WO2020196045A1 - Clutch control device for saddle-type vehicle - Google Patents

Abstract

This clutch control device for a saddle-type vehicle is equipped with: a normally-open clutch device (26); an actuator (50) for supplying oil 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 the oil passage (53m) between an open state in which the oil passage (53m) is opened and a closed state in which the oil passage (53m) is closed; a one-way valve (53c1) for permitting the supplying of oil pressure from the actuator (50) to the clutch device (26) and blocking the supplying of oil pressure from the clutch device (26) to the actuator (50); and a control unit (60) for carrying out actuator holding control for continuing driving of the actuator (50) to maintain the oil pressure supplied to the clutch device (26) and valve holding control for placing the valve mechanism (56) in the closed state after driving of the actuator (50) to maintain the oil pressure supplied to the clutch device (26). When a prescribed time has elapsed while the actuator holding control is maintained, the control unit (60) switches from the actuator holding control to the valve holding control.

Description

Clutch control device for saddle-mounted vehicles

The present invention relates to a clutch control device for a saddle-mounted 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 by reference.

Conventionally, in a saddle-riding vehicle, a structure equipped with a so-called normally open type automatic clutch is known, which is in a connected state in which power can be transmitted when the actuator is operating and returns to a disconnected state in which power cannot be transmitted when the actuator is not operating. .. For example, the structure of Patent Document 1 is provided in 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. It includes a one-way valve and a control unit that controls an actuator and a solenoid valve. In Patent Document 1, in order to reduce the drive loss of the engine during traveling, the engaged state (connected state) of the hydraulic clutch is maintained by closing the solenoid valve after driving the actuator.

Japanese Patent Application Laid-Open No. 2017-166686

By the way, saddle-riding vehicles may stop on an uphill slope. If the actuator is continuously driven while the vehicle is stopped on an uphill (half-clutch is stopped), the supply of unnecessary hydraulic pressure may increase and the power consumption may increase.

Therefore, an object of the present invention is to suppress reduction of power consumption in a clutch control device for a saddle-riding vehicle.

As a means for solving the above problems, the aspect of the present invention has the following configuration.
(1) The clutch control device for a saddle-riding vehicle according to an aspect of the present invention includes a normally open type clutch device (26), an actuator (50) for supplying hydraulic pressure to the clutch device (26), and the actuator (50). An oil passage (53 m) connecting the 50) and the clutch device (26), a valve open state provided in the oil passage (53 m) and communicating the oil passage (53 m), and the oil passage (53 m). A valve mechanism (56) capable of switching between a closed valve state and a valve mechanism (56) that allows the actuator (50) to supply hydraulic pressure to the clutch device (26), and the actuator (50) from the clutch device (26). A one-way valve (53c1) that shuts off the supply of hydraulic pressure to the actuator (53c1), an actuator holding control that holds the hydraulic pressure supplied to the clutch device (26) by continuing to drive the actuator (50), and the actuator (50). ) Is driven, the valve mechanism (56) is closed to hold the hydraulic pressure supplied to the clutch device (26), and a control unit (60) is provided. When a predetermined time elapses while maintaining the actuator holding control, the control unit (60) switches from the actuator holding control to the valve holding control.

(2) In the clutch control device for the saddle-riding vehicle according to (1) above, when the control unit (60) detects that the vehicle (1) is in an uphill condition, it responds to the uphill condition. The oil pressure required to maintain the stopped position may be calculated by the half-clutch.

(3) The clutch control device for the saddle-riding vehicle according to (2) above is further provided with an inertial measurement unit (49) for detecting that the vehicle (1) is in the uphill condition, and the control is provided. The unit (60) may calculate the hydraulic pressure required to maintain the stopped position based on the detection result of the inertial measurement unit (49).

According to the clutch control device for the saddle-riding vehicle according to the above (1) of the present invention, the control unit switches from the actuator holding control to the valve holding control when a predetermined time elapses while maintaining the actuator holding control. , Has the following effects.
Compared with the case where the actuator holding control is continued, the unnecessary supply of hydraulic pressure can be reduced. Therefore, the power consumption can be reduced.

According to the clutch control device for a saddle-riding vehicle according to the above (2) of the present invention, when the control unit detects that the vehicle is in an uphill condition, the control unit stops with a half-clutch according to the uphill condition. By calculating the hydraulic pressure required to maintain the position, the following effects are achieved.
It is possible to prevent the vehicle from descending when the vehicle starts from an uphill situation. Therefore, stable start on a slope is possible regardless of the skill of the driver.

According to the clutch control device for a saddle-riding vehicle according to the above (3) of the present invention, an inertial measurement unit for detecting that the vehicle is in the uphill condition is further provided, and the control unit is an inertial measurement unit. By calculating the hydraulic pressure required to maintain the stopped position based on the detection result of, the following effects are obtained.
By calculation based on the detection result of the inertial measurement unit, the hydraulic pressure required to maintain the stopped position can be accurately calculated.

It is a left side view of the motorcycle of an embodiment. It is sectional drawing of the transmission and the change mechanism of embodiment. It is the schematic explanatory drawing of the clutch operation system including the clutch actuator of embodiment. It is a block diagram of the transmission system of an embodiment. It is a graph which shows the change of the supply hydraulic pressure of the clutch actuator of an embodiment. It is explanatory drawing which shows the transition of the clutch control mode of an embodiment. It is explanatory drawing of the vehicle body state in the uphill stop of the motorcycle of embodiment. It is explanatory drawing of the actuator holding control of embodiment. It is explanatory drawing of the valve holding control of an embodiment. It is a flowchart of the switching control between the actuator holding control and the valve holding control.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The orientations of the front, rear, left, right, etc. in the following description shall be the same as the orientations in the vehicle described below unless otherwise specified. Further, in the appropriate place in the figure used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upper part of the vehicle are shown.

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

The vehicle body frame 5 includes a head pipe 6, a main tube 7 extending downward and rearward from the head pipe 6 in the vehicle width direction (left-right direction) center, and left and right pivot frames 8 connected below the rear end portion of the main tube 7. It includes a tube 7 and a seat frame 9 connected to the rear of the left and right pivot frames 8. The front end portion of the swing arm 11 is pivotally supported on the left and right pivot frames 8 so as to be swingable. The 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. A front seat 19 and a rear seat cover 19a are supported side by side in front of and behind the seat frame 9 behind the fuel tank 18. The periphery of the seat frame 9 is covered with a rear cowl 9a.
Below the left and right main tubes 7, a power unit PU including the prime mover of the motorcycle 1 is suspended. The power unit PU is linked to the rear wheel 12 via, for example, a chain type transmission mechanism.

The power unit PU integrally has an engine (internal combustion engine, prime mover) 13 located on the front side thereof and a transmission 21 located on the rear side thereof. The engine 13 is, for example, a multi-cylinder engine in which the rotation axis of the crankshaft 14 is aligned in the vehicle width direction. The engine 13 includes a cylinder 16 that stands upward from the front portion of the crankcase 15. The rear portion of the crankcase 15 is a transmission case 17 that houses 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 straddling both shafts 22, 23. The counter shaft 23 constitutes an output shaft of the transmission 21 (power unit PU). The end of the counter shaft 23 projects to the rear left side of the crankcase 15. The protruding end of the counter shaft 23 is connected to the rear wheel 12 via a chain-type transmission mechanism including a drive sprocket 27 (see FIG. 1).

The transmission gear group 24 has gears corresponding to the number of gears supported by both shafts 22 and 23, respectively. The transmission 21 is of a constant meshing type in which the corresponding gear pairs of the shifting gear group 24 are always meshed between the shafts 22 and 23. The plurality of gears supported by the shafts 22 and 23 are classified into a free gear that can rotate with respect to the corresponding shaft and a slide gear (shifter) that is spline-fitted to the corresponding shaft. One of the free gear and the slide gear is provided with a dog that is convex in the axial direction, and the other is provided with a slot that is concave in the axial direction to engage the dog. That is, the transmission 21 is a so-called dog mission.

The main shaft 22 and the counter shaft 23 of the transmission 21 are arranged side by side 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 by supplying hydraulic pressure from the clutch actuator 50, and returns to a disengaged state in which power cannot be transmitted when the hydraulic pressure is not supplied from the clutch actuator 50.

The rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and is transmitted from the main shaft 22 to the counter shaft 23 via an arbitrary gear pair of the transmission gear group 24.
The clutch device 26 may include a back torque limiter. The back torque limiter mechanically reduces the clutch capacity when a back torque equal to or higher than a specified value acts on the cam mechanism provided in the clutch device 26.

A change mechanism 25 for switching gear pairs of the transmission gear group 24 is housed above the rear of the transmission 21. The change mechanism 25 includes a hollow cylindrical shift drum 36 substantially parallel to both shafts 22 and 23. A lead groove pattern is formed on the outer circumference of the shift drum 36. The change mechanism 25 operates a plurality of shift forks 36a according to the pattern of the lead groove by the rotation of the shift drum 36. 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 the shift drum 36. When the shift spindle 31 is rotated, the shift arm 31a fixed to the shift spindle 31 rotates the shift drum 36, and the shift fork 36a is moved in the axial direction according to the pattern of the lead groove. As a result, the gear pair capable of transmitting power in the transmission gear group 24 is switched (that is, the shift stage is switched).

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

As shown in FIG. 1, the front end portion of the shift pedal 32 is supported on the lower portion of the crankcase 15 so as to be vertically swingable via an axis along the left-right direction. At the rear end of the shift pedal 32, a pedal portion for hanging the toes of the driver placed on the step 32a is provided. The lower end of the link rod 34 is connected to the front-rear intermediate portion of the shift pedal 32.

Here, in the motorcycle 1, the driver only performs the shifting operation of the transmission 21 (foot operation of the shift pedal 32), and the clutch device 26 is automatically engaged and disconnected by electric control according to the operation of the shift pedal 32. The so-called semi-automatic transmission system (automatic clutch type transmission system) is adopted.

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

Detection information from the hydraulic sensors 57 and 58 (see FIG. 3), the shift operation detection switch (shift neutral switch) 48, and the gyro sensor 49 that detects the vehicle body condition (movement) is also input to the ECU 60. The gyro sensor 49 is an IMU (inertial measurement unit). The gyro sensor 49 outputs a signal corresponding to the acceleration component in the detection direction to the ECU 60. 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.

With reference to FIG. 3, the clutch actuator 50 can control the hydraulic pressure for connecting and disconnecting the clutch device 26 by controlling the operation by the ECU 60. 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 supply / discharge port 50p.
The ECU 60 calculates a target value of the hydraulic pressure supplied to the slave cylinder 28 (hereinafter, also referred to as “target hydraulic pressure”) for engaging and disengaging the clutch device 26 based on a preset calculation program. The ECU 60 controls the clutch control unit 50A so that the oil pressure on the slave cylinder 28 side (slave oil pressure) detected by the downstream oil pressure sensor 58 approaches the target oil pressure.

The master cylinder 51 strokes the piston 51b in the cylinder body 51a by driving the motor 52 so that the hydraulic oil in the cylinder body 51a can be supplied and discharged to the slave cylinder 28. In the figure, reference numeral 55 indicates a conversion mechanism as a ball screw mechanism, reference numeral 54 indicates a transmission mechanism straddling the motor 52 and the conversion mechanism 55, and reference numeral 51e indicates a reservoir connected to the master cylinder 51.

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 oil supply / exhaust passage) 53 m extending from the master cylinder 51 to the clutch device 26 side (slave cylinder 28 side). are doing. The 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 connects 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 in the direction from the upstream side to the downstream side. On the upstream side of the solenoid valve 56, an upstream oil pressure sensor 57 for detecting the oil pressure of the upstream oil passage 53a is provided. On the downstream side of the solenoid valve 56, a downstream oil pressure sensor 58 for detecting the oil pressure of the downstream oil passage 53b is provided.

As shown in FIG. 1, the clutch control unit 50A is housed in, for example, 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 a hydraulic pipe 53e (see FIG. 3).

As shown in FIG. 2, the slave cylinder 28 is coaxially arranged on the left side of the main shaft 22. The slave cylinder 28 presses the push rod 28a penetrating the inside of the main shaft 22 to the right when the hydraulic pressure is supplied from the clutch actuator 50. By pressing the push rod 28a to the right, the slave cylinder 28 operates the clutch device 26 in the connected state via the push rod 28a. When the hydraulic pressure supply is cut off, the slave cylinder 28 releases the pressure on 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 the hydraulic pressure supply, but power is consumed by that amount. 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 supplying hydraulic pressure to the clutch device 26 side. As a result, the supply hydraulic pressure to the clutch device 26 side is maintained, and the hydraulic pressure is supplemented by the pressure drop (recharges by the leak amount) to suppress energy consumption.

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

When the number of revolutions of the engine 13 is increased when the motorcycle 1 is started, 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 solenoid valve 56 in the valve open state. When the hydraulic pressure on the slave cylinder 28 side (downstream side) rises above the touch point hydraulic pressure TP, the clutch device 26 is started to be engaged, and the clutch device 26 is in a half-clutch state capable of transmitting a part of the power. As a result, the motorcycle 1 can start smoothly. This state corresponds to region B in FIG.
Eventually, when the difference between the input rotation and the output rotation of the clutch device 26 is reduced and the hydraulic pressure on the slave cylinder 28 side (downstream side) reaches the lower limit holding hydraulic pressure LP, the engagement of the clutch device 26 is completed and the driving force of the engine 13 is completed. Are all transmitted to the transmission 21. This state corresponds to region C in FIG.

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

When the hydraulic pressure on the slave cylinder 28 side (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. The generation of hydraulic pressure is stopped. That is, the hydraulic pressure on the upstream side is released to 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 generating hydraulic pressure in the master cylinder 51, enabling the motorcycle 1 to travel and suppressing power consumption.

Even when the solenoid valve 56 is closed, the hydraulic pressure on the downstream side gradually decreases (as shown in region D in FIG. 5) due to factors such as hydraulic pressure leakage and temperature decrease due to deformation of the seals of the solenoid valve 56 and the one-way valve 53c1. Leak). On the other hand, as in region E in FIG. 5, the hydraulic pressure on the downstream side may rise due to a temperature rise or the like. If the hydraulic pressure fluctuates on the downstream side, it can be absorbed by an accumulator (not shown), and the motor 52 and the solenoid valve 56 are not operated every time the hydraulic pressure fluctuates to increase the power consumption.
When the hydraulic pressure on the downstream side rises to the upper limit holding hydraulic pressure HP as in region E of FIG. 5, the solenoid valve 56 is gradually opened to the downstream side by reducing the power supply to the solenoid valve 56 or the like. Relieves the hydraulic pressure of the valve to the upstream side.

When the hydraulic pressure on the downstream side drops to the lower limit holding hydraulic pressure LP as in region F in FIG. 5, the solenoid valve 56 starts supplying power to the motor 52 while the valve is closed, and raises the hydraulic pressure on the upstream side. When the hydraulic pressure on the upstream side exceeds the hydraulic pressure on the downstream side, this hydraulic pressure is recharged to the downstream side via the bypass oil passage 53c and the one-way valve 53c1. When the hydraulic pressure on the downstream side reaches the upper limit holding hydraulic pressure HP, the power supply to the motor 52 is stopped to stop the generation of hydraulic pressure. As a result, the hydraulic pressure on the downstream side is maintained between the upper limit holding hydraulic pressure HP and the lower limit holding hydraulic pressure LP, and the clutch device 26 is maintained in the engaged state.

When the motorcycle 1 is stopped, both the power supply to the motor 52 and the solenoid valve 56 is 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 hydraulic pressure TP, and the clutch device 26 is in a non-engaged state. This state corresponds to the regions G and H in FIG.

<Clutch control mode>
As shown in FIG. 6, the clutch control device 60A of the present embodiment has three types of clutch control modes. The clutch control mode is a clutch control mode changeover switch 59 (FIG. 4) between three modes: an auto mode M1 for automatic control, a manual mode M2 for manual operation, and a manual intervention mode M3 for temporary manual operation. (See) and the clutch lever 4b (see FIG. 1) are operated to make appropriate transitions. The 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 the clutch capacity suitable for the running state by automatic start / shift control. The manual mode M2 is a mode in which the clutch capacity is calculated in response to a clutch operation instruction by the occupant to control the clutch device 26. The manual intervention mode M3 is a temporary manual operation mode in which the clutch operation instruction from the occupant is received during the auto mode M1, the clutch capacity is calculated from the clutch operation instruction, and the clutch device 26 is controlled. It is set to return to the auto mode M1 when the occupant stops (completely releases) the operation of the clutch lever 4b during the manual intervention mode M3.

The clutch control device 60A of the present embodiment drives a motor to generate clutch control hydraulic pressure, and when the system is started, control is started from a clutch-off state (disengaged state) in auto mode M1. Further, the clutch control device 60A is set to return to the clutch off in the auto mode M1 because the clutch operation is not required when the engine 13 is stopped.

The auto mode M1 basically performs clutch control automatically, and enables the motorcycle 1 to run without lever operation. In the auto mode M1, the clutch capacity is controlled by the throttle opening, the engine speed, the vehicle speed, and the shift sensor output. As a result, the motorcycle 1 can be started without being stalled only by the throttle operation, and the speed can be changed only by the shift operation. However, the clutch device 26 may be automatically disengaged at an extremely low speed equivalent to idling. Further, in the auto mode M1, the manual intervention mode M3 is set by grasping the clutch lever 4b, and the clutch device 26 can be arbitrarily disengaged.

On the other hand, in the manual mode M2, the clutch capacity is controlled by the lever operation by the occupant. The auto 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. The clutch control device 60A may include an indicator indicating that the lever operation is effective at the time of transition to the manual system M2A (manual mode M2 or manual intervention mode M3).

In the manual mode M2, the clutch is basically controlled manually, and the clutch hydraulic pressure can be controlled according to the operating angle of the clutch lever 4b. As a result, the engagement and disengagement of the clutch device 26 can be controlled at the will of the occupant, and the clutch device 26 can be connected and traveled even at an extremely low speed equivalent to idling. However, depending on the lever operation, the engine may stall, and automatic starting is not possible only by operating the throttle. Even in the manual mode M2, the clutch control automatically intervenes during the shift operation.

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

<Control of switching hydraulic pressure retention while stopped uphill>
Next, the hydraulic pressure holding switching control of the clutch device of the motorcycle of the present embodiment will be described.
In the present embodiment, after a predetermined time has elapsed while maintaining the actuator holding control, the control of hydraulic pressure holding of the clutch device 26 (slave cylinder 28 side) is switched from the actuator holding control to the valve holding control.

FIG. 7 is an explanatory diagram of a vehicle body condition while the motorcycle of the embodiment is stopped uphill.
An uphill stop means stopping the vehicle on an uphill. For example, an uphill stop is not only when the vehicle is 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) to the extent that the vehicle does not lower using a half-clutch. ) Is generated and stopped.

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

FIG. 8 is an explanatory diagram of the actuator holding control of the embodiment.
The actuator holding control means a control for holding 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 the actuator holding control, the ECU 60 holds the hydraulic pressure supplied to the clutch device 26 (slave cylinder 28 side) by continuing to energize the motor 52. In FIG. 8, the hatch portion shows an oil passage in which a predetermined hydraulic pressure is applied by actuator holding control.

FIG. 9 is an explanatory diagram of the valve holding control of the embodiment.
The valve holding control means a control for holding the hydraulic pressure supplied to the clutch device 26 (slave cylinder 28 side) by closing the solenoid valve 56 after driving the clutch actuator 50. The ECU 60 supplies electric power to the solenoid valve 56 to close the solenoid valve 56, stops the electric power supply to the motor 52, and stops the generation of hydraulic pressure. When executing the valve holding control, the ECU 60 keeps 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, the hatch portion shows an oil passage in which a predetermined hydraulic pressure is applied by valve holding control.

An example of switching control between the actuator holding control and the valve holding 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 on an uphill condition). 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 the threshold value. If YES in step S1 (the IMU detection result is equal to or greater than the threshold value) (when the vehicle is stopped uphill), the process proceeds to step S2. If NO (the IMU detection result is less than the threshold value) in step S1 (when the vehicle is not stopped uphill), the process proceeds to step S6.

In step S2, the ECU 60 has the hydraulic pressure required to maintain the stopped position by the half-clutch according to the uphill condition (for example, the uphill inclination angle, vehicle weight, occupant weight, suspension state, etc.) (hereinafter, “stop position”). Also called "required hydraulic pressure") is calculated. That is, when the ECU 60 detects that the vehicle is stopped uphill, the ECU 60 calculates the required hydraulic pressure for the stop position. After step S2, the process proceeds to step S3.

In step S3, the ECU 60 counts the timer. For example, the ECU 60 calculates the elapsed time after the calculation of the required hydraulic pressure at the stop position after the determination of YES (the vehicle is stopped 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 (timer has expired) in step S4, the process proceeds to step S7. If NO (timer has not expired) in step S4, the process proceeds to step S5.

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

In step S7, the ECU 60 executes valve holding control (allows valve holding control). That is, the ECU 60 detects that the vehicle is stopped uphill, and switches from the actuator holding control to the valve holding control after a lapse of a predetermined time (for example, after a lapse of several seconds or more). In other words, when the ECU 60 causes a creep phenomenon and the vehicle is stopped for a longer time than a predetermined time, the ECU 60 switches to valve holding control for motor protection and power consumption reduction.

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 vehicle speed and the engine speed are equal to or higher than a predetermined value. If YES (rear wheel vehicle speed and engine speed are equal to or higher than the predetermined values) in step S6 (when the start completion condition is satisfied), the process proceeds to step S7. If NO (rear wheel vehicle speed and engine speed are less than predetermined values) in step S6 (when the start completion condition is not satisfied), the process proceeds to step S8.

In step S7, the ECU 60 executes valve holding control. That is, when the ECU 60 detects that the vehicle has started, the ECU 60 switches from the actuator holding control to the valve holding control.

In step S8, the ECU 60 executes the actuator holding control. That is, when the ECU 60 does not detect the completion of the start of the vehicle (when the vehicle is still stopped uphill or 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 a normally open type clutch device 26, a clutch actuator 50 that supplies hydraulic pressure to the clutch device 26, and a clutch actuator 50 and a clutch device 26. A solenoid valve 56 that is provided in the main oil passage 53m and can switch between a valve open state in which the main oil passage 53m is communicated with the main oil passage 53m (oil passage) and a valve closed state in which the main oil passage 53m is closed. The one-way valve 53c1 that allows the supply of hydraulic pressure from the clutch actuator 50 to the clutch actuator 26 and shuts off the supply of hydraulic pressure from the clutch actuator 50 to the clutch actuator 50, and the clutch actuator by continuing to drive the clutch actuator 50. The ECU 60 performs actuator holding control for holding the hydraulic pressure supplied to 26 and valve holding control for holding the hydraulic pressure supplied to the clutch device 26 by closing the solenoid valve 56 after driving the clutch actuator 50. When a predetermined time elapses while maintaining the actuator holding control, the ECU 60 switches from the actuator holding control to the valve holding control.
According to this configuration, it is possible to reduce the unnecessary supply of hydraulic pressure as compared with the case where the actuator holding control is continued. Therefore, the power consumption can be reduced.

In the above embodiment, when the ECU 60 detects that the vehicle is in an uphill condition, the ECU 60 calculates the hydraulic pressure required to maintain the stopped position by the half-clutch according to the uphill condition, thereby achieving the following effects. Play.
It is possible to prevent the vehicle from descending when the vehicle starts from an uphill situation. Therefore, stable start on a slope is possible regardless of the skill of the driver.

In the above embodiment, the IMU 49 for detecting that the vehicle is in the uphill condition is further provided, and the ECU 60 calculates the hydraulic pressure required to maintain the stopped position based on the detection result of the IMU 49. , Has the following effects.
The oil pressure required to maintain the stopped position can be accurately calculated by the calculation based on the detection result of the IMU49.

<Modification example>
In the above embodiment, the ECU 60 has been described with reference to an example of switching from the actuator holding control to the valve holding control after a lapse of a predetermined time after detecting that the vehicle is in an uphill condition, but the present invention is not limited to this. For example, the ECU 60 may switch from the actuator holding control to the valve holding control after a lapse of a predetermined time after detecting that the vehicle is in a vehicle body condition other than an uphill stop.

In the above embodiment, when the ECU 60 detects that the vehicle is in an uphill condition, the ECU 60 gives an example of calculating the hydraulic pressure required to maintain the stopped position by the half-clutch according to the uphill condition. However, it is not limited to this. For example, when the ECU 60 detects that the vehicle is in an uphill condition, it does not have to calculate the hydraulic pressure required to maintain the stopped position.

In the above embodiment, when the ECU 60 detects the start of the vehicle, the actuator holding control is switched to the valve holding control, but the present invention is not limited to this. For example, the ECU 60 may continue the actuator holding control after detecting the start of the vehicle.

In the above embodiment, an example in which the IMU49 for detecting that the vehicle is in the uphill condition is further provided has been described, but the present invention is not limited to this. For example, the vehicle may not be equipped with the IMU49.

In the above embodiment, the ECU 60 has been described with an example of calculating the hydraulic pressure required to maintain the stop position based on the detection result of the IMU49, but the present invention is not limited to this. For example, the ECU 60 may calculate the hydraulic pressure required to maintain the stop position based on parameters other than the detection result of the IMU 49.

The present invention is not limited to the above embodiment. For example, the saddle-riding vehicle includes a general vehicle in which a driver straddles a vehicle body, and is a motorcycle (motorized bicycle and scooter-type vehicle). (Including), but also three-wheeled vehicles (including front two-wheeled and rear one-wheeled vehicles in addition to front one-wheeled and rear two-wheeled vehicles). Further, the present invention can be applied 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 can be made without departing from the gist of the present invention, such as replacing the components of the embodiment with well-known components.

1 Motorcycle (saddle-riding vehicle)
26 Clutch device 50 Clutch actuator (actuator)
53 Main oil channel (oil channel)
53c1 One-way valve 56 Solenoid valve (valve mechanism)
60 ECU (control unit)
60A Clutch control device 49 IMU (Inertial measurement unit)

Claims (3)

1. Normal open type clutch device (26) and
   An actuator (50) that supplies hydraulic pressure to the clutch device (26) and
   An oil passage (53 m) connecting the actuator (50) and the clutch device (26),
   A valve mechanism (56) provided in the oil passage (53 m) and capable of switching between a valve open state for communicating the oil passage (53 m) and a valve closed state for closing the oil passage (53 m).
   A one-way valve (53c1) that allows the supply of hydraulic pressure from the actuator (50) to the clutch device (26) and shuts off the supply of hydraulic pressure from the clutch device (26) to the actuator (50).
   The actuator holding control for holding the hydraulic pressure supplied to the clutch device (26) by continuing the driving of the actuator (50) and the valve mechanism (56) being closed after the actuator (50) is driven. A valve holding control for holding the hydraulic pressure supplied to the clutch device (26) and a control unit (60) for performing the valve holding control are provided.
   The control unit (60) is a clutch control device for a saddle-mounted vehicle, which switches from the actuator holding control to the valve holding control when a predetermined time elapses while maintaining the actuator holding control.
2. When the control unit (60) detects that the vehicle (1) is in an uphill condition, the control unit (60) calculates the hydraulic pressure required to maintain the stopped position by the half-clutch according to the uphill condition. The clutch control device for a saddle-riding vehicle according to claim 1.
3. Further equipped with an inertial measurement unit (49) for detecting that the vehicle (1) is in the uphill condition,
   The saddle-riding vehicle according to claim 2, wherein the control unit (60) calculates the hydraulic pressure required to maintain the stopped position based on the detection result of the inertial measurement unit (49). Clutch control device.

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