WO2024194918A1 - クラッチ制御装置 - Google Patents

クラッチ制御装置 Download PDF

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Publication number
WO2024194918A1
WO2024194918A1 PCT/JP2023/010565 JP2023010565W WO2024194918A1 WO 2024194918 A1 WO2024194918 A1 WO 2024194918A1 JP 2023010565 W JP2023010565 W JP 2023010565W WO 2024194918 A1 WO2024194918 A1 WO 2024194918A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
side release
release shaft
shaft
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2023/010565
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
惇也 小野
貴志 工藤
靖司 藤本
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to CN202380095583.8A priority Critical patent/CN120958254A/zh
Priority to PCT/JP2023/010565 priority patent/WO2024194918A1/ja
Priority to JP2025507899A priority patent/JP7847716B2/ja
Priority to EP23928503.4A priority patent/EP4660474A4/en
Publication of WO2024194918A1 publication Critical patent/WO2024194918A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D28/00—Electrically-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms

Definitions

  • the present invention relates to a clutch control device.
  • Patent Document 1 discloses a configuration in which the clutch actuator motor, which is the driving force source for switching the clutch on and off, is housed in a first motor case and attached to the outer surface of the sprocket cover in the vehicle width direction.
  • the clutch actuator In order to make the entire power unit in which the clutch control device is installed compact, it is desirable to place the clutch actuator close to the clutch push rod.
  • the clutch actuator may come into contact with the driver's legs, causing discomfort to the driver.
  • the area around the motor of the clutch actuator tends to be thick, making it easy for it to come into contact with the driver's legs. Therefore, in conventional clutch control devices, there is room for improvement in terms of increasing the freedom of placement of the clutch actuator.
  • the present invention provides a clutch control device that can improve the freedom of placement of the clutch actuator. Furthermore, the present application aims to improve operability by enabling the clutch actuator to be placed compactly. This will ultimately further improve traffic safety and contribute to the development of a sustainable transportation system.
  • the clutch control device comprises a clutch actuator (60) having a motor (61) that outputs a driving force for actuating the clutch device (40), a clutch operator through which the clutch is operated by the occupant, and a release mechanism (51, 151) that actuates the clutch device (40) upon receiving input from at least one of the clutch actuator (60) and the clutch operator, and the release mechanism (51, 151) comprises a control side release shaft (56) supported by the clutch actuator (60) and that rotates upon receiving input from the motor (61), and a plurality of clutch side release shafts that rotate together upon receiving the rotation of the control side release shaft (56).
  • the clutch side release shaft group (57, 157) has a lifter shaft (57A, 57B, 57C, 157A, 157B) and is releasably engaged with the control side release shaft (56), and a lifter shaft (52) extends in the axial direction, engages with the first clutch side release shaft (57A, 157A) of the clutch side release shafts (57A, 57B, 57C, 157A, 157B), and displaces in the axial direction when the clutch side release shaft group (57, 157) rotates to cause the clutch device (40) to operate, and the clutch side release shafts (57A, 57B, 57C, 157A, 157B) are arranged with their central axes offset from each other.
  • the clutch side release shaft group including the clutch side release shaft that engages with the control side release shaft it is possible to arbitrarily set the position of the clutch actuator including the control side release shaft relative to the lifter shaft. Therefore, the degree of freedom in the arrangement of the clutch actuator can be improved.
  • the clutch control device is the clutch control device according to the first aspect, wherein the release mechanism (151) has a manual side release shaft (155) that is releasably engaged with the clutch side release shaft group (157) and rotates in response to the driver's operating force, the multiple clutch side release shafts (157A, 157B) rotate integrally by individually receiving the rotation of the manual side release shaft (155) and the rotation of the control side release shaft (156), and the release mechanism (151) may have a reduction gear train (181) that reduces the speed of the rotation of the manual side release shaft (155) and transmits it to the first clutch side release shaft (157A).
  • the clutch control device is the clutch control device according to the first aspect, wherein the release mechanism (51) has a manual side release shaft (55) that is releasably engaged with the clutch side release shaft group (57) and rotates in response to the driver's operating force, and the multiple clutch side release shafts (57A, 57B, 57C) rotate together by individually receiving the rotation of the manual side release shaft (55) and the rotation of the control side release shaft (56), and the manual side release shaft (55) may be arranged coaxially with the first clutch side release shaft (57A) and directly engaged with the first clutch side release shaft (57A).
  • the manual release shaft is directly connected to the first clutch release shaft without going through gears or the like, so that when operating the clutch device, the driver can rotate the manual release shaft with a direct operational feel. This improves the operability of manually engaging and disengaging the clutch device.
  • the clutch control device is a clutch control device according to any one of the first to third aspects described above, wherein the clutch side release shaft group (57) may further include a second clutch side release shaft (57B) that engages with the control side release shaft (56), and a third clutch side release shaft (57C) that transmits the rotation of the second clutch side release shaft (57B) to the first clutch side release shaft (57A).
  • the clutch side release shaft group (57) may further include a second clutch side release shaft (57B) that engages with the control side release shaft (56), and a third clutch side release shaft (57C) that transmits the rotation of the second clutch side release shaft (57B) to the first clutch side release shaft (57A).
  • the clutch side release shaft group has only two clutch side release shafts, it is possible to position the clutch actuator including the control side release shaft at a position farther away from the lifter shaft. Therefore, the degree of freedom in positioning the clutch actuator can be further improved.
  • the clutch control device may be a clutch control device according to any one of the first to fourth aspects, and may include a shaft holding member (82, 182) that is arranged outside the clutch actuator (60) and holds at least one clutch side release shaft other than the first clutch side release shaft (57A, 157A) among the clutch side release shaft group (57, 157), and a shaft cover portion (30) that covers the first clutch side release shaft (57A, 157A).
  • the shaft holding member is disposed integrally with the clutch side release shaft group outside the clutch actuator, so that the shaft holding member is also covered by the shaft cover portion that covers the first clutch side release shaft. This allows the shaft holding member to be sealed together with the first clutch side release shaft, so no additional oil seal structure is required and the increase in the number of parts can be kept to a minimum.
  • the above clutch control device allows for greater freedom in the placement of the clutch actuator.
  • FIG. 1 is a right side view of a motorcycle according to an embodiment.
  • FIG. 2 is a cross-sectional view showing a portion of the power unit according to the embodiment.
  • 1 is a cross-sectional view showing a clutch control device according to a first embodiment.
  • FIG. 2 is a perspective view showing a shaft holding member of the first embodiment.
  • FIG. 2 is a block diagram of the transmission system according to the first embodiment.
  • 5 is an explanatory diagram showing a transition of a clutch control mode of the motorcycle according to the first embodiment.
  • FIG. FIG. 4 is a cross-sectional view showing a clutch control device according to a second embodiment.
  • FIG. 11 is a perspective view showing a shaft holding member of a second embodiment.
  • FIG. 1 is a right side view of a motorcycle according to an embodiment.
  • the motorcycle 1 of this embodiment is an example of a saddle-ride type vehicle.
  • the motorcycle 1 includes a front wheel 2, a rear wheel 3, a body frame 10, a power unit 20, and a clutch control device 50.
  • the body frame 10 includes a head pipe 11, a main frame 12, a pivot frame 13, etc., which are joined together by welding or the like.
  • the head pipe 11 is provided at the front end of the body frame 10.
  • the head pipe 11 supports the steering stem of the front wheel suspension 4.
  • the front wheel 2 is supported by the front wheel suspension 4.
  • the main frame 12 extends rearward and downward from the head pipe 11.
  • the pivot frame 13 extends downward from the rear end of the main frame 12.
  • the front end of the swing arm 5 is supported at the bottom of the pivot frame 13 so that it can swing.
  • the rear wheel 3 is supported at the rear end of the swing arm 5. Note that the body frame 10 is not limited to the above configuration.
  • a fuel tank 18 is disposed above the main frame 12.
  • a seat 19 is disposed behind the fuel tank 18.
  • a knee-grip portion 18a is formed at the rear of the fuel tank 18, recessed inward in the vehicle width direction.
  • the knee-grip portions 18a are formed on both the left and right sides of the fuel tank 18.
  • the knee-grip portions 18a are formed so as to be positioned on the inside of the left and right knees of the driver seated on the seat 19.
  • a step 18b is disposed below the seat 19. The driver places his or her feet on the step 18b.
  • the power unit 20 is supported on the body frame 10 so that it cannot be displaced relative to the vehicle.
  • the power unit 20 integrally comprises an engine 21, a transmission 25, and a clutch device 40.
  • the engine 21 is provided at the front of the power unit 20.
  • the transmission 25 is provided at the rear of the power unit 20.
  • the engine 21 comprises a crankshaft extending in the vehicle width direction, a crankcase 22 that houses the crankshaft, and a cylinder 23 that stands upward and forward from the crankcase 22.
  • the crankcase 22 is disposed below the main frame 12 in a side view.
  • the cylinder 23 is integrally connected to the crankcase 22.
  • a piston is fitted within the cylinder 23. The reciprocating motion of the piston is converted into the rotational motion of the crankshaft via a connecting rod.
  • the crankcase 22 is made of metal.
  • FIG. 2 is a cross-sectional view showing a part of the power unit according to the embodiment.
  • the transmission 25 is housed in the rear of the crankcase 22.
  • the rear of the crankcase 22 also serves as a transmission case 22a that houses the transmission 25.
  • the transmission 25 is a stepped transmission having a main shaft 26 and a countershaft 27 rotatably supported by the transmission case 22a, a group of speed change gears 28 that straddle the main shaft 26 and the countershaft 27, and a change mechanism 29 that switches the gear pairs used for power transmission between the main shaft 26 and the countershaft 27 in the group of speed change gears 28.
  • the main shaft 26 and the countershaft 27 each extend in the vehicle width direction.
  • the countershaft 27 constitutes the output shaft of the power unit 20.
  • the countershaft 27 protrudes to the left of the transmission case 22a and is coupled to a drive sprocket.
  • the rotation of the countershaft 27 is transmitted from the left side of the transmission case 22a to the rear wheel 3 via a chain drive type power transmission mechanism.
  • the main shaft 26 and counter shaft 27 are arranged side by side behind the crankshaft.
  • a clutch device 40 is connected to the right end of the main shaft 26. The rotational power of the crankshaft is transmitted to the main shaft 26 via the clutch device 40, and is transmitted from the main shaft 26 to the counter shaft 27 via any gear pair of the transmission gear set 28.
  • the change mechanism 29 is housed in the transmission case 22a.
  • the change mechanism 29 has a hollow cylindrical shift drum 29b that is parallel to the main shaft 26 and the counter shaft 27.
  • the change mechanism 29 operates a plurality of shift forks 29c by the rotation of the shift drum 29b.
  • the shift forks 29c operate according to the pattern of lead grooves formed on the outer periphery of the shift drum 29b.
  • the change mechanism 29 switches the gear pairs used for power transmission between the main shaft 26 and the counter shaft 27 in the transmission gear group 28 by the operation of the shift forks 29c.
  • a clutch cover 30 is connected to the transmission case 22a.
  • the clutch cover 30 is located to the right of the transmission case 22a and is connected to the crankcase 22.
  • the clutch cover 30 is located on an extension of the main shaft 26.
  • a clutch chamber is defined between the clutch cover 30 and the crankcase 22.
  • a shaft insertion portion 36 through which the release shaft 53 is inserted is formed in the clutch cover 30 (see Figure 3).
  • the clutch device 40 is a multi-plate friction clutch that connects and disconnects the power transmission between the crankshaft of the engine 21 and the main shaft 26 of the transmission 25.
  • the clutch device 40 is disposed in a clutch chamber between the clutch cover 30 and the crankcase 22.
  • the clutch device 40 is a wet multi-plate clutch in which multiple clutch plates 43 are stacked in the axial direction.
  • the clutch device 40 includes a clutch outer 41, a clutch center 42, and multiple clutch plates 43.
  • the clutch outer 41 is driven by constant transmission of rotational power from the crankshaft.
  • the clutch center 42 is disposed within the clutch outer 41 and is supported by the main shaft 26 so as to be rotatable integrally therewith.
  • a plurality of clutch plates 43 are stacked between the clutch outer 41 and the clutch center 42. The plurality of clutch plates 43 frictionally engage the clutch outer 41 and the clutch center 42.
  • a pressure plate 44 of approximately the same diameter as the clutch plates 43 is disposed to the right (outside in the vehicle width direction) of the stacked clutch plates 43.
  • the pressure plate 44 is urged leftward by the elastic load of a clutch spring 45, causing the stacked clutch plates 43 to press together (frictionally engage). This places the clutch device 40 in a connected state that allows power transmission.
  • the clutch device 40 is a normally closed clutch that is normally in a connected state when there is no external input.
  • the clutch plates 43 are released from the pressure contact (frictional engagement) by the operation of a release mechanism 51 inside the clutch cover 30.
  • the release mechanism 51 is operated by at least one of the following: the operation of the clutch lever (clutch operator) by the occupant, and the application of torque by the clutch actuator 60.
  • the clutch control device 50 of the first embodiment includes a release mechanism 51 and a clutch actuator 60 that outputs a driving force for actuating the clutch device 40.
  • the release mechanism 51 includes a lifter shaft 52 and a release shaft 53.
  • the lifter shaft 52 has a central axis that is aligned along the vehicle width direction.
  • the lifter shaft 52 is held within the right side of the main shaft 26 so that it can move back and forth in the vehicle width direction.
  • the release shaft 53 is arranged so that it can rotate relative to the clutch cover 30.
  • FIG. 3 is a cross-sectional view showing the clutch control device of the first embodiment. Note that FIG. 3 shows a cross section including the rotation axis of each rotor of the clutch actuator 60.
  • the release shaft 53 is divided into multiple elements so that it can rotate by separately receiving input from the clutch actuator 60 and input by the driver's operation.
  • Each of the multiple elements of the divided release shaft 53 has a central axis along a direction perpendicular to the vehicle width direction and is arranged parallel to each other.
  • the axial direction of the release shaft will be simply referred to as the axial direction.
  • the direction rotating around the axis along the axial direction will be referred to as the circumferential direction.
  • the release shaft 53 includes a manual side release shaft 55 that rotates in response to the operating force of the driver, a control side release shaft 56 that rotates in response to input from the motor 61 of the clutch actuator 60, and a clutch side release shaft group 57 having multiple clutch side release shafts 57A-57C that rotate together by individually receiving the rotation of the manual side release shaft 55 and the rotation of the control side release shaft 56.
  • the clutch side release shaft group 57 rotates together when it receives the rotation of the manual side release shaft 55 alone and when it receives the rotation of the control side release shaft 56 alone.
  • the manual side release shaft 55 is cylindrical. The lower part of the manual side release shaft 55 is located inside the clutch cover 30.
  • the manual side release shaft 55 is supported by the clutch cover 30 so as to be rotatable.
  • the upper end of the manual side release shaft 55 protrudes outward from the clutch cover 30.
  • the driven clutch lever 58 is supported by the upper end of the manual side release shaft 55 so as to be rotatable together with the clutch lever.
  • the driven clutch lever 58 is connected to the clutch lever via an operating cable.
  • a return spring is attached to the driven clutch lever 58. The return spring applies a biasing force to the driven clutch lever 58 in the opposite direction to the rotation caused by the operation of the clutch lever (rotation in the clutch disengagement direction).
  • the control side release shaft 56 is cylindrical.
  • the control side release shaft 56 is located inside the unit case 70 of the clutch actuator 60.
  • the control side release shaft 56 is rotatably supported by the unit case 70.
  • the control side release shaft 56 is provided with a control side engaged portion 56a that extends in the axial direction.
  • the control side engaged portion 56a is formed in a sector-shaped cross section.
  • the clutch side release shaft group 57 has a plurality of clutch side release shafts 57A-57C that are rotatably arranged relative to the clutch cover 30.
  • the plurality of clutch side release shafts 57A-57C are a first clutch side release shaft 57A, a second clutch side release shaft 57B, and a third clutch side release shaft 57C.
  • the first clutch side release shaft 57A is cylindrical.
  • the first clutch side release shaft 57A is located inside the clutch cover 30 and is covered by the clutch cover 30.
  • the first clutch side release shaft 57A is rotatably supported by the clutch cover 30.
  • the first clutch side release shaft 57A is arranged coaxially with the manual side release shaft 55.
  • An eccentric cam portion 54 is formed on the lower portion of the first clutch side release shaft 57A.
  • the eccentric cam portion 54 engages with the right end portion of the lifter shaft 52 (see FIG. 2).
  • the first clutch side release shaft 57A rotates around its central axis, and the eccentric cam portion 54 moves the lifter shaft 52 to the right.
  • the lifter shaft 52 is capable of reciprocating integrally with the pressure plate 44 of the clutch device 40. Therefore, when the lifter shaft 52 moves to the right, the pressure plate 44 moves to the right against the biasing force of the clutch spring 45. This releases the frictional engagement between the stacked clutch plates 43. This causes the normally closed clutch device 40 to enter a disconnected state in which power cannot be transmitted.
  • a lower return spring is attached to the lower end portion of the first clutch side release shaft 57A. The lower return spring applies a biasing force to the first clutch side release shaft 57A in the direction opposite to the rotation in the clutch disengagement direction.
  • the upper part of the first clutch side release shaft 57A axially wraps around the lower part of the manual side release shaft 55 and faces it in the circumferential direction.
  • the first clutch side release shaft 57A directly engages with the manual side release shaft 55 without going through a transmission mechanism such as a gear, and can rotate together in the same phase.
  • the first clutch side release shaft 57A rotates by receiving the rotation of the manual side release shaft 55.
  • the first clutch side release shaft 57A can rotate independently from the manual side release shaft 55 within a predetermined range.
  • the second clutch side release shaft 57B is arranged parallel to the first clutch side release shaft 57A with its central axis offset.
  • the second clutch side release shaft 57B is arranged forward of the first clutch side release shaft 57A.
  • the second clutch side release shaft 57B is arranged coaxially with the control side release shaft 56.
  • the lower part of the second clutch side release shaft 57B is located inside the clutch cover 30 and is covered by the clutch cover 30.
  • the second clutch side release shaft 57B is rotatably supported by the clutch cover 30.
  • the upper part of the second clutch side release shaft 57B protrudes outward from the clutch cover 30 through the shaft insertion portion 36 of the clutch cover 30.
  • the upper part of the second clutch side release shaft 57B faces inside the gear case 71 of the clutch actuator 60.
  • An engagement portion 57a extending in the axial direction is provided at the upper end of the second clutch side release shaft 57B.
  • the engagement portion 57a is formed in a sector shape in cross section.
  • the engagement portion 57a laps the control side engaged portion 56a of the control side release shaft 56 in the axial direction and faces each other in the circumferential direction.
  • the second clutch side release shaft 57B directly engages with the control side release shaft 56 without going through a transmission mechanism such as a gear, and can rotate together in the same phase.
  • the second clutch side release shaft 57B rotates by receiving the rotation of the control side release shaft 56.
  • the engagement portion 57a is spaced apart from the control side engaged portion 56a in the circumferential direction.
  • the third clutch side release shaft 57C is disposed between the second clutch side release shaft 57B and the first clutch side release shaft 57A.
  • the central axes of the third clutch side release shaft 57C, the second clutch side release shaft 57B, and the first clutch side release shaft 57A are aligned on the same straight line extending in the front-rear direction when viewed in the axial direction.
  • the third clutch side release shaft 57C is located inside the clutch cover 30 and is covered by the clutch cover 30.
  • the third clutch side release shaft 57C is formed in a cylindrical shape.
  • a support shaft 80 is inserted inside the third clutch side release shaft 57C.
  • the third clutch side release shaft 57C is rotatably supported by the support shaft 80.
  • the support shaft 80 is located inside the clutch cover 30. The upper end of the support shaft 80 is supported by the clutch cover 30.
  • the release mechanism 51 has a gear train 81 that transmits the rotation of the second clutch side release shaft 57B to the first clutch side release shaft 57A.
  • the gear train 81 is arranged inside the clutch cover 30.
  • the gear train 81 includes a front stage gear 81a that rotates integrally with the second clutch side release shaft 57B, an intermediate gear 81b that rotates integrally with the third clutch side release shaft 57C, and a rear stage gear 81c that rotates integrally with the first clutch side release shaft 57A.
  • the front stage gear 81a is formed integrally with the second clutch side release shaft 57B.
  • the front stage gear 81a meshes with the intermediate gear 81b.
  • the intermediate gear 81b is formed on the outer circumferential surface of the third clutch side release shaft 57C.
  • the intermediate gear 81b meshes with the rear stage gear 81c.
  • the rear gear 81c is formed integrally with the upper end of the first clutch side release shaft 57A.
  • FIG. 4 is a perspective view showing the shaft holding member of the first embodiment.
  • the second clutch side release shaft 57B and the support shaft 80 are supported by a shaft holding member 82 inside the clutch cover 30.
  • the shaft holding member 82 includes a first cylindrical portion 82a that supports the lower end of the second clutch side release shaft 57B, a second cylindrical portion 82b that supports the lower end of the support shaft 80, and a fastening portion 82c that is fastened to the clutch cover 30 or the crankcase 22.
  • the first cylindrical portion 82a and the second cylindrical portion 82b are aligned in the front-rear direction corresponding to the positional relationship of the second clutch side release shaft 57B and the support shaft 80, and are formed integrally with each other.
  • the fastening portion 82c is formed integrally with the first cylindrical portion 82a and the second cylindrical portion 82b, and extends downward from the first cylindrical portion 82a and the second cylindrical portion 82b. Through holes through which bolts are inserted are formed aligned in the front-rear direction in the fastening portion 82c.
  • the clutch actuator 60 controls the operating torque applied to the release shaft 53 to engage and disengage the clutch device 40.
  • the clutch actuator 60 is attached to the top of the clutch cover 30.
  • the clutch actuator 60 includes a motor 61 as a drive source, a reduction mechanism 62 that transmits the drive force of the motor 61 to the release shaft 53, and a unit case 70 that houses the motor 61 and the reduction mechanism 62.
  • the motor 61 is, for example, a DC motor.
  • the motor 61 is arranged so that the rotation axis of the rotor is aligned with the axial direction of the release shaft 53.
  • the motor 61 is arranged so that its rotation shaft 61a protrudes upward and downward.
  • a single clutch actuator 60 is equipped with a pair of motors 61.
  • the pair of motors 61 are aligned in the front-to-rear direction. Control of the pair of motors 61 will be described later.
  • the reduction mechanism 62 reduces the speed of the rotational power output from the motor 61 and transmits it to the release shaft 53.
  • the reduction mechanism 62 includes a gear train 63. Each gear of the gear train 63 has a rotation axis along the axial direction.
  • the gear train 63 includes a drive gear 61b, a first reduction gear 64b, a first small diameter gear 64c, a second reduction gear 65b, a second small diameter gear 65c, a third reduction gear 66b, a third small diameter gear 66c, and a driven gear 67.
  • the drive gear 61b is integrally formed on the rotating shaft 61a of each motor 61.
  • a first reduction gear 64b is arranged between the two drive gears 61b.
  • the first reduction gear 64b meshes with each drive gear 61b.
  • the first reduction gear 64b reduces the rotation of each drive gear 61b.
  • the first small diameter gear 64c is arranged coaxially with the first reduction gear 64b.
  • the second reduction gear 65b meshes with the first small diameter gear 64c.
  • the second reduction gear 65b reduces the rotation of the first small diameter gear 64c.
  • the second small diameter gear 65c is arranged coaxially with the second reduction gear 65b.
  • the third reduction gear 66b meshes with the second small diameter gear 65c.
  • the third reduction gear 66b reduces the rotation speed of the second small diameter gear 65c.
  • the third small diameter gear 66c is arranged coaxially with the third reduction gear 66b.
  • the driven gear 67 meshes with the second small diameter gear 65c.
  • the driven gear 67 reduces the rotation speed of the second small diameter gear 65c.
  • the first reduction gear 64b and the first small diameter gear 64c are each arranged to be rotatable integrally with the first support shaft 64a.
  • the first reduction gear 64b, the first small diameter gear 64c, and the first support shaft 64a constitute the first reduction shaft 64.
  • the first reduction shaft 64 has a central axis that runs along the axial direction.
  • the second reduction gear 65b and the second small diameter gear 65c are each arranged to be rotatable integrally with the second support shaft 65a.
  • the second reduction gear 65b, the second small diameter gear 65c, and the second support shaft 65a constitute the second reduction shaft 65.
  • the second reduction shaft 65 has a central axis that runs along the axial direction.
  • the third reduction gear 66b and the third small diameter gear 66c wrap around each other in the axial direction.
  • the third reduction gear 66b and the third small diameter gear 66c are formed integrally with each other.
  • the third reduction gear 66b and the third small diameter gear 66c are each provided so as to be able to rotate integrally with the third support shaft 66a.
  • the third reduction gear 66b, the third small diameter gear 66c, and the third support shaft 66a form the third reduction shaft 66.
  • the third reduction shaft 66 has a central axis line along the axial direction.
  • the third reduction shaft 66 is provided with a rotation angle sensor 68 that detects the rotation angle of the third reduction shaft 66.
  • the third reduction shaft 66 is located in front of the second reduction shaft 65.
  • the second reduction shaft 65 is located in front of the first reduction shaft 64.
  • In front of the third reduction shaft 66 is the control side release shaft 56.
  • the central axis of the control side release shaft 56 and the central axes of the reduction shafts 64, 65, 66 are aligned on the same straight line extending in the front-rear direction when viewed in the axial direction.
  • the central axes of the multiple clutch side release shafts 57A-57C and the central axes of the reduction shafts 64, 65, 66 are aligned on the same straight line extending in the front-rear direction when viewed in the axial direction.
  • the first support shaft 64a, the second support shaft 65a, and the third support shaft 66a are each rotatably supported by the unit case 70.
  • the third reduction gear 66b is a sector gear centered on the third support shaft 66a.
  • the third reduction gear 66b is arranged to extend forward of the third support shaft 66a.
  • the driven gear 67 is arranged to be able to rotate integrally with the control side release shaft 56.
  • the driven gear 67 is a sector-shaped gear centered on the control side release shaft 56.
  • the driven gear 67 is arranged to spread out in front of the control side release shaft 56.
  • the third reduction gear 66b and the driven gear 67 are sector-shaped gears, which allows the reduction mechanism 62 and the clutch actuator 60 to be made more compact. In other words, even when a large-diameter reduction gear is provided to increase the reduction ratio, by cutting out the area other than the meshing range of the reduction gear to make it sector-shaped, it is possible to suppress the outward protrusion of the reduction mechanism 62 in the vehicle width direction, and also to reduce the weight of the reduction mechanism 62.
  • the reduction mechanism 62 connects the motor 61 and the control side release shaft 56 so that they can be constantly linked together. This forms a system in which the clutch actuator 60 directly connects and disconnects the clutch device 40.
  • the unit case 70 is fixed to the clutch cover 30.
  • the unit case 70 includes a gear case 71 and a motor case 75.
  • the gear case 71 rotatably supports the first support shaft 64a, the second support shaft 65a, and the third support shaft 66a.
  • the gear case 71 houses the gear train 63.
  • the gear case 71 is formed in two stages, upper and lower, in the axial direction.
  • the upper part of the gear case 71 will be referred to as the upper stage 71U
  • the lower part of the gear case 71 will be referred to as the lower stage 71L.
  • the upper stage 71U is shifted rearward along a plane perpendicular to the axial direction relative to the lower stage 71L.
  • a motor case 75 extending along the axial direction is connected below the lower stage 71L.
  • the upper stage portion 71U has a rectangular shape that is long in the front-rear direction when viewed in the axial direction.
  • the upper stage portion 71U forms an upper stage gear accommodating chamber 72U.
  • the upper stage gear accommodating chamber 72U accommodates the first small diameter gear 64c, the second reduction gear 65b, the second small diameter gear 65c, the third reduction gear 66b, the third small diameter gear 66c, and the driven gear 67 of the gear train 63.
  • the upper stage portion 71U of the gear case 71 is divided into upper and lower parts by a dividing plane perpendicular to the axial direction.
  • the lower part of the upper stage portion 71U will be referred to as the upper stage portion main body 71Ua, and the upper part of the upper stage portion 71U will be referred to as the case upper cover 71Ub.
  • the upper stage portion main body 71Ua is open upward.
  • the case upper cover 71Ub closes the upper opening of the upper body 71Ua from above.
  • the lower section 71L has an elliptical shape that is long in the front-rear direction when viewed in the axial direction.
  • the lower section 71L forms a lower gear storage chamber 72L.
  • the upper gear storage chamber 72U and the lower gear storage chamber 72L are separated by a partition wall.
  • the lower gear storage chamber 72L stores the drive gear 61b and the first reduction gear 64b of the rotating shaft 61a of each motor 61 in the gear train 63.
  • the lower section 71L of the gear case 71 is divided into upper and lower sections by a dividing plane perpendicular to the axial direction.
  • the upper part of the lower section 71L will be referred to as the lower section main body 71La, and the lower part of the lower section 71L will be referred to as the case lower cover 71Lb.
  • the lower section main body 71La is open downward.
  • the case lower cover 71Lb closes the lower part of the lower section main body 71La from below.
  • the motor case 75 forms a motor housing chamber 76 that houses two motors 61.
  • the motor housing chamber 76 houses two cylindrical motors 61 arranged in parallel.
  • the motor case 75 is tubular with a bottom and an elliptical cross section.
  • a case bottom cover 71Lb is integrally formed on the upper part of the motor case 75 to enlarge the cross-sectional shape.
  • the motor case 75 and case bottom cover 71Lb are integrally formed with each other to form a lower case body 77L.
  • the upper body 71Ua and the lower body 71La are integrally formed with each other to form the upper case body 77U.
  • the upper case cover 71Ub is attached from above to the upper case body 77U, and the upper gear storage chamber 72U is formed between the upper case body 77U and the upper case cover 71Ub.
  • the lower case cover 71Lb of the lower case body 77L is attached from below to the upper case body 77U, and the lower gear storage chamber 72L is formed between the upper case body 77U and the lower case cover 71Lb.
  • the lower case body 77L and the upper case body 77U are positioned relative to each other via a pair of front and rear knock pins 79.
  • the lower part of each knock pin 79 is fitted into a retaining hole in the lower case body 77L.
  • the upper part of each knock pin 79 is inserted into a fitting hole in the upper case body 77U.
  • An opening 73a is formed in the gear case 71, through which the second clutch side release shaft 57B is inserted.
  • the opening 73a faces the shaft insertion portion 36 of the clutch cover 30.
  • the opening 73a penetrates the upper body 71Ua in the axial direction.
  • the gear case 71 receives the second clutch side release shaft 57B protruding from the clutch cover 30 through the opening 73a.
  • the gear case 71 holds the control side release shaft 56 rotatably inside.
  • FIG. 5 is a block diagram of the transmission system of the first embodiment.
  • the transmission system 100 of the motorcycle 1 mainly includes, in addition to the clutch actuator 60, a control unit 101, an acceleration sensor 102, a gear position sensor 103, a shift load sensor 104, a throttle opening sensor 105, a vehicle speed sensor 106, an engine speed sensor 107, an ignition device 108, and a fuel injection device 109.
  • the control unit 101 controls the operation of the ignition device 108 and the fuel injection device 109, and also controls the operation of the clutch actuator 60.
  • the control unit 101 controls the operation of the clutch actuator 60, based on detection information from the acceleration sensor 102, the gear position sensor 103, and the shift load sensor 104 (e.g., a torque sensor), as well as various vehicle state detection information from the throttle opening sensor 105, the vehicle speed sensor 106, the engine speed sensor 107, etc.
  • the acceleration sensor 102 detects the behavior of the vehicle body.
  • the gear position sensor 103 detects the gear position from the rotation angle of the shift drum 29b.
  • the shift load sensor 104 detects the operating torque input to the shift spindle 29a (see Figure 2) of the change mechanism 29.
  • the throttle opening sensor 105 detects the throttle opening.
  • the vehicle speed sensor 106 detects the vehicle speed.
  • the engine speed sensor 107 detects the engine speed.
  • the control unit 101 includes a clutch control unit 101C and an engine control unit 101E which are independent of each other.
  • the clutch control unit 101C mainly controls the drive of the clutch actuator 60.
  • the engine control unit 101E mainly controls the drive of the engine 21.
  • the clutch control unit 101C and the engine control unit 101E are configured, for example, as separate ECUs (Electronic Control Units).
  • the clutch control unit 101C and the engine control unit 101E may be configured within an integrated ECU as long as they perform independent control of each other. Whether the clutch control unit 101C and the engine control unit 101E are configured as separate units or as an integrated unit, they coordinate their control with each other.
  • the clutch control unit 101C calculates the current value to be supplied to the motor 61 to connect and disconnect the clutch device 40 based on a preset calculation program.
  • the current supplied to the motor 61 is found from the correlation with the torque to be output by the motor 61.
  • the target torque of the motor 61 is proportional to the operating torque (driven clutch lever torque, described below) applied to the release shaft 53.
  • the current value supplied to the motor 61 is detected by a current sensor included in the clutch control unit 101C.
  • the operation of the clutch actuator 60 is controlled in response to changes in the detected value of the current sensor.
  • FIG. 6 is an explanatory diagram showing the transition of the clutch control mode of the motorcycle according to the first embodiment.
  • the transmission system 100 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. 5) and the clutch operator.
  • 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 conditions is calculated in accordance with automatic starting and shifting control, and the clutch device 40 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 40 is controlled.
  • Manual intervention mode M3 is a temporary manual operation mode in which a clutch operation instruction from the occupant is accepted during auto mode M1, the clutch capacity is calculated from the clutch operation instruction, and the clutch device 40 is controlled. Note that during manual intervention mode M3, for example, if the occupant stops operating the clutch operator (completely released state) for a specified time, the mode may be set to return to auto mode M1.
  • the transmission system 100 when the transmission system 100 is started, it starts control in auto mode M1 with the clutch on (connected state). Also, when the engine 21 is stopped (system off), the transmission system 100 is set to return to clutch on in auto mode M1. In a normally closed clutch device 40, when the clutch is on, there is no need to supply power to the motor 61 of the clutch actuator 60. On the other hand, when the clutch device 40 is in the clutch off state (disconnected state), power supply to the motor 61 is maintained.
  • Auto mode M1 is based on automatic clutch control. In auto mode M1, motorcycle 1 can be driven without lever operation. In auto mode M1, clutch capacity is controlled based on throttle opening, engine RPM, vehicle speed, shift sensor output, etc. This allows motorcycle 1 to start without engine stall by simply operating the throttle. Motorcycle 1 can also be changed gears by simply shifting the gears. In addition, auto mode M1 switches to manual intervention mode M3 when the rider grips the clutch lever.
  • the clutch capacity can be controlled by the rider operating a lever. That is, in manual mode M2, the clutch device 40 can be engaged or disengaged by the rider operating a lever. 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. 5) while the motorcycle 1 is stopped and the transmission 25 is in neutral.
  • the transmission system 100 may also be provided with an indicator that shows that the transmission is in the manual state when transitioning to the manual system M2A (manual mode M2 or manual intervention mode M3).
  • Manual mode M2 is based on manual clutch control.
  • the clutch capacity can be controlled according to the operating angle of the clutch lever (i.e., the operating angle of the driven clutch lever 58). This allows the driver to control the engagement and disengagement of the clutch device 40 at will.
  • the operating angle of the driven clutch lever 58 is referred to as the driven clutch lever operating angle.
  • auto mode M1 the clutch actuator 60 automatically engages and disengages the clutch device 40.
  • auto mode M1 manual clutch operation can be performed on the clutch lever to temporarily intervene manually in the automatic control of the clutch device 40 (manual intervention mode M3).
  • the clutch lever is connected via an operating cable to a driven clutch lever 58 attached to a release shaft 53 of the clutch device 40.
  • the driven clutch lever 58 is attached to the upper end of the release shaft 53 so as to be integrally rotatable.
  • a handle switch attached to the steering handle is provided with a clutch control mode changeover switch 49. This allows the occupant to easily switch the clutch control mode during normal driving.
  • a pair of motors 61 in the clutch actuator 60 may cooperate to drive the release shaft 53 (to connect and disconnect the clutch device 40).
  • the load shared by each of the two motors 61 is halved, and each motor 61 can be made smaller.
  • This increases the degree of freedom in the layout of the motor 61 compared to a configuration in which the clutch actuator 60 includes a single motor 61. Therefore, even when the clutch actuator 60 is disposed on the outer side of the power unit 20, it is easy to prevent the clutch actuator 60 from protruding outward in the vehicle width direction. Therefore, it becomes possible to substantially reduce the size of the clutch actuator 60.
  • one of the multiple (two) motors 61 is used as the drive source for the release shaft 53, and the remaining one may be used for another purpose.
  • the remaining one motor 61 may refrain from operating as a fail-safe, or may be used as a current sensor.
  • the clutch control device 50 of this embodiment includes a release mechanism 51 that operates the clutch device 40 upon receiving input from at least one of the clutch actuator 60 and the clutch lever.
  • the release mechanism 51 includes a control side release shaft 56 that is supported by the clutch actuator 60 and rotates upon receiving input from the motor 61, a clutch side release shaft group 57 that has a plurality of clutch side release shafts 57A to 57C that rotate integrally upon receiving the rotation of the control side release shaft 56 and that releasably engages with the control side release shaft 56, and a lifter shaft 52 that extends in the axial direction, engages with the first clutch side release shaft 57A, and is displaced in the axial direction by the rotation of the clutch side release shaft group 57 to cause the operation of the clutch device 40.
  • the plurality of clutch side release shafts 57A to 57C are arranged with their central axes offset from each other. According to this configuration, by adjusting the position of the clutch side release shaft group 57 including the second clutch side release shaft 57B that engages with the control side release shaft 56, it is possible to arbitrarily set the position of the clutch actuator 60 including the control side release shaft 56 with respect to the lifter shaft 52. This improves the degree of freedom in the placement of the clutch actuator 60. In particular, because the position of the motor 61, which has a large thickness in the vehicle width direction, can be adjusted, it is possible to prevent the peripheral portion of the motor 61 of the clutch actuator from hitting the driver's legs.
  • the release mechanism 51 has a manual side release shaft 55 that is releasably engaged with the clutch side release shaft group 57 and rotates in response to the driver's operating force.
  • the multiple clutch side release shafts 57A to 57C rotate together by individually receiving the rotation of the manual side release shaft 55 and the rotation of the control side release shaft 56.
  • the manual side release shaft 55 is arranged coaxially with the first clutch side release shaft 57A and directly engages with the first clutch side release shaft 57A. With this configuration, the manual side release shaft 55 is directly connected to the first clutch side release shaft 57A without going through gears or the like, so that when operating the clutch device 40, the driver can rotate the manual side release shaft 55 with a direct operating feel. This improves the operability of the manual engagement and disengagement operation of the clutch device 40.
  • the clutch side release shaft group 57 further includes a second clutch side release shaft 57B that engages with the control side release shaft 56, and a third clutch side release shaft 57C that transmits the rotation of the second clutch side release shaft 57B to the first clutch side release shaft 57A.
  • It has a shaft holding member 82 that is arranged outside the clutch actuator 60 and holds the second clutch side release shaft 57B, and a clutch cover 30 that covers the first clutch side release shaft 57A.
  • the clutch cover 30 is arranged integrally with the clutch side release shaft group 57 outside the clutch actuator 60, so the shaft holding member 82 is also covered by the clutch cover 30 that covers the first clutch side release shaft 57A. This allows the shaft holding member 82 to be sealed together with the first clutch side release shaft 57A, so no additional oil seal structure is required and the increase in the number of parts can be kept to a minimum.
  • the power unit 20 of the embodiment can be configured by replacing the clutch cover 30 and release shaft 53 and retrofitting the clutch actuator 60 to a manual clutch power unit in which the clutch device 40 is engaged and disengaged by the driver rather than electrically controlled.
  • This makes it possible to attach the clutch actuator 60 to power units of different models.
  • This makes it possible to share the clutch actuator 60 between multiple models and easily configure a semi-automatic transmission system 100 (automatic clutch type transmission system).
  • a clutch control device 150 of the second embodiment includes a release shaft 153 instead of the release shaft 53 of the first embodiment. Note that the configuration other than that described below is the same as that of the first embodiment.
  • FIG. 7 is a cross-sectional view showing a clutch control device according to the second embodiment.
  • the release mechanism 151 includes a release shaft 153.
  • the release shaft 153 includes a manual-side release shaft 155 that rotates in response to an operating force from the driver, a control-side release shaft 156 that rotates in response to an input from the clutch actuator 60, and a clutch-side release shaft group 157 including a plurality of clutch-side release shafts 157A, 157B that rotate together by individually receiving the rotation of the manual-side release shaft 155 and the rotation of the control-side release shaft 156.
  • the manual side release shaft 155 is cylindrical. The lower part of the manual side release shaft 155 is located inside the unit case 70 of the clutch actuator 60.
  • the manual side release shaft 155 is rotatably supported by the unit case 70.
  • the upper end of the manual side release shaft 155 protrudes outward from the unit case 70.
  • the driven clutch lever 58 is supported at the upper end of the manual side release shaft 155 so as to be rotatable integrally therewith.
  • the clutch side release shaft group 157 has a plurality of clutch side release shafts 157A, 157B that are rotatably arranged relative to the clutch cover 30.
  • the plurality of clutch side release shafts 157A, 157B are a first clutch side release shaft 157A and a second clutch side release shaft 157B.
  • the first clutch side release shaft 157A is cylindrical.
  • the first clutch side release shaft 157A is located inside the clutch cover 30 and is covered by the clutch cover 30.
  • the first clutch side release shaft 157A is rotatably supported by the clutch cover 30.
  • An eccentric cam portion 54 is formed on the lower part of the first clutch side release shaft 157A.
  • the second clutch side release shaft 157B is arranged parallel to the first clutch side release shaft 157A with the central axis shifted.
  • the second clutch side release shaft 157B is arranged forward of the first clutch side release shaft 157A.
  • the second clutch side release shaft 157B is arranged coaxially with the manual side release shaft 155.
  • the lower part of the second clutch side release shaft 157B is located inside the clutch cover 30 and is covered by the clutch cover 30.
  • the second clutch side release shaft 157B is rotatably supported by the clutch cover 30.
  • the upper part of the second clutch side release shaft 157B protrudes from the clutch cover 30 to the outside of the clutch cover 30 through the shaft insertion part 36 of the clutch cover 30.
  • the upper part of the second clutch side release shaft 157B faces the inside of the gear case 71 of the clutch actuator 60.
  • the lower end of the manual side release shaft 155 is provided with a manual side engaged portion 155a extending in the axial direction.
  • the upper end of the second clutch side release shaft 157B is provided with an engaging portion 157a extending in the axial direction.
  • the manual side engaged portion 155a and the engaging portion 157a are each formed in a sector-shaped cross section.
  • the manual side engaged portion 155a and the engaging portion 157a wrap around each other in the axial direction and face each other in the circumferential direction.
  • the second clutch side release shaft 157B and the manual side release shaft 155 are engaged with each other and can rotate together. In other words, the second clutch side release shaft 157B rotates by receiving the rotation of the manual side release shaft 155.
  • the second clutch side release shaft 157B can rotate independently from the manual side release shaft 155 within a predetermined range.
  • the control side release shaft 156 is formed in the same manner as the control side release shaft 56 of the first embodiment.
  • the control side release shaft 156 can be inserted through the engagement portion between the lower end of the manual side release shaft 155 and the upper end of the second clutch side release shaft 157B.
  • the control side engaged portion 56a of the control side release shaft 156 is formed in a sector shape in cross section.
  • the control side engaged portion 56a of the control side release shaft 156 and the engaging portion 157a of the second clutch side release shaft 157B overlap each other in the axial direction and face each other in the circumferential direction.
  • the second clutch side release shaft 157B rotates by receiving the rotation of the control side release shaft 156.
  • the engaging portion 157a is spaced apart from the control side engaged portion 56a in the circumferential direction.
  • the release mechanism 51 has a gear train 181 that transmits the rotation of the second clutch side release shaft 157B to the first clutch side release shaft 157A.
  • the gear train 181 is arranged inside the clutch cover 30.
  • the gear train 181 includes a front stage gear 181a that rotates integrally with the second clutch side release shaft 157B, and a rear stage gear 181b that rotates integrally with the first clutch side release shaft 157A.
  • the front stage gear 181a is formed integrally with the second clutch side release shaft 157B.
  • the rear stage gear 181b meshes with the front stage gear 181a.
  • the gear train 181 reduces the rotation of the manual side release shaft 155 and transmits it to the first clutch side release shaft 157A.
  • FIG. 8 is a perspective view showing a shaft holding member of the second embodiment. 7 and 8, the second clutch side release shaft 157B is supported by a shaft holding member 182 inside the clutch cover 30.
  • the shaft holding member 182 includes a cylindrical portion 182a that supports the lower end of the second clutch side release shaft 157B, and a fastening portion 182b that is fastened to the clutch cover 30 or the crankcase 22.
  • the fastening portion 182b is formed integrally with the cylindrical portion 182a and extends rearward from the cylindrical portion 182a. Through holes through which bolts are inserted are formed in the fastening portion 182b in a vertical line.
  • the unit case 70 of the clutch actuator 60 has a case upper cover 71Uc instead of the case upper cover 71Ub of the first embodiment.
  • An opening 173 is formed in the case upper cover 71Uc, through which the manual side release shaft 155 is inserted.
  • the opening 173 penetrates the case upper cover 71Uc in the axial direction.
  • the inner peripheral surface of the opening 173 rotatably holds the manual side release shaft 155 with the manual side release shaft 155 protruding outside the gear case 71 through the opening 173.
  • the clutch control device 150 of this embodiment provides the same operational effects as the first embodiment.
  • the release mechanism 151 has a gear train 181 that reduces the rotation of the manual side release shaft 155 and transmits it to the first clutch side release shaft 157A. This configuration makes it possible to reduce the operating load that the driver applies to the manual side release shaft 155 when operating the clutch device 40.
  • the clutch actuator 60 is essentially the same, including the control side release shaft 56, 156. Therefore, a clutch device can be formed by interposing a release shaft group between the clutch actuator 60 and the first clutch side release shaft 57A, 157A provided on the vehicle body side, or by directly connecting the clutch actuator 60 and the release shaft on the vehicle body side, and the clutch actuator 60 can be made common among multiple vehicle types.
  • the release mechanism 51 in the embodiment is an eccentric cam mechanism, but the release mechanism may be a mechanism equipped with a rack and pinion, a feed screw, etc.
  • the mechanism connecting the clutch lever and the driven clutch lever 58 is not limited to an operating cable, and may be a mechanism equipped with a rod, link, etc.
  • the release mechanism is configured to operate upon receiving input from the clutch operator, but this configuration is not limited to this. In other words, the release mechanism may be configured to operate upon receiving only input from the clutch actuator. Also, although the clutch actuator 60 in the embodiment has a pair of motors 61, the clutch actuator may have only one motor.
  • the clutch side release shaft group is configured with two or three shafts, but is not limited to this configuration.
  • the clutch side release shaft group may be configured with four or more shafts.
  • the above clutch control device allows for greater freedom in the placement of the clutch actuator.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Mechanical Operated Clutches (AREA)
PCT/JP2023/010565 2023-03-17 2023-03-17 クラッチ制御装置 Ceased WO2024194918A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN202380095583.8A CN120958254A (zh) 2023-03-17 2023-03-17 离合器控制装置
PCT/JP2023/010565 WO2024194918A1 (ja) 2023-03-17 2023-03-17 クラッチ制御装置
JP2025507899A JP7847716B2 (ja) 2023-03-17 2023-03-17 クラッチ制御装置
EP23928503.4A EP4660474A4 (en) 2023-03-17 2023-03-17 CLUTCH CONTROL DEVICE

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2023/010565 WO2024194918A1 (ja) 2023-03-17 2023-03-17 クラッチ制御装置

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JP (1) JP7847716B2 (https=)
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Publication number Priority date Publication date Assignee Title
US20240317235A1 (en) * 2023-03-21 2024-09-26 GM Global Technology Operations LLC Control of transitions between transmission states
EP4717941A1 (en) * 2024-09-30 2026-04-01 Honda Motor Co., Ltd. Clutch control device and saddle riding vehicle

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Publication number Priority date Publication date Assignee Title
WO2022209632A1 (ja) * 2021-03-31 2022-10-06 本田技研工業株式会社 クラッチ制御装置

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US7650808B2 (en) * 2006-02-03 2010-01-26 Magna Powertrain Usa, Inc. Sprial cam clutch actuation system for two-speed transfer case
JP2012177421A (ja) * 2011-02-25 2012-09-13 Honda Motor Co Ltd クラッチ駆動機構の制御装置
JP2013014249A (ja) * 2011-07-05 2013-01-24 Honda Motor Co Ltd 車両用パワーユニット
JP6578833B2 (ja) 2015-09-08 2019-09-25 スズキ株式会社 エンジンユニットを有する車両
JP7462108B2 (ja) * 2021-03-31 2024-04-04 本田技研工業株式会社 クラッチ制御装置

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WO2022209632A1 (ja) * 2021-03-31 2022-10-06 本田技研工業株式会社 クラッチ制御装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20240317235A1 (en) * 2023-03-21 2024-09-26 GM Global Technology Operations LLC Control of transitions between transmission states
US12304493B2 (en) * 2023-03-21 2025-05-20 GM Global Technology Operations LLC Control of transitions between transmission states
EP4717941A1 (en) * 2024-09-30 2026-04-01 Honda Motor Co., Ltd. Clutch control device and saddle riding vehicle

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CN120958254A (zh) 2025-11-14
EP4660474A1 (en) 2025-12-10
JP7847716B2 (ja) 2026-04-17
JPWO2024194918A1 (https=) 2024-09-26
EP4660474A4 (en) 2026-03-25

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