JP2024092264A - Clutch control device - Google Patents

Abstract

[Problem] To provide a clutch control device that can arrange a clutch actuator compactly and improve protection of accessory parts. [Solution] A clutch actuator 50 includes an electric motor 52, a reduction mechanism 51 having a transmission shaft (third reduction shaft 56) parallel to a release shaft 53, and a unit case 65 that covers the electric motor 52 and the reduction mechanism 51. On the outside of the unit case 65, a rotation angle sensor 56d that is connected to one end of the third reduction shaft 56 in the actuator axial direction and detects the rotation angle of the third reduction shaft 56, and a driven clutch lever 54 that connects an operating cable connected to the clutch lever to one end of the release shaft 53 in the actuator axial direction are arranged, and an upper cover 80 that covers the rotation angle sensor 56d and the driven clutch lever 54 is further provided. [Selected Figure] Figure 5

Description

The present invention relates to a clutch control device.

Conventionally, there is known a clutch control device that automatically performs the clutch device connection/disconnection operation by electrical control (see, for example, Patent Document 1).

JP 2005-106246 A

In the above-mentioned conventional technology, the clutch actuator including the motor is disposed in front of the engine, and the clutch actuator and the release mechanism are connected via an operating cable. While this increases the degree of freedom in the placement of the clutch actuator, it also increases the number of parts due to the transmission parts such as the operating cable.
For this reason, it is possible to move the clutch actuator closer to the clutch device and eliminate the need for transmission parts, but in this case, the clutch actuator is likely to protrude outside the clutch device. Also, if accessories such as a sensor that detects the operation of the transmission mechanism and a connection part for an operating cable extending from the clutch lever are arranged around the clutch actuator, it is necessary to devise a way to provide a cover to protect these.

The present invention aims to provide a clutch control device that allows the clutch actuator to be positioned compactly while providing increased protection for accessories.

As a means for solving the above problem, a first aspect of the present invention includes a clutch device (26) that connects and disconnects power transmission between a prime mover (13) and an output target (21) of a vehicle (1), a clutch actuator (50) that has an electric motor (52) as a drive source and outputs a drive force for operating the clutch device (26), a clutch operator (4b) that is operated by a vehicle occupant, and a clutch actuator (50) that extends in a first axial direction intersecting a clutch axial direction, and ) to the clutch device (26), the clutch control device (40A) further comprising: a rotational motion sensor (56d) located outside the clutch device (26); a connection portion (54) connecting a transmission element (54c) connected to the clutch operator (4b) and an end portion of the release shaft (53) on the first axial direction side; and a cover (80) covering the rotational motion sensor (56d) and the connection portion (54).
According to this configuration, by arranging accessories such as the rotational motion sensor that detects the operation of the clutch actuator and the connection part that connects the transmission element on the clutch operator side to the release shaft on the same side in the first axial direction, the protrusion of the accessories in a direction intersecting the first axial direction (the clutch axial direction, for example the axle direction) is suppressed, and the clutch actuator, including the accessories, can be arranged compactly.
In addition, by covering the accessories such as the rotational motion sensor and the connection part, the waterproof and dustproof properties of the accessories can be improved and the influence of external disturbances on these can be suppressed. In addition, oil and grease adhering to the mechanism parts including the release shaft can be prevented from adhering to the outside (e.g., the clothes of the occupant) and the mechanism parts can be made less noticeable, improving the appearance. In addition, the transmission element and the rotational motion sensor on the clutch operator side can be attached and detached simply by removing the cover, and the wiring of the harness to the rotational motion sensor can be easily performed, improving the ease of assembly and maintenance.

In a second aspect of the present invention, in the first aspect described above, the drive shaft (55) of the electric motor (52) and the release shaft (53) are each axially parallel to the first axial direction and are arranged in parallel when viewed from the clutch axial direction.
According to this configuration, the electric motor and release shaft of the clutch actuator are each oriented in the first axial direction and are arranged in parallel to each other as viewed from the clutch axial direction, so that the width of the clutch actuator can be reduced in the actuator width direction perpendicular to the arrangement direction of the electric motor and the release shaft and the first axial direction. If the actuator width direction is oriented in the vehicle width direction, it is possible to reduce the outward projection of the clutch actuator in the vehicle width direction.

A third aspect of the present invention is related to the first or second aspect, wherein the clutch actuator (50) has a transmission shaft (56) parallel to the release shaft (53), and comprises a transmission mechanism (51) which transmits power between the electric motor (52) and the release shaft (53), and a unit case (65) which covers the electric motor (52) and the transmission mechanism (51), and on the outside of the unit case (65), the rotational motion sensor (56d) which is connected to one end of the transmission shaft (56) in the first axial direction and detects the rotation of the transmission shaft (56) is arranged, the clutch axial direction is parallel to the vehicle width direction, and the rotational motion sensor (56d), the connection part (54) and the cover (80) are arranged inward in the vehicle width direction relative to the vehicle width outer end (K2) of the unit case (65).
According to this configuration, by disposing the rotational motion sensor on one end of the transmission shaft in the first axial direction, it is possible to dispose accessories such as the rotational motion sensor and the connection part on the same side in the first axial direction outside the unit case, and the clutch actuator can be disposed compactly in the vehicle width direction. Also, by making the clutch axis direction that intersects with the first axial direction parallel to the vehicle axis direction, it is possible to prevent the rotational motion sensor, the connection part, and the cover from protruding outward in the vehicle width direction.

A fourth aspect of the present invention is the third aspect described above, further comprising a clutch cover (17a) that covers the clutch device (26) from the outside in the clutch axial direction, the clutch actuator (50) is attached to the outside of the clutch cover (17a), and the cover (80) is attached to at least one of the unit case (65) and the clutch cover (17a).
According to this configuration, by attaching the cover to at least one of the unit case and the clutch cover, the cover can be positioned in a position that is most effective in terms of waterproofing and dustproofing according to the positions of the rotational motion sensor and the connection part. When the cover is attached only to the unit case, these assemblies can be handled as one unit with the cover attached to the unit case, improving the ease of assembly around the clutch actuator.

A fifth aspect of the present invention is the fourth aspect, wherein the cover (80) is an integral part that covers both the rotational motion sensor (56d) and the connection portion (54), and the cover (80) has a plurality of fixing portions (85, 87) that are fixed to each of the unit case (65) and the clutch cover (17a).
According to this configuration, by fixing the multiple fixing portions of the cover to each of the unit case and the clutch cover, the integrated cover is fixed across the unit case and the clutch cover and functions as a connecting member between the unit case and the clutch cover, thereby improving the bonding strength between the unit case and the clutch cover.

A sixth aspect of the present invention is the fourth aspect, wherein the cover (80) is an integral part covering both the rotational motion sensor (56d) and the connection portion (54), and the cover (80) has a fixing portion (87, 89) fixed to at least one of the unit case (65) and the clutch cover (17a), and the fixing portion (87, 89) has a locking portion (89) that engages with a first cover fixing portion provided on at least one of the unit case (65) and the clutch cover (17a) as the cover (80) moves to one side in a specified attachment/detachment direction, and a fastening portion (87) that is fastened by a fastening member (B4) to a second cover fixing portion provided on at least one of the unit case (65) and the clutch cover (17a) when the locking portion (89) is engaged.
According to this configuration, the fixing portion of the cover includes a locking portion that is locked by insertion or the like into the first cover fixing portion of the unit case or clutch cover, making it easier to attach and remove the cover compared to a configuration in which all fixing portions are fastening portions using fastening members.

A seventh aspect of the present invention is any one of the third to sixth aspects, wherein the first axial direction common to the release shaft (53) and the transmission shaft (56) is oriented in the vehicle vertical direction, the unit case (65) is provided with a mechanism case (59) that houses the transmission mechanism (51), and the mechanism case (59) has an upper stage portion (68) and a lower stage portion (69) in the first axial direction, and when viewed from the clutch axial direction, the release shaft (53) is arranged on one side of the upper stage portion (68) in a direction perpendicular to the first axial direction, and the other side of the upper stage portion (68) in the orthogonal direction is connected to an upper surface side of the lower stage portion (69) shifted to the other side of the orthogonal direction relative to the upper stage portion (68), and a motor case (66) shifted to the other side of the orthogonal direction relative to the axial center of the clutch device (26) is connected to a lower surface side of the lower stage portion (69).
According to this configuration, by forming an upper stage and a lower stage in the mechanism case that houses the transmission mechanism in the unit case, offsetting the lower stage to the opposite side to the release shaft, and arranging the electric motor below this lower stage and shifting it with respect to the axial center of the clutch device, it is possible to efficiently arrange the electric motor while avoiding protrusion around the axial center of the clutch device. Also, by making the upper stage and the lower stage of the mechanism case separable, it is possible to improve the assembly and maintenance of the transmission mechanism.

An eighth aspect of the present invention is the above-mentioned seventh aspect, wherein the clutch axial direction is parallel to the vehicle width direction, a first boundary surface (68c1) between the upper stage (68) and the lower stage (69) and a second boundary surface (69c1) between the lower stage (69) and the motor case (66) are inclined upward toward the front when viewed from the clutch axial direction, and a body frame member (7') extending upward toward the front when viewed from the clutch axial direction is disposed above the clutch actuator (50).
According to this configuration, by slanting the boundary surfaces between the multiple stages of the unit case upwards toward the front so as to conform to the vehicle body frame member, the area around the clutch actuator can be given an overall dynamic, upwards toward the front.

A ninth aspect of the present invention is any one of the first to eighth aspects, wherein the clutch axial direction is parallel to the vehicle width direction, and the clutch actuator (50) is arranged on the vehicle width outer side of the clutch device (26) and on the vehicle width inner side of a step (18b) on which an occupant places his/her feet.
According to this configuration, the clutch actuator, which is located on the outer side of the clutch device in the vehicle width direction, is located on the inner side in the vehicle width direction of the step on which the occupant places his/her feet. This prevents the clutch actuator from touching the ground before the step when the vehicle is banked. Even if the vehicle does roll over, the clutch actuator is not configured to touch the ground first, thereby reducing damage to the clutch actuator.

The present invention provides a clutch control device that allows the clutch actuator to be positioned compactly while providing increased protection for accessories.

FIG. 2 is a right side view of the motorcycle according to the embodiment. 3 is a cross-sectional view of a transmission and a change mechanism of the motorcycle. FIG. FIG. 2 is a block diagram of a transmission system of the motorcycle. 5 is an explanatory diagram showing a transition of clutch control modes of the motorcycle. FIG. 2 is a cross-sectional view taken along the axial direction of the clutch actuator. FIG. 4 is an explanatory diagram of an upper portion of a gear case of the clutch actuator as viewed from the axial direction. FIG. 4 is an explanatory diagram of a lower portion of a gear case of the clutch actuator as viewed from the axial direction. FIG. FIG. 4 is a perspective view of a release shaft that actuates the clutch device. IX-IX cross-sectional view of FIG. 8. 10 is a cross-sectional view corresponding to FIG. 9 and illustrating the operation of the release shaft in a half-clutch region when driven by the clutch actuator. FIG. 10 is a cross-sectional view corresponding to FIG. 9 and illustrating the operation of the release shaft in a half-clutch region during manual intervention. FIG. 10 is a cross-sectional view corresponding to FIG. 9, illustrating the operation of the release shaft in the standby position, when driven by the clutch actuator. FIG. 10 is a cross-sectional view corresponding to FIG. 9 and illustrating the operation of the release shaft in the standby position during manual intervention. FIG. FIG. 4 is a right side view of the clutch actuator and the right cover. FIG. FIG. 4 is a plan view of a state in which a subassembly of the clutch actuator and the right cover is removed from the crankcase. FIG. 4 is a left side view of the clutch actuator. FIG. FIG. 11 is a bottom view of a modified example of the upper cover of the clutch actuator. FIG. 18 is a left side view of the upper cover of FIG. 17 .

Below, an embodiment of the present invention will be described with reference to the drawings. In the following description, the directions of front, rear, left and right are the same as those in the vehicle described below unless otherwise specified. In addition, in the appropriate places in the drawings used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, an arrow UP indicating the top of the vehicle, and a line CL indicating the center of the left and right of the vehicle body are shown. In this embodiment, "middle" includes not only the center between both ends of an object, but also the range inside between both ends of an object.

<Entire vehicle>
As shown in Fig. 1, this embodiment is applied to a motorcycle 1 as 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. The upper parts of the left and right front forks 3 are supported by a head pipe 6 at the front end of a body frame 5 via a steering stem 4. A bar-type steering handle 4a is attached to the top bridge of the steering stem 4.

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-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. The front end of a swing arm 11 is pivotally supported on the pivot frame 8 so that it can swing. The rear wheel 12 of the motorcycle 1 is supported on the rear end of the swing arm 11.

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 left and right knees of the driver seated in the front seat 19. Steps 18b are supported on both the left and right sides below the front seat 19. The driver places his or her feet, from the ankles onwards, on the steps 18b.

A power unit PU including the prime mover of the motorcycle 1 is suspended below the main frame 7. The power unit PU integrally comprises 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 the crankshaft 14 aligned in the left-right direction (vehicle width direction).

The engine 13 has a cylinder 16 standing upright above the front part of the crankcase 15. The rear part of the crankcase 15 is a transmission case 17 that houses the transmission 21. A right cover 17a is attached to the right side of the crankcase 15, and covers the right side of the transmission case 17. The right cover 17a is also a clutch cover that covers the clutch device 26 from the outside in its axial direction (clutch axial direction) (in this embodiment, the outside in the vehicle width direction). The power unit PU is linked to the rear wheel 12, for example, via a chain-type transmission mechanism (not shown). When the clutch axial direction is in the vehicle width direction as in this embodiment, the "clutch axial outer side" is the side farther from the vehicle body left-right center CL, and the "clutch axial inner side" is the opposite (the side closer to the vehicle body left-right center CL). When the clutch axial direction is in the vehicle front-rear direction, the "clutch axial outer side" is the side farther from the vehicle body front-rear center, and the "clutch axial inner side" is the opposite (the side closer to the vehicle body front-rear center).

<Transmission>
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-type transmission mechanism.

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 following: operation of a clutch operator (clutch lever 4b) by the occupant, and operation of a clutch actuator 50, which will be described in detail later.

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 an arbitrary gear pair of the transmission gear group 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.

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

In this case, the motorcycle 1 is operated by the rider only to change the gears of 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 gear shifting system (automatic clutch-type gear shifting system).

<Gear shifting system>
As shown in FIG. 3, the transmission system 30 includes a clutch actuator 50, a control unit 40, various sensors 41 to 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, and also controls the operation of a clutch actuator 50. This control is performed 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 types of vehicle state detection information from a throttle opening sensor 44, a vehicle speed sensor 45, an engine revolution speed sensor 46, etc.
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 operation 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.

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

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

Referring to FIG. 3, the clutch control unit 40C calculates the following current values based on a preset calculation program. The current values are the values of the current supplied to the motor 52 to connect and disconnect the clutch device 26. The current supplied to the motor 52 is determined from the 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 response to changes in this detected value. The clutch actuator 50 will be described in detail later.

<Clutch device>
2, the clutch device 26 of the embodiment is a multi-plate clutch in which a plurality of clutch plates 35 are stacked in the axial direction, and is a wet clutch 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 transmission of rotational power 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 therewith. A plurality of clutch plates 35 are stacked between the clutch outer 33 and the clutch center 34 and frictionally engage them.

A pressure plate 36 of 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 to the left by the elastic load of the clutch spring 37, causing the stacked clutch plates 35 to press against each other (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 in a connected state when there is no external input.

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

<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 held so as to be able to reciprocate in the axial direction within the right side portion of the main shaft 22. The release shaft 53 is disposed so as to be perpendicular to the axial direction of the lifter shaft 39, and is held so as to be able to rotate about its axis on the outer side portion of the right cover 17a.
The line C4 in the figure indicates the central axis of the release shaft 53 extending in the vertical direction. The release shaft 53 is inclined backward in the axial direction so that the upper side of the release shaft 53 is located rearward relative to the vertical direction when viewed in the axial direction of the main shaft 22 (when viewed from the side of the vehicle) (see FIG. 1). The upper part of the release shaft 53 protrudes outside the right cover 17a, and the driven clutch lever 54 is attached to the upper part of the release shaft 53 so as to be rotatable together with the release shaft 53. The driven clutch lever 54 is connected to the clutch lever 4b via an operation cable 54c. The driven clutch lever 54 is an example of a connection part that connects the upper end of the release shaft 53 to a transmission element (operation cable 54c in the embodiment) extending from the clutch lever 4b side.

The release shaft 53 is provided with an eccentric cam portion 38a at its lower portion located inside the right cover 17a. The eccentric cam portion 38a engages with the right end portion of the lifter shaft 39. The release shaft 53 rotates about its axis, and the eccentric cam portion 38a moves the lifter shaft 39 to the right. The lifter shaft 39 is configured to be able 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 causes the normally closed clutch device 26 to enter a disconnected state in which power cannot be transmitted.

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

<Clutch control mode>
As shown in Fig. 4, the clutch control device 40A of this embodiment has three clutch control modes. The clutch control modes include an automatic 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 changeover switch 49 (see Fig. 3) and the clutch lever 4b. The manual mode M2 and the manual intervention mode M3 are referred to as a manual system M2A.

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

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

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 stalling (meaning engine stop or engine stall) by only operating the throttle. Also, the motorcycle 1 can be changed gears by only shifting. In addition, in auto mode M1, the rider can grip the clutch lever 4b to switch to manual intervention mode M3. This allows the clutch device 26 to be disengaged at will.

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 connected and disconnected). Auto mode M1 and manual mode M2 can be switched back and forth. 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 manual state is in effect when transitioning to the manual system M2A (manual mode M2 or manual intervention mode M3).

Manual mode M2 is based on manual clutch control. In manual mode M2, the clutch capacity can be controlled according to the operating angle of the clutch lever 4b (and 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 his or her will. Note that even in manual mode M2, clutch control can be automatically intervened when a shift operation is performed without clutch operation. Hereinafter, the operating angle of the driven clutch lever 54 is referred to as the driven clutch lever operating angle.

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

<Manual clutch operation>
In the motorcycle 1 shown in FIG. 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 handle 4a.
2, the clutch lever 4b is connected via an operating 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.

The clutch control mode changeover switch 49 is also provided on a handle switch (not shown) attached to the steering handle 4a, for example. This allows the occupant to easily switch the clutch control mode during normal driving.

<Clutch actuator>
As shown in FIGS. 1 and 13, a clutch actuator 50 is attached to an upper portion of the right cover 17a on the right side of the crankcase 15.
5 to 7, the clutch actuator 50 includes a motor 52 and a reduction mechanism 51.
Motor 52 is, for example, a DC motor, and is disposed, for example, with its axial direction parallel to release shaft 53. Motor 52 is disposed so that drive shaft 55 protrudes upward. Reduction mechanism 51 transmits the driving force of motor 52 to release shaft 53. The axial direction common to motor 52 and release shaft 53 is referred to as the "actuator axial direction."

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 on the vehicle widthwise inner side of 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.

The reduction mechanism 51 reduces the rotational power output from the motor 52 and transmits it to the release shaft 53. The reduction mechanism 51 includes, for example, a gear train whose axial direction is parallel to 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.

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. The gear case 59 houses each gear. The configuration of the gear case 59 will be described in detail later.

The first reduction gear 57a and the first small diameter gear 57b are supported on the first support shaft 57c so as to rotate together. The first reduction gear 57a, the first small diameter gear 57b, and the first support shaft 57c constitute the first reduction shaft 57. The second reduction gear 58a and the second small diameter gear 58b are supported on the second support shaft 58c so as to rotate together. The second reduction gear 58a, the second small diameter gear 58b, and the second support shaft 58c constitute the second reduction shaft 58. The third reduction gear 56a and the third small diameter gear 56b are supported on the third support shaft 56c so as to rotate 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 shaft 56 is aligned in front of the second reduction shaft 58, which is aligned in front of the first reduction shaft 57. The release shaft 53 is aligned in front of the third reduction shaft 56. The central axis C4 of the release shaft 53 and the central axes C1, C2, C3 of the reduction shafts 56, 57, 58 are aligned on the same straight line T1 extending in the fore-and-aft direction when viewed from the actuator axial direction. The axial arrangement of the clutch actuator 50 will be described in detail later.

The first support shaft 57c, the second support shaft 58c, and the third support shaft 56c are each rotatably supported by a gear case 59. The third reduction gear 56a is a sector gear centered on the third support shaft 56c. The third reduction gear 56a is arranged to extend forward of the third support shaft 56c and outward in the vehicle width direction. In the figure, 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.

The driven gear 63a is mounted on the release shaft 53 so as to be able to rotate integrally with it. The driven gear 63a is a sector gear centered on the release shaft 53. The driven gear 63a is mounted so as to extend forward of the release shaft 53 and inward in the vehicle width direction. The gear on the downstream side of the reduction mechanism 51 has a small rotation angle. For this reason, the third reduction gear 56a and the driven gear 63a can be sector gears with a small rotation angle.

As a result, the reduction mechanism 51 and therefore the clutch actuator 50 can be made smaller. That is, even when a large-diameter reduction gear is provided to increase the reduction ratio, the following effects can be achieved by cutting out the area other than the meshing range of the reduction gear to make it fan-shaped. That is, it is possible to reduce the outward protrusion of the reduction mechanism 51 in the vehicle width direction, and to reduce the weight of the reduction mechanism 51.

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

Each gear is a flat spur gear with a reduced thickness in the actuator axial direction, and the gear case 59 is also formed in a flat shape with a reduced thickness in the actuator axial direction. This reduces the thickness of the entire reduction mechanism 51 in the actuator axial direction, making it less noticeable when viewed from the side of the vehicle. Also, it is easy to arrange the gears overlapping in the actuator axial direction.
A rotation angle sensor 56d is provided on the upper surface side of the gear case 59. The rotation angle sensor 56d is arranged outside the gear case 59 and is connected to one end of the 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 the third reduction shaft 56 close to the release shaft 53, the detection accuracy of the rotation angle of the release shaft 53, and therefore the clutch capacity, is improved.

Referring to Figures 12 and 15 together, the gear case 59 has a lower stage 69 shifted forward relative to the upper stage 68, and the motor 52 is disposed below the lower stage 69. That is, the motor 52 is disposed so as to protrude downward from the front of the gear case 59. This allows the motor 52 to be disposed as follows. That is, the motor 52 can be disposed so as to avoid the bulge 17b covering the clutch device 26 in the right cover 17a in the forward direction. This prevents the clutch actuator 50 from protruding outward in the vehicle width direction.

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

<Layout of clutch actuator>
1, the clutch actuator 50 is disposed 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 up. In a side view of the vehicle, the driver's lower leg L2 extends obliquely rearward and downward from the knee-grip portion 18a, and the foot L3 rests on the step 18b.

The clutch actuator 50 protrudes outward in the vehicle width direction beyond the knee grip portion 18a (see FIG. 16). The clutch actuator 50 is positioned to avoid the driver's lower leg L2 in front of it when viewed from the side of the vehicle. This reduces interference of the clutch actuator 50 with the space for the driver's legs. Even when the driver stretches out his or her leg and lands with his or her foot L3, the clutch actuator 50 is positioned to avoid the driver's lower leg L2 in front of it when viewed from the side of the vehicle. This also reduces interference of the clutch actuator 50 with the space for the driver's legs.

Referring also to Figures 12 to 14, the right cover 17a has the following range as a bulge 17b that bulges outward in the vehicle width direction. The range is a circular range that is coaxial with the clutch device 26 when viewed from the side of the vehicle. A cover recess 17c is formed in the upper part of the bulge 17b. The cover recess 17c changes the outer surface of the lower part of the bulge 17b inward in the vehicle width direction. The cover recess 17c forms a step 17d that changes the outer surface of the bulge 17b into a stepped shape. The step 17d forms a flat surface along the vehicle width direction. The clutch actuator 50 is attached to the right cover 17a in a state where it is positioned so that it fits into the cover recess 17c.

Referring to Figures 12 and 13, the cover recess 17c has a first recess 17c1 into which the gear case 59 of the clutch actuator 50 fits, and a second recess 17c2 into which the motor case 66 fits. The cover recess 17c is formed such that the second recess 17c2 is shallower in the vehicle width direction than the first recess 17c1. The first recess 17c1 and the second recess 17c2 are formed with an inclination that matches the inclination of the clutch actuator 50 in a side view of the vehicle. The second recess 17c2 protrudes further forward than the bulge 17b. For convenience of illustration, the details of the right cover 17a are different between Figures 12 and 13.

The first recess 17c1 forms a first flat surface 17c3 that fits along the bottom surface of the upper step 68 (described in detail later) of the gear case 59. The second recess 17c2 forms a second flat surface 17c4 that fits along the bottom surface of the motor case 66. The first flat surface 17c3 and the second flat surface 17c4 are included in the step portion 17d. The first flat surface 17c3 and the second flat surface 17c4 are planar and perpendicular to the actuator axial direction.

The first flat surface 17c3 is provided with a plurality of upper fastening portions 17c5 for fastening the upper stage 68 of the gear case 59 with bolts B1 along the actuator axial direction, and is also provided with a shaft insertion portion 17c6 through which the release shaft 53 passes. The gear case 59 is provided with a plurality of case side fastening portions 59a (see FIG. 6) that correspond to the plurality of upper fastening portions 17c5 and are fastened by inserting bolts B1, and is also provided with an opening 59c (see FIG. 5) through which the release shaft 53 passes, corresponding to the shaft insertion portion 17c6. The upper portion of the release shaft 53 protrudes diagonally upward and rearward from the first flat surface 17c3 and reaches the inside of the gear case 59.

At the bottom of the second recess 17c2, a plurality of (e.g., two) lower fastening portions 17c7 are formed for fastening the motor case 66 with bolts B2 along the vehicle width direction (direction perpendicular to the actuator axial direction). In the motor case 66, a plurality of motor side fastening portions 66c are formed corresponding to the plurality of lower fastening portions 17c7, and fastened by inserting bolts B2. For example, the bolt hole through which the bolt B2 is inserted in each motor side fastening portion 66c has an oval shape that is long in the actuator axial direction. This allows the tolerance in the actuator axial direction to be absorbed when fastening the lower portion of the clutch actuator 50. That is, the position in the actuator axial direction of the clutch actuator 50 is determined by the upper fixing portion (case side fastening portion 59a) abutting against the first flat portion 17c3 in the actuator axial direction, but in the lower fixing portion (motor side fastening portion 66c) of the clutch actuator 50, the long bolt hole in the actuator axial direction can absorb the positional deviation of the lower portion of the clutch actuator 50 due to the part tolerance in the actuator axial direction.

<Release shaft>
As shown in Figures 5, 8 and 9, 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 operation of the occupant separately.
The release shaft 53 includes an upper release shaft 61 constituting an upper portion, a lower release shaft 62 constituting a lower portion, and an intermediate release shaft 63. The intermediate release shaft 63 is disposed across the lower end portion of the upper release shaft 61 and the upper end portion of the lower release shaft 62.

The upper release shaft 61 is cylindrical. 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 together with the upper release shaft 61. A return spring (not shown) is attached to the driven clutch lever 54. This return spring applies a biasing force to the driven clutch lever 54 in the opposite direction to the rotation (rotation in the clutch disengagement direction) caused by the operation of the clutch lever 4b.

The lower release shaft 62 is cylindrical. 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 part 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 opposite direction to the rotation in the clutch disengagement direction.

A manual operation side cam 61b having a sector-shaped cross section and extending in the axial direction is provided at the lower end of the upper release shaft 61.
A clutch-side cam 62b extending in the axial direction and having a sector-shaped cross section is provided on the upper end of the lower release shaft 62. The clutch-side cam 62b is provided in a range that does not overlap with the manual operation-side cam 61b in the circumferential direction.

The lower end of the upper release shaft 61 (manual operation side cam 61b) and the upper end of the lower release shaft 62 (clutch side cam 62b) overlap in the axial direction while avoiding each other in the circumferential direction. This 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, causing the lower release shaft 62 to rotate (see Figures 10B and 11B).

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. This allows the lower release shaft 62 to rotate independently of the upper release shaft 61 when input is applied to the clutch side cam 62b from the clutch actuator 50 (see Figures 10A and 11A).

The intermediate release shaft 63 has, for example, a cylindrical shape. The intermediate release shaft 63 can be inserted through an engagement portion (upper and lower shaft engagement portion) between the lower end portion of the upper release shaft 61 and the upper end portion 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.
The intermediate release shaft 63 is provided with a control operation side cam 63b that has a sector-shaped cross section and extends in the axial direction.

The intermediate release shaft 63 and the driven gear 63a are prevented from coming into contact with other components of the clutch actuator 50. Specifically, the intermediate release shaft 63 only comes into contact with the inner periphery of the intermediate release shaft 63, other than the bearing that supports it in the gear case 59, with the following portions: the lower end portion of the upper release shaft 61 (manual operation side cam 61b) and the upper end portion of the lower release shaft 62 (clutch side cam 62b).
In addition, the driven gear 63a only comes into contact with the second small diameter gear 58b at its teeth, thereby minimizing friction in the driven gear 63a, which is the control gear, and improving the accuracy of control of the release shaft 53.

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. This 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, causing the lower release shaft 62 to rotate.

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

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. This allows the lower release shaft 62 to rotate independently of the intermediate release shaft 63 when input is applied to the clutch side cam 62b from the manual operation side cam 63b.

Referring to FIG. 5, the clutch actuator 50 rotatably holds the upper release shaft 61 and the intermediate release shaft 63 in the gear case 59. The clutch actuator 50 includes the upper release shaft 61 and the intermediate release shaft 63. The lower release shaft 62 is rotatably held in the right cover 17a.

Referring also to FIG. 14, a shaft insertion portion 17c6 is provided on the first flat surface portion 17c3 of the step portion 17d of the cover recess 17c of the right cover 17a, allowing the upper end portion of the lower release shaft 62 to protrude. An opening 59c is provided in the gear case 59 at a portion facing the first flat surface portion 17c3 of the step portion 17d of the cover recess 17c, allowing the upper end portion of the lower release shaft 62 protruding from the shaft insertion portion 17c6 to face the inside of the gear case 59.

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

The power unit PU of the embodiment can be configured as follows for a manual clutch type 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 between multiple models to easily configure a semi-automatic gear shift system (automatic clutch type gear shift system).

<Two motor control>
Referring to FIG. 5, in the embodiment, the two motors 521, 522 in the clutch actuator 50 may cooperate to drive the release shaft 53 (to connect and disconnect the clutch device 26). In this case, the load shared by the two motors 521, 522 is halved, thereby making it possible to reduce the size of each of the motors 521, 522. This increases the degree of freedom in the layout of the motor 52 compared to the case where 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. Therefore, it is possible to substantially reduce the size of the clutch control device 40A.

In the embodiment, in the clutch actuator 50, during normal operation (non-failure), one of the multiple (two) motors 52 is used as the drive source for the release shaft 53, and the remaining one may be used for another purpose. For example, the remaining motor 52 may be refrained from operating as a fail-safe, or may be used as a current sensor.

<Shaft arrangement of clutch actuator>
Next, the arrangement of the drive shaft 55 of the motor 52, the release shaft 53, and the reduction shafts 56, 57, and 58 of the speed reduction mechanism 51 in the clutch actuator 50 will be described.
5 to 7 and 12, the following central axes extending in the up-down direction in the clutch actuator 50 are inclined relative to the vertical direction so that the upper side is positioned further rearward in a side view of the vehicle (only C4 is shown in FIG. 12). These central axes are the central axis C4 of the release shaft 53, the central axis C0 of the motor 52 (the central axes C01 and C02 of the motors 521 and 522), and the central axes C1, C2, and C3 of the support shafts 56c, 57c, and 58c of the reduction shafts 56, 57, and 58 of the reduction mechanism 51. These central axes are parallel to each other in a side view of the vehicle, and are aligned on the same straight line T1 when viewed from the actuator axial direction (see FIGS. 6 and 7).

Referring to FIG. 14, in a top view of the vehicle, the joint surface S1 between the right side of the crankcase 15 (which is also the main body of the clutch case that houses the clutch device 26) and the right cover 17a is inclined in the front-rear direction with respect to a plane S2 perpendicular to the vehicle width direction. Specifically, the joint surface S1 is inclined so that it is located inward in the vehicle width direction as it approaches the rear. This reduces the protrusion of the right rear side of the crankcase 15, and reduces the size of the crankcase 15 when molded. The straight line T1 is approximately parallel to the joint surface S1 (for example, does not intersect with each other within the vehicle front-rear length) in a top view of the vehicle (generally in the actuator axial direction). The right side of the crankcase 15 and the right cover 17a form a clutch case that houses the clutch device 26. Although FIG. 14 is a top view of the vehicle, it will be used as a reference when explaining the configuration in the actuator axial direction.

In a top view of the vehicle, the clutch actuator 50 (including the rotation angle sensor 56d, the driven clutch lever 54, and the upper cover 80) is arranged so as to be contained between a first imaginary line K1 along the joint surface S1 and a second imaginary line K2 that is parallel to the first imaginary line K1 and passes through the vehicle width direction outer end 17b1 of the bulge portion 17b of the right cover 17a. In the figure, the symbol H2 indicates the width between the first imaginary line K1 and the second imaginary line K2. The second imaginary line K2 also indicates the vehicle width direction outer end of the unit case 65 of the clutch actuator 50. In other words, the rotation angle sensor 56d, the driven clutch lever 54, and the cover 80 are arranged inward in the vehicle width direction from the vehicle width direction outer end of the unit case 65. Hereinafter, the direction perpendicular to the straight line T1 direction as viewed from the actuator axial direction is referred to as the "actuator width H2 direction."

The clutch actuator 50 has a smaller left-right width in a width direction (actuator width H2 direction) perpendicular to the straight line T1 and the actuator axial direction than its front-rear width in the direction of the straight line T1 and its up-down width in the actuator axial direction. The clutch actuator 50 has a flat shape with the left-right width reduced compared to the front-rear width and up-down width. The clutch actuator 50 has the actuator width H2 direction generally aligned with the vehicle width direction to reduce outward protrusion in the vehicle width direction. The clutch actuator 50 has a larger outward protrusion in the vehicle width direction toward the front because the straight line T1 direction (the direction in which the axes are aligned) is inclined toward the outside in the vehicle width direction toward the front. The front protrusion of the clutch actuator 50 is away from the space where the driver's legs are placed (see FIG. 1), reducing interference of the clutch actuator 50 with the driver's legs.

<Unit case structure>
Next, the structure of the unit case 65 of the clutch actuator 50 will be described.
5, 12 and 15, the unit case 65 includes a gear case 59 and a motor case 66.

The gear case 59 is formed in two stages, upper and lower, in the actuator axial direction. Hereinafter, the upper part of the gear case 59 is referred to as the upper stage 68, and the lower part of the gear case 59 is referred to as the lower stage 69. The gear case 59 is configured such that the upper stage 68 is shifted rearward relative to the lower stage 69 along a plane perpendicular to the actuator axial direction. Below the lower stage 69 is connected the motor case 66, which extends along the actuator axial direction. The motor case 66 is a lower case that constitutes the lower part of the unit case 65. The motor case 66 forms two cylindrical sections following the external shapes of the two motors 52. A pair of upper and lower motor side fastening sections 66c are arranged between the two cylindrical sections.

The upper stage 68 of the gear case 59 is divided into upper and lower parts at a dividing plane perpendicular to the actuator axial direction. Hereinafter, the lower part of the upper stage 68 will be referred to as an upper stage main body 68a that opens upward, and the upper part of the upper stage 68 will be referred to as an upper case cover 68b that closes the upper opening of the upper stage main body 68a from above.
The lower stage 69 of the gear case 59 is divided into upper and lower parts at a dividing plane perpendicular to the actuator axial direction. Hereinafter, the upper part of the lower stage 69 will be referred to as a lower stage main body 69a that opens downward, and the lower part of the lower stage 69 will be referred to as a case lower cover 69b that closes the lower part of the lower stage main body 69a from below.

Referring to Figures 6 and 7 together, the upper stage portion 68 has a rectangular shape that is long in the direction along the straight line T1 (the direction of straight line T1) when viewed in the actuator axial direction. The lower stage portion 69 has an elliptical shape that is long in the direction of straight line T1 when viewed in the actuator axial direction. The upper stage portion 68 forms an upper stage gear storage chamber 68d, and the lower stage portion 69 forms a lower stage gear storage chamber 69d. The upper and lower gear storage chambers 68d, 69d are separated by a partition.

The motor case 66 forms a motor housing chamber 66d that houses the two motors 52. The motor housing chamber 66d houses the two cylindrical motors 52 arranged in parallel. The motor case 66 is shaped like a cylinder with a bottom and an elliptical cross section. A case lower cover 69b is integrally formed on the upper part of the motor case 66 to enlarge the cross-sectional shape.
The motor case 66 and the case lower cover 69b are integrally formed with each other to form a lower case body 66a (first case). The upper stage main body 68a and the lower stage main body 69a are integrally formed with each other to form an upper case body 66b (second case).

The lower case body 66a forms a motor housing chamber 66d that houses the two motors 52, and the upper case body 66b forms gear housing chambers 68d, 69d that house the reduction gear mechanism 51. The upper case body 66b has a case upper cover 68b attached from above, forming an upper gear housing chamber 68d between the case upper cover 68b. The upper case body 66b has a case lower cover 69b of the lower case body 66a attached from below, forming a lower gear housing chamber 69d (second gear housing chamber) between the case lower cover 69b.

When viewed from the actuator axial direction, each gear of the reduction mechanism 51, part of which is a sector gear, limits the width in the direction perpendicular to the line T1. Each gear of the reduction mechanism 51 is disposed within the width H1 of the motor case 66 in the lower case body 66a in the direction perpendicular to the line T1.

The drive gears 55a of the drive shafts 55 of the two motors 52 protrude into the lower gear housing 69d. Between the two drive gears 55a in the direction of the straight line T1, a first reduction gear 57a, which is the single input gear of the reduction mechanism 51, is disposed. The first reduction gear 57a has both ends in the direction of the straight line T1 meshed with the two drive gears 55a, respectively.

The first reduction gear 57a is supported by a first support shaft 57c (input shaft). The first support shaft 57c is held by the upper case body 66b, and one side (lower side) of the actuator axial direction protrudes into the second gear housing chamber 69d. The first reduction gear 57a is supported by the protruding portion of the first support shaft 57c into the second gear housing chamber 69d. The protruding portion of the first support shaft 57c is supported by a cantilever on the upper case body 66b side, and is not supported by the lower case body 66a. This eliminates the need for a bearing to support the first support shaft 57c between the two motors 52 in the lower case body 66a. Therefore, it is possible to bring the two motors 52 as close to each other as possible, and to make the clutch actuator 50 as small as possible in the direction of the straight line T1 (the direction in which the shafts are aligned).

5 and 7, the lower case body 66a and the upper case body 66b are positioned relative to each other via a pair of front and rear knock pins 71. The pair of front and rear knock pins 71 are arranged outside the two drive shafts 55 in the direction of the straight line T1, and provide a pitch between them. Line C5 in the figure indicates the central axis of the knock pin 71. The pair of front and rear knock pins 71 are arranged so that their respective axes (axis C5) are located on the straight line T1 when viewed from the actuator axial direction. The pair of front and rear knock pins 71 position the lower case body 66a and the upper case body 66b relative to each other in a direction perpendicular to the actuator axial direction. Each knock pin 71 is held by, for example, fitting its lower part into a holding hole 72 in the lower case body 66a. The upper case body 66b is formed with a pair of front and rear fitting holes 73 into which each knock pin 71 is inserted.

<Upper cover>
As shown in Figures 12, 14 and 15, the upper part of the clutch actuator 50 is further provided with an integral upper cover 80 that covers the rotation angle sensor 56d and the base end side (release shaft 53 side) of the driven clutch lever (connection part) 54 from one side (upper side) in the actuator axial direction.

The upper cover 80 has a trapezoidal upper surface portion 81 that is long in the front-rear direction when viewed from the actuator axial direction and has a short side facing outward in the vehicle width direction, an outer wall portion 82 that extends tapered downward in the actuator axial direction from three sides, the front, rear and outer edges of the upper surface, a first upper surface inner portion 83 that protrudes inward in the vehicle width direction from the inner edge of the front half of the upper surface portion 81 in a triangular shape when viewed from the actuator axial direction, and a second upper surface inner portion 84 that protrudes inward in the vehicle width direction and rearward from the rear inclined edge of the first upper surface inner portion 83 in a triangular shape when viewed from the actuator axial direction. The second upper surface inner portion 84 is displaced downward in a step shape relative to the first upper surface inner portion 83.

A first hanging wall portion 83a extends downward from the front inclined edge of the first upper surface inner portion 83. The vehicle width directional outer end of the first hanging wall portion 83a is continuous with the vehicle width directional inner end of the front wall portion 82a of the outer wall portion 82. The downward extension length of the first hanging wall portion 83a at the vehicle width directional inner portion is shorter than that at the vehicle width directional outer portion. A U-shaped cutout portion 83b that opens downward is formed between the vehicle width directional inner and outer sides of the first hanging wall portion 83a.
A second hanging wall portion 84a extends downward from both inclined sides on the inner side and rear side in the vehicle width direction of the second upper surface inner portion 84. The front end of the second hanging wall portion 84a is continuous with the inner end of the first hanging wall portion 83a in the vehicle width direction. The downward extension length of the second hanging wall portion 84a is equal to the downward extension length of the inner part of the first hanging wall portion 83a in the vehicle width direction. An extension portion 82b1 is formed below the rear wall portion 82b of the outer wall portion 82, extending downward beyond the lower ends of the front wall portion 82a and the side wall portion 82c.

A front end fastening portion (fixing portion) 85 that forms a seat surface perpendicular to the actuator axial direction is provided at the front end of the upper cover 80. The front end fastening portion 85 overlaps from above with a fastening boss 59d that protrudes upward in the actuator axial direction from the top surface of the gear case 59, and is fastened and fixed to the fastening boss 59d and ultimately to the unit case 65 by screwing and tightening a bolt B3 inserted from above into the fastening boss 59d.
A stay portion 86 protrudes from the rear end of the upper cover 80 inward in the vehicle width direction. The stay portion 86 is provided with a rear end fastening portion (fixing portion) 87 that forms a seat surface perpendicular to the actuator axial direction. The rear end fastening portion 87 overlaps from above with a cover fastening portion (not shown) provided on the clutch cover 17a, and is fastened and fixed to the cover fastening portion and, ultimately, the clutch cover 17a by screwing and tightening a bolt B4 inserted from above into the cover fastening portion.

Since the integral upper cover 80 is fixed across the unit case 65 and the clutch cover 17a, the upper cover 80 can increase the joining strength between the unit case 65 and the clutch cover 17a.
Note that the configuration is not limited to one in which the upper cover 80 is fixed across the unit case 65 and the clutch cover 17a, and the upper cover 80 may be fixed to only one of the unit case 65 and the clutch cover 17a. In particular, if the upper cover 80 is fixed only to the unit case 65, the upper cover 80 can be handled as a single unit in a state where it is assembled to the clutch actuator 50, which facilitates assembly and maintenance of the periphery of the clutch actuator 50. The configuration to which the upper cover 80 is attached (in the embodiment, the configuration including at least one of the unit case 65 and the clutch cover 17a) is collectively referred to as a "cover attachment part."

Some of the multiple fixing portions of the upper cover 80 may be fixed by means of insertion or other locking.
The upper cover 80' shown in Figures 17 and 18 has a stay portion 88 provided on the inside (rear side) of the front wall portion 82a of the outer wall portion 82 instead of the front end fastening portion 85, and a front end locking protrusion 89 is provided on the stay portion 88. The front end locking protrusion 89 is fitted into a locking recess (not shown) provided in place of the fastening boss 59d in the cover mounting part, for example, with movement in the front-rear direction (for example, forward movement) along the upper surface of the unit case 65, making it possible to hold the front end of the upper cover 80' on the cover mounting part. Thereafter, the rear end fastening portion 87 is fastened and fixed to the cover mounting part, whereby the rear end of the upper cover 80' is fixed to the cover mounting part, and the front-rear movement of the upper cover 80' (particularly the movement backward) is restricted, thereby maintaining the engagement state of the front end of the upper cover 80'. That is, the front end of the upper cover 80' is prevented from disengaging (releasing) the front end locking protrusion 89 from the locking recess of the cover attachment part, and the front end of the upper cover 80' is fixed to the cover attachment part. As a result, the entire upper cover 80' is fixed to the cover attachment part.

12 and 15, when viewed from the vehicle width direction (clutch axial direction), the first boundary surface 68c1 between the upper stage 68 and the lower stage 69 of the clutch actuator 50 and the second boundary surface 69c1 between the lower stage 69 and the motor case 66 are parallel to each other and are each inclined upward toward the front when viewed in the vehicle width direction. Also, when viewed from the vehicle width direction, the first mating surface 68c between the upper stage main body 68a and the case upper cover 68b and the second mating surface 69c between the lower stage main body 69a and the case lower cover 69b are parallel to the first boundary surface 68c1 and the second boundary surface 69c1 and are each inclined upward toward the front when viewed in the vehicle width direction.

The example in FIG. 12 differs from the body frame 5 shown in FIG. 1, but a main frame 7' that extends upward toward the front of the body frame 5' is disposed above the clutch actuator 50 when viewed in the vehicle width direction. When viewed in the vehicle width direction, the longitudinal direction of the main frame 7' is approximately parallel to the first boundary surface 68c1, the second boundary surface 69c1, the first mating surface 68c, and the second mating surface 69c. This gives the area around the clutch actuator 50 an overall upward-facing, dynamic appearance.

Referring to FIG. 16, the clutch actuator 50 is positioned on the outer side (right side) of the clutch device 26 in the vehicle width direction, and is positioned inward in the vehicle width direction of the outer end (indicated by line 18b1) of the step 18b on which the rider places his/her feet. This prevents the clutch actuator 50 from touching the ground before the step 18b when the motorcycle 1 is banked. Also, in the unlikely event that the motorcycle 1 falls over, the clutch actuator 50 is not the first part to touch the ground, thereby reducing damage. In the figure, line GL indicates the ground when the motorcycle 1 is upright, and line GL' indicates the ground when the motorcycle 1 is banked.

As described above, the clutch control device 40A in the above embodiment is a clutch control device 40A including: a clutch device 26 that connects and disconnects the power transmission between the prime mover (engine 13) and the output target (transmission 21) of the motorcycle 1; a clutch actuator 50 that outputs a driving force for actuating the clutch device 26; a clutch lever 4b that receives a clutch operation by a rider; and a release shaft 53 that extends in an actuator axial direction perpendicular to the clutch axial direction and transmits an input from at least one of the clutch lever 4b and the clutch actuator 50 to the clutch device 26. The clutch actuator 50 includes an electric motor 52 as a drive source, and a transmission shaft 53 that is parallel to the release shaft 53. The unit case 65 is provided with a reduction mechanism 51 having a shaft (third reduction shaft 56) and transmitting power between the electric motor 52 and the release shaft 53, and a unit case 65 covering the electric motor 52 and the reduction mechanism 51. On the outside of the unit case 65, there are arranged a rotation angle sensor 56d connected to one end of the third reduction shaft 56 in the actuator axial direction and detecting the rotation angle of the third reduction shaft 56, and a connection portion (driven clutch lever 54) connecting an operating cable 54c connected to the clutch lever 4b and the end of the release shaft 53 on one side in the actuator axial direction, and further includes an upper cover 80 covering the rotation angle sensor 56d and the driven clutch lever 54.
According to this configuration, by arranging accessories such as the rotational angle sensor 56d, which detects the operation of the transmission shaft (third reduction shaft 56) of the reduction mechanism 51 of the clutch actuator 50, and the connection part (driven clutch lever 54) that connects the transmission element (operation cable 54c) on the clutch lever 4b side to the release shaft 53, on the same side in the actuator axial direction outside the unit case 65, protrusion of the accessories in a direction perpendicular to the actuator axial direction (the clutch axial direction, for example the vehicle width direction) is suppressed, and the clutch actuator 50, including the accessories, can be arranged compactly.
Moreover, by covering the accessories such as the rotation angle sensor 56d and the connection part with the upper cover 80, the waterproof and dustproof properties of the accessories can be improved and the influence of external disturbances on these can be suppressed. Furthermore, oil and grease adhering to the mechanism parts including the release shaft 53 can be prevented from adhering to the outside (e.g., the clothes of the occupant) and the mechanism parts can be made less noticeable, improving the appearance. Furthermore, the operation cable 54c and the rotation angle sensor 56d on the clutch lever 4b side can be attached and detached simply by removing the upper cover 80, and the wiring of the harness to the rotation angle sensor 56d can be facilitated, improving the ease of assembly and maintenance.

In addition, in the above-mentioned clutch control device 40A, the drive shaft 55 of the electric motor 52, the release shaft 53, and the transmission shaft of the reduction mechanism 51 have their respective axial directions parallel to the first axial direction and are arranged in parallel when viewed from the clutch axial direction.
According to this configuration, each transmission shaft including electric motor 52, release shaft 53, and third reduction shaft 56 of speed reduction mechanism 51 of clutch actuator 50 is oriented in the actuator axial direction and is arranged in parallel to one another as viewed from the clutch axial direction, so that the width of clutch actuator 50 can be reduced in the arrangement direction (direction of straight line T1) of electric motor 52, release shaft 53, and speed reduction mechanism 51 and in the actuator width H2 direction perpendicular to the actuator axial direction. If the actuator width H2 direction is oriented in the vehicle width direction, it is possible to reduce the protrusion of clutch actuator 50 outward in the vehicle width direction.

In addition, in the clutch control device 40A, the clutch axial direction is parallel to the vehicle width direction, and the rotation angle sensor 56d, the driven clutch lever 54 and the upper cover 80 are positioned further inward in the vehicle width direction than the outer end of the unit case 65 in the vehicle width direction.
According to this configuration, it is possible to prevent the rotation angle sensor 56d, the driven clutch lever 54, and the upper cover 80 from protruding outward in the vehicle width direction.

In addition, the clutch control device 40A is provided with a clutch cover 17a that covers the clutch device 26 from the outside in the clutch axial direction, the clutch actuator 50 is attached to the outside of the clutch cover 17a, and the upper cover 80 is attached to at least one of the unit case 65 and the clutch cover 17a.
According to this configuration, by attaching the upper cover 80 to at least one of the unit case 65 and the clutch cover 17a, the upper cover 80 can be positioned at a position that is more effective in terms of waterproofing and dustproofing according to the positions of the rotation angle sensor 56d and the driven clutch lever 54. When attached only to the unit case 65, these assemblies can be handled as a single unit with the upper cover 80 attached to the unit case 65, improving the ease of assembly around the clutch actuator 50.

In addition, in the above-mentioned clutch control device 40A, the upper cover 80 is an integral part that covers both the rotational angle sensor 56d and the driven clutch lever 54, and the upper cover 80 has a plurality of fixing portions (a front end fastening portion 85 and a rear end fastening portion 87) that are fixed to each of the unit case 65 and the clutch cover 17a.
According to this configuration, by fixing the multiple fixing portions (front end fastening portion 85 and rear end fastening portion 87) of upper cover 80 to each of unit case 65 and clutch cover 17a, the integrated upper cover 80 is fixed across unit case 65 and clutch cover 17a, and upper cover 80 functions as a connecting member between unit case 65 and clutch cover 17a, thereby improving the bonding strength between unit case 65 and clutch cover 17a.

In addition, in the above-mentioned clutch control device 40A, the upper cover 80 is an integrated part that covers both the rotational angle sensor 56d and the driven clutch lever 54, and the upper cover 80 has a plurality of fixing portions (front end locking protrusion 89 and rear end fastening portion 87) that are fixed to the unit case 65 or the clutch cover 17a, and the plurality of fixing portions include a front end locking protrusion 89 that engages with the first cover fixing portion of the unit case 65 or the clutch cover 17a as the upper cover 80 moves to one side in the first direction (e.g., forward), and a rear end fastening portion 87 that is fastened by a fastening member (bolt B4) to the second cover fixing portion of the unit case 65 or the clutch cover 17a when the front end locking protrusion 89 is engaged, and restricts the movement of the upper cover 80 to the other side in the first direction (e.g., rearward).
According to this configuration, the multiple fixing portions of the upper cover 80 include locking portions that are engaged by insertion or the like with the unit case 65 or the first cover fixing portion of the clutch cover, making it easier to attach and remove the upper cover 80 compared to a configuration in which all fixing portions are fastening portions using fastening members.

In addition, in the above-mentioned clutch control device 40A, the actuator axial direction common to the release shaft 53 and the transmission shaft 56 is oriented in the vertical direction of the vehicle, the unit case 65 is provided with a gear case 59 that houses the reduction mechanism 51, and the gear case 59 has an upper stage portion 68 and a lower stage portion 69 in the actuator axial direction, and when viewed from the clutch axial direction, the release shaft 53 is arranged on one side (rear side) of the upper stage portion 68 in the orthogonal direction (direction of straight line T1) that is perpendicular to the actuator axial direction, and the upper surface side of the lower stage portion 69, which is shifted to the other side in the orthogonal direction from the upper stage portion 68, is connected to the other side (front side) of the orthogonal direction of the upper stage portion 68, and the motor case 66, which is shifted to the other side in the orthogonal direction from the axial center of the clutch device 26, is connected to the lower surface side of the lower stage portion 69.
According to this configuration, an upper stage portion 68 and a lower stage portion 69 are formed in the gear case 59 that houses the reduction mechanism 51 in the unit case 65, the lower stage portion 69 is offset to the opposite side to the release shaft 53, and the electric motor 52 is disposed below this lower stage portion 69 and shifted with respect to the axial center of the clutch device 26, thereby making it possible to efficiently dispose the electric motor 52 while avoiding protrusion around the axial center of the clutch device 26. Furthermore, by making the upper stage portion 68 and the lower stage portion 69 of the gear case 59 separable from each other, it is possible to improve the ease of assembly and maintenance of the reduction mechanism 51.

In addition, in the above-mentioned clutch control device 40A, the clutch axial direction is parallel to the vehicle width direction, and a first boundary surface 68c1 between the upper stage 68 and the lower stage 69, and a second boundary surface 69c1 between the lower stage 69 and the motor case 66 are inclined upward toward the front when viewed from the clutch axial direction, and a main frame (7') extending upward toward the front when viewed from the clutch axial direction is arranged above the clutch actuator 50.
According to this configuration, by slanting the boundary surfaces of the multiple steps of the unit case 65 upwards toward the front so as to follow the main frame 7', the area around the clutch actuator 50 can be given an overall dynamic, upwards toward the front.

In addition, in the clutch control device 40A, the clutch axial direction is parallel to the vehicle width direction, and the clutch actuator 50 is arranged on the outer side of the clutch device 26 in the vehicle width direction and on the inner side in the vehicle width direction of the step 18b on which the occupant places his/her feet.
According to this configuration, the clutch actuator 50, which is positioned on the outer side of the clutch device 26 in the vehicle width direction, is positioned inward in the vehicle width direction of the step 18b on which the occupant places his/her feet. This prevents the clutch actuator 50 from touching the ground before the step 18b when the vehicle is banked, and even if the vehicle does roll over, the clutch actuator 50 is not configured to touch the ground first, thereby reducing damage to the clutch actuator 50.

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 other various operators. The clutch device 26 may be a normally open clutch that is in a disengaged state under normal circumstances 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 the prime mover and any output target other than the transmission. The prime mover is not limited to being an internal combustion engine, but may be an electric motor. The release mechanism 38 is not limited to being a type that pulls the lifter shaft 39 to the right, but may be a type that pushes it to the right or left.
The present invention is not limited to application to saddle-ride type vehicles in which clutch operation is automated as in the above embodiment, but may also be applied to saddle-ride type vehicles that are based on manual clutch operation but allow gear shifting by adjusting driving force under predetermined conditions without manual clutch operation (saddle-ride type vehicles equipped with a so-called clutch-less gear shifting device).

The clutch control device of the present embodiment may be applied to saddle-ride type vehicles other than motorcycles.
The saddle-type vehicle includes all vehicles on which the driver straddles the body, and includes not only motorcycles (including motorized bicycles and scooter-type vehicles), but also three-wheeled vehicles (including vehicles with one wheel in front and two wheels in the rear, as well as vehicles with two wheels in front and one wheel in the rear) or four-wheeled vehicles (such as four-wheeled buggies).
The present invention may be applied to a vehicle including an electric motor as a prime mover.
The present invention may be applied to vehicles other than saddle-type vehicles (passenger cars, buses, trucks, etc.).

In this embodiment, the clutch actuator 50 is positioned to avoid the space for the driver's legs, but this is not the only possible configuration. For example, the clutch control device of this embodiment can be applied to a cruiser-type vehicle in which the step on which the driver places his/her feet is located toward the front of the vehicle. The clutch control device of this embodiment reduces the amount of protrusion of the clutch actuator in the vehicle width direction, thereby reducing the size of the vehicle including the clutch actuator. In addition to preventing the driver's feet from hitting the vehicle, it also has the following effects: lighter weight and smaller size, does not get in the way when banking (is less likely to touch the ground), and reduces air resistance due to a smaller frontal projection area. It may also be applied to vehicles in which the clutch axial direction is oriented in the fore-aft direction of the vehicle, such as a vehicle with a longitudinally mounted engine whose crankshaft is oriented in the fore-aft direction of the vehicle.

Although the clutch control device of this embodiment is applied to a vehicle, the present invention is not limited to application to vehicles, but may be applied to various vehicles and moving bodies such as various transport equipment such as aircraft and ships, construction machinery, industrial machinery, etc. Furthermore, the present invention can be widely applied to equipment other than vehicles that is equipped with a clutch control device, such as hand-pushed lawnmowers and cleaning machines.
The configurations in the above-described embodiments are merely examples of the present invention, and various modifications are possible without departing from the gist of the present invention, such as replacing the components of the embodiments with well-known components.

1. Motorcycles (equipment)
7' Main frame (body frame member)
4b Clutch lever (clutch operator)
13 Engine (internal combustion engine, prime mover)
17a Right cover (clutch cover)
18b Step K2 Second virtual line (outer end in the vehicle width direction)
21 Transmission (output target)
26 Clutch device 40A Clutch control device 50 Clutch actuator 51 Speed reduction mechanism (transmission mechanism)
52 Electric motor
53 Release shaft 54 Driven clutch lever (connection part)
54c Operation cable (transmission element)
55 Drive shaft 56 Third reduction shaft (transmission shaft)
56d Rotation angle sensor (rotation motion sensor)
59 Gear case (mechanism case)
65 unit case 68 upper part 69 lower part 80 upper cover (cover)
85 Front end fastening part (fixing part, fastening part)
87 Rear end fastening part (fixing part, fastening part)
89 Front end locking protrusion (fixing portion, locking portion)
66 Motor case 68c1 First boundary surface 69c1 Second boundary surface

Claims (9)

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) having an electric motor (52) as a drive source and outputting a drive force for operating the clutch device (26);
A clutch operator (4b) for performing a clutch operation by an occupant;
a release shaft (53) extending in a first axial direction intersecting a clutch axial direction and transmitting an input from at least one of the clutch operator (4 b) and the clutch actuator (50) to the clutch device (26);
A clutch control device (40A) comprising:
A rotational motion sensor (56d) located outside the clutch device (26);
a connection portion (54) that connects a transmission element (54c) that is connected to the clutch operator (4b) and an end portion on the first axial direction side of the release shaft (53);
and a cover (80) that covers the rotational motion sensor (56d) and the connection portion (54). The clutch control device according to claim 1, wherein the drive shaft (55) of the electric motor (52) and the release shaft (53) are each axially parallel to the first axial direction and are arranged in parallel when viewed from the clutch axial direction. The clutch actuator (50)
a transmission mechanism (51) having a transmission shaft (56) parallel to the release shaft (53) and transmitting power between the electric motor (52) and the release shaft (53);
a unit case (65) that covers the electric motor (52) and the transmission mechanism (51),
The rotational motion sensor (56d) is connected to one end of the transmission shaft (56) in the first axial direction and detects the rotation of the transmission shaft (56) on the outside of the unit case (65).
The clutch axial direction is parallel to the vehicle width direction,
3. The clutch control device according to claim 1, wherein the rotational motion sensor (56d), the connection portion (54) and the cover (80) are arranged on the inner side in the vehicle width direction of the outer end (K2) of the unit case (65). a clutch cover (17a) that covers the clutch device (26) from the outside in the clutch axial direction,
The clutch actuator (50) is attached to the outside of the clutch cover (17a),
4. The clutch control device according to claim 3, wherein the cover (80) is attached to at least one of the unit case (65) and the clutch cover (17a). the cover (80) is a one-piece part that covers both the rotational motion sensor (56d) and the connection portion (54);
5. The clutch control device according to claim 4, wherein the cover (80) is provided with a plurality of fixing portions (85, 87) fixed to the unit case (65) and the clutch cover (17a), respectively. the cover (80) is a one-piece part that covers both the rotational motion sensor (56d) and the connection portion (54);
the cover (80) includes a fixing portion (87, 89) fixed to at least one of the unit case (65) and the clutch cover (17a);
The fixing portion (87, 89) is
a locking portion (89) that is locked to a first cover fixing portion provided on at least one of the unit case (65) and the clutch cover (17a) as the cover (80) moves to one side in a prescribed mounting/removal direction;
and a fastening portion (87) that is fastened by a fastening member (B4) to a second cover fixing portion provided on at least one of the unit case (65) and the clutch cover (17a) when the locking portion (89) is locked. The first axial direction common to the release shaft (53) and the transmission shaft (56) is oriented in the vehicle up-down direction,
The unit case (65) includes a mechanism case (59) that houses the transmission mechanism (51),
The mechanism case (59) has an upper stage portion (68) and a lower stage portion (69) in the first axial direction,
When viewed from the clutch axial direction, the release shaft (53) is disposed on one side of the upper step portion (68) in a direction perpendicular to the first axial direction, and an upper surface side of the lower step portion (69) shifted to the other side of the perpendicular direction with respect to the upper step portion (68) is connected to the other side of the upper step portion (68) in the perpendicular direction,
4. The clutch control device according to claim 3, wherein a motor case (66) is connected to a lower surface of the lower stage portion (69) and is shifted to the other side in the perpendicular direction with respect to an axial center of the clutch device (26). The clutch axial direction is parallel to the vehicle width direction,
a first boundary surface (68c1) between the upper step portion (68) and the lower step portion (69), and a second boundary surface (69c1) between the lower step portion (69) and the motor case (66) are inclined upward toward the front when viewed from the clutch axial direction,
8. The clutch control device according to claim 7, wherein a vehicle body frame member (7') extending upward and forward as viewed in the clutch axial direction is disposed above the clutch actuator (50). The clutch axial direction is parallel to the vehicle width direction,
3. The clutch control device according to claim 1, wherein the clutch actuator (50) is disposed on an outer side of the clutch device (26) in the vehicle width direction and on an inner side of a step (18b) on which an occupant places his/her feet in the vehicle width direction.

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