper release shaft 61 and the intermediate release shaft 63 in the gear case 59. The clutch actuator 50 includes the upper release shaft 61 and the intermediate release shaft 63. The lower release shaft 62 is rotatably held in the right cover 17a. The upper end of the lower release shaft 62 protrudes outside the cover at the actuator mounting portion of the right cover 17a and is inserted into the gear case 59.

[0071] In this configuration, when the clutch actuator 50 is attached to the right cover 17a, a straight release shaft 53 is formed together with the lower release shaft 62 on the right cover 17a side. The release shaft 53 is formed by the interconnection of the upper release shaft 61, the intermediate release shaft 63, and the lower release shaft 62.

[0072] The power unit PU of this embodiment can be configured as follows for a manual clutch type power unit in which the engagement and disengagement of the clutch device 26 is performed by the driver's operation rather than by electrical control. Specifically, the power unit PU can be configured by replacing the right cover 17a and the release shaft 53 and retrofitting the clutch actuator 50. Therefore, the clutch actuator 50 can be attached to power units of different models. As a result, the clutch actuator 50 can be shared among multiple models, making it easy to configure a semi-automatic transmission system (automatic clutch type transmission system).

[0073] <2-motor control> Referring to Figure 5, in this embodiment, the two motors 521 and 522 in the clutch actuator 50 may work together to drive the release shaft 53 (to engage and disengage the clutch device 26). In this case, by halving the load shared by the two motors 521 and 522, it becomes possible to miniaturize each motor 521 and 522. This increases the degree of freedom in the layout of the motor 52 compared to the case where a large single motor 52 is provided. Therefore, even when the clutch actuator 50 is located on the outside of the power unit PU, it is easier to suppress the outward protrusion of the clutch actuator 50 in the vehicle width direction. Consequently, it becomes possible to substantially miniaturize the clutch control device 40A.

[0074] In this embodiment, in the clutch actuator 50, under normal conditions (non-failure), one of the multiple (two) motors 52 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 52 may be kept inactive for fail-safe purposes or used as a current sensor.

[0075] <Basic control state of the clutch control device> Figure 14 shows the basic control state of the clutch control device 40A after system startup. For example, when the ignition is turned on (main switch on, system startup) from a neutral state in the transmission 21, the clutch control device 40A is in automatic clutch control state (auto mode M1) (see a1 in the figure). At this time, the clutch actuator 50 is driven to release (disengage) the clutch device 26 (see a2 in the figure). From this state, when the transmission 21 engages gear and the throttle is opened, the motorcycle 1 starts up, including half-clutch control (see a3 in the figure).

[0076] At this time, the clutch control device 40A increases the vehicle speed while operating the clutch device 26 to the engaging side (connected side) so that the rotational difference (clutch difference rotation) between the upstream and downstream sides of the clutch device 26 converges to zero, even though the clutch switch 4c is off (no operation of the clutch lever 4b). The control to release (disengage) the clutch device 26 when the motorcycle 1 is stopped is performed regardless of whether the transmission 21 is in neutral or in gear.

[0077] When automatic clutch control (auto mode M1) is activated, the driver is notified that automatic clutch control is in operation by illuminating the first indicator IN1 in the meter device of the motorcycle 1. Furthermore, when a downshift request is made, as described later, the driver is notified using the second indicator IN2 in the meter device.

[0078] The second indicator IN2 is configured to include a gear position indicator GP, a shift-down indicator DN, and a mode restriction indicator LM, and also allows for changes to the background color. For example, when the transmission 21 is stopped in a high gear, the shift-down indicator DN lights up and the background color changes to a warning color to alert the driver. When the motorcycle 1 starts moving with the transmission 21 in a high gear, the warning color flashes to give the driver a stronger warning. When transitioning to the forced manual mode described later, the mode restriction indicator LM lights up to inform the driver of this. The second indicator IN2 may operate not only when stopped and when starting, but also while driving. For example, the second indicator IN2 may light up or flash the shift-down indicator DN to prompt the driver to shift gears when the gear position (shift position) of the transmission 21 is excessively high relative to the current vehicle speed.

[0079] When driving with the clutch engaged (clutch differential rotation 0), automatic clutch control is interrupted and the clutch actuator 50 is stopped (see a4 in the figure). When the clutch control device 40A is in automatic clutch control (auto mode M1), it illuminates the first indicator IN1 regardless of whether the clutch actuator 50 is being driven, thereby allowing the driver to recognize that automatic clutch control (auto mode M1) is in operation.

[0080] When the clutch is automatically controlled, the driver can shift gears in the transmission 21 simply by operating the shift lever (see a5 in the figure). At this time, the shift operation acts as a gear shift command, and clutch control and engine coordinated control are executed. After the gear shift is complete, the system returns to the suspended state of the clutch automatic control.

[0081] <Handling high-speed starts> Next, the handling of high-gear starts (starting in 2nd gear or higher) in auto mode M1 in the embodiment will be explained with reference to Figures 10 to 13.

[0082] If high-gear starts are repeatedly performed in auto mode M1, it is possible that the clutch plate 35 may experience abnormal wear (deterioration) due to the frequent use of the half-clutch. To suppress abnormal wear of the clutch plate 35 due to high-gear starts, the embodiment includes a shift-down indicator DN in the meter device, and when the gear is high relative to the vehicle speed, the driver can be notified by the illumination of the shift-down indicator DN.

[0083] Determining whether the gear is too high relative to the vehicle speed corresponds, for example, to determining whether the current vehicle speed falls below the lower limit of the speed range predetermined for each gear position when the gear position of the transmission 21 is 2nd gear or higher. Hereinafter, a high-gear start will be defined as starting with the gear position of the transmission 21 in 2nd gear or higher.

[0084] In addition to notifying the driver, as a further measure for high-gear starts, for example, the control unit 40 has a dedicated map for high-gear starts and performs control to lower the starting engine speed Ne during high-gear starts (especially in the high-throttle opening region). The starting engine speed Ne is the lower limit of the engine speed maintained during half-clutch control. During half-clutch control at the time of starting, the half-clutch control is continued so that the engine speed is maintained at or above the starting engine speed Ne. The starting engine speed Ne during high-gear starts is set to a lower value compared to the starting engine speed Ne when the transmission 21 is in a low-speed gear (let's say 1st gear). This makes high-gear starts possible, while reducing the half-clutch speed during high-gear starts and thereby reducing the clutch load.

[0085] As an additional measure for cases where high-gear starts are repeatedly performed even after notifying the driver, the embodiment allows for the clutch control mode to be forcibly fixed to manual mode M2, thereby preventing high-gear starts. In other words, it is possible to switch to a forced manual mode in which only manual mode M2 ​​can be selected and auto mode M1 cannot be selected. Although it is difficult to directly measure the degree of wear of the clutch plate 35, the wear state of the clutch plate 35 can be estimated from changes in various parameters shown in Figures 10 to 12. Based on this estimation, if abnormal wear is detected, the system switches to forced manual mode.

[0086] The control unit 40 switches to forced manual mode when the set conditions related to clutch wear are met. The control unit 40 stops the auto mode M1, which allows high-gear starts, before the abnormal wear of the clutch plate 35 progresses too far, and enables only the manual mode M2, which allows starting by manual operation, thereby suppressing the increase in clutch load due to further high-gear starts.

[0087] As a prerequisite for switching to forced manual mode, the control unit 40 constantly learns the touch point (connection start position) TP of the clutch device 26 at the time of starting (see Figures 10 and 11). In addition, the control unit 40 constantly learns the clutch disengagement start position CP when the ignition is turned off (see Figure 12). By learning the clutch engagement start position TP and clutch disengagement start position CP each time the vehicle starts moving and each time the key is turned off, it is possible to understand (predict) the amount of wear on the clutch device 26. The learning of the clutch engagement start position TP and clutch disengagement start position CP will be described later.

[0088] If the clutch wear exceeds a specified amount, at least high-gear starts in auto mode M1 are disabled (forced manual mode), allowing driving with manual operation of the clutch device 26 while suppressing further clutch wear caused by high-gear starts. In addition, in the event of a system fail, driving in manual mode M2 ​​can be continued by switching to forced manual mode.

[0089] Repeated high-gear starts accelerate wear on the clutch plate 35, so the amount of disc wear is monitored (TP is constantly learned during starting, and the disengagement start position is learned when the key is turned off). The system allows driving in manual mode M2 ​​even in fail mode (forced manual mode). The amount of clutch wear is monitored from the TP constantly learned value, and the system switches to forced manual mode if the threshold is exceeded.

[0090] <Processing until forced transition to manual mode> Referring to the flowchart in Figure 13, the process up to the transition to forced manual mode in the control unit 40 will be explained. First, when the ignition is turned on and processing begins, step S1 determines whether the fail flag, described later, is on or off. If the result in step S1 is N0 (flag off), the process proceeds to step S2. If the result in step S1 is YES (flag on), the process proceeds to step S5, described later.

[0091] In step S2, it is determined whether the angular difference between the current touch point TP and the initial learned value of the touch point is large in the wear direction. The current touch point TP is the touch point that is updated as needed during use of the motorcycle 1 through the continuous learning process described above. The initial learned value of the touch point is the touch point acquired through learning (inspection) performed at the time of factory shipment or clutch replacement. If the result in step S2 is YES (high in the wear direction), the clutch wear is considered high, and the process proceeds to step S3. If the result in step S2 is NO (low in the wear direction), the clutch wear is considered low or swollen, and the process ends temporarily with normal control (step S6).

[0092] In step S3, a fail indicator is displayed on the meter device (for example, the automatic control indicator is turned off), and a history of major wear failures is written to the memory. Then, in step S4, a flag (fail flag) that will be effective the next time the ignition is turned on is set to ON, and the process is temporarily terminated.

[0093] The next time the ignition is turned on, if the flag is set to YES (flag on) in step S1, the process proceeds to step S5. In step S5, a forced transition to manual mode is performed. This prevents the transition to auto mode M1 and makes only manual mode M2 ​​selectable, thereby reducing clutch wear due to increased clutch load caused by higher gear starts.

[0094] Referring to Figure 14, the clutch control device 40A notifies the driver that it is in auto mode M1 via a dedicated first indicator IN1, from the standpoint of showing the driver the difference in specifications between manual mode M2 ​​and auto mode M1. Therefore, when the driver turns on the ignition and shifts gears from neutral, they can easily visually confirm that auto mode M1 is enabled and perform gear shifting with confidence without operating the clutch lever 4b.

[0095] On the other hand, when the transmission 21 is in a high gear and the throttle is closed while coasting, and when the vehicle is stopped, the background color of the second indicator IN2 is changed to amber or the like to alert the driver. In other words, the driver is notified that the vehicle may start in a high gear. When starting in a high gear (high gear start), the background color of the second indicator IN2 remains a warning color and also flashes to give the driver a stronger warning.

[0096] TP continuous learning learns the clutch device 26's touch point (clutch engagement start position) TP based on the drop or rise in engine speed during starting in auto mode M1. The clutch disengagement start position CP is learned when the ignition is turned off.

[0097] The purpose of continuous TP learning during vehicle startup is to eliminate the discrepancy between the clutch engagement start position (target value) recognized by the control unit 40 and the actual clutch engagement start position (measured value). If a discrepancy between the target value and the measured value occurs due to clutch wear or swelling, it may result in the clutch engaging too early, causing the engine to stall, or the clutch engaging too late, causing the engine speed to increase. In this embodiment, the clutch engagement start position is corrected when starting in auto mode M1 to avoid the possibility of engine stalling or the engine 13 revving up too high.

[0098] Figures 10 and 11 are time charts showing the time changes of parameters when performing start control in auto mode M1. From top to bottom in the figures, they show the transition of the clutch control state, the gear state of the transmission 21, the throttle opening (line TH1), the engine speed (line NE1), the vehicle speed (line VL1), the target and measured values ​​of the clutch engagement amount (lines L13, L14), the target and measured values ​​of the clutch control lever angle (clutch operating angle) (lines L11, L12), and the transition of the motor control state, respectively.

[0099] The target value for the clutch engagement amount is the target value for load control of the motor 52, and the target value for the clutch control lever angle is the target value for position control of the motor 52. The clutch control lever angle is the rotation angle of the intermediate release shaft 63 which rotates due to the drive of the motor 52. In this embodiment, it is calculated by multiplying the rotation angle of the third reduction shaft 56 to which the rotation angle sensor 56d is attached by the gear ratio between the gears 56b and 63a.

[0100] In the connection standby state during auto mode M1 start control (the range from the left end of the diagram to timing t1), the transmission 21 is in gear, the motor control state is position control, and the clutch device 26 is disengaged (clutch engagement amount is 0, clutch control lever angle is disengagement angle θ1). At this time, if the following conditions are met, the idle state is NE after warming up, the difference between idle NE and current NE is less than or equal to a specified value, and the vehicle is stopped (vehicle speed 0 and throttle closed), then relearning of the clutch engagement start position at start is permitted.

[0101] During the relearning of the clutch engagement start position at startup, the system first transitions from the engagement standby state in auto mode M1 startup control to the startup preparation control. At this time, the throttle motor is driven to slightly open the throttle, and the clutch control lever angle is changed to near the clutch engagement start position L11a (touch point TP) according to the throttle opening by motor position control (timing t1). The initial target value of the clutch engagement amount at the clutch engagement start position L11a is 0. After this, the system learns the deviation of the clutch engagement start position L11a based on the drop or rise in engine speed after a specified time has elapsed, and corrects the control target value.

[0102] In the example shown in Figure 10, a drop in engine speed is detected after a specified time t2 has elapsed from timing t1 according to the timer setting (part A in the figure). At this time, if the engine speed drops below the first threshold N1, it is recognized that the clutch is engaging prematurely due to swelling of the clutch plate 35, etc. At this time, the clutch engagement amount is unintentionally increasing relative to the initial target value of 0 (part B in the figure).

[0103] Therefore, the clutch control lever angle is returned to the clutch disengagement side to return the engine speed to around the target value N2, thereby avoiding the possibility of stalling. At the same time, based on the amount C of the clutch control lever angle return, the clutch engagement start position L11a and the clutch disengagement start position L11c are offset in the clutch disengagement direction. Lines L11a and L11c in the figure indicate the initial clutch engagement start position and clutch disengagement start position of the clutch control lever angle, respectively. Lines L11b and L11d in the figure indicate the clutch engagement start position and clutch disengagement start position after the clutch control lever angle has been corrected (re-learned), respectively.

[0104] When the conditions for starting clutch engagement are met (timing t3), that is, when the throttle opening and engine speed satisfy the conditions for granting permission for starting control (above the threshold), the system transitions from preparation control to starting control. Starting control includes half-clutch control, accelerating the motorcycle 1 while converging the difference rotation of the clutch device 26 (clutch difference rotation) toward zero. In starting control, the motor control state becomes load control, the target value of the clutch engagement amount becomes effective, and the target value of the clutch control lever angle becomes ineffective. When the clutch difference rotation converges in starting control (timing t4), the motor control state switches to position control, and the clutch actuator 50 is driven until the clutch control lever angle reaches the clutch engagement angle θ2.

[0105] Here, the correlation between the clutch control lever angle, the stroke amount of the clutch device 26, and consequently the clutch lift load will be explained with reference to Figure 12. As shown in Figure 12, the clutch lift load is divided into a stroke region (play region) D, a torque control region (half-clutch region) E, and a clutch disengagement region F, depending on the lever rotation angle.

[0106] Stroke region D is the region in which the clutch device 26 is operating (during stroke) for deactivation. This deactivation is the gap reduction that the clutch device 26 makes until it reaches the clutch disengagement start position CP.

[0107] Torque control region E is the region in which the clutch device 26 controls the transmitted load (clutch capacity) after reaching the clutch disengagement start position CP. The clutch disengagement region F is the region where the clutch capacity becomes 0 and the clutch device 26 is in a disengaged state.

[0108] Figure 11 is a time chart similar to Figure 10, but in the example in Figure 11, there is no drop in NE after the specified time has elapsed, although an increase in engine speed is detected during the start control. At timing t3, when the conditions for clutch engagement are met, the throttle opening and engine speed satisfy the conditions for granting permission for launch control (above the threshold), and the system transitions from launch preparation control to launch control. In launch control, the motor control state becomes load control. In the example in Figure 11, after a specified time t5 has elapsed from timing t3 according to the timer setting, an increase in engine speed (engine speed above the second threshold N2) is detected (section G in the figure). From this increase in engine speed, it can be determined that clutch engagement is delayed due to wear of the clutch plate 35.

[0109] Therefore, compared to the case where the engine speed does not increase, the clutch control lever angle (and clutch engagement amount) is increased towards the clutch engagement side to stop the engine speed from increasing. Based on the amount H of increase in the clutch control lever angle at this time, the clutch engagement start position L11a and the clutch disengagement start position L11c are offset in the clutch engagement direction. Lines L11b and L11d in the figure indicate the clutch engagement start position and the clutch disengagement start position after correction (re-learning) of the clutch control lever angle in the second embodiment, respectively. When the clutch rotational difference converges during the starting control (timing t4), the motor control state switches to position control, and the clutch actuator 50 is driven until the clutch control lever angle reaches the clutch engagement angle θ2.

[0110] When motorcycle 1 restarts after coming to a stop, it should ideally start in the first gear position, but if the driver forgets to shift gears or for some other reason, it starts in a higher gear position, such as second gear or higher (high-gear start), in which case it performs the following gear shift control.

[0111] For example, when the motorcycle 1 starts moving with the gear position of the transmission 21 in 2nd gear or higher, and the vehicle speed is less than a predetermined set value, the control unit 40 switches to clutch capacity control, which increases the clutch capacity compared to normal clutch control. In the clutch capacity control, the control unit 40 sets the target value of the drive amount (clutch engagement amount) of the clutch actuator 50 to a second target value that is higher than the first target value when the gear position of the transmission 21 is in first gear.

[0112] As a result, the clutch actuator 50 is driven and the clutch device 26 begins to engage, but the clutch capacity is higher than the half-clutch state during normal starting in first gear.

[0113] Therefore, in high-gear starts, engaging the clutch device 26 when the difference in rotational speed between the rotational speed of the engine 13 and the engine rotational speed calculated from the rotational speed of the countershaft 23 is small prevents a large load from being placed on the clutch device 26. On the other hand, not limited to the method of this embodiment, the control unit 40 may also control the operation of the ignition device 47 and the fuel injection device 48 in such a way that when starting in high gear, the engine 13 does not over-rotate due to slippage of the clutch device 26 caused by clutch capacity control, so that the engine rotational speed does not exceed a predetermined upper limit rotational speed.

[0114] Figure 12 shows that the clutch disengagement start position CP is learned when the ignition is turned off. As shown in Figure 12, when the ignition is turned off, the motor 52 is driven to operate the clutch device 26 to the disengage position. At this time, the rise in the current value supplied to the motor 52 is detected by the current sensor 40b, and the clutch control lever angle P2 when the motor supply current rises is detected. If this lever angle P2 deviates from the clutch control lever angle P1 that was previously learned and stored in memory, the clutch control lever angle is corrected using this lever angle P2 as the new control target value.

[0115] As described above, the clutch control device 40A of this embodiment includes a clutch device 26 that connects and disconnects power transmission between the engine 13 and the transmission 21 of the motorcycle 1, a clutch actuator 50 that operates the clutch device 26, and a control unit 40 that controls the driving of the clutch actuator 50. The control unit 40 has an automatic control mode M1 in which the clutch device 26 is automatically operated by the driving of the clutch actuator 50, and a manual control mode M2 ​​in which the clutch device 26 is manually operated by an operation input to the clutch lever 4b operated by the driver. When the setting conditions related to the wear of the clutch device 26 are met, the control unit 40 switches to a forced manual control mode in which only the manual control mode M2 ​​can be selected. With this configuration, if clutch wear is anticipated, only manual control mode M2, which does not allow high-gear starts by automatic control, can be selected. This allows the motorcycle 1 to remain drivable while suppressing repeated high-gear starts that would cause continued clutch wear. As a result, the durability of the clutch device 26 can be improved.

[0116] In this embodiment, the clutch control device 40A is configured such that the clutch device 26 transmits power through frictional engagement of the clutch plate 35, and the control unit 40 determines that the setting conditions for wear of the clutch device 26 have been met when the amount of wear of the clutch plate 35 exceeds a threshold. With this configuration, when the amount of wear on the clutch plate 35 exceeds a threshold, it is determined that the setting conditions for wear on the clutch device 26 have been met, and the system switches to forced manual control mode. This allows for accurate limitation of the clutch control mode based on direct information regarding clutch wear.

[0117] The clutch control device 40A of this embodiment includes an angle sensor 56d that detects the rotation angle of the transmission element (third reduction gear 56) of the clutch actuator 50. The control unit 40 determines that the setting conditions for wear of the clutch device 26 have been met when the clutch device 26 is engaged and reaches the touch point TP where it begins to engage, and the value detected by the angle sensor 56d increases by a specified amount or more compared to the initial value. With this configuration, if the rotation angle of the transmission element of the clutch actuator 50 increases by more than a specified amount in the half-clutch region after the touch point TP, it is determined that the setting conditions for wear of the clutch device 26 have been met, and the system switches to forced manual control mode. This allows for accurate and simple limitation of the clutch control mode using the angle sensor 56d, which can also be used for drive control of the clutch actuator 50.

[0118] In this embodiment, the clutch control device 40A, when the control unit 40 determines that the setting conditions regarding wear of the clutch device 26 have been met, switches to the forced manual control mode from the next driving cycle via the on / off switch of the main switch of the motorcycle 1. With this configuration, even when the setting conditions regarding wear of the clutch device 26 are met and the clutch control mode is restricted, the restriction of the clutch control mode is not applied during the current driving cycle. This allows the driver to be notified of the transition to forced manual control mode when the main switch is turned on or off, making it easier for the driver to accept the restriction of the clutch control mode.

[0119] In this embodiment, when the motorcycle 1 is decelerating, the clutch control device 40A notifies the driver that the gear position of the transmission 21 of the motorcycle 1 is on the high-speed side relative to the vehicle speed. With this configuration, when the motorcycle 1 is decelerating, if the gear position of the transmission 21 is high relative to the vehicle speed, the driver is notified, prompting the driver to downshift, and increasing the certainty that the gear position will be returned to the equivalent of a low gear, especially by the time the vehicle comes to a stop. This reduces the frequency of starting in a high-speed gear position and reduces the load on the clutch device 26.

[0120] In this embodiment, when the motorcycle 1 starts moving while the transmission position remains on the high-speed side, the clutch control device 40A notifies the driver that the transmission 21 is in the high-speed gear position. With this configuration, by notifying the driver that the gear shift position is on the high-speed side when the motorcycle 1 starts, the frequency of starting with the gear shift position on the high-speed side can be further reduced, and the load on the clutch device 26 can be further reduced.

[0121] In this embodiment, the clutch control device 40A, the control unit 40, performs half-clutch control so that the engine speed is equal to or greater than the starting speed Ne when the motorcycle 1 is started, and when the motorcycle 1 is started with the gear shift position on the high-speed side, the control unit 40 lowers the starting speed Ne compared to when the motorcycle 1 is started with the gear shift position on the low-speed side. With this configuration, when the transmission 21 is in a high-speed gear position, the starting rotation speed Ne is reduced compared to when the transmission 21 is in a low-speed gear position, thereby reducing the clutch load caused by the half-clutch during starting at a high-speed gear position.

[0122] In this embodiment, the clutch control device 40A notifies the driver that it is in the forced manual control mode when it has switched to the forced manual control mode. This configuration allows the driver to be notified that the clutch control mode is a forced manual control mode, thereby preventing errors such as the driver mistakenly believing it is an automatic control mode and performing in-gear operations without operating the clutch.

[0123] The present invention is not limited to the above embodiments. For example, the clutch operator is not limited to the clutch lever 4b, but may be a clutch pedal or other various operators. The clutch device 26 may be a normally open clutch that is disengaged when there is no external input. The clutch device 26 is not limited to being located between the engine 13 and the transmission 21, but may be located between the prime mover and any output device other than the transmission. The prime mover is not limited to an internal combustion engine, but may be an electric motor.

[0124] The application is not limited to saddle-type vehicles with automated clutch operation as in the above embodiment. For example, it can also be applied to saddle-type vehicles that, while based on manual clutch operation, allow for gear changes by adjusting the driving force without manual clutch operation under predetermined conditions (so-called saddle-type vehicles equipped with a clutchless transmission). The clutch control device 40A of this embodiment may also be applied to saddle-type vehicles other than motorcycles. The aforementioned saddle-type vehicles include all vehicles on which the driver straddles the vehicle, and include not only motorcycles (including mopeds and scooter-type vehicles), but also three-wheeled vehicles (including vehicles with one front wheel and two rear wheels, as well as vehicles with two front wheels and one rear wheel) or four-wheeled vehicles (such as four-wheeled buggies). It may also be applied to vehicles that include an electric motor as the prime mover. This may also be applied to vehicles other than saddle-type vehicles (passenger cars, buses, trucks, etc.).

[0125] Although the clutch control device 40A of this embodiment is applied to a vehicle, the present invention is not limited to vehicles and may be applied to various transportation equipment such as aircraft and ships, as well as various vehicles and mobile devices such as construction machinery and industrial machinery. Furthermore, the present invention can be broadly applied to devices other than vehicles that are equipped with a clutch control device, such as push lawnmowers and cleaning machines. Furthermore, the configuration in the above embodiment is just one example of the present invention, and various modifications are possible without departing from the spirit of the invention, such as replacing the components of the embodiment with well-known components. [Explanation of symbols]

[0126] 1. Motorcycle (vehicle) 4b Clutch lever (clutch control element) 13. Engine (internal combustion engine, prime mover) 21. Transmission (output target) 26 Clutch device 35 Clutch plates 40 Control Unit 40A Clutch Control Unit 50 Clutch Actuator 56 Third reduction axis (transmission element) 56d Rotation Angle Sensor (Angle Sensor) M1 Automatic control mode, Auto mode M2 manual control mode, manual mode M3 Manual control intervention mode, Manual intervention mode RPM at startup TP Touchpoint

Claims

1. A clutch device (26) that disconnects and connects the power transmission between the engine (13) of the vehicle (1) and the output device (21), A clutch actuator (50) that operates the clutch device (26), A clutch control device (40A) comprising a control unit (40) that controls the driving of the clutch actuator (50), The control unit (40) An automatic control mode (M1) in which the clutch device (26) is automatically operated by driving the clutch actuator (50), It has a manual control mode (M2) in which the clutch device (26) is manually operated by the driver through an input to the clutch operator (4b), The control unit (40) A clutch control device that, depending on the wear condition of the clutch device (26), switches to a forced manual control mode in which only the manual control mode (M2) can be selected.

2. The clutch device (26) transmits power through frictional engagement of the clutch plate (35), The clutch control device according to claim 1, wherein the control unit (40) switches to the forced manual control mode when the amount of wear of the clutch plate (35) exceeds a threshold.

3. The clutch actuator (50) is equipped with an angle sensor (56d) that detects the rotation angle of the transmission element (56), The clutch control device according to claim 1 or 2, wherein the control unit (40) transitions to the forced manual control mode when the clutch device (26) is connected and reaches the touch point (TP) where the clutch device (26) begins to engage, and the value detected by the angle sensor (56d) increases by a specified amount or more from the initial value.

4. The clutch control device according to claim 1 or 2, wherein the control unit (40) determines that the setting conditions regarding wear of the clutch device (26) have been met, and then switches to the forced manual control mode from the next driving cycle via the on / off switch of the vehicle (1).

5. The clutch control device according to claim 1 or 2, which, when the vehicle (1) is decelerating, notifies the driver that the gear position of the transmission (21) of the vehicle (1) is on the high-speed side with respect to the vehicle speed.

6. The clutch control device according to claim 5, which notifies the driver that the transmission is in the high-speed gear position when the vehicle (1) starts moving while the gear position remains on the high-speed side.

7. The control unit (40) performs half-clutch control so that the engine speed is equal to or greater than the starting speed (Ne) when the vehicle (1) starts moving. The clutch control device according to claim 5, wherein the control unit (40) reduces the starting rotation speed (Ne) when the vehicle (1) starts moving while the gear shift position remains on the high-speed side, compared to when the vehicle (1) starts moving while the gear shift position is on the low-speed side.

8. The clutch control device according to claim 1 or 2, which notifies the driver that it is in the forced manual control mode when it is in the forced manual control mode.

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