Clutch actuator fastening structure

Abstract

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

Description

Clutch actuator fastening structure

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

[0002] Conventionally, there is known a clutch control device that includes a clutch actuator that outputs a driving force for operating a clutch device and automatically performs an electrical control to connect and disconnect the clutch device (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 switching between connecting and disconnecting the clutch, is housed in a first motor case and attached to the outer surface of a sprocket cover in the vehicle width direction.

[0003] Patent No. 6578833

[0004] However, there is a need for an improved mounting structure for the clutch actuator to the power unit in order to suppress vibration. It is also desirable to improve the ease of assembly of the clutch actuator without increasing the number of parts. However, the above-mentioned Patent Document 1 does not specifically disclose a mounting structure for the clutch actuator.

[0005] The present invention provides a clutch actuator fastening structure that can achieve strong fastening of a clutch actuator with good assembly ease. Furthermore, the improved assembly ease allows the clutch actuator to be arranged compactly, thereby improving operability. This ultimately contributes to further improving traffic safety and the development of sustainable transportation systems.

[0006] A fastening structure for a clutch actuator according to a first aspect of the present invention includes a clutch device (40) that connects and disconnects power transmission between a prime mover (21) of a device (1) and an output target (25), a clutch cover (30) that covers the clutch device (40), and a clutch actuator (60) that outputs a driving force for operating the clutch device (40), and the clutch actuator (60) includes at least one electric motor (61) provided as a driving source, and a release shaft (62) that extends in a first axial direction and rotates by receiving an input from the at least one electric motor (61). and a case (71) that houses the at least one electric motor (61) and the gear (63) and rotatably supports the release shaft (53). The clutch cover (30) and the case (71) are arranged coaxially with the release shaft (53) and have a support shaft portion (90) that supports them mutually and fastening portions (96, 97) that fasten them to each other in a direction perpendicular to the first axial direction.

[0007] According to the first aspect, the support shaft portion can restrict relative displacement of the clutch cover and the case in a direction intersecting the first axial direction, allowing the clutch actuator to be firmly fastened to the clutch cover. Furthermore, when fastening the case to the clutch cover at the fastening portion, the support shaft portion can position the clutch cover and the case in advance in a direction intersecting the first axial direction, making it possible to easily position the case in a desired position relative to the clutch cover at the fastening portion. Therefore, the ease of assembly of the clutch actuator can be improved. As described above, the clutch actuator can be firmly fastened with good ease of assembly.

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

[0009] According to the second aspect, the clutch actuator can be fastened to the clutch cover in the vicinity of the electric motor, which is a heavy object, so that vibrations of the clutch actuator can be effectively suppressed.

[0010] A third aspect of the present invention relates to a clutch actuator fastening structure, and in the clutch actuator fastening structure according to the first or second aspect, the at least one electric motor (61) may have a first electric motor and a second electric motor, and the fastening portion (96, 97) may be arranged between the first electric motor and the second electric motor.

[0011] According to the third aspect, the clutch actuator can be fastened to the clutch cover near the electric motor, which is a heavy object and is likely to be a cause of vibration of the clutch actuator, so that vibration of the clutch actuator can be effectively suppressed.

[0012] A fourth aspect of the present invention relates to a clutch actuator fastening structure, and in the clutch actuator fastening structure according to any one of the first to third aspects, the support shaft portion (90) may have a spigot structure that supports the clutch cover (30) and the case (71) so that they can rotate relative to each other.

[0013] According to the fourth aspect, by rotating the clutch actuator about the support shaft, it is possible to easily position the case relative to the clutch cover at a desired position. This improves the ease of assembly of the clutch actuator. Furthermore, since the clutch actuator can be rotated about the support shaft to press the clutch actuator against the clutch cover and then fastened to the case by the fastening portion, the clutch actuator can be securely fastened to the clutch cover.

[0014] The fastening structure of a clutch actuator according to a fifth aspect of the present invention may be such that, in the fastening structure of a clutch actuator according to any one of the first to fourth aspects, the fastening portions (96, 97) are arranged offset in the first axial direction relative to the support shaft portion (90).

[0015] According to the fifth aspect, since the support shaft portion allows relative displacement between the clutch cover and the case in the first axial direction and the fastening portion fastens the clutch cover and the case to each other in a direction perpendicular to the first axial direction, the clutch cover and the clutch actuator can be fastened to each other while eliminating any gap between the case and the clutch cover in the first axial direction, thereby accommodating tolerances of the case and the clutch cover.

[0016] According to the above-described fastening structure for the clutch actuator, the clutch actuator can be firmly fastened with good assembly properties.

[0017] 6 is a right side view of a motorcycle according to an embodiment. FIG. 7 is a cross-sectional view showing a portion of a power unit according to an embodiment. FIG. 8 is a perspective view showing a clutch cover according to an embodiment. FIG. 9 is a right side view of the clutch cover according to an embodiment. FIG. 10 is a cross-sectional view of a clutch control device according to an embodiment. FIG. 11 is a cross-sectional view of a release shaft according to an embodiment. FIG. 12 is a cross-sectional view of the release shaft shown in FIG. 6, showing how the upper release shaft and the lower release shaft are driven by the clutch actuator. FIG. 13 is a cross-sectional view of the release shaft shown in FIG. 6, showing how the intermediate release shaft and the lower release shaft are driven by a manual operation. FIG. 14 is a cross-sectional view of the release shaft shown in FIG. 6, showing how a manual operation intervenes in the driving of the lower release shaft by the clutch actuator. FIG. 15 is a right side view of a clutch cover and a clutch actuator according to an embodiment. FIG. 16 is a view of the clutch cover and the clutch actuator according to an embodiment, as viewed from the axial direction. FIG. 17 is a block diagram of a transmission system according to an embodiment. FIG. 18 is an explanatory diagram showing transitions of clutch control modes of a motorcycle according to an embodiment.

[0018] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, components having the same or similar functions will be assigned the same reference numerals. Further, duplicate descriptions of these components may be omitted. Furthermore, directions such as front-rear, up-down, left-right, etc. in the following description are the same as directions in a vehicle described below. That is, the up-down direction corresponds to the vertical direction, and the left-right direction corresponds to the vehicle width direction. Furthermore, in the drawings used in the following description, the arrow UP indicates upward, the arrow FR indicates forward, and the arrow LH indicates left, 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 according to this embodiment is an example of a saddle-ride type vehicle. The motorcycle 1 includes a front wheel 2, a rear wheel 3, a body frame 10, a power unit 20, and a clutch control device 50.

[0020] The body frame 10 includes a head pipe 11, a main frame 12, a pivot frame 13, etc., which are joined together by welding or the like. The head pipe 11 is provided at the front end of the body frame 10. The head pipe 11 supports a steering stem of a front wheel suspension 4. A front wheel 2 is supported on the front wheel suspension 4. The main frame 12 extends rearward and downward from the head pipe 11. The pivot frame 13 extends downward from the rear end of the main frame 12. The front end of a swing arm 5 is swingably supported on the lower part of the pivot frame 13. The rear wheel 3 is supported on the rear end of the swing arm 5. It should be noted that the body frame 10 is not limited to the above configuration.

[0021] A fuel tank 18 is disposed above the main frame 12. A seat 19 is disposed behind the fuel tank 18. Knee grip portions 18a are formed at the rear of the fuel tank 18, recessed inward in the vehicle width direction. The knee grip portions 18a are formed on both the left and right sides of the fuel tank 18. The knee grip portions 18a are formed so as to be positioned inside the left and right knees of a driver seated on the seat 19. A step 18b is disposed below the seat 19. The driver places his or her feet on the step 18b.

[0022] The power unit 20 is supported by the body frame 10 so as to be immovable relative to the vehicle. The power unit 20 integrally includes an engine 21, a transmission 25, and a clutch device 40. The engine 21 is provided in the front of the power unit 20. The transmission 25 is provided in the rear of the power unit 20.

[0023] The engine 21 includes a crankshaft extending in the vehicle width direction, a crankcase 22 that houses the crankshaft, and a cylinder 23 that stands upright in the front and upper direction from the crankcase 22. The crankcase 22 is disposed below the main frame 12 in a side view. The cylinder 23 is integrally connected to the crankcase 22. A piston is fitted in the cylinder 23. The reciprocating motion of the piston is converted into the rotational motion of the crankshaft via a connecting rod. The crankcase 22 is made of metal.

[0024] FIG. 2 is a cross-sectional view showing a portion of the power unit according to the embodiment. As shown in FIG. 2, the transmission 25 is housed in the rear portion of the crankcase 22. The rear portion of the crankcase 22 also serves as a transmission case 22a that houses the transmission 25. The transmission 25 is a stepped transmission that includes a main shaft 26 and a countershaft 27 rotatably supported by the transmission case 22a, a set of transmission gears 28 that straddle the main shaft 26 and the countershaft 27, and a gear change mechanism 29 that switches between gear pairs in the set of transmission gears 28 used to transmit power between the main shaft 26 and the countershaft 27. The main shaft 26 and the countershaft 27 each extend in the vehicle width direction. The countershaft 27 constitutes the output shaft of the power unit 20. The countershaft 27 protrudes leftward from the transmission case 22a and is coupled to a drive sprocket. The rotation of the countershaft 27 is transmitted from the left side of the transmission case 22a to the rear wheel 3 via a chain drive type power transmission mechanism.

[0025] The main shaft 26 and the counter shaft 27 are arranged side by side behind the crankshaft. A clutch device 40 is coupled to the right end of the main shaft 26. Rotational power of the crankshaft is transmitted to the main shaft 26 via the clutch device 40, and then transmitted from the main shaft 26 to the counter shaft 27 via any gear pair in the transmission gear set 28.

[0026] The change mechanism 29 is housed in the transmission case 22a. The change mechanism 29 has a hollow cylindrical shift drum 29b that is parallel to the main shaft 26 and the counter shaft 27. The change mechanism 29 operates a plurality of shift forks 29c by rotation of the shift drum 29b. The shift forks 29c operate according to the pattern of lead grooves formed on the outer periphery of the shift drum 29b. The change mechanism 29 switches between gear pairs used to transmit power between the main shaft 26 and the counter shaft 27 in the transmission gear set 28 by operating the shift forks 29c.

[0027] A clutch cover 30 is connected to the transmission case 22a. The clutch cover 30 is located to the right of the transmission case 22a and connected to the crankcase 22. The clutch cover 30 is located on an extension of the main shaft 26. A clutch chamber is defined between the clutch cover 30 and the crankcase 22.

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

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

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

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

[0032] The clutch outer 41 is driven by constant transmission of rotational power from the crankshaft. The clutch center 42 is disposed within the clutch outer 41 and supported by the main shaft 26 so as to be integrally rotatable. A plurality of clutch plates 43 are stacked between the clutch outer 41 and the clutch center 42. The plurality of clutch plates 43 frictionally engage the clutch outer 41 and the clutch center 42.

[0033] A pressure plate 44 having approximately the same diameter as the clutch plates 43 is disposed to the right (outside in the vehicle width direction) of the stacked clutch plates 43. The pressure plate 44 is biased leftward by the elastic load of a clutch spring 45, causing the stacked clutch plates 43 to press together (frictionally engage) with each other. This places the clutch device 40 in a connected state that allows power transmission. The clutch device 40 is a normally closed clutch that is normally connected when there is no external input.

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

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

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

[0037] An upper portion of the release shaft 53 protrudes outside the clutch cover 30. A driven clutch lever 58 is attached to the upper portion of the release shaft 53 so as to be rotatable integrally therewith. The driven clutch lever 58 is connected to the clutch lever via an operating cable.

[0038] The lower part of the release shaft 53 is located inside the clutch cover 30. The lower part of the release shaft 53 is equipped with an eccentric cam portion 54. The eccentric cam portion 54 engages with the right end of the lifter shaft 52. When the release shaft 53 rotates around the central axis C, the eccentric cam portion 54 moves the lifter shaft 52 to the right. The lifter shaft 52 is reciprocable 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. This puts the normally closed clutch device 40 into a disconnected state in which power cannot be transmitted.

[0039] FIG. 5 is a cross-sectional view showing the clutch control device of the embodiment. Note that FIG. 5 shows a cross section including the rotational axis of each rotating body of the clutch actuator 60. As shown in FIG. 5, the release shaft 53 is divided into multiple elements so that it can rotate in response to inputs from the clutch actuator 60 and inputs from the driver's operation, separately. The release shaft 53 includes an upper release shaft 55 that forms the upper portion of the release shaft 53, a lower release shaft 56 that forms the lower portion of the release shaft 53, and an intermediate release shaft 57. The intermediate release shaft 57 is disposed between the lower end of the upper release shaft 55 and the upper end of the lower release shaft 56.

[0040] The upper release shaft 55 is cylindrical. The upper end of the upper release shaft 55 protrudes outward from the unit case 70 of the clutch actuator 60. A driven clutch lever 58 is supported at the upper end of the upper release shaft 55 so as to be rotatable integrally therewith. The upper release shaft 55 rotates in response to an operating force from the driver via a clutch lever or the like. 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 direction opposite to the rotation caused by the operation of the clutch lever (rotation in the clutch disengagement direction).

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

[0042] FIG. 6 is a cross-sectional view of the release shaft according to the embodiment, showing the cams of the upper release shaft, the lower release shaft, and the intermediate release shaft. As shown in FIGS. 5 and 6 , the lower end of the upper release shaft 55 is provided with a manual-side engaged portion 55a extending in the axial direction. The upper end of the lower release shaft 56 is provided with an engaging portion 56a extending in the axial direction. The manual-side engaged portion 55a and the engaging portion 56a each have a sector-shaped cross section. The manual-side engaged portion 55a and the engaging portion 56a overlap each other in the axial direction and face each other in the circumferential direction. This allows the clockwise-facing first engaged surface 55a1 of the manual-side engaged portion 55a to press against the counterclockwise-facing first engaging surface 56a1 of the engaging portion 56a, thereby rotating the lower release shaft 56 in the clockwise direction (see FIG. 7 ).

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

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

[0045] The control side engaged portion 57a ​​of the intermediate release shaft 57 and the engaging portion 56a of the lower release shaft 56 overlap each other in the axial direction and face each other in the circumferential direction, so that the first engaged surface 57a1 facing the clockwise direction of the control side engaged portion 57a ​​presses the first engaging surface 56a1 of the engaging portion 56a, thereby rotating the lower release shaft 56 in the clockwise direction (see FIG. 8).

[0046] The control side engaged portion 57a ​​axially avoids the manual side engaged portion 55a of the upper release shaft 55. This allows the intermediate release shaft 57 to rotate the lower release shaft 56 independently of the upper release shaft 55. Furthermore, the upper release shaft 55 can rotate the lower release shaft 56 independently of the intermediate release shaft 57 (see FIG. 9).

[0047] The second engaged surface 57a2 of the control-side engaged portion 57a, which faces counterclockwise, and the second engaging surface 56a2 of the engaging portion 56a are spaced apart from each other in the circumferential direction. This allows the lower release shaft 56 to rotate clockwise independently of the intermediate release shaft 57 when an input is applied to the lower release shaft 56 without passing through the intermediate release shaft 57.

[0048] 5, clutch actuator 60 controls the operating torque applied to release shaft 53 to engage and disengage clutch device 40. Clutch actuator 60 is attached to the upper part of clutch cover 30. Clutch actuator 60 includes a motor 61 (electric motor) as a drive source, a speed reduction mechanism 62 that transmits the drive force of motor 61 to release shaft 53, and a unit case 70 that houses motor 61 and speed reduction mechanism 62.

[0049] The motor 61 is, for example, a DC motor. The motor 61 is arranged so that the rotation axis of the rotor is aligned with the axial direction of the release shaft 53. The motor 61 is arranged so that its rotation shaft 61a protrudes upward and downward. In this embodiment, a single clutch actuator 60 is equipped with a pair of motors 61. The pair of motors 61 are aligned in the front-to-rear direction. 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 the reduced power to the release shaft 53. The reduction mechanism 62 includes a gear train 63. Each gear of 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 gear 61b is integrally provided on the rotary shaft 61a of each motor 61. A first reduction gear 64b is disposed 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 provided 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 provided 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 speed of the second small diameter gear 65c. The third small diameter gear 66c is provided 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 speed of the second small diameter gear 65c.

[0052] The first reduction gear 64b and the first small-diameter gear 64c are each provided 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 line along the axial direction.

[0053] The second reduction gear 65b and the second small-diameter gear 65c are each provided 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 line along the axial direction.

[0054] The third reduction gear 66b and the third small-diameter gear 66c wrap around each other in the axial direction. The third reduction gear 66b and the third small-diameter gear 66c are formed integrally with each other. The third reduction gear 66b and the third small-diameter gear 66c are each provided 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 a third reduction shaft 66. The third reduction shaft 66 has a central axis line along the axial direction. A rotation angle sensor 68 is provided on the third reduction shaft 66 to detect 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. The release shaft 53 is located in front of the third reduction shaft 66. The central axis C of the release shaft 53 and the central axes of the reduction shafts 64, 65, and 66 are aligned on the same straight line extending in the front-to-rear direction when viewed in the axial direction.

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

[0057] The driven gear 67 is provided to be rotatable integrally with the intermediate release shaft 57 of the release shaft 53. The driven gear 67 is a sector-shaped gear centered on the release shaft 53. The driven gear 67 is provided so as to extend forward of the release shaft 53. The third reduction gear 66b and the driven gear 67 are sector-shaped gears, which enables the reduction mechanism 62 and the clutch actuator 60 to be made more compact. 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 the reduction gear to form a sector shape, it is possible to suppress the outward protrusion of the reduction mechanism 62 in the vehicle width direction, and also to reduce the weight of the reduction mechanism 62.

[0058] The speed reducing mechanism 62 connects the motor 61 and the release shaft 53 so that they can be constantly interlocked with each other. This forms a system in which the clutch actuator 60 directly connects and disconnects the clutch device 40.

[0059] 5 and 10, the unit case 70 includes a gear case 71 and a motor case 75. As shown in FIG.

[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 into two tiers, upper and lower, in the axial direction. Hereinafter, the upper part of the gear case 71 will be referred to as the upper tier 71U, and the lower part of the gear case 71 will be referred to as the lower tier 71L. The upper tier 71U is shifted rearward relative to the lower tier 71L along a plane perpendicular to the axial direction. A motor case 75 extending along the axial direction is connected below the lower tier 71L.

[0061] The upper stage portion 71U has a rectangular shape elongated in the front-to-rear direction when viewed in the axial direction. The upper stage portion 71U forms an upper stage gear housing chamber 72U. The upper stage gear housing chamber 72U houses the first small diameter gear 64c, the second small diameter 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 stage portion 71U of the gear case 71 is divided into upper and lower sections by a dividing plane perpendicular to the axial direction. Hereinafter, the lower portion of the upper stage portion 71U will be referred to as the upper stage portion main body 71Ua, and the upper portion of the upper stage portion 71U will be referred to as the case upper cover 71Ub. The upper stage portion main body 71Ua is open upward. The case upper cover 71Ub closes the upper opening of the upper stage portion main body 71Ua from above.

[0062] The lower section 71L has an elliptical shape elongated in the front-to-rear direction when viewed in the axial direction. The lower section 71L forms a 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 rotary 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 sections by a dividing plane perpendicular to the axial direction. Hereinafter, the upper portion of the lower section 71L will be referred to as the lower section main body 71La, and the lower portion of the lower section 71L will be referred to as the case lower cover 71Lb. The lower section main body 71La is open downward. The case lower cover 71Lb closes the lower portion of the lower section main body 71La from below.

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

[0064] The upper and lower body sections 71Ua and 71La are integrally formed to form an upper case body 77U. An upper case cover 71Ub is attached to the upper case body 77U from above, forming an upper gear accommodating chamber 72U between the upper case body 77U and the upper case cover 71Ub. A lower case cover 71Lb for the lower case body 77L is attached to the upper case body 77U from below, forming a lower gear accommodating 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 portion of each knock pin 79 is fitted into a retaining hole in the lower case body 77L. The upper portion of each knock pin 79 is inserted into a fitting hole in the upper case body 77U.

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

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

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

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

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

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

[0071] As shown in Figures 3 and 11, the first flat surface 34a is formed with a plurality of first fastening portions 94 for fastening the upper stage portion 71U of the gear case 71. Bolts B1 extending along the axial direction of the release shaft 53 are threadedly engaged with the first fastening portions 94. The gear case 71 is formed with the same number of case-side fastening portions 95 as the first fastening portions 94, and the bolts B1 are inserted therethrough for fastening. The case-side fastening portions 95 have bolt holes through which the bolts B1 are inserted in the axial direction. The first fastening portions 94 and the case-side fastening portions 95 fasten the clutch cover 30 and the gear case 71 to each other in the axial direction.

[0072] As shown in FIGS. 3 and 10 , a plurality of second fastening portions 96 (two in this embodiment) for fastening the motor case 75 are formed in the lower portion of the second recess 35. Bolts B2 extending perpendicular to the axial direction are threadedly engaged with the second fastening portions 96. The motor case 75 is formed with the same number of cover-side fastening portions 97 corresponding to the plurality of second fastening portions 96, and fastened by inserting the bolts B2. Each cover-side fastening portion 97 has a bolt hole 97a extending perpendicular to the axial direction through which the bolt B2 is inserted. The second fastening portions 96 and the cover-side fastening portions 97 fasten the clutch cover 30 and the motor case 75 to each other in the direction perpendicular to the axial direction. The bolt holes 97a are shaped to accommodate axial tolerances when fastening the clutch cover 30 to the motor case 75. The cover-side fastening portions 97 are disposed between the pair of motors 61. The cover-side fastening portions 97 are disposed axially between both ends of the rotary shafts 61a of the pair of motors 61.

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

[0074] <Transmission System> In the motorcycle 1, only the driver operates the transmission 25 (operating the shift pedal with his foot), and the clutch device 40 is automatically engaged and disengaged through electrical control in response to operation of the shift pedal. In other words, the motorcycle 1 employs a so-called semi-automatic transmission system 100 (automatic clutch-type transmission system).

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

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

[0077] The acceleration sensor 102 detects the behavior of the vehicle body. 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 FIG. 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 rotation speed sensor 107 detects the engine rotation speed.

[0078] The control unit 101 includes a clutch control unit 101C and an engine control unit 101E, which are independent of each other. The clutch control unit 101C mainly controls the operation of the clutch actuator 60. The engine control unit 101E mainly controls the operation 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 an integrated 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 as separate units or as an integrated unit, they coordinate their control with each other.

[0079] The clutch control unit 101C calculates the value of the current to be supplied to the motor 61 to connect or disconnect the clutch device 40 based on a preset calculation program. The current to be supplied to the motor 61 is determined based on the 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 value of the current to be supplied to the motor 61 is detected by a current sensor included in the clutch control unit 101C. The operation of the clutch actuator 60 is controlled in accordance with changes in the detected value of the current sensor.

[0080] <Clutch Control Modes> Figure 13 is an explanatory diagram showing the transition of clutch control modes of the motorcycle of this embodiment. As shown in Figure 13, the transmission system 100 of this embodiment has three clutch control modes. The clutch control modes include an auto mode M1 in which automatic control is performed, a manual mode M2 ​​in which manual operation is performed, and a manual intervention mode M3 in which temporary manual operation is performed. The clutch control mode transitions between the three modes as appropriate in response to the operation of the clutch control mode selector switch 49 (see Figure 12) and the clutch operator. Note that the manual mode M2 ​​and the manual intervention mode M3 are referred to as a manual system M2A.

[0081] Auto mode M1 is a mode in which a clutch capacity appropriate for the driving state is calculated in accordance with automatic start / gear change control, and the clutch device 40 is controlled. Manual mode M2 ​​is a mode in which a clutch capacity is calculated in accordance with a clutch operation instruction from the occupant, and the clutch device 40 is controlled. Manual intervention mode M3 is a temporary manual operation mode in which a clutch operation instruction from the occupant is received during auto mode M1, and a clutch capacity is calculated from the clutch operation instruction to control the clutch device 40. Note that manual intervention mode M3 may be set to return to auto mode M1 if, for example, the occupant stops operating the clutch operator (completely released state) for a specified time.

[0082] For example, when the transmission system 100 is started, it starts control in auto mode M1 with the clutch on (connected state). Also, when the engine 21 is stopped (system off), the transmission system 100 is set to return to auto mode M1 with the clutch on. In a normally closed clutch device 40, when the clutch is on, there is no need to supply power to the motor 61 of the clutch actuator 60. On the other hand, when the clutch device 40 is in the clutch off state (disconnected state), power supply to the motor 61 is maintained.

[0083] Auto mode M1 is based on automatic clutch control. In auto mode M1, the motorcycle 1 can be driven without lever operation. In auto mode M1, the clutch capacity is controlled based on the throttle opening, engine RPM, vehicle speed, shift sensor output, etc. This allows the motorcycle 1 to start without engine stalling by simply operating the throttle. Also, the motorcycle 1 can be changed gears by simply operating the shift lever. In addition, in auto mode M1, the rider can switch to manual intervention mode M3 by gripping the clutch lever.

[0084] In manual mode M2, the clutch capacity can be controlled by the rider's lever operation. That is, in manual mode M2, the clutch device 40 can be engaged or disengaged by the rider's lever operation. Switching between auto mode M1 and manual mode M2 ​​is possible. This switching is performed, for example, by operating the clutch control mode changeover switch 49 (see FIG. 12) while the motorcycle 1 is stopped and the transmission 25 is in neutral. Note that the transmission system 100 may be provided with an indicator that shows that it is in the manual state when transitioning to the manual system M2A (manual mode M2 ​​or manual intervention mode M3).

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

[0086] In the automatic mode M1, the clutch actuator 60 automatically engages and disengages the clutch device 40. In the automatic mode M1, manual clutch operation of the clutch lever can be performed to temporarily intervene manually in the automatic control of the clutch device 40 (manual intervention mode M3).

[0087] 2, the clutch lever is connected via an operating cable to a driven clutch lever 58 attached to a release shaft 53 of the clutch device 40. The driven clutch lever 58 is attached to the upper end of the release shaft 53 so as to be rotatable integrally therewith.

[0088] Also, a handle switch attached to the steering handle, for example, is provided with a clutch control mode changeover switch 49. This allows the occupant to easily change the clutch control mode during normal driving.

[0089] <Two-Motor Control> In the embodiment, a configuration may be adopted in which a pair of motors 61 in the clutch actuator 60 work together to drive the release shaft 53 (to engage and disengage the clutch device 40). In this case, the load (stress) shared 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 motor 61 compared to a configuration in which the clutch actuator 60 is provided with a single motor 61. Therefore, even when the clutch actuator 60 is disposed on the outer side of the power unit 20, it is easy to prevent the clutch actuator 60 from protruding outward in the vehicle width direction. Therefore, it is possible to substantially reduce the size of the clutch actuator 60.

[0090] In the embodiment, in the clutch actuator 60, under normal circumstances (non-failure), one of the multiple (two) motors 61 may be used as the drive source for the release shaft 53, and the remaining one may be used for another purpose. For example, the remaining one motor 61 may refrain from operating as a fail-safe, or may be used as a current sensor.

[0091] As described above, the clutch cover 30 and the gear case 71 of this embodiment are provided coaxially with the release shaft 53 and include the support shaft portion 90 that supports them mutually, and the second fastening portion 96 and the cover-side fastening portion 97 that fasten them to each other in a direction perpendicular to the axial direction. With this configuration, the support shaft portion 90 can restrict relative displacement of the clutch cover 30 and the gear case 71 in a direction intersecting the axial direction, thereby enabling the clutch actuator 60 to be firmly fastened to the clutch cover 30 while suppressing an increase in the number of parts. Furthermore, when fastening the gear case 71 to the clutch cover 30 with the second fastening portion 96 and the cover-side fastening portion 97, the clutch cover 30 and the gear case 71 can be positioned in advance in a direction intersecting the axial direction by the support shaft portion 90. This makes it possible to easily position the gear case 71 at a desired position relative to the clutch cover 30 with the second fastening portion 96 and the cover-side fastening portion 97. This improves the ease of assembly of the clutch actuator 60. As a result, the clutch actuator 60 can be firmly fastened with good assembly properties.

[0092] The second fastening portion 96 and the cover-side fastening portion 97 are disposed between both ends of the rotating shaft 61 a of the motor 61. With this configuration, the clutch actuator 60 can be fastened to the clutch cover 30 near the motor 61, which is a heavy object, and therefore vibration of the clutch actuator 60 can be effectively suppressed.

[0093] The second fastening portion 96 and the cover-side fastening portion 97 are disposed between the pair of motors 61. With this configuration, the clutch actuator 60 can be fastened to the clutch cover 30 near the motor 61, which is heavy and likely to be a cause of vibration of the clutch actuator 60, so that the occurrence of vibration of the clutch actuator 60 can be effectively suppressed.

[0094] The support shaft portion 90 has a spigot structure that supports the clutch cover 30 and the gear case 71 so that they can rotate relative to each other. With this configuration, the gear case 71 can be easily positioned at a desired position relative to the clutch cover 30 by rotating the clutch actuator 60 about the support shaft portion 90. This improves the ease of assembly of the clutch actuator 60. Furthermore, after rotating the clutch actuator 60 about the support shaft portion 90 to press the clutch actuator 60 against the clutch cover 30, the gear case 71 can be fastened to the clutch cover 30 by the second fastening portion 96 and the cover-side fastening portion 97, so that the clutch actuator 60 can be firmly fastened to the clutch cover 30.

[0095] The second fastening portion 96 and the cover-side fastening portion 97 are disposed offset in the axial direction with respect to the support shaft portion 90. With this configuration, the support shaft portion 90 allows relative axial displacement between the clutch cover 30 and the gear case 71, and the second fastening portion 96 and the cover-side fastening portion 97 fasten the clutch cover 30 and the gear case 71 to each other in a direction perpendicular to the axial direction, so that the clutch cover 30 and the clutch actuator 60 can be fastened to each other while eliminating any axial gap between the gear case 71 and the clutch cover 30. Therefore, the tolerances of the gear case 71 and the clutch cover 30 can be accommodated.

[0096] The power unit 20 of the embodiment can be configured by replacing the clutch cover 30 and the release shaft 53 and retrofitting the clutch actuator 60 to a manual clutch power unit in which the clutch device 40 is engaged and disengaged by the driver rather than electrically controlled. This makes it possible to attach the clutch actuator 60 to power units of different models. This allows the clutch actuator 60 to be shared among multiple models, making it easy to configure a semi-automatic transmission system 100 (automatic clutch transmission system).

[0097] Although the release mechanism 51 in the embodiment is an eccentric cam mechanism, the release mechanism 51 may be a mechanism including a rack and pinion, a feed screw, etc. The mechanism connecting the clutch lever and the driven clutch lever 58 is not limited to an operating cable, and may be a mechanism including a rod, a link, etc.

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

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

[0100] In addition, the components in the above-described embodiments can be replaced with well-known components as appropriate, without departing from the spirit of the present invention.

[0101] According to the above-described fastening structure for the clutch actuator, the clutch actuator can be firmly fastened with good assembly properties.

[0102] DESCRIPTION OF SYMBOLS 1 Motorcycle (equipment) 21 Engine (prime mover) 25 Transmission (output target) 30 Clutch cover 40 Clutch device 53 Release shaft 60 Clutch actuator 61 Motor (electric motor) 61a Rotating shaft 63 Gear train (gear) 71 Gear case (case) 90 Support shaft portion 96 Second fastening portion (fastening portion) 97 Cover side fastening portion (fastening portion)

Claims

1. a clutch device (40) that connects and disconnects power transmission between a prime mover (21) of the device (1) and an output target (25); a clutch cover (30) that covers the clutch device (40); a clutch actuator (60) that outputs a driving force for operating the clutch device (40); Equipped with The clutch actuator (60) At least one electric motor (61) provided as a driving source; a release shaft (53) extending in a first axial direction and rotating upon receiving input from the at least one electric motor (61); a gear (63) that reduces the speed of rotational power output from the at least one electric motor (61) and transmits it to the release shaft (53); a case (71) that houses the at least one electric motor (61) and the gear (63) and rotatably supports the release shaft (53); and The clutch cover (30) and the case (71) are a support shaft portion (90) that is provided coaxially with the release shaft (53) and supports the release shaft (53) and the support shaft portion (90) together; fastening portions (96, 97) that fasten to each other in a direction perpendicular to the first axial direction; having Fastening structure of a clutch actuator.

2. The fastening portions (96, 97) are arranged between both ends of the rotation shaft (61 a) in a second axial direction of the rotation shaft (61 a) of the at least one electric motor (61).

2. The fastening structure of a clutch actuator according to claim 1.

3. The at least one electric motor (61) includes a first electric motor and a second electric motor; The fastening portions (96, 97) are disposed between the first electric motor and the second electric motor.

3. The fastening structure of a clutch actuator according to claim 1 or 2.

4. The support shaft portion (90) has a spigot structure that supports the clutch cover (30) and the case (71) so that they can rotate relative to each other.

3. The fastening structure of a clutch actuator according to claim 1 or 2.

5. The fastening portions (96, 97) are arranged to be shifted in the first axial direction with respect to the support shaft portion (90).

3. The fastening structure of a clutch actuator according to claim 1 or 2.