JP7163483B2 - Clutch control device for saddle type vehicle - Google Patents

Description

The present invention relates to a clutch control device for a saddle type vehicle.
The present invention claims priority based on Japanese Patent Application No. 2019-059880 filed in Japan on March 27, 2019, the contents of which are incorporated herein.

Conventionally, in a straddle-type vehicle, there is known a structure provided with a so-called normally open automatic clutch that is in a connected state in which power can be transmitted when the actuator is operated, and returns to a disconnected state in which power cannot be transmitted when the actuator is not operated. . For example, the structure of Patent Document 1 includes an actuator that supplies hydraulic pressure to a hydraulic clutch, a solenoid valve that can open and close an oil flow path that connects the actuator and the hydraulic clutch, and a bypass flow path that bypasses the solenoid valve. A one-way valve and a controller that controls the actuator and the solenoid valve. In Patent Document 1, in order to reduce drive loss of the engine during running, the engagement state (connection state) of the hydraulic clutch is maintained by closing the solenoid valve after the actuator is driven.

Japanese Patent Application Laid-Open No. 2017-166686

By the way, a saddle-ride type vehicle may stop on an uphill. If the actuator continues to be driven while the vehicle is stopped on an uphill (while the clutch is half-stopped), there is a possibility that the supply of unnecessary hydraulic pressure will increase, resulting in an increase in power consumption.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to suppress reduction in power consumption in a clutch control device for a saddle type vehicle.

As means for solving the above problems, aspects of the present invention have the following configurations.
(1) A clutch control device for a straddle-type vehicle according to an aspect of the present invention includes a normally open type clutch device (26), an actuator (50) that supplies hydraulic pressure to the clutch device (26), and the actuator ( 50) and the clutch device (26), and a valve open state provided in the oil passage (53 m) for communicating the oil passage (53 m) and the oil passage (53 m). A valve mechanism (56) capable of switching between a valve closing state and a closed valve state, and allowing hydraulic pressure to be supplied from the actuator (50) to the clutch device (26), and from the clutch device (26) to the actuator (50). a one-way valve (53c1) that cuts off the supply of hydraulic pressure to the actuator (50); an actuator hold control that maintains the hydraulic pressure supplied to the clutch device (26) by continuing to drive the actuator (50); ), a control unit (60) for performing valve hold control for holding the hydraulic pressure supplied to the clutch device (26) by closing the valve mechanism (56) after the driving of the A control unit (60) stops power supply to both the actuator (50) and the valve mechanism (56) when the vehicle (1) is stopped. When (1) detects an uphill situation, it calculates the hydraulic pressure required to maintain the stop position with half-clutch according to the uphill situation, and the control unit (60) controls the vehicle ( 1) is detected to be an uphill condition, and when a predetermined time has elapsed while the actuator hold control is maintained, the actuator hold control is switched to the valve hold control, and the control unit (60) controls the downstream side of the valve hold control. When the hydraulic pressure rises to the upper limit holding hydraulic pressure (HP), the valve mechanism (56) is opened, and when the downstream hydraulic pressure drops to the lower limit holding hydraulic pressure (LP), the valve mechanism (56) is closed. Increase the hydraulic pressure on the upstream side while maintaining the valve state .

( 2 ) The clutch control device for a straddle-type vehicle described in ( 1 ) above further includes an inertia measurement device (49) for detecting that the vehicle (1) is in the uphill condition, A unit (60) may calculate the hydraulic pressure required to maintain the stop position based on the detection result of the inertial measurement device (49).

According to the clutch control device for a saddle-ride type vehicle according to the above (1) of the present invention, the control unit can switch from actuator hold control to valve hold control when a predetermined time elapses while actuator hold control is maintained. , has the following effects.
Useless supply of hydraulic pressure can be reduced compared to the case where actuator holding control is continued. Therefore, power consumption can be reduced.
In addition, when the control unit detects that the vehicle is going uphill, the control unit calculates the hydraulic pressure required to maintain the vehicle in a stopped position with the half-clutch according to the uphill condition, thereby achieving the following effects. Play.
It is possible to suppress the vehicle from lowering when the vehicle starts from an uphill condition. Therefore, it is possible to stably start the vehicle on a slope regardless of the skill of the driver.

According to the clutch control device for a saddle-ride type vehicle according to the above ( 2 ) of the present invention, it further includes an inertia measurement device for detecting that the vehicle is in the uphill condition, wherein the control unit comprises the inertia measurement device By calculating the hydraulic pressure required to maintain the vehicle stop position based on the detection result of , the following effects can be obtained.
Calculations based on the detection results of the inertial measurement device can accurately calculate the hydraulic pressure required to maintain the parking position.

1 is a left side view of the motorcycle of the embodiment; FIG. It is a cross-sectional view of a transmission and a change mechanism of the embodiment. 1 is a schematic explanatory diagram of a clutch actuation system including a clutch actuator of an embodiment; FIG. 1 is a block diagram of a transmission system according to an embodiment; FIG. 4 is a graph showing changes in hydraulic pressure supplied to the clutch actuator of the embodiment; It is an explanatory view showing transition of clutch control mode of an embodiment. FIG. 4 is an explanatory diagram of the vehicle body state of the motorcycle of the embodiment while it is stopped on an uphill; FIG. 4 is an explanatory diagram of actuator holding control according to the embodiment; It is an explanatory view of valve holding control of the embodiment. 4 is a flowchart of switching control between actuator hold control and valve hold control;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that directions such as front, rear, left, and right in the following description are the same as directions in the vehicle described below unless otherwise specified. An arrow FR indicating the front of the vehicle, an arrow LH indicating the left of the vehicle, and an arrow UP indicating the upper side of the vehicle are shown at appropriate locations in the drawings used in the following description.

<Whole vehicle>
As shown in FIG. 1, the present embodiment is applied to a motorcycle 1 as an example of a saddle type vehicle. A front wheel 2 of the motorcycle 1 is supported by lower ends of a pair of left and right front forks 3 . Upper portions of the left and right front forks 3 are supported by a head pipe 6 at the front end of the 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. As shown in FIG.

The vehicle body frame 5 includes a head pipe 6, a main tube 7 extending downward and rearward from the head pipe 6 at the center in the vehicle width direction (left and right direction), left and right pivot frames 8 continuing below the rear end of the main tube 7, and a main tube. A seat frame 9 connected to the rear of the tube 7 and the left and right pivot frames 8 is provided. A front end portion of a swing arm 11 is swingably pivoted to the left and right pivot frames 8 . A rear wheel 12 of the motorcycle 1 is supported at the rear end of the swing arm 11 .

A fuel tank 18 is supported above the left and right main tubes 7 . Behind the fuel tank 18 and above the seat frame 9, a front seat 19 and a rear seat cover 19a are supported side by side in the front-rear direction. The seat frame 9 is surrounded by a rear cowl 9a.
A power unit PU including a prime mover of the motorcycle 1 is suspended below the left and right main tubes 7 . The power unit PU is linked to the rear wheel 12 via, for example, a chain transmission mechanism.

Power unit PU integrally has an engine (internal combustion engine, prime mover) 13 located on the front side and a transmission 21 located on the rear side. The engine 13 is, for example, a multi-cylinder engine in which the rotation axis of the crankshaft 14 extends along the vehicle width direction. The engine 13 has a cylinder 16 that rises upward from the front portion of the crankcase 15 . A rear part of the crankcase 15 is a transmission case 17 that accommodates the transmission 21 .

<Transmission>
As shown in FIG. 2, the transmission 21 is a stepped transmission having a main shaft 22, a counter shaft 23, and a transmission gear group 24 extending over both shafts 22,23. Countershaft 23 constitutes an output shaft of transmission 21 (power unit PU). The end of the countershaft 23 protrudes to the rear left side of the crankcase 15 . A protruding end of the countershaft 23 is connected to the rear wheel 12 via a chain-type transmission including a drive sprocket 27 (see FIG. 1).

The transmission gear group 24 has gears supported by both shafts 22 and 23 for the number of gears. The transmission 21 is of a constant mesh type in which corresponding gear pairs of a transmission gear group 24 are always meshed between both shafts 22 and 23 . A plurality of gears supported by both shafts 22 and 23 are classified into free gears rotatable with respect to the corresponding shafts and slide gears (shifters) spline-fitted with the corresponding shafts. One of the free gear and the slide gear is provided with an axially convex dog, and the other is provided with an axially concave slot for engaging the dog. That is, the transmission 21 is a so-called dog transmission.

A main shaft 22 and a counter shaft 23 of the transmission 21 are arranged side by side in the front-rear direction behind the crankshaft 14 (see FIG. 1). A clutch device 26 operated by a clutch actuator 50 (see FIG. 3) is coaxially arranged at the right end of the main shaft 22 . The clutch device 26 is, for example, a wet multi-plate clutch. That is, the clutch device 26 is a so-called normally open clutch in which the clutch device 26 is in a connected state in which power can be transmitted when hydraulic pressure is supplied from the clutch actuator 50, and returns to a disconnected state in which power cannot be transmitted when the hydraulic pressure from the clutch actuator 50 is no longer supplied.

Rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26 and transmitted from the main shaft 22 to the counter shaft 23 via any gear pair of the transmission gear group 24 .
The clutch device 26 may have a back torque limiter. The back torque limiter mechanically reduces the clutch capacity when a back torque exceeding a specified level acts on the cam mechanism provided in the clutch device 26 .

A change mechanism 25 for switching gear pairs of a transmission gear group 24 is accommodated in the upper rear portion of the transmission 21 . The change mechanism 25 includes a hollow cylindrical shift drum 36 substantially parallel to the shafts 22,23. A lead groove pattern is formed on the outer circumference of the shift drum 36 . The change mechanism 25 rotates the shift drum 36 to operate the plurality of shift forks 36a according to the pattern of the lead grooves. As a result, the gear pair used for power transmission between the shafts 22 and 23 in the transmission gear group 24 is switched.

The change mechanism 25 has a shift spindle 31 substantially parallel to a shift drum 36 . When the shift spindle 31 rotates, the shift arm 31a fixed to the shift spindle 31 rotates the shift drum 36 to axially move the shift fork 36a according to the pattern of the lead grooves. As a result, the pair of gears capable of transmitting power within the transmission gear group 24 is switched (that is, the gear stage is switched).

The shift spindle 31 has a shaft outer portion 31b that projects outward (to the left) in the vehicle width direction of the crankcase 15 so that the change mechanism 25 can be operated (see FIG. 1). A shift load sensor 42 (shift operation detection means, see FIG. 1) is coaxially attached to the shaft outer portion 31b of the shift spindle 31. As shown in FIG. A swing lever 33 is attached to the shaft outer portion 31b of the shift spindle 31 (or the rotation shaft of the shift load sensor 42). The rocking lever 33 has a base end portion 33a clamped to the shift spindle 31 (or the rotating shaft) and a distal end portion 33b extending rearward from the base end portion 33a. An upper end portion of a link rod 34 is oscillatably connected to a tip portion 33b of the oscillating lever 33 via an upper ball joint 34a. The lower end of the link rod 34 is pivotably connected to a shift pedal 32 (see FIG. 1) operated by the driver's foot via a lower ball joint (not shown).

As shown in FIG. 1, the front end of the shift pedal 32 is supported by the lower portion of the crankcase 15 via a shaft extending in the left-right direction so as to be able to swing up and down. A rear end portion of the shift pedal 32 is provided with a pedal portion on which the foot of the driver placed on the step 32a is put. A lower end portion of a link rod 34 is connected to a front-rear intermediate portion of the shift pedal 32 .

Here, in the motorcycle 1, only the shift operation of the transmission 21 (foot operation of the shift pedal 32) is performed by the driver, and the connection/disengagement operation of the clutch device 26 is automatically performed by electric control according to the operation of the shift pedal 32. A so-called semi-automatic transmission system (automatic clutch type transmission system) is adopted.

<Transmission system>
As shown in FIG. 4, the transmission system includes a clutch actuator 50, an ECU 60 (Electronic Control Unit, control section), and various sensors 41-45.
The ECU 60 receives detection information from a gear position sensor 41 that detects the gear position from the rotation angle of the shift drum 36, a shift load sensor 42 (for example, a torque sensor) that detects the operation torque input to the shift spindle 31, and throttle opening. The operation of the clutch actuator 50, and the operation of the ignition device 46 and the fuel injection device 47 are controlled based on various vehicle state detection information from the engine speed sensor 43, the vehicle speed sensor 44, the engine speed sensor 45, and the like. Engine speed is controlled by a throttle by wire (TBW) including a throttle valve and accelerator grip.

The ECU 60 also receives detection information from oil pressure sensors 57 and 58 (see FIG. 3), a shift operation detection switch (shift neutral switch) 48, and a gyro sensor 49 that detects the state (movement) of the vehicle body. The gyro sensor 49 is an IMU (inertial measurement unit). The gyro sensor 49 outputs to the ECU 60 a signal corresponding to the acceleration component in the detection direction. The gyro sensor 49 may be built in the ECU 60 . Reference numeral 60A in the figure indicates the clutch control device of this embodiment.

Also referring to FIG. 3 , the clutch actuator 50 is controlled by the ECU 60 to control the hydraulic pressure that connects and disconnects the clutch device 26 . The clutch actuator 50 includes a motor 52 (for example, an electric motor) as a drive source and a master cylinder 51 driven by the motor 52 . The clutch actuator 50 constitutes an integrated clutch control unit 50A together with a hydraulic circuit device 53 provided between the master cylinder 51 and the hydraulic pressure supply/discharge port 50p.
The ECU 60 calculates a target value of hydraulic pressure to be supplied to the slave cylinder 28 in order to connect and disconnect the clutch device 26 (hereinafter also referred to as "target hydraulic pressure") based on a preset calculation program. The ECU 60 controls the clutch control unit 50A so that the oil pressure on the side of the slave cylinder 28 (slave oil pressure) detected by the downstream oil pressure sensor 58 approaches the target oil pressure.

The master cylinder 51 strokes the piston 51 b in the cylinder body 51 a by driving the motor 52 so that the working oil in the cylinder body 51 a can be supplied to and discharged from the slave cylinder 28 . In the drawing, reference numeral 55 denotes a conversion mechanism as a ball screw mechanism, reference numeral 54 denotes a transmission mechanism extending over the motor 52 and the conversion mechanism 55, and reference numeral 51e denotes a reservoir connected to the master cylinder 51, respectively.

The hydraulic circuit device 53 has a valve mechanism (solenoid valve 56) that opens or shuts off an intermediate portion of a main oil passage (hydraulic supply/discharge oil passage) 53m extending from the master cylinder 51 to the clutch device 26 side (slave cylinder 28 side). is doing. A main oil passage 53m of the hydraulic circuit device 53 is divided into an upstream oil passage 53a on the master cylinder 51 side of the solenoid valve 56 and a downstream oil passage 53b on the slave cylinder 28 side of the solenoid valve 56. . The hydraulic circuit device 53 further includes a bypass oil passage 53c that bypasses the solenoid valve 56 and communicates the upstream oil passage 53a and the downstream oil passage 53b.

The solenoid valve 56 is a so-called normally open valve. The bypass oil passage 53c is provided with a one-way valve 53c1 that allows hydraulic oil to flow only from the upstream side to the downstream side. An upstream oil pressure sensor 57 is provided on the upstream side of the solenoid valve 56 to detect the oil pressure of the upstream oil passage 53a. A downstream oil pressure sensor 58 is provided downstream of the solenoid valve 56 to detect the oil pressure of the downstream oil passage 53b.

As shown in FIG. 1, the clutch control unit 50A is accommodated, for example, in the rear cowl 9a. The slave cylinder 28 is attached to the rear left side of the crankcase 15 . The clutch control unit 50A and the slave cylinder 28 are connected via hydraulic piping 53e (see FIG. 3).

As shown in FIG. 2, the slave cylinder 28 is coaxially arranged to the left of the main shaft 22 . The slave cylinder 28 pushes a push rod 28a penetrating through the main shaft 22 to the right when hydraulic pressure is supplied from the clutch actuator 50 . The slave cylinder 28 presses the push rod 28a to the right to operate the clutch device 26 to the connected state via the push rod 28a. When the hydraulic pressure is no longer supplied, the slave cylinder 28 releases the push rod 28a and returns the clutch device 26 to the disengaged state.

In order to maintain the clutch device 26 in the connected state, it is necessary to continue supplying hydraulic pressure, which consumes electric power accordingly. Therefore, as shown in FIG. 3, a solenoid valve 56 is provided in the hydraulic circuit device 53 of the clutch control unit 50A, and the solenoid valve 56 is closed after hydraulic pressure is supplied to the clutch device 26 side. As a result, the hydraulic pressure supplied to the clutch device 26 side is maintained, and the hydraulic pressure is supplemented by the pressure drop (recharged by the leak amount), thereby suppressing energy consumption.

<Clutch control>
Next, the action of the clutch control system will be described with reference to the graph of FIG. In the graph of FIG. 5, the vertical axis indicates the supply oil pressure detected by the downstream side oil pressure sensor 58, and the horizontal axis indicates the elapsed time.
When the motorcycle 1 is stopped (idling), power supply to both the motor 52 and the solenoid valve 56 controlled by the ECU 60 is cut off. That is, the motor 52 is stopped and the solenoid valve 56 is open. At this time, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point oil pressure TP, and the clutch device 26 is in a non-engaged state (disconnected state, released state). This state corresponds to area A in FIG.

When the motorcycle 1 is started, when the rotation speed of the engine 13 is increased, electric power is supplied only to the motor 52, and hydraulic pressure is supplied from the master cylinder 51 to the slave cylinder 28 via the open solenoid valve 56. When the oil pressure on the side of the slave cylinder 28 (downstream side) rises to the touch point oil pressure TP or higher, the clutch device 26 starts to be engaged, and the clutch device 26 enters a half-clutch state in which part of the power can be transmitted. This allows the motorcycle 1 to start smoothly. This state corresponds to region B in FIG.
Eventually, the difference between the input rotation and the output rotation of the clutch device 26 is reduced, and when the oil pressure on the side of the slave cylinder 28 (downstream side) reaches the lower limit holding oil pressure LP, the engagement of the clutch device 26 is completed and the driving force of the engine 13 is reached. are all transmitted to the transmission 21 . This state corresponds to region C in FIG.

When hydraulic pressure is supplied from the master cylinder 51 side to the slave cylinder 28 side, the solenoid valve 56 is opened and the motor 52 is energized to rotate forward, thereby pressurizing the master cylinder 51 . As a result, the hydraulic pressure on the side of the slave cylinder 28 is adjusted to the clutch engagement hydraulic pressure. At this time, the driving of the clutch actuator 50 is feedback-controlled based on the hydraulic pressure detected by the downstream hydraulic sensor 58 .

When the hydraulic pressure on the side of the slave cylinder 28 (downstream side) reaches the upper limit holding hydraulic pressure HP, power is supplied to the solenoid valve 56 to close the solenoid valve 56, and the power supply to the motor 52 is stopped. Hydraulic pressure generation is stopped. That is, the hydraulic pressure is released on the upstream side to be in a low pressure state, while the downstream side is maintained in a high pressure state (upper limit holding hydraulic pressure HP). As a result, the clutch device 26 is maintained in the engaged state without the master cylinder 51 generating hydraulic pressure, enabling the motorcycle 1 to travel while reducing power consumption.

Even when the solenoid valve 56 is closed, the hydraulic pressure on the downstream side gradually decreases ( leak). On the other hand, as shown in region E in FIG. 5, the downstream hydraulic pressure may rise due to temperature rise or the like. Minor hydraulic pressure fluctuations on the downstream side can be absorbed by an accumulator (not shown), and there is no need to operate the motor 52 and the solenoid valve 56 each time the hydraulic pressure fluctuates to increase power consumption.
When the downstream hydraulic pressure rises to the upper limit holding hydraulic pressure HP as shown in region E in FIG. to the upstream side.

As in area F in FIG. 5, when the downstream hydraulic pressure drops to the lower limit holding hydraulic pressure LP, the solenoid valve 56 remains closed and power supply to the motor 52 is started to increase the upstream hydraulic pressure. When the upstream hydraulic pressure exceeds the downstream hydraulic pressure, this hydraulic pressure is supplied (recharged) to the downstream side via the bypass oil passage 53c and the one-way valve 53c1. When the downstream hydraulic pressure reaches the upper limit holding hydraulic pressure HP, power supply to the motor 52 is stopped to stop generation of hydraulic pressure. As a result, the downstream hydraulic pressure is maintained between the upper limit holding pressure HP and the lower limit holding pressure LP, and the clutch device 26 is maintained in the engaged state.

When the motorcycle 1 is stopped, power supply to the motor 52 and the solenoid valve 56 are both stopped. As a result, the master cylinder 51 stops generating hydraulic pressure and stops supplying hydraulic pressure to the slave cylinder 28 . The solenoid valve 56 is opened, and the hydraulic pressure in the downstream oil passage 53b is returned to the reservoir 51e. As a result, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point oil pressure TP, and the clutch device 26 is in a non-engaged state. This state corresponds to regions G and H in FIG.

<Clutch control mode>
As shown in FIG. 6, the clutch control device 60A of this embodiment has three clutch control modes. The clutch control mode is an auto mode M1 for automatic control, a manual mode M2 for manual operation, and a manual intervention mode M3 for temporary manual operation. ) and the operation of the clutch lever 4b (see FIG. 1). A target including the manual mode M2 and the manual intervention mode M3 is referred to as a manual system M2A. The clutch control device 60A also functions as a clutch-by-wire system in which the clutch lever 4b and the clutch device 26 are electrically connected.

The auto mode M1 is a mode in which the clutch device 26 is controlled by calculating a clutch capacity suitable for the running state through automatic start/shift control. The manual mode M2 is a mode in which the clutch capacity is calculated and the clutch device 26 is controlled according to the clutch operation instruction from the passenger. The manual intervention mode M3 is a temporary manual operation mode in which a clutch operation instruction from the passenger is received during the auto mode M1, and the clutch capacity is calculated from the clutch operation instruction to control the clutch device 26. FIG. It should be noted that when the occupant stops operating (completely releases) the clutch lever 4b during the manual intervention mode M3, it is set to return to the auto mode M1.

The clutch control device 60A of this embodiment drives a motor to generate a clutch control hydraulic pressure, and when the system is started, starts control from a clutch-off state (disconnected state) in auto mode M1. Further, the clutch control device 60A is set so as to return to clutch off in the auto mode M1 because clutch operation is unnecessary when the engine 13 is stopped.

The automatic mode M1 basically performs clutch control automatically, and allows the motorcycle 1 to run without lever operation. In auto mode M1, the clutch capacity is controlled based on the throttle opening, engine speed, vehicle speed, and shift sensor output. As a result, the motorcycle 1 can be started only by operating the throttle without stalling the engine, and can be shifted only by operating the shift. However, the clutch device 26 may be automatically disengaged at extremely low speeds equivalent to idling. Further, in the automatic mode M1, by gripping the clutch lever 4b, the manual intervention mode M3 is entered, and the clutch device 26 can be arbitrarily disengaged.

On the other hand, in the manual mode M2, the clutch capacity is controlled by lever operation by the passenger. The automatic mode M1 and the manual mode M2 can be switched by operating the clutch control mode changeover switch 59 (see FIG. 4) while the vehicle is stopped. Note that the clutch control device 60A may include an indicator that indicates that the lever operation is effective when transitioning to the manual system M2A (manual mode M2 or manual intervention mode M3).

In the manual mode M2, clutch control is basically performed manually, and the clutch hydraulic pressure can be controlled according to the operating angle of the clutch lever 4b. As a result, the connection and disconnection of the clutch device 26 can be controlled according to the passenger's intention, and the vehicle can be driven with the clutch device 26 connected even at extremely low speeds equivalent to idling. However, depending on the lever operation, the engine may stall, and automatic start by throttle operation alone is not possible. Even in the manual mode M2, the clutch control automatically intervenes during the shift operation.

In the automatic mode M1, the clutch actuator 50 automatically connects and disconnects the clutch device 26 . In the automatic mode M1, manual clutch operation is performed on the clutch lever 4b, so that manual operation can be temporarily intervened in the automatic control of the clutch device 26 (manual intervention mode M3).

<Switching control for maintaining hydraulic pressure while the vehicle is stopped on an uphill>
Next, a description will be given of the switching control of holding the hydraulic pressure of the clutch device of the motorcycle according to the present embodiment.
In this embodiment, after a predetermined period of time has elapsed while the actuator hold control is being maintained, the hydraulic hold control of the clutch device 26 (slave cylinder 28 side) is switched from the actuator hold control to the valve hold control.

FIG. 7 is an explanatory diagram of the vehicle body state of the motorcycle of the embodiment while it is stopped on an uphill.
Uphill stop means stopping the vehicle on an uphill. For example, when the vehicle is stopped on an uphill slope, not only is the vehicle stopped by applying at least one of the front brake and the rear brake, but also a creep phenomenon (a phenomenon in which the vehicle moves while the engine is idling) is used to prevent the vehicle from going down by using a half-clutch. ) is generated and stopped.

In the figure, reference numeral 49 denotes an IMU (inertial measurement unit) for detecting that the vehicle is stopped on an uphill (hereinafter also referred to as "uphill condition"), and reference numeral 44f denotes the rotational speed of the front wheels 2. (hereinafter also referred to as "front wheel speed"), and reference numeral 44r denotes a rear wheel speed sensor for detecting the rotational acceleration of the rear wheels 12 (hereinafter also referred to as "rear wheel acceleration"). show. The ECU 60 calculates the hydraulic pressure required to maintain the vehicle stop position based on the detection result of the IMU 49 . The ECU 60 can switch between actuator hold control (see FIG. 8) and valve hold control (see FIG. 9).

FIG. 8 is an explanatory diagram of actuator holding control according to the embodiment.
Actuator hold control means control to hold the hydraulic pressure supplied to the clutch device 26 (slave cylinder 28 side) by continuing to drive the clutch actuator 50 (actuator). The ECU 60 opens the solenoid valve 56 and energizes the motor 52 to pressurize the master cylinder 51 , thereby supplying hydraulic pressure from the master cylinder 51 side to the slave cylinder 28 side. When executing actuator hold control, the ECU 60 maintains the hydraulic pressure supplied to the clutch device 26 (slave cylinder 28 side) by continuing to energize the motor 52 . In FIG. 8, hatched portions indicate oil passages in which predetermined hydraulic pressure is applied by actuator holding control.

FIG. 9 is an explanatory diagram of valve hold control according to the embodiment.
The valve hold control means control to hold the hydraulic pressure supplied to the clutch device 26 (slave cylinder 28 side) by closing the solenoid valve 56 after the clutch actuator 50 is driven. The ECU 60 supplies power to the solenoid valve 56 to close the solenoid valve 56, stops power supply to the motor 52, and stops generating hydraulic pressure. When executing valve hold control, the ECU 60 holds the hydraulic pressure supplied to the clutch device 26 (slave cylinder 28 side) by closing the solenoid valve 56 and stopping the energization of the motor 52 . In FIG. 9, hatched portions indicate oil passages in which predetermined hydraulic pressure is applied by valve holding control.

An example of switching control between actuator hold control and valve hold control will be described with reference to FIG.
First, in step S1, the ECU 60 determines whether or not the vehicle is stopped on an uphill (whether or not the vehicle is in an uphill state). For example, whether or not the vehicle is stopped on an uphill is determined by whether or not the IMU detection result (for example, the inclination angle of the uphill) is equal to or greater than a threshold. If the result of step S1 is YES (the IMU detection result is equal to or greater than the threshold value) (when the vehicle is stopped on an uphill), the process proceeds to step S2. If NO (IMU detection result is less than the threshold) in step S1 (if the vehicle is not stopped on an uphill), the process proceeds to step S6.

In step S2, the ECU 60 determines the hydraulic pressure (hereinafter referred to as "stop position Also referred to as "required hydraulic pressure"). That is, when the ECU 60 detects that the vehicle is stopped on an uphill, the ECU 60 calculates the required oil pressure for the stop position. After step S2, the process proceeds to step S3.

In step S3, the ECU 60 performs timer counting. For example, the ECU 60 calculates the elapsed time after calculating the required oil pressure for the stop position after it is determined as YES (the vehicle is stopped on an uphill) in step S1. After step S3, the process proceeds to step S4.

In step S4, the ECU 60 determines whether or not the timer has expired. If YES (the timer has expired) in step S4, the process proceeds to step S7. If NO (the timer has not expired) in step S4, the process proceeds to step S5.

In step S5, the ECU 60 executes actuator holding control. That is, the ECU 60 executes actuator holding control immediately after detecting that the vehicle is stopped on an uphill.

In step S7, the ECU 60 executes valve hold control (permits valve hold control). That is, the ECU 60 detects that the vehicle is stopped on an uphill slope, and switches from actuator hold control to valve hold control after a predetermined period of time (for example, several seconds or more has passed). In other words, the ECU 60 switches to valve hold control to protect the motor and reduce power consumption when the creep phenomenon occurs and the vehicle is stopped for a period longer than a predetermined time.

In step S6, the ECU 60 determines whether or not the start completion condition is satisfied. For example, whether or not the start completion condition is satisfied is determined by whether or not the rear wheel speed and the engine speed are equal to or higher than a predetermined value. If YES in step S6 (the rear wheel speed and the engine speed are equal to or higher than the predetermined values) (if the starting completion condition is satisfied), the process proceeds to step S7. If NO in step S6 (the rear wheel speed and the engine speed are less than the predetermined values) (if the starting completion condition is not satisfied), the process proceeds to step S8.

In step S7, the ECU 60 executes valve hold control. In other words, the ECU 60 switches from the actuator hold control to the valve hold control when the start completion of the vehicle is detected.

In step S8, the ECU 60 executes actuator holding control. That is, when the ECU 60 does not detect the start completion of the vehicle (when the vehicle is still stopped on an uphill or when the vehicle is starting), the actuator holding control is continued.

As described above, the clutch control device 60A of the motorcycle 1 of the above embodiment includes the normally open type clutch device 26, the clutch actuator 50 that supplies hydraulic pressure to the clutch device 26, the clutch actuator 50 and the clutch device 26. A main oil passage 53m (oil passage) that connects the , the one-way valve 53c1 permits the supply of hydraulic pressure from the clutch actuator 50 to the clutch device 26 and cuts off the supply of hydraulic pressure from the clutch device 26 to the clutch actuator 50, and by continuing to drive the clutch actuator 50, the clutch device The ECU 60 performs actuator holding control for holding the hydraulic pressure supplied to the clutch device 26 and valve holding control for holding the hydraulic pressure supplied to the clutch device 26 by closing the solenoid valve 56 after the clutch actuator 50 is driven. When a predetermined time has passed while the actuator hold control is maintained, the ECU 60 switches from the actuator hold control to the valve hold control.
According to this configuration, it is possible to reduce unnecessary supply of hydraulic pressure compared to the case where the actuator holding control is continued. Therefore, power consumption can be reduced.

In the above-described embodiment, when the ECU 60 detects that the vehicle is going uphill, the ECU 60 calculates the oil pressure necessary to maintain the stopped position with the half-clutch in accordance with the uphill situation. play.
It is possible to suppress the vehicle from lowering when the vehicle starts from an uphill condition. Therefore, it is possible to stably start the vehicle on a slope regardless of the skill of the driver.

In the above embodiment, the vehicle is further provided with the IMU 49 for detecting that the vehicle is in the uphill condition. , has the following effects.
By calculation based on the detection results of the IMU 49, it is possible to accurately calculate the hydraulic pressure required to maintain the stop position.

<Modification>
In the above embodiment, an example was given in which the ECU 60 switches from actuator hold control to valve hold control after a lapse of a predetermined time from detecting that the vehicle is in an uphill situation, but the present invention is not limited to this. For example, the ECU 60 may switch from the actuator hold control to the valve hold control after a predetermined time has elapsed after detecting that the vehicle is in a state other than an uphill stop.

In the above embodiment, the ECU 60, when detecting that the vehicle is on an uphill condition, calculates the hydraulic pressure necessary to maintain the vehicle stop position by half-engaging the clutch according to the uphill condition. However, it is not limited to this. For example, when the ECU 60 detects that the vehicle is going uphill, the ECU 60 does not need to calculate the hydraulic pressure required to maintain the vehicle stop position.

In the above-described embodiment, the ECU 60 switches from the actuator hold control to the valve hold control when the start of the vehicle is detected, but the present invention is not limited to this. For example, the ECU 60 may continue the actuator hold control after detecting the start of the vehicle.

In the above embodiment, an example in which the vehicle is further provided with the IMU 49 for detecting that the vehicle is in the uphill condition has been described, but the present invention is not limited to this. For example, the vehicle may not have IMU 49 .

In the above embodiment, an example was given in which the ECU 60 calculates the required oil pressure for maintaining the stop position based on the detection result of the IMU 49, but the present invention is not limited to this. For example, the ECU 60 may calculate the required oil pressure for maintaining the vehicle stop position based on parameters other than the detection result of the IMU 49 .

The present invention is not limited to the above-described embodiments. For example, the saddle type vehicle includes general vehicles in which the driver straddles the vehicle body, motorcycles (motorized bicycles and scooter vehicles). ), but also three-wheeled vehicles (including vehicles with one front wheel and two rear wheels, as well as vehicles with two front wheels and one rear wheel). Moreover, the present invention is applicable not only to motorcycles but also to four-wheeled vehicles such as automobiles.
The configuration in the above embodiment is an example of the present invention, and various modifications, such as replacing the constituent elements of the embodiment with known constituent elements, are possible without departing from the gist of the present invention.

1 Motorcycle (saddle type vehicle)
26 clutch device 50 clutch actuator (actuator)
53 main oil passage (oil passage)
53c1 One-way valve 56 Solenoid valve (valve mechanism)
60 ECU (control unit)
60A clutch control device 49 IMU (inertial measurement unit)

Claims (2)

a normally open type clutch device (26);
an actuator (50) that supplies hydraulic pressure to the clutch device (26);
an oil passage (53m) connecting the actuator (50) and the clutch device (26);
a valve mechanism (56) provided in the oil passage (53m) and capable of switching between an open state in which the oil passage (53m) is communicated and a closed state in which the oil passage (53m) is closed;
a one-way valve (53c1) that allows hydraulic pressure to be supplied from the actuator (50) to the clutch device (26) and blocks hydraulic pressure to be supplied from the clutch device (26) to the actuator (50);
actuator hold control for holding hydraulic pressure supplied to the clutch device (26) by continuing to drive the actuator (50); and closing the valve mechanism (56) after the actuator (50) is driven. a control unit (60) for performing valve holding control for holding the hydraulic pressure supplied to the clutch device (26) by
When the vehicle (1) stops, the control unit (60) stops power supply to both the actuator (50) and the valve mechanism (56),
When the control unit (60) detects that the vehicle (1) is in an uphill condition, the control unit (60) calculates the hydraulic pressure necessary to maintain the vehicle stop position with a half-clutch according to the uphill condition,
The control unit (60) detects that the vehicle (1) is in an uphill condition, and switches from the actuator hold control to the valve hold control when a predetermined time has elapsed while the actuator hold control is maintained,
The control unit (60) opens the valve mechanism (56) when the downstream hydraulic pressure rises to the upper limit holding hydraulic pressure (HP), and decreases the downstream hydraulic pressure to the lower limit holding hydraulic pressure (LP). A clutch control device for a saddle-ride type vehicle, characterized in that, when the clutch is closed, the hydraulic pressure on the upstream side is increased while the valve mechanism (56) is kept closed. further comprising an inertial measurement device (49) for detecting that the vehicle (1) is in the uphill situation;
The straddle-type vehicle according to claim 1 , wherein the control unit (60) calculates the hydraulic pressure required to maintain the vehicle stop position based on the detection result of the inertia measurement device (49). clutch controller.

Images