Clutch control device

Abstract

A clutch control device (40A) is provided with a clutch device (26), a clutch actuator (50), a clutch operating element (4b), and a control unit (40). The control unit (40) has: an automatic control mode (M1) in which the clutch device (26) is automatically actuated by driving of the clutch actuator (50); a manual control mode (M2) in which the clutch device (26) is manually actuated by an operation input to the clutch operating element (4b); and a manual control intervention mode (M3) to which the control unit (40) shifts when an operation on the clutch operating element (4b) is detected during the automatic control mode (M1), and, when a state satisfying a prescribed return condition continues for a prescribed return time (T) during the manual control intervention mode (M3), the control unit (40) returns to the automatic control mode (M1).

Description

Clutch control device

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

[0002] Conventionally, there is known a clutch control device that automatically performs an electrical control to engage and disengage a clutch device (see, for example, Patent Document 1). For example, Patent Document 1 discloses a configuration in which a driver can select between an auto mode in which the clutch is automatically operated and a manual mode in which the clutch is manually operated by operating a mode selector switch while operating the clutch lever.

[0003] However, operating both the clutch lever and the mode selector switch to switch the clutch control mode is time-consuming for the driver. Furthermore, in a transmission that can be switched between auto mode and manual mode, the driver may mistakenly operate the clutch control mode at that time. For example, if the vehicle is stopped while the clutch control mode is in manual mode, the driver may mistakenly believe that the mode is auto mode and operate the gear shift operator in gear without operating the clutch lever.

[0004] Japanese Patent Application Publication No. 2016-114230

[0005] Therefore, an object of the present invention is to provide a clutch control device that can switch from an auto mode, which automatically controls the clutch, to a manual mode, which manually operates the clutch, and to properly return to the auto mode after switching to the manual mode. The present application aims to improve operability in order to solve the above-mentioned problems. This will further improve traffic safety and contribute to the development of sustainable transportation systems.

[0006] A first aspect of the present invention is a vehicle (1) comprising a clutch device (26) that connects and disconnects power transmission between a prime mover (13) and an output target (21), a clutch actuator (50) that operates the clutch device (26), a clutch operator (4b) that operates the clutch device (26) separately from the clutch actuator (50), and a control unit (40) that controls the drive of the clutch actuator (50), wherein the control unit (40) is an automatic control unit that automatically operates the clutch device (26) by driving the clutch actuator (50). and a manual control mode (M2) in which the clutch device (26) is manually operated by inputting an operation to the clutch operator (4 b), wherein the control unit (40) has a manual control intervention mode (M3) to which the control unit (40) transitions when it detects an operation to the clutch operator (4 b) during the automatic control mode (M1), and performs auto mode return control to return to the automatic control mode (M1) when a state in which a specified return condition is satisfied continues for a specified return time (T) during the manual control intervention mode (M3). According to this configuration, by automatically returning to the automatic control mode when a state in which a specified return condition is satisfied continues for the specified return time during the manual control intervention mode, it is possible to prevent the driver from mistaking the control mode for a gear change (e.g., operating in gear without operating the clutch despite being in the manual control intervention mode).

[0007] In a second aspect of the present invention, in the first aspect, the return time (T) is varied depending on at least one of the vehicle speed of the vehicle (1) and the rotation speed of the prime mover (13). According to this configuration, by varying the return time to the automatic control mode depending on at least one of the vehicle speed and the rotation speed of the prime mover, mode switching can be performed taking into consideration the possibility of driver operation after the control intervention mode, and the clutch control mode can be appropriately returned to the automatic control mode while suppressing any discomfort felt by the driver.

[0008] In a third aspect, in the second aspect, when at least one of the vehicle speed and the rotation speed is less than a first threshold value (V1), the return time (T) is set longer than when that value is equal to or greater than the first threshold value (V1). According to this configuration, when at least one of the vehicle speed and the rotation speed is in a low vehicle speed range, the return time is extended to delay the return to the automatic control mode, thereby suppressing the occurrence of discomfort caused by clutch control that is different from the driver's intention.

[0009] In a fourth aspect, in the third aspect, the clutch device (26) is a normally closed clutch that transmits rotational power, and when a clutch differential rotation occurring between the upstream side and downstream side of the clutch device (26) is less than a specified differential rotation threshold value (Ne1), counting the return time (T) is started. According to this configuration, when the clutch differential rotation is less than the threshold value (corresponding to a locked state of the clutch device), by counting the return time, it is possible to return to the automatic control mode in a state where the driver is unlikely to operate the clutch device and where there is little impact on vehicle behavior.

[0010] In a fifth aspect, when the possibility of the prime mover (13) stopping is detected during counting of the return time (T) in the fourth aspect, the automatic control mode (M1) is immediately restored without waiting for the return time (T) to elapse. With this configuration, when it is determined that there is a possibility of the prime mover stopping if the situation continues due to a decrease in at least one of the vehicle speed and the number of revolutions, the automatic control mode is immediately restored and control such as disengaging the clutch device is performed, thereby making it possible to avoid the prime mover stopping.

[0011] In a sixth aspect, in the fifth aspect, when at least one of the vehicle speed and the rotation speed is equal to or lower than a predetermined threshold value (Ne2), or when a rate of decrease in at least one of the vehicle speed and the rotation speed is equal to or higher than a specified decrease rate threshold value (Ne3), the possibility of stoppage of the prime mover (13) is detected. According to this configuration, by detecting the values ​​or rate of decrease of the vehicle speed and the rotation speed, the possibility of stoppage of the prime mover can be easily detected, and the clutch control mode can be appropriately returned to the automatic control mode.

[0012] In a seventh aspect, in the fifth aspect, when the vehicle speed is below an idle vehicle speed and at least one of the vehicle speed and the rotation speed further decreases, the possibility of the prime mover (13) stopping is detected. According to this configuration, by detecting a further decrease in at least one of the vehicle speed and the rotation speed below the idle vehicle speed, the possibility of the prime mover stopping can be reliably detected and the clutch control mode can be appropriately returned to the automatic control mode.

[0013] According to the clutch control device of the present invention, in a clutch control device that can switch from an auto mode in which the clutch is automatically controlled to a manual mode in which the clutch is manually operated, it is possible to appropriately return to the auto mode after switching to the manual mode.

[0014] 5 is a right side view of a motorcycle according to the present embodiment; FIG. 6 is a cross-sectional view of a transmission and a change mechanism of the motorcycle; FIG. 7 is a block diagram of a gear change system of the motorcycle; FIG. 8 is an explanatory diagram showing the transition of clutch control modes of the motorcycle, and is a cross-sectional view along the axial direction of the clutch actuator; FIG. 9 is a perspective view of a release shaft that actuates a clutch device; FIG. 10 is a cross-sectional view taken along line VII-VII of FIG. 5; FIG. 11 is a cross-sectional view corresponding to FIG. 7 showing the operation of the release shaft in a half-clutch region, illustrating the time of driving by the clutch actuator; FIG. 12 is a cross-sectional view corresponding to FIG. 7 showing the operation of the release shaft in a half-clutch region, illustrating the time of manual intervention; FIG. 13 is a cross-sectional view corresponding to FIG. 7 showing the operation of the release shaft at a standby position, illustrating the time of driving by the clutch actuator; FIG. 14 is a cross-sectional view corresponding to FIG. 7 showing the operation of the release shaft at a standby position, illustrating the time of manual intervention; FIG. 15 is an explanatory diagram showing a specific example of the transition of the clutch control mode; FIG. 16 is a flowchart showing processing when performing auto mode return control.

[0015] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, directions such as front, rear, left, and right are the same as directions in the vehicle described below unless otherwise specified. In addition, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the top of the vehicle are shown in appropriate locations in the drawings used in the following description. The term "middle" used in this embodiment refers not only to the center between both ends of an object, but also to the range inside the both ends of the object.

[0016] <Overall Vehicle> As shown in Figure 1, this embodiment is applied to a motorcycle 1, which is an example of a saddle-ride type vehicle. A front wheel 2 of the motorcycle 1 is supported at the lower ends of a pair of left and right front forks 3. Upper portions of the left and right front forks 3 are supported via a steering stem 4 on a head pipe 6 at the front end of a body frame 5. A bar-type steering handlebar 4a is attached to the top bridge of the steering stem 4.

[0017] The body frame 5 includes a head pipe 6, a main frame 7 extending downward and rearward from the head pipe 6 at the center in the vehicle width direction (left and right direction), a pivot frame 8 provided below the rear end of the main frame 7, and a seat frame 9 connected to the rear of the main frame 7 and the pivot frame 8. A front end of a swing arm 11 is pivotally supported on the pivot frame 8 so that it can swing. A rear wheel 12 of the motorcycle 1 is supported on the rear end of the swing arm 11.

[0018] A fuel tank 18 is supported above the left and right main frames 7. A front seat 19 and a rear seat 19a are supported behind the fuel tank 18 and above the seat frames 9. Knee grip portions 18a that are recessed inward in the vehicle width direction are formed on both the left and right sides of the rear of the fuel tank 18. The left and right knee grip portions 18a are formed to fit in the following areas: the inside of the areas around the left and right knees of a driver seated on the front seat 19. Steps 18b are supported on both the left and right sides below the front seat 19. The driver places their ankles and feet on the steps 18b.

[0019] A power unit PU including a prime mover of the motorcycle 1 is suspended below the main frame 7. The power unit PU integrally includes an engine (internal combustion engine, prime mover) 13 located in front of it and a transmission (output target) 21 located in the rear. The engine 13 is, for example, a multiple-cylinder engine with the rotation axis of a crankshaft 14 aligned in the left-right direction (vehicle width direction).

[0020] The engine 13 has a cylinder 16 that stands upright above the front part of the crankcase 15. The rear part of the crankcase 15 forms a transmission case 17 that houses a transmission 21. A right cover 17a is attached to the right side of the crankcase 15 and spans 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 connected to the rear wheel 12 via, for example, a chain-type transmission mechanism (not shown).

[0021] <Transmission> Referring also to Figure 2, the transmission 21 is a stepped transmission. The transmission 21 has a main shaft 22, a counter shaft 23, and a group of speed change gears 24 that straddles both shafts 22, 23. The counter shaft 23 constitutes the output shaft of the transmission 21 and therefore the power unit PU. The left end of the counter shaft 23 protrudes to the left of the rear of the transmission case 17 and is connected to the rear wheel 12 via the chain transmission mechanism.

[0022] The main shaft 22 and countershaft 23 of the transmission 21 are disposed rearward of the crankshaft 14. A clutch device 26 is disposed coaxially on the right end of the main shaft 22. The clutch device 26 connects and disconnects the power transmission between the crankshaft 14 of the engine 13 and the main shaft 22 of the transmission 21. The clutch device 26 is connected and disconnected by at least one of the operation of a clutch operator (clutch lever 4b) by the rider and the operation of a clutch actuator 50, which will be described in detail later.

[0023] The clutch device 26 is, for example, a wet multi-plate clutch, a so-called normally closed clutch. The rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and then transmitted from the main shaft 22 to the countershaft 23 via any gear pair of the transmission gear set 24. A drive sprocket 27 of the chain transmission mechanism is attached to the left end of the countershaft 23, which protrudes to the left of the rear of the crankcase 15.

[0024] A change mechanism 25 that switches between gear pairs in the transmission gear group 24 is housed near the transmission 21 within the transmission case 17. The change mechanism 25 has a hollow cylindrical shift drum 32 that is parallel to both shafts 22, 23. By rotation of this shift drum 32, the change mechanism 25 actuates a plurality of shift forks 32a. This actuation is performed according to the pattern of lead grooves formed on the outer periphery of the shift drum 32. By this actuation, the change mechanism 25 switches between gear pairs used for power transmission between both shafts 22, 23 in the transmission gear group 24.

[0025] Here, in the motorcycle 1, only the driver operates the transmission 21 (operating a shift pedal (not shown) with his foot), and the clutch device 26 is automatically engaged and disengaged through 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).

[0026] <Transmission System> As shown in FIG. 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 an ignition device 47 and a fuel injection device 48, as well as the operation of the clutch actuator 50. This control is based on detection information from an acceleration sensor 41, a gear position sensor 42, and a shift load sensor 43 (e.g., a torque sensor), as well as various vehicle state detection information from a throttle opening sensor 44, a vehicle speed sensor 45, and an engine rotation speed sensor 46. The acceleration sensor 41 detects the behavior of the vehicle body. The gear position sensor 42 detects the gear position from the rotation angle of the shift drum 32. The shift load sensor 43 detects the operating torque input to the shift spindle 31 (see FIG. 2 ) of the change mechanism 25. The throttle opening sensor 44 detects the throttle opening. The vehicle speed sensor 45 detects the vehicle speed. The engine speed sensor 46 detects the engine speed.

[0027] 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 also be configured within an integrated ECU, as long as they perform independent control of each other.

[0028] 2 and 5 , clutch actuator 50 controls the operating torque applied to release shaft 53 to engage and disengage clutch device 26. Clutch actuator 50 includes an electric motor 52 (electric motor, hereinafter simply referred to as motor 52) as a drive source, and a speed reduction mechanism (reduction gear mechanism, transmission mechanism) 51 that transmits the drive force of motor 52 to release shaft 53. Speed ​​reduction mechanism 51 includes a first reduction shaft 57, a second reduction shaft 58, and a third reduction shaft 56. For example, third reduction shaft 56 is provided with a rotation angle sensor (rotational motion sensor) 56d that detects, for example, the rotation angle of third reduction shaft 56.

[0029] Referring to FIG. 3, the clutch control unit 40C calculates the following current values ​​based on a preset calculation program. These current values ​​are values ​​of current supplied to the motor 52 to connect and disconnect the clutch device 26. The current supplied to the motor 52 is determined based on a 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, described later) applied to the release shaft 53. The current value supplied to the motor 52 is detected by a current sensor 40b included in the clutch control unit 40C. The operation of the clutch actuator 50 is controlled in accordance with changes in this detected value. The clutch actuator 50 will be described in detail later.

[0030] <Clutch Device> As shown in Figure 2, the clutch device 26 of this 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 disposed in an oil chamber inside the right cover 17a. The clutch device 26 includes a clutch outer 33, a clutch center 34, and a plurality of clutch plates 35. The clutch outer 33 is driven by constant rotational power transmitted from the crankshaft 14. The clutch center 34 is disposed within the clutch outer 33 and supported by the main shaft 22 so as to be integrally rotatable. The plurality of clutch plates 35 are stacked between the clutch outer 33 and the clutch center 34, frictionally engaging them.

[0031] A pressure plate 36 having approximately the same diameter as the clutch plates 35 is disposed to the right (outside in the vehicle width direction) of the stacked clutch plates 35. The pressure plate 36 is biased leftward by the elastic load of a clutch spring 37, causing the stacked clutch plates 35 to press together (frictionally engage). This places the clutch device 26 in a connected state that allows power transmission. The clutch device 26 is a normally closed clutch that is normally connected when there is no external input.

[0032] The pressure contact (frictional engagement) is released by actuation of a release mechanism 38 inside the right cover 17a. The actuation of the release mechanism 38 is effected by at least one of the operation of the clutch lever 4b by the occupant and the application of torque by the clutch actuator 50.

[0033] <Release Mechanism> As shown in FIG. 2, the release mechanism 38 includes a lifter shaft 39 and a release shaft 53. The lifter shaft 39 is supported within the right side of the main shaft 22 so as to be reciprocable in the axial direction. The release shaft 53 is disposed perpendicular to the axial direction of the lifter shaft 39 and is supported on the outer side of the right cover 17a so as to be rotatable about its axis. Line C4 in the figure indicates the central axis of the release shaft 53, which extends vertically. When viewed in the axial direction of the main shaft 22 (as viewed from the side of the vehicle), the release shaft 53 is tilted rearward in the axial direction so that the upper end of the release shaft 53 is positioned more rearward than the vertical direction (see FIG. 1). The upper portion of the release shaft 53 protrudes outside the right cover 17a, and a driven clutch lever 54 is attached to the upper portion of the release shaft 53 so as to be rotatable integrally therewith. The driven clutch lever 54 is connected to the clutch lever 4b via an operating cable 54c.

[0034] An eccentric cam portion 38a is provided on the lower portion of the release shaft 53, located inside the right cover 17a. The eccentric cam portion 38a engages with the right end portion of the lifter shaft 39. When the release shaft 53 rotates around its axis, the eccentric cam portion 38a acts to move 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. This places the normally closed clutch device 26 in a disconnected state, preventing power transmission.

[0035] It should be noted that release mechanism 38 is not limited to an eccentric cam mechanism and may be one that includes a rack and pinion, a feed screw, etc. The mechanism that connects clutch lever 4b and driven clutch lever 54 is not limited to operation cable 54c and may be one that includes a rod, a link, etc. Also, a configuration may be adopted in which an oil passage is provided between clutch lever 4b and release shaft 53, and hydraulic pressure generated by a master cylinder on the clutch lever 4b side is transmitted to a slave cylinder on the release shaft 53 side, and operation of the slave cylinder rotates release shaft 53.

[0036] <Clutch Control Modes> As shown in Figure 4, the clutch control device 40A of this embodiment has three clutch control modes. The clutch control modes include an auto mode M1 for automatic control, a manual mode M2 ​​for manual operation, and a manual intervention mode M3 for temporary manual operation. The clutch control mode transitions between the three modes as appropriate in response to the operation of the clutch control mode selector switch 49 (see Figure 3) and the clutch lever 4b. The manual mode M2 ​​and the manual intervention mode M3 are collectively referred to as a manual system M2A.

[0037] Auto mode M1 is a mode in which a clutch capacity appropriate for the driving state is calculated in accordance with automatic start / gear change control, and the clutch device 26 is controlled. Manual mode M2 ​​is a mode in which a clutch capacity is calculated in accordance with a clutch operation instruction from the occupant, and the clutch device 26 is controlled. Manual intervention mode M3 is a temporary manual operation mode in which a clutch operation instruction from the occupant is received during auto mode M1, and the clutch capacity is calculated from the clutch operation instruction to control the clutch device 26. Note that manual intervention mode M3 may be set to return to auto mode M1 if, for example, the occupant stops operating the clutch lever 4b (completely released state) for a specified time.

[0038] For example, when the system is started, the clutch control device 40A starts control in the auto mode M1 with the clutch on (connected state). Also, when the engine 13 is stopped (when the system is off), the clutch control device 40A is set to return to the auto mode M1 with the clutch on. In a normally closed clutch device 26, when the clutch is on, power supply to the motor 52 of the clutch actuator 50 is not required. 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.

[0039] The auto mode M1 is basically a mode in which clutch control is performed automatically. In the auto mode M1, the motorcycle 1 can be driven without lever operation. In the auto mode M1, the clutch capacity is controlled based on the throttle opening, engine speed, vehicle speed, shift sensor output, and the like. This allows the motorcycle 1 to start without stalling (meaning engine stop or engine stall) by operating the throttle alone. The motorcycle 1 can also be changed gears by shifting alone. In addition, in the auto mode M1, the rider can switch to the manual intervention mode M3 by gripping the clutch lever 4b. This allows the clutch device 26 to be disengaged at will.

[0040] 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 or disengaged). Switching between auto mode M1 and manual mode M2 ​​is possible. This switching is performed, for example, by operating the clutch control mode changeover switch 49 (see FIG. 3) while the motorcycle 1 is stopped and the transmission 21 is in neutral. The clutch control device 40A may be provided with an indicator that shows that the clutch control mode is in the manual state when transitioning to the manual system M2A (manual mode M2 ​​or manual intervention mode M3).

[0041] The manual mode M2 ​​is basically a mode in which the clutch is controlled manually. In the manual mode M2, the clutch capacity can be controlled according to the operating angle of the clutch lever 4b (and thus the operating angle of the driven clutch lever 54). This allows the driver to control the engagement and disengagement of the clutch device 26 at will.

[0042] For example, a lever holder that holds the clutch lever 4b is provided with a clutch switch 4c that is turned on when the clutch lever 4b is gripped (clutch disengaged) and turned off when the clutch lever 4b is released (clutch engaged). The control unit 40 can detect whether the driver is operating the clutch by checking whether the clutch switch 4c is on or off.

[0043] In the automatic mode M1, the clutch actuator 50 automatically engages and disengages the clutch device 26. At this time, manual clutch operation of the clutch lever 4b can be performed to temporarily intervene manually in the automatic control of the clutch device 26 (manual intervention mode M3).

[0044] <Manual Clutch Operation> In the motorcycle 1 shown in Figure 1, a clutch lever 4b serving as a manual clutch operator is attached to the base end side (inner side in the vehicle width direction) of the left grip of the steering handlebar 4a. Referring also to Figure 2, the clutch lever 4b is connected via an operation cable 54c to a driven clutch lever 54 attached to a release shaft 53 of the clutch device 26. The driven clutch lever 54 is attached to an upper end of the release shaft 53 that protrudes above the right cover 17a so as to be rotatable together with the release shaft 53.

[0045] Furthermore, for example, a handle switch (not shown) attached to the steering handle 4a is provided with the clutch control mode changeover switch 49. This allows the occupant to easily change the clutch control mode during normal driving.

[0046] <Clutch Actuator> As shown in Figure 1, a clutch actuator 50 is attached to the top 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 speed reduction mechanism 51. The motor 52 is, for example, a DC motor, and is disposed, for example, with its axial direction parallel to that of a release shaft 53. The motor 52 is disposed so that its drive shaft 55 protrudes upward. The speed 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."

[0047] In this embodiment, a single clutch actuator 50 is provided with multiple (two) motors 52. Hereinafter, the motor 52 located on the vehicle front side of the clutch actuator 50 will be referred to as the first motor 521, and the motor 52 located on the vehicle rear side 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 the motors 521 and 522, respectively. For convenience of explanation, both motors 521 and 522 may be collectively referred to as motors 52. Furthermore, both axes C01 and C02 may be collectively referred to as axis C0.

[0048] The reduction mechanism 51 reduces the speed of the rotational power output from the motor 52 and transmits the reduced power to the release shaft 53. The reduction mechanism 51 includes, for example, a gear train whose axial direction is parallel to that of the release shaft 53. 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.

[0049] The drive gear 55a is integrally provided on the drive shaft 55 of each motor 521, 522. The first reduction gear 57a meshes with each drive gear 55a. The first small diameter gear 57b is provided coaxially with the first reduction gear 57a. The second reduction gear 58a meshes with the first small diameter gear 57b. The second small diameter gear 58b is provided coaxially with the second reduction gear 58a. The third reduction gear 56a meshes with the second small diameter gear 58b. The third small diameter gear 56b is provided coaxially with the third reduction gear 56a. The driven gear 63a meshes with the second small diameter gear 58b. A gear case 59 houses each gear.

[0050] The first reduction gear 57a and the first small-diameter gear 57b are supported by a first support shaft 57c so as to be rotatable together. The first reduction gear 57a, the first small-diameter gear 57b, and the first support shaft 57c constitute a first reduction shaft 57. The second reduction gear 58a and the second small-diameter gear 58b are supported by a second support shaft 58c so as to be rotatable together. The second reduction gear 58a, the second small-diameter gear 58b, and the second support shaft 58c constitute a second reduction shaft 58.

[0051] The third reduction gear 56a and the third small-diameter gear 56b are supported on a third support shaft 56c so as to be rotatable together. The third reduction gear 56a, the third small-diameter gear 56b, and the third support shaft 56c constitute the third reduction shaft 56. The third reduction gear 56a is a sector-shaped gear centered on the third support shaft 56c. In the drawing, line C1 indicates the central axis of the first reduction shaft 57, line C2 indicates the central axis of the second reduction shaft 58, and line C3 indicates the central axis of the third reduction shaft 56.

[0052] The driven gear 63a is provided to be rotatable integrally with the release shaft 53. The driven gear 63a is a sector gear centered on the release shaft 53. The gear on the downstream side in the reduction mechanism 51 has a small rotation angle. Therefore, the third reduction gear 56a and the driven gear 63a can be sector gears with small rotation angles.

[0053] As a result, it is possible to reduce the size of the reduction mechanism 51 and, in turn, the clutch actuator 50. That is, even when a large-diameter reduction gear is provided to increase the reduction ratio, by cutting out the area outside the meshing range of this reduction gear to form a sector shape, the following effects are achieved: In particular, it is possible to prevent the reduction mechanism 51 from protruding outward in the vehicle width direction, and it is also possible to reduce the weight of the reduction mechanism 51.

[0054] With this configuration, the motor 52 and the release shaft 53 can be constantly linked via the speed reducing mechanism 51. This forms a system in which the clutch actuator 50 directly connects and disconnects the clutch device 26.

[0055] A rotation angle sensor 56d is provided on the upper surface side of gear case 59. Rotation angle sensor 56d is arranged outside gear case 59 and is connected to one end of third reduction shaft 56 protruding outside the case to detect the rotation angle of the third reduction shaft 56. By detecting the rotation angle of third reduction shaft 56 close to release shaft 53, the detection accuracy of the rotation angle of release shaft 53, and therefore of the clutch capacity, is improved.

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

[0057] <Arrangement of Clutch Actuator> As shown in Figure 1, the clutch actuator 50 is arranged vertically below the knee grip portion 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 lower leg L2 extends diagonally rearward and downward from the knee grip portion 18a, and the foot L3 rests on the step 18b.

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

[0059] 5 and 6 , the release shaft 53 is divided into multiple elements so that it can rotate in response to inputs from the clutch actuator 50 and inputs from the driver's operation, separately. The release shaft 53 includes an upper release shaft 61 that forms the upper part, a lower release shaft 62 that forms the lower part, and an intermediate release shaft 63. The intermediate release shaft 63 is disposed between the lower end of the upper release shaft 61 and the upper end of the lower release shaft 62.

[0060] The upper release shaft 61 has a cylindrical shape. The upper release shaft 61 is rotatably supported by the upper boss portion 59b of the gear case 59. The upper end of the upper release shaft 61 protrudes outside the gear case 59. The driven clutch lever 54 is supported at the upper end of the upper release shaft 61 so as to be rotatable integrally therewith. A return spring (not shown) is attached to the driven clutch lever 54. This return spring applies a biasing force to the driven clutch lever 54 in the direction opposite to the rotation (rotation in the clutch disengagement direction) caused by operation of the clutch lever 4b.

[0061] The lower release shaft 62 has a cylindrical shape. The lower part of the lower release shaft 62 is rotatably supported inside the right cover 17a. The lower part of the lower release shaft 62 faces the inside of the gear case 59. The eccentric cam portion 38a of the release mechanism 38 is formed at this lower part (see FIG. 2). A lower return spring (not shown) is attached to the lower end of the lower release shaft 62. This lower return spring applies a biasing force to the lower release shaft 62 in the direction opposite to the rotation in the clutch disengagement direction.

[0062] 7, a manual operation side cam 61b that extends in the axial direction and has a sector-shaped cross section is provided at the lower end of the upper release shaft 61. A clutch side cam 62b that extends in the axial direction and has a sector-shaped cross section is provided at the upper end of the lower release shaft 62. The clutch side cam 62b is provided in a range that avoids the manual operation side cam 61b in the circumferential direction.

[0063] The lower end portion (manual operation side cam 61b) of the upper release shaft 61 and the upper end portion (clutch side cam 62b) of the lower release shaft 62 overlap in the axial direction while avoiding each other in the circumferential direction, which allows one circumferential side surface 61b1 of the manual operation side cam 61b to press the other circumferential side surface 62b2 of the clutch side cam 62b, thereby rotating the lower release shaft 62 (see Figures 8B and 9B).

[0064] The other circumferential side surface 61b2 of the manual operation side cam 61b and the one circumferential side surface 62b1 of the clutch side cam 62b are spaced apart from each other in the circumferential direction, so that when an input is applied to the clutch side cam 62b from the clutch actuator 50, the lower release shaft 62 can be rotated independently of the upper release shaft 61 (see FIGS. 8A and 9A).

[0065] The intermediate release shaft 63 has, for example, a cylindrical 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. A driven gear 63a is supported on the intermediate release shaft 63 so as to be rotatable integrally therewith. A control operation side cam 63b having a sector-shaped cross section and extending in the axial direction is provided on the intermediate release shaft 63.

[0066] The control operation side cam 63b of the intermediate release shaft 63 and the clutch side cam 62b of the lower release shaft 62 overlap in the axial direction while avoiding each other in the circumferential direction, which allows one circumferential side surface 63b1 of the control operation side cam 63b to press the other circumferential side surface 62b2 of the clutch side cam 62b, thereby rotating the lower release shaft 62.

[0067] The control operation side cam 63b is disposed so as to avoid, in the radial direction, the manual operation side cam 61b of the upper release shaft 61. This allows the lower release shaft 62 to rotate independently of the upper release shaft 61 when transmitting input from the clutch actuator 50 to the clutch side cam 62b. Furthermore, when manual operation is performed, the upper release shaft 61 can rotate independently of the control side intermediate release shaft 63.

[0068] The other circumferential side surface 63b2 of the control operation side cam 63b and the one circumferential side surface 62b1 of the clutch side cam 62b are spaced apart from each other in the circumferential direction, so that when an input is applied to the clutch side cam 62b from the manual operation side cam 63b, the lower release shaft 62 can rotate independently of the intermediate release shaft 63.

[0069] 5, clutch actuator 50 has an upper release shaft 61 and an intermediate release shaft 63 rotatably held by gear case 59. Clutch actuator 50 includes upper release shaft 61 and intermediate release shaft 63. Lower release shaft 62 is rotatably held by right cover 17a. The upper end of lower release shaft 62 protrudes outside the cover at an actuator mounting portion of right cover 17a and is inserted into gear case 59.

[0070] In this configuration, when the clutch actuator 50 is attached to the right cover 17a, a linear release shaft 53 is formed together with the lower release shaft 62 on the right cover 17a side. The release shaft 53 is formed by interconnecting the upper release shaft 61, the intermediate release shaft 63, and the lower release shaft 62.

[0071] The power unit PU of the embodiment can be configured as follows for a manual clutch power unit in which the clutch device 26 is engaged and disengaged by the driver rather than electrically controlled. That is, the power unit PU can be configured by replacing the right cover 17a and the release shaft 53 and retrofitting the clutch actuator 50. Therefore, the clutch actuator 50 can be attached to power units of different models. Therefore, the clutch actuator 50 can be shared among multiple models, making it easy to configure a semi-automatic transmission system (automatic clutch transmission system).

[0072] <Two-Motor Control> Referring to FIG. 5 , in this embodiment, two motors 521, 522 in the clutch actuator 50 may cooperate to drive the release shaft 53 (to engage and disengage the clutch device 26). In this case, the load shared by the two motors 521, 522 is halved, thereby enabling the size of each motor 521, 522 to be reduced. This increases the degree of freedom in the layout of the motor 52 compared to when a single large motor 52 is provided. Therefore, even when the clutch actuator 50 is disposed on the outer side of the power unit PU, it is easy to prevent the clutch actuator 50 from protruding outward in the vehicle width direction. This makes it possible to substantially reduce the size of the clutch control device 40A.

[0073] In the embodiment, in the clutch actuator 50, under normal circumstances (non-failure), one of the multiple (two) motors 52 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 52 may refrain from operating as a fail-safe, or may be used as a current sensor.

[0074] <Specific Example of Clutch Control Mode Transition> A specific example of clutch control mode transition will be described with reference to the explanatory diagram of FIG. 10. FIG. 10 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) with the transmission 21 in neutral, the clutch control device 40A is in an automatic clutch control state (auto mode M1) (see a1 in the figure). At this time, the clutch actuator 50 is driven to release (disconnect) the clutch device 26 (see a2 in the figure). From this state, when the transmission 21 goes into gear and the throttle is opened, launch control of the motorcycle 1, including half-clutch control, is performed (see a3 in the figure).

[0075] At this time, the clutch control device 40A increases the vehicle speed while operating the clutch device 26 to the engagement side (connection side) with the clutch switch 4c kept off (the clutch lever 4b not being operated) so that the rotational difference between the upstream and downstream sides of the clutch device 26 (clutch rotation difference) converges to 0. The control to release (disconnect) the clutch device 26 when the motorcycle 1 is stopped is performed whether the transmission 21 is in neutral or in gear.

[0076] When automatic clutch control (auto mode M1) is being performed, the driver is notified that automatic clutch control is in progress by, for example, lighting up indicator IN in the meter device of the motorcycle 1. When traveling with the clutch engaged (clutch differential rotation 0), automatic clutch control is suspended and drive of the clutch actuator 50 is stopped (see a4 in the figure). When in automatic clutch control (auto mode M1), the clutch control device 40A lights up indicator IN 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 progress.

[0077] During automatic clutch control, the driver can change gears in the transmission 21 simply by operating the shift operator (see a5 in the figure). At this time, the shift operation is used as a gear change command, and clutch control and engine cooperative control are executed. After the gear change is completed, the automatic clutch control is again suspended.

[0078] When operation of the clutch lever 4b (manual operation) is detected in the clutch automatic control state, the system transitions to a manual control intervention state (manual intervention mode M3) (see a6 in the figure). In manual intervention control, the driver can manually operate the clutch device 26 (manual operation). In manual intervention control, after a state in which a specified return condition is satisfied continues for a specified return time T, the system automatically returns to automatic clutch control (auto mode return control, see a7 in the figure). In manual mode M2, there is no clutch control intervention, and the indicator IN is also turned off.

[0079] In manual intervention control, if a possibility of engine stall is detected, automatic clutch control is immediately restored without waiting for the lapse of the restoration time T. When the transmission 21 is in an in-gear state during manual intervention control, the transmission 21 also returns to automatic clutch control by shifting to neutral. The restoration condition is satisfied, for example, when the clutch switch 4c is turned off (no operation of the clutch lever 4b), the clutch device 26 is engaged, and slippage (differential clutch rotation) is eliminated. Once this state is achieved, the system begins timing the duration of the restoration condition, and determines whether this duration reaches the threshold value of the restoration time T. The possibility of engine stall can be detected based on the vehicle speed or the rate of decrease in engine speed. However, if the possibility of engine stall is determined based solely on the rate of decrease in vehicle speed or engine speed, it may be determined that there is a possibility of engine stall when the vehicle starts, which could result in a restoration to automatic clutch control unintended by the driver. Therefore, detection of the possibility of engine stalling may be started after the vehicle reaches a predetermined vehicle speed threshold (for example, 10 km / h) at which it can be determined that starting has been completed.

[0080] For example, if the motorcycle 1 is stopped in an in-gear state, and the ignition is turned on to start the system from this stopped state, the clutch control device 40A will enter a manual control intervention state with the engine stopped and in-gear. In this state, it is assumed that the system will be started from an in-gear stop, for example, while climbing or descending a slope, so the clutch device 26 will remain engaged. To start the engine from this state, the clutch lever 4b is gripped and a start operation is performed, just like in existing motorcycles. After the engine starts, the manual control intervention state will be the same as described above (see a6 in the figure).

[0081] When the transmission 21 is shifted to neutral from a manual control intervention state with the engine stopped and in gear, the clutch control device 40A enters the same automatic clutch control state as described above (see a1 in the figure). The clutch actuator 50 is then driven to release (disconnect) the clutch device 26 (see a2 in the figure). From this state, the transmission 21 enters gear, and when the throttle is opened, launch control of the motorcycle 1, including half-clutch control, is performed (see a3 in the figure).

[0082] When the mode change switch 49 is used to change to manual mode M2 ​​(system disabled mode, mode in which clutch control is not performed), auto mode return control is not performed, so even when driving different from normal driving (for example, competitive driving on a circuit, etc.), the clutch device 26 will not be disengaged near the idle speed or high-speed starting will not be hindered.

[0083] <Processing After Manual Intervention> Next, the processing performed by the control unit 40 when performing auto mode return control after manual intervention will be described with reference to the flowchart in Figure 11. First, in step S1, it is determined whether the clutch control mode is manual intervention mode M3. If the answer is YES in step S1 (the clutch control mode is manual intervention mode M3), the process proceeds to step S2. If the answer is NO in step S1 (the clutch control mode is not manual intervention mode M3) (for example, if the mode selector switch 49 has been operated to manual mode M2), the auto mode return control is not performed (step S13) and the process is temporarily terminated.

[0084] In step S2, it is determined whether the clutch differential rotation has converged (whether it is less than the differential rotation threshold Ne1). This determination corresponds to determining whether there is no clutch differential rotation (the clutch is in an engaged state). If the result of step S2 is YES (the clutch differential rotation has converged), the process proceeds to step S3. If the result of step S2 is NO (the clutch differential rotation has not converged), the auto mode return control is not performed (step S13) and the process is temporarily terminated. If the clutch differential rotation has not converged, this corresponds to a state in which the clutch device 26 is slipping due to a partial clutch, etc.

[0085] In step S3, it is determined whether the clutch switch 4c is off (whether the clutch lever 4b is not being operated). If the answer is YES in step S3 (the clutch lever 4b is not being operated), the process proceeds to step S4. If the answer is NO in step S3 (the clutch lever 4b is being operated), the auto mode return control is not performed (step S13) and the process is temporarily terminated.

[0086] In step S4, it is determined whether the vehicle speed is equal to or greater than a first threshold value V1. The vehicle speed threshold value V1 in step S4 is a value that marks the boundary between the low vehicle speed region and the medium vehicle speed region, and corresponds to, for example, 1600 rpm in engine speed. In step S4, the clutch differential rotation has converged and the clutch lever 4b is not being operated, so the vehicle speed is proportional to the engine speed. Therefore, although gear information of the transmission 21 is also required, step S4 can be replaced by determining whether the engine speed is equal to or greater than a threshold value. If step S4 is YES (vehicle speed is equal to or greater than the first threshold value V1), the process proceeds to step S5. If step S4 is NO (vehicle speed is less than the first threshold value V1), the process proceeds to step S6.

[0087] In step S5, it is determined whether the return time T has elapsed a first return time t1. When the vehicle speed is equal to or greater than the first threshold value V1, the first return time t1 is set to, for example, 1 second. In the medium vehicle speed range (e.g., 1600 rpm or higher), the driver is less likely to operate the clutch device 26 than in the low vehicle speed range (e.g., less than 1600 rpm). Therefore, even if the vehicle returns to auto mode M1 in a short time, the driver is less likely to feel uncomfortable. If the answer to step S5 is YES (the first return time t1 has elapsed), the process proceeds to step S11, where clutch engagement system auto mode return control is performed. If the answer to step S5 is NO (the first return time t1 has not elapsed), the process is temporarily terminated without performing auto mode return control (step S13). The "clutch engagement system auto mode return control" refers to returning to auto mode M1 while the clutch device 26 is still engaged (without engaging or disengaging the clutch device 26).

[0088] In step S6, it is determined whether the throttle is closed (whether there is no intention to drive). In the low vehicle speed range (e.g., below 1600 rpm), there is a higher possibility that the driver will continue to operate the clutch device 26 than in the medium vehicle speed range (e.g., above 1600 rpm). Therefore, unconditionally returning to auto mode M1 may affect the driver's clutch operation and cause discomfort. If the answer is YES in step S6 (no intention to drive), the process proceeds to step S7. If the answer is NO in step S6 (intent to drive), the auto mode return control is not performed (step S13) and the process is temporarily terminated.

[0089] In step S7, it is determined whether the vehicle speed is equal to or less than a second threshold value V2. The vehicle speed threshold value V2 in step S7 is a value that marks the boundary between the low vehicle speed region and the extremely low vehicle speed region. It is lower than the first threshold value V1 and corresponds, for example, to the idle speed of the engine 13 (e.g., 1200 rpm). In step S7, the clutch differential rotation has converged and the clutch lever 4b is not being operated, so the vehicle speed is proportional to the engine speed. Therefore, although gear information for the transmission 21 is also required, step S7 can be replaced by determining whether the engine speed is equal to or less than a threshold value. In both the low vehicle speed region and the extremely low vehicle speed region, the clutch device 26 is more likely to be operated than in the medium vehicle speed region. However, in the extremely low vehicle speed region, the possibility of engine stalling must be considered. Therefore, if step S7 is YES (the vehicle speed is equal to or less than the second threshold value V2), it is determined that the vehicle is in the extremely low vehicle speed region, and the process proceeds to step S8. If the answer is NO in step S7 (the vehicle speed exceeds the second threshold value V2), the auto mode return control is not performed (step S13) because it is unlikely that the engine will stall immediately, and the process is temporarily terminated.

[0090] In step S8, it is determined whether the return time T has passed a second return time t2, which is longer than the first return time t1. If the result in step S8 is YES (the second return time t2 has passed), it is determined that the driver has no intention of operating the clutch device 26, even in the extremely low vehicle speed range, and the process proceeds to step S12, where clutch release system auto mode return control is performed to prevent the engine from stalling. If the result in step S8 is NO (the second return time t2 has not passed), the process proceeds to step S9, where it is determined whether the engine speed is decreasing. The "clutch release system auto mode return control" refers to control that releases (disconnects) the clutch device 26 simultaneously with returning to auto mode.

[0091] In step S9, the engine speed is determined to be lower than the engine stall threshold Ne2 (the engine speed immediately before the engine stalls), for example. That is, if the engine speed drops below the engine stall threshold Ne2 while waiting for the second return time t2 to elapse, the system immediately returns to auto mode M1 without waiting for the second return time t2 to elapse, and disengages the clutch device 26 without driver operation to prevent the engine from stalling. If step S9 returns YES (less than the engine stall threshold Ne2), the system proceeds to step S12, where clutch release auto mode return control is performed. If step S9 returns NO (equal to or greater than the engine stall threshold Ne2), the system does not perform auto mode return control (step S13), and the system temporarily ends processing.

[0092] Step S9 is not limited to determining whether the engine speed (or vehicle speed) value is less than a threshold value, but may also include determining whether the slope (decrease rate) of the decrease in engine speed (or vehicle speed) per unit time is greater than or equal to threshold value Ne3.

[0093] As described above, the clutch control device 40A of the present invention comprises 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, a clutch operator 4b that operates the clutch device 26 separately from the clutch actuator 50, and a control unit 40 that controls the drive 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 driving the clutch actuator 50, and a manual control mode M2 ​​in which the clutch device 26 is manually operated by inputting an operation to the clutch operator 4b. The control unit 40 has a manual control intervention mode M3 to which the control unit 40 enters when it detects an operation to the clutch operator 4b during the automatic control mode M1, and performs auto mode return control to return to the automatic control mode M1 when a state in which a specified return condition is satisfied continues for a specified return time T during the manual control intervention mode M3. According to this configuration, if the state in which the specified return conditions are met continues for the specified return time T during manual control intervention mode M3, the system automatically returns to automatic control mode M1, thereby preventing the driver from mistaking the control mode and performing a gear change operation (especially, operating in gear without operating the clutch despite being in manual control intervention mode M3).

[0094] The clutch control device 40A of the present invention varies the return time T depending on at least one of the vehicle speed of the motorcycle 1 and the rotational speed (engine rotation speed) of the engine 13. With this configuration, by varying the return time to automatic control mode M1 depending on at least one of the vehicle speed and engine rotation speed of the motorcycle, it becomes possible to switch modes taking into consideration the possibility of operation by the driver after manual control intervention mode M3, and it is possible to appropriately return the clutch control mode to automatic control mode M1 while minimizing any discomfort felt by the driver.

[0095] That is, in the medium vehicle speed range (for example, 1600 rpm or higher), the driver is unlikely to operate the clutch device 26, and even if the clutch device 26 operates in automatic control mode M1, the driver is unlikely to feel uncomfortable. For this reason, the return time T is set to about 1 second, and the mode is returned to automatic control mode M1 early. On the other hand, in the low vehicle speed range (idle speed to less than 1600 rpm), the driver is likely to continue operating the clutch device 26, and the driver may feel uncomfortable if the clutch device 26 operates in automatic control mode M1. For this reason, the return time T is extended to about 5 seconds, which is longer than in the medium vehicle speed range, and the return to automatic control mode M1 is delayed.

[0096] Counting of the return time T in the low vehicle speed range starts after the throttle is turned off (after the driver no longer intends to drive). This is because if the throttle remains open (while the driver intends to drive), it is assumed that the driver has manually engaged the clutch device 26. If the engine speed drops below the threshold while waiting for the return time T with the clutch switch 4c in the off state (clutch engaged state), the system immediately returns to automatic control mode M1 without waiting for the return time T, and disengages the clutch device 26 regardless of driver operation to avoid engine stalling.

[0097] The clutch control device 40A of the present invention sets the return time T longer when at least one of the vehicle speed and the engine rotation speed is less than a first threshold value V1 than when that value is equal to or greater than the first threshold value V1. With this configuration, when at least one of the vehicle speed and the engine rotation speed is low, the return time T is extended to delay the return to automatic control mode M1, thereby suppressing the occurrence of discomfort caused by clutch control that is not in line with the driver's intention. This is because, in the low vehicle speed range, there is a high possibility that the driver will continue to operate the clutch device 26, and automatic operation of the clutch device 26 could cause discomfort to the driver.

[0098] In the clutch control device 40A of the present invention, the clutch device 26 is a normally closed clutch that transmits rotational power, and counting of the return time T is started when the clutch differential rotation occurring between the upstream side and downstream side of the clutch device 26 is less than a specified differential rotation threshold Ne1. According to this configuration, by counting the return time T when the clutch differential rotation is less than the threshold Ne1 (corresponding to a locked state of the clutch device 26), it is possible to return to the automatic control mode M1 in a state where the driver is unlikely to operate the clutch device 26 and where there is little impact on the vehicle behavior.

[0099] When the clutch control device 40A of the present invention detects the possibility of an engine stall while counting the return time T, it immediately returns to the automatic control mode M1 without waiting for the passage of the return time T. With this configuration, if it is determined that there is a possibility of the engine stalling if the situation continues due to a decrease in at least one of the vehicle speed and engine speed, it is possible to avoid the engine stalling by immediately returning to the automatic control mode M1 and performing control such as disengaging the clutch device 26.

[0100] The clutch control device 40A of the present invention detects the possibility of an engine stall when at least one of the vehicle speed and the engine speed is equal to or less than an engine stall threshold Ne2, or when the rate of decrease of at least one of the vehicle speed and the engine speed is equal to or greater than a specified decrease rate threshold Ne3. With this configuration, by detecting the values ​​or the rate of decrease of the vehicle speed and the engine speed, the possibility of an engine stall can be easily detected and the clutch control mode can be appropriately returned to the automatic control mode M1.

[0101] The clutch control device 40A of the present invention detects the possibility of an engine stall when the vehicle speed is less than the idle vehicle speed V2 and at least one of the vehicle speed and the engine speed further decreases. With this configuration, by detecting a further decrease in at least one of the vehicle speed and the engine speed below the idle vehicle speed V2, it is possible to detect the possibility of an engine stall and appropriately return the clutch control mode to the automatic control mode M1.

[0102] The present invention is not limited to the above embodiment. For example, the clutch operator is not limited to the clutch lever 4b, but may be a clutch pedal or various other operators. The clutch device 26 may be a normally open clutch that is normally disengaged when there is no external input. The clutch device 26 is not limited to being disposed between the engine 13 and the transmission 21, but may be disposed between a prime mover and any output target other than the transmission. The prime mover is not limited to being an internal combustion engine, but may also be an electric motor.

[0103] The application of the clutch control device 40A of the present embodiment is not limited to saddle-ride vehicles in which clutch operation is automated. For example, the present embodiment can also be applied to saddle-ride vehicles that, while based on manual clutch operation, allow gear changes by adjusting driving force without manual clutch operation under certain conditions (saddle-ride vehicles equipped with a so-called clutch-less transmission). The clutch control device 40A of the present embodiment may also be applied to saddle-ride vehicles other than motorcycles. The saddle-ride vehicle includes all vehicles on which a driver straddles the vehicle body, including not only motorcycles (including motorized bicycles and scooters), 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) and four-wheeled vehicles (such as four-wheeled buggies). The present embodiment may also be applied to vehicles that include an electric motor as a prime mover. The present embodiment may also be applied to vehicles other than saddle-ride vehicles (such as passenger cars, buses, and trucks).

[0104] Although the clutch control device 40A of this embodiment is applied to a vehicle, the present invention is not limited to application to vehicles and may be applied to various vehicles and moving objects, such as various transportation equipment such as aircraft and ships, as well as construction machinery and industrial machinery. Furthermore, the present invention can be widely applied to equipment other than vehicles that is equipped with a clutch control device, such as push lawn mowers and cleaning machines. The configuration of the above embodiment is an example of the present invention, and various modifications are possible within the scope of the gist of the present invention, such as replacing the components of the embodiment with well-known components.

[0105] REFERENCE SIGNS LIST 1 Motorcycle (vehicle) 4b Clutch lever (clutch operator) 13 Engine (internal combustion engine, prime mover) 21 Transmission (output target) 26 Clutch device 40 Control unit 40A Clutch control device 50 Clutch actuator M1 Automatic control mode, auto mode M2 ​​Manual control mode, manual mode M3 Manual control intervention mode, manual intervention mode T Return time t1 First return time t2 Second return time V1 First threshold V2 Second threshold Ne1 Differential rotation threshold Ne2 Engine stall threshold Ne3 Decrease rate threshold

Claims

1. a clutch device (26) that connects and disconnects power transmission between a prime mover (13) of the vehicle (1) and an output target (21); a clutch actuator (50) for actuating the clutch device (26); a clutch operator (4b) that operates the clutch device (26) separately from the clutch actuator (50); a control unit (40) that controls the driving of the clutch actuator (50); Equipped with The control unit (40) an automatic control mode (M1) in which the clutch device (26) is automatically operated by driving the clutch actuator (50); a manual control mode (M2) in which the clutch device (26) is manually operated by an operation input to the clutch operator (4b), The control unit (40) a manual control intervention mode (M3) to which the vehicle is shifted when an operation on the clutch operator (4b) is detected during the automatic control mode (M1); If a state in which a specified return condition is satisfied continues for a specified return time (T) during the manual control intervention mode (M3), an auto mode return control is performed to return to the automatic control mode (M1), and A clutch control device that varies the return time (T) depending on at least one of the vehicle speed of the vehicle (1) and the rotational speed of the prime mover (13).

2. (delete)

3. 2. A clutch control device according to claim 1, wherein when at least one of the vehicle speed and the rotational speed is less than a first threshold value (V1), the return time (T) is set longer than when the value is equal to or greater than the first threshold value (V1).

4. The clutch device (26) is a normally closed clutch that transmits rotational power, 4. A clutch control device according to claim 3, wherein counting of the recovery time (T) is started when a clutch differential rotation occurring between the upstream side and downstream side of the clutch device (26) is less than a specified differential rotation threshold (Ne1).

5. 5. The clutch control device according to claim 4, wherein when the possibility of the prime mover (13) stopping is detected during counting of the return time (T), the clutch control device immediately returns to the automatic control mode (M1) without waiting for the return time (T) to elapse.

6. 6. A clutch control device as described in claim 5, wherein the possibility of stopping of the prime mover (13) is detected when at least one of the vehicle speed and the rotational speed is equal to or less than a predetermined threshold (Ne2), or when the rate of decrease of at least one of the vehicle speed and the rotational speed is equal to or greater than a specified decrease rate threshold (Ne3).

7. 6. A clutch control device according to claim 5, wherein the possibility of stopping of the prime mover (13) is detected when the vehicle speed is lower than an idle vehicle speed and at least one of the vehicle speed and the rotational speed further decreases.