WO2024194935A1 - クラッチアクチュエータの締結構造 - Google Patents

クラッチアクチュエータの締結構造 Download PDF

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Publication number
WO2024194935A1
WO2024194935A1 PCT/JP2023/010641 JP2023010641W WO2024194935A1 WO 2024194935 A1 WO2024194935 A1 WO 2024194935A1 JP 2023010641 W JP2023010641 W JP 2023010641W WO 2024194935 A1 WO2024194935 A1 WO 2024194935A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
shaft
gear
cover
release shaft
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/JP2023/010641
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
惇也 小野
正純 内藤
仁史 齋藤
顕 時任
誉文 後藤
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 PCT/JP2023/010641 priority Critical patent/WO2024194935A1/ja
Priority to EP23928520.8A priority patent/EP4653718A4/en
Priority to JP2025507916A priority patent/JP7829803B2/ja
Priority to CN202380095587.6A priority patent/CN120835962A/zh
Publication of WO2024194935A1 publication Critical patent/WO2024194935A1/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
    • 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
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
    • 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
    • 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
    • F16D2023/126—Actuation by rocker lever; Rocker levers therefor
    • 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
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/26—Cover or bell housings; Details or arrangements thereof
    • 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
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/11—Application
    • F16D2500/1107—Vehicles
    • F16D2500/1117—Motorcycle

Definitions

  • the present invention relates to a fastening structure for a clutch actuator.
  • Patent Document 1 discloses a configuration in which a 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.
  • Patent Document 1 does not specifically disclose the mounting structure for the clutch actuator.
  • the present invention provides a fastening structure for a clutch actuator that can achieve strong fastening of the clutch actuator with good assembly ease. Furthermore, the improved assembly ease allows the clutch actuator to be arranged compactly, thereby improving operability. This in turn further improves traffic safety and contributes to the development of a sustainable transportation system.
  • the fastening structure of the clutch actuator comprises a clutch device (40) that connects and disconnects the power transmission between the prime mover (21) and the output target (25) of the equipment (1), a clutch cover (30) that covers the clutch device (40), and a clutch actuator (60) that outputs a driving force for operating the clutch device (40).
  • the clutch actuator (60) comprises at least one electric motor (61) provided as a driving source, and a release shaft (62) that extends in a first axial direction and rotates by receiving an input from the at least one electric motor (61).
  • the clutch cover (30) and the case (71) are provided coaxially with the release shaft (53), and have a support shaft portion (90) that supports them mutually, and fastening portions (96, 97) that fasten them to each other in a direction perpendicular to the first axial direction.
  • the relative displacement of the clutch cover and the case in a direction intersecting the first axial direction can be restricted by the support shaft, so that the clutch actuator can be firmly fastened to the clutch cover.
  • the clutch cover and the case can be positioned in advance in a direction intersecting the first axial direction by the support shaft, so that the case can be easily positioned in a desired position relative to the clutch cover at the fastening portion. Therefore, the ease of assembly of the clutch actuator can be improved. As described above, the clutch actuator can be firmly fastened with good ease of assembly.
  • the fastening structure of the clutch actuator according to the second aspect of the present invention may be the fastening structure of the clutch actuator according to the first aspect, in which the fastening portions (96, 97) are disposed between both ends of the rotating shaft (61a) of the at least one electric motor (61) in the second axial direction of the rotating shaft (61a).
  • the clutch actuator can be fastened to the clutch cover near the electric motor, which is a heavy object, so vibrations in the clutch actuator can be effectively suppressed.
  • the fastening structure of the clutch actuator according to the third aspect of the present invention may be the fastening structure of the clutch actuator according to the first or second aspect, wherein the at least one electric motor (61) has a first electric motor and a second electric motor, and the fastening portion (96, 97) is disposed between the first electric motor and the second electric motor.
  • the clutch actuator can be fastened to the clutch cover near the electric motor, which is a heavy object and is likely to cause vibration in the clutch actuator, so vibration in the clutch actuator can be effectively suppressed.
  • the fastening structure of the clutch actuator according to the fourth aspect of the present invention is a fastening structure of the clutch actuator according to any one of the first to third aspects described above, in which the support shaft portion (90) may have a spigot structure that supports the clutch cover (30) and the case (71) so that they can rotate relative to each other.
  • the case by rotating the clutch actuator around the support shaft, the case can be easily positioned in a desired position relative to the clutch cover. This improves the ease of assembly of the clutch actuator. Furthermore, since the clutch actuator can be rotated around the support shaft to press the clutch actuator against the clutch cover, and then the case can be fastened to the clutch cover at the fastening portion, the clutch actuator can be firmly fastened to the clutch cover.
  • the fifth aspect of the present invention relates to a clutch actuator fastening structure that is a clutch actuator fastening structure according to any one of the first to fourth aspects described above, and the fastening portions (96, 97) may be arranged offset in the first axial direction relative to the support shaft portion (90).
  • the support shaft portion allows relative displacement of the clutch cover and the case in the first axial direction, and the fastening portion fastens the clutch cover and the case to each other in a direction perpendicular to the first axial direction, so that the clutch cover and the clutch actuator can be fastened to each other while eliminating the gap between the case and the clutch cover in the first axial direction. Therefore, the tolerance of the case and the clutch cover can be absorbed.
  • the above-mentioned clutch actuator fastening structure allows for strong fastening of the clutch actuator with good assembly properties.
  • 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.
  • FIG. 2 is a perspective view showing the clutch cover of the embodiment.
  • FIG. 2 is a right side view of the clutch cover according to the embodiment.
  • 1 is a cross-sectional view showing a clutch control device according to an embodiment.
  • FIG. 2 is a cross-sectional view of the release shaft of the embodiment.
  • FIG. 7 is a cross-sectional view of the release shaft shown in FIG. 6, illustrating the actuation of the upper release shaft and the lower release shaft by the clutch actuator.
  • FIG. 7 is a cross-sectional view of the release shaft shown in FIG.
  • FIG. 6 is a right side view showing the clutch cover and the clutch actuator of the embodiment. 4 is a diagram showing a clutch cover and a clutch actuator according to the embodiment as viewed from the axial direction.
  • FIG. FIG. 2 is a block diagram of a transmission system according to an embodiment. 5 is an explanatory diagram showing a transition of a clutch control mode of the motorcycle according to the 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.
  • the clutch cover 30 defines a clutch chamber between itself and the crankcase 22.
  • Fig. 3 is a perspective view showing the clutch cover of the embodiment
  • Fig. 4 is a right side view of the clutch cover of the embodiment.
  • the clutch cover 30 has a bulge portion 31 that bulges outward in the vehicle width direction.
  • the bulge portion 31 is a circular area that is coaxial with the main shaft 26 when viewed from the side of the vehicle.
  • a cover recess 32 is formed in the upper part of the bulge portion 31.
  • the cover recess 32 changes the outer surface of the bulge portion 31 inward in the vehicle width direction relative to the lower part of the bulge portion 31.
  • the cover recess 32 forms a step portion 33 that changes the outer surface of the bulge portion 31 into a stepped shape.
  • the step portion 33 forms a flat surface along the vehicle width direction.
  • the cover recess 32 receives a clutch actuator 60 that is attached to the clutch cover 30.
  • the cover recess 32 has a first recess 34 and a second recess 35.
  • the cover recess 32 is formed so that the second recess 35 is shallower in the vehicle width direction than the first recess 34.
  • the first recess 34 forms a first flat surface portion 34a.
  • the first flat surface portion 34a is formed with a shaft insertion portion 36 through which the release shaft 53 is inserted.
  • the second recess 35 forms a second flat surface portion 35a.
  • 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 positioned so as to overlap the bulge 31 of the clutch cover 30 in a side view of the vehicle.
  • 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 includes a release mechanism 51 and a clutch actuator 60 that outputs a driving force for operating 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 along the vehicle width direction.
  • the lifter shaft 52 is held in the right side of the main shaft 26 so that it can reciprocate in the vehicle width direction.
  • the release shaft 53 has a central axis C along a direction perpendicular to the vehicle width direction.
  • the release shaft 53 is held rotatably in the clutch cover 30.
  • the release shaft 53 is tilted backwards in the axial direction so that the upper end is located rearward of the lower end when viewed in the axial direction of the main shaft 26 (when viewed from the side of the vehicle).
  • the axial direction of the release shaft 53 is simply referred to as the axial direction.
  • the clockwise direction when viewed from above along the axial direction is simply referred to as the clockwise direction
  • the opposite direction to the clockwise direction is referred to as the counterclockwise direction.
  • the upper part of the release shaft 53 protrudes outside the clutch cover 30.
  • a driven clutch lever 58 is attached to the upper part of the release shaft 53 so as to be able to rotate integrally with it.
  • the driven clutch lever 58 is connected to the clutch lever via an operating cable.
  • the lower part of the release shaft 53 is located inside the clutch cover 30.
  • the lower part of the release shaft 53 is provided with an eccentric cam portion 54.
  • the eccentric cam portion 54 engages with the right end portion of the lifter shaft 52.
  • the release shaft 53 rotates around the central axis C, 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.
  • FIG. 5 is a cross-sectional view showing the clutch control device according to the embodiment.
  • Fig. 5 shows a cross section including the rotation axis of each rotor of the clutch actuator 60.
  • the release shaft 53 is divided into a plurality of elements so that it can rotate in response to inputs from the clutch actuator 60 and inputs by the driver's operation, respectively.
  • the release shaft 53 includes an upper release shaft 55 constituting the upper part of the release shaft 53, a lower release shaft 56 constituting the lower part of the release shaft 53, and an intermediate release shaft 57.
  • the intermediate release shaft 57 is disposed between the lower end of the upper release shaft 55 and the upper end of the lower release shaft 56.
  • the upper release shaft 55 is cylindrical. The upper end of the upper release shaft 55 protrudes outward from the unit case 70 of the clutch actuator 60.
  • the driven clutch lever 58 is supported at the upper end of the upper release shaft 55 so that it can rotate integrally with the upper release shaft 55.
  • the upper release shaft 55 rotates when it receives an operating force from the driver via a clutch lever or the like.
  • 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 lower release shaft 56 is cylindrical.
  • the lower part of the lower release shaft 56 is located inside the clutch cover 30.
  • the lower part of the lower release shaft 56 is rotatably supported by the clutch cover 30.
  • An eccentric cam portion 54 is formed at the lower part of the lower release shaft 56 (see FIG. 2).
  • a lower return spring is attached to the lower end of the lower release shaft 56.
  • the lower return spring applies a biasing force to the lower release shaft 56 in the direction opposite to the rotation in the clutch disengagement direction.
  • the upper part of the lower release shaft 56 protrudes from the first flat portion 34a of the clutch cover 30 to the outside of the clutch cover 30 through the shaft insertion portion 36 of the clutch cover 30.
  • the upper part of the lower release shaft 56 faces inside the gear case 71 of the clutch actuator 60.
  • FIG. 6 is a cross-sectional view of an embodiment of a release shaft showing the cams on the upper release shaft, the lower release shaft, and the middle release shaft.
  • the lower end of the upper release shaft 55 is provided with a manual side engaged portion 55a extending in the axial direction.
  • the upper end of the lower release shaft 56 is provided with an engaging portion 56a extending in the axial direction.
  • the manual side engaged portion 55a and the engaging portion 56a are each formed in a sector-shaped cross section.
  • the manual side engaged portion 55a and the engaging portion 56a overlap each other in the axial direction and face each other in the circumferential direction. This allows the first engaged surface 55a1 facing the clockwise direction of the manual side engaged portion 55a to press the first engaging surface 56a1 facing the counterclockwise direction of the engaging portion 56a, thereby rotating the lower release shaft 56 in the clockwise direction (see Figure 7).
  • the second engaged surface 55a2 facing the counterclockwise direction of the manual side engaged portion 55a and the second engaging surface 56a2 facing the clockwise direction of the engaging portion 56a are spaced apart from each other in the circumferential direction.
  • the intermediate release shaft 57 is, for example, cylindrical.
  • the intermediate release shaft 57 can be inserted through the engaging portions of the lower end of the upper release shaft 55 and the upper end of the lower release shaft 56.
  • the intermediate release shaft 57 is provided with a control side engaged portion 57a that extends in the axial direction.
  • the control side engaged portion 57a is formed in a sector shape in cross section.
  • control side engaged portion 57a of the intermediate release shaft 57 and the engaging portion 56a of the lower release shaft 56 overlap each other in the axial direction and face each other in the circumferential direction. This allows the first engaged surface 57a1 facing the clockwise direction of the control side engaged portion 57a to press the first engaging surface 56a1 of the engaging portion 56a, thereby rotating the lower release shaft 56 in the clockwise direction (see Figure 8).
  • the control side engaged portion 57a avoids the manual side engaged portion 55a of the upper release shaft 55 in the axial direction. This allows the intermediate release shaft 57 to rotate the lower release shaft 56 independently of the upper release shaft 55. In addition, the upper release shaft 55 can rotate the lower release shaft 56 independently of the intermediate release shaft 57 (see Figure 9).
  • the second engaged surface 57a2 of the control side engaged portion 57a, which faces in the counterclockwise direction, and the second engaging surface 56a2 of the engaging portion 56a are spaced apart from each other in the circumferential direction. This allows the lower release shaft 56 to rotate in the clockwise direction independently of the intermediate release shaft 57 when an input is applied to the lower release shaft 56 without passing through the intermediate release shaft 57.
  • 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 (electric motor) 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 so as 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 release shaft 53.
  • the central axis C of the release shaft 53 and the central axes of the reduction shafts 64, 65, and 66 are aligned on the same straight line extending in the front-to-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 rotatable integrally with the intermediate release shaft 57 of the release shaft 53.
  • the driven gear 67 is a sector-shaped gear centered on the release shaft 53.
  • the driven gear 67 is arranged to extend forward of the release shaft 53.
  • 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 release shaft 53 so that they can be constantly linked together. This creates a system in which the clutch actuator 60 directly connects and disconnects the clutch device 40.
  • FIG. 10 is a right side view showing the clutch cover and the clutch actuator of the embodiment.
  • 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.
  • FIG. 11 is a view of the clutch cover and the clutch actuator of the embodiment as viewed from the axial direction. 3, 10 and 11, the gear case 71 fits into the first recess 34 of the cover recess 32 of the clutch cover 30.
  • the lower surface of the upper step portion 71U of the gear case 71 fits along the first flat surface portion 34a of the first recess 34 of the clutch cover 30.
  • the motor case 75 fits into the second recess 35 of the cover recess 32 of the clutch cover 30.
  • the gear case 71 is formed with a first opening 73a and a second opening 73b through which the release shaft 53 is inserted.
  • the first opening 73a faces the shaft insertion portion 36 of the clutch cover 30.
  • the first opening 73a penetrates the upper stage main body 71Ua in the axial direction.
  • the gear case 71 receives the lower release shaft 56 protruding from the clutch cover 30 through the first opening 73a.
  • the second opening 73b penetrates the case upper cover 71Ub in the axial direction coaxially with the first opening 73a.
  • the inner surface of the second opening 73b rotatably supports the upper release shaft 55 of the release shaft 53 with the release shaft 53 protruding outside the gear case 71 through the second opening 73b.
  • the gear case 71 rotatably holds the intermediate release shaft 57 between the first opening 73a and the second opening 73b.
  • the clutch cover 30 and the gear case 71 are provided coaxially with the release shaft 53 and have a support shaft portion 90 that supports the clutch cover 30 and the gear case 71 relative to each other.
  • the support shaft portion 90 has a spigot structure that allows the clutch cover 30 and the gear case 71 to rotate relative to each other.
  • the support shaft portion 90 allows relative displacement of the clutch cover 30 and the gear case 71 in the axial direction.
  • the support shaft portion 90 regulates relative displacement of the clutch cover 30 and the gear case 71 in a direction intersecting the axial direction.
  • the support shaft portion 90 has a cylindrical protrusion 91 provided on the gear case 71 and a recess 92 provided on the clutch cover 30 that receives the protrusion 91.
  • the protrusion 91 protrudes toward the clutch cover 30 in the axial direction.
  • the protrusion 91 is formed to surround the first opening 73a.
  • the protrusion 91 is provided at a distance in the radial direction from the opening edge of the first opening 73a.
  • the gear case 71 has an inner flange 74 that protrudes radially inward from the base end of the protrusion 91 and extends around the entire circumference, forming the opening edge of the first opening 73a.
  • the recess 92 opens to the first flat surface portion 34a of the clutch cover 30.
  • the recess 92 extends in an annular shape coaxial with the release shaft 53 when viewed in the axial direction so as to surround the shaft insertion portion 36.
  • the recess 92 has an outer side surface 92a that faces the outer peripheral surface of the protrusion 91, and an inner side surface 92b that faces the inner peripheral surface of the protrusion 91.
  • the support shaft portion 90 supports the clutch cover 30 and the gear case 71 so that they can rotate relative to each other, as the recess 92 slidably holds the protrusion 91 between its outer side surface 92a and inner side surface 92b.
  • the support shaft portion 90 has an annular seal member 93 interposed between the outer peripheral surface of the protrusion 91 and the outer side surface 92a of the recess 92.
  • the clutch cover 30 and the gear case 71 are positioned in the axial direction by abutting the inner flange 74 of the gear case 71 against the annular portion located between the recess 92 in the first flat portion 34a and the shaft insertion portion 36.
  • the clutch cover 30 and the gear case 71 may be positioned in the axial direction at other locations.
  • the first flat portion 34a is formed with a plurality of first fastening portions 94 for fastening the upper portion 71U of the gear case 71.
  • a bolt B1 along the axial direction of the release shaft 53 is screwed into the first fastening portions 94.
  • the gear case 71 is formed with the same number of case side fastening portions 95 as the first fastening portions 94, which correspond to the plurality of first fastening portions 94 and are fastened by inserting the bolt B1.
  • a bolt hole for inserting the bolt B1 passes through the case side fastening portions 95 in the axial direction.
  • the first fastening portions 94 and the case side fastening portions 95 fasten the clutch cover 30 and the gear case 71 to each other in the axial direction.
  • a plurality of second fastening portions 96 (two in this embodiment) for fastening the motor case 75 are formed at the bottom of the second recess 35.
  • a bolt B2 is screwed into the second fastening portion 96 along a direction perpendicular to the axial direction.
  • the motor case 75 is formed with the same number of cover side fastening portions 97 as the second fastening portions 96, which correspond to the plurality of second fastening portions 96 and are fastened by inserting the bolt B2.
  • a bolt hole 97a for inserting the bolt B2 penetrates each cover side fastening portion 97 in a direction perpendicular to the axial direction.
  • the second fastening portions 96 and the cover side fastening portions 97 fasten the clutch cover 30 and the motor case 75 to each other in a direction perpendicular to the axial direction.
  • the bolt hole 97a is formed in a shape that can absorb axial tolerance when fastening the clutch cover 30 to the motor case 75.
  • the cover side fastening portion 97 is disposed between the pair of motors 61.
  • the cover side fastening portion 97 is disposed between both ends of the rotating shaft 61a of each of the pair of motors 61 in the axial direction.
  • the clutch actuator 60 is attached to the clutch cover 30 in the following manner. First, the projection 91 of the clutch actuator 60 is inserted into the recess 92 of the clutch cover 30. Next, the clutch actuator 60 is rotated around the support shaft 90 having the projection 91 and recess 92, and the cover side fastening portion 97 of the clutch actuator 60 is pressed against the second fastening portion 96 of the clutch cover 30. In this state, the second fastening portion 96 and the cover side fastening portion 97 are fastened with the bolt B2, and then the first fastening portion 94 and the case side fastening portion 95 are fastened with the bolt B1. When the clutch actuator 60 is attached to the clutch cover 30, a straight release shaft 53 is formed in which the upper release shaft 55, the intermediate release shaft 57, and the lower release shaft 56 are interconnected.
  • FIG. 12 is a block diagram of a transmission system according to an 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. 13 is an explanatory diagram showing the transition of the clutch control mode of the motorcycle according to the embodiment.
  • the transmission system 100 of this embodiment has three clutch control modes.
  • the clutch control modes include an auto mode M1 for automatic control, a manual mode M2 for manual operation, and a manual intervention mode M3 for temporary manual operation.
  • the clutch control mode transitions between the three modes as appropriate in response to the operation of a clutch control mode changeover switch 49 (see Fig. 12) and a 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. 12) 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 cover 30 and the gear case 71 of this embodiment are provided coaxially with the release shaft 53 and have a support shaft portion 90 that supports them, and a second fastening portion 96 and a cover side fastening portion 97 that fasten them to each other in a direction perpendicular to the axial direction.
  • the relative displacement of the clutch cover 30 and the gear case 71 in a direction intersecting the axial direction can be restricted by the support shaft portion 90, so that the clutch actuator 60 can be firmly fastened to the clutch cover 30 while suppressing an increase in the number of parts.
  • the clutch cover 30 and the gear case 71 can be positioned in advance in a direction intersecting the axial direction by the support shaft portion 90, so that the gear case 71 can be easily positioned at a desired position relative to the clutch cover 30 with the second fastening portion 96 and the cover side fastening portion 97. Therefore, the assembly of the clutch actuator 60 can be improved. As a result, the clutch actuator 60 can be securely fastened with good assembly properties.
  • the second fastening portion 96 and the cover side fastening portion 97 are disposed between both ends of the rotating shaft 61a of the motor 61.
  • the clutch actuator 60 can be fastened to the clutch cover 30 near the motor 61, which is a heavy object, so that the occurrence of vibrations in the clutch actuator 60 can be effectively suppressed.
  • the second fastening portion 96 and the cover side fastening portion 97 are disposed between the pair of motors 61.
  • the clutch actuator 60 can be fastened to the clutch cover 30 near the motor 61, which is heavy and likely to cause vibration of the clutch actuator 60, so that the occurrence of vibration of the clutch actuator 60 can be effectively suppressed.
  • the support shaft portion 90 has a spigot structure that supports the clutch cover 30 and the gear case 71 so that they can rotate relative to each other.
  • the gear case 71 can be easily positioned at a desired position relative to the clutch cover 30 by rotating the clutch actuator 60 around the support shaft portion 90. This improves the ease of assembly of the clutch actuator 60.
  • the clutch actuator 60 can be rotated around the support shaft portion 90 to press the clutch actuator 60 against the clutch cover 30, and then the gear case 71 can be fastened to the clutch cover 30 by the second fastening portion 96 and the cover side fastening portion 97, so that the clutch actuator 60 can be firmly fastened to the clutch cover 30.
  • the second fastening portion 96 and the cover side fastening portion 97 are positioned offset in the axial direction with respect to the support shaft portion 90.
  • the support shaft portion 90 allows relative axial displacement of the clutch cover 30 and the gear case 71
  • the second fastening portion 96 and the cover side fastening portion 97 fasten the clutch cover 30 and the gear case 71 to each other in a direction perpendicular to the axial direction, so that the clutch cover 30 and the clutch actuator 60 can be fastened to each other while eliminating any axial gap between the gear case 71 and the clutch cover 30. Therefore, the tolerance of the gear case 71 and the clutch cover 30 can be absorbed.
  • 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).
  • the release mechanism 51 is an eccentric cam mechanism, but the release mechanism 51 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 clutch actuator 60 has a pair of motors 61, but the clutch actuator 60 may have only one motor.
  • the support shaft 90 has a cylindrical protrusion 91 provided on the gear case 71 and a recess 92 provided on the clutch cover 30, but is not limited to this configuration.
  • the support shaft may also have a cylindrical protrusion provided on the clutch cover and a recess provided on the gear case that receives the protrusion of the clutch cover.
  • the above-mentioned clutch actuator fastening structure allows for strong fastening of the clutch actuator with good assembly properties.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
PCT/JP2023/010641 2023-03-17 2023-03-17 クラッチアクチュエータの締結構造 Ceased WO2024194935A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
PCT/JP2023/010641 WO2024194935A1 (ja) 2023-03-17 2023-03-17 クラッチアクチュエータの締結構造
EP23928520.8A EP4653718A4 (en) 2023-03-17 2023-03-17 CLUTCH ACTUATOR MOUNTING STRUCTURE
JP2025507916A JP7829803B2 (ja) 2023-03-17 2023-03-17 クラッチアクチュエータの締結構造
CN202380095587.6A CN120835962A (zh) 2023-03-17 2023-03-17 离合器致动器的紧固连结结构

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2023/010641 WO2024194935A1 (ja) 2023-03-17 2023-03-17 クラッチアクチュエータの締結構造

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WO2024194935A1 true WO2024194935A1 (ja) 2024-09-26

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JP (1) JP7829803B2 (https=)
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Cited By (2)

* 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
EP4717941A1 (en) * 2024-09-30 2026-04-01 Honda Motor Co., Ltd. Clutch control device and saddle riding vehicle

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JPH03249335A (ja) * 1990-02-27 1991-11-07 Suzuki Motor Corp 乾式クラッチのクラッチカバー構造
JP2015183785A (ja) * 2014-03-25 2015-10-22 株式会社エクセディ 動力伝達装置

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JP4972334B2 (ja) * 2006-04-18 2012-07-11 ヤマハ発動機株式会社 クラッチ用アクチュエータ、エンジンユニットおよび鞍乗型車両
JP4863755B2 (ja) * 2006-04-18 2012-01-25 ヤマハ発動機株式会社 クラッチ用アクチュエータ、エンジンユニットおよび鞍乗型車両
US8167106B2 (en) * 2007-11-15 2012-05-01 Yamaha Hatsudoki Kabushiki Kaisha Clutch drive apparatus and vehicle equipped with the same
JP2009121594A (ja) * 2007-11-15 2009-06-04 Yamaha Motor Co Ltd 車両用パワーユニットおよびそれを備えた車両
JP5007252B2 (ja) * 2008-02-21 2012-08-22 本田技研工業株式会社 クラッチアクチュエータ装置
JP2013014249A (ja) * 2011-07-05 2013-01-24 Honda Motor Co Ltd 車両用パワーユニット
JP6115369B2 (ja) * 2013-07-18 2017-04-19 スズキ株式会社 自動二輪車のオートマチックトランスミッション装置
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

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JPH03249335A (ja) * 1990-02-27 1991-11-07 Suzuki Motor Corp 乾式クラッチのクラッチカバー構造
JP2015183785A (ja) * 2014-03-25 2015-10-22 株式会社エクセディ 動力伝達装置

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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

Also Published As

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JP7829803B2 (ja) 2026-03-13
CN120835962A (zh) 2025-10-24
JPWO2024194935A1 (https=) 2024-09-26
EP4653718A4 (en) 2026-03-11
EP4653718A1 (en) 2025-11-26

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