JP7522249B1 - Saddle-type vehicle - Google Patents

Abstract

A technique is provided that can cancel overlapping amounts of operation between an actuator operation and a manual operation using a relatively simple configuration.
[Solution] A saddle-type vehicle comprising a clutch device, an electric actuator connected to a release operating member of the clutch device via a first connecting member, and a clutch operator which transmits the operator's operation to the release operating member via a second connecting member, wherein the release operating member has a connecting portion to which each connecting member is connected, and the connecting portion has a slot which holds a first engaging portion of the first connecting member and allows relative displacement of the first engaging portion in response to rotation of the release operating member due to operation of the clutch operator, and a slot which holds a second engaging portion of the second connecting member and allows relative displacement of the second engaging portion in response to rotation of the release operating member by the electric actuator.
[Selected figure] Figure 5

Description

The present invention relates to a saddle-type vehicle.

Technology has been proposed to automate the connection and disconnection of a clutch device. Patent Document 1 discloses a device that can automatically control a clutch device that connects and disconnects the transmission of output from a prime mover (engine) of a saddle-type vehicle using an actuator. The clutch device of Patent Document 1 has a structure that can also accommodate manual operation using a clutch lever.

JP 2005-106246 A

When there are two operating systems for the clutch device, one operated by an actuator and one operated manually, it is necessary to cancel the overlapping amounts of operation. The structure of Patent Document 1 is equipped with an arm to which a cable is connected and a cam mechanism for operating these arms, for each operating system. This poses the problem of a large number of parts and a complex structure. The complexity of the structure can also affect the operability of manual operation.

The object of the present invention is to provide a technology that can cancel the overlapping amounts of operation between actuator operation and manual operation using a relatively simple configuration.

According to the present invention,
a clutch device (120) disposed in a transmission path of a driving force output by the prime mover (108) and capable of connecting and disconnecting the transmission of the driving force;
an electric actuator (10) connected to a release operating member (128) of the clutch device (120) via a first connecting member (31 a) and configured to rotate the release operating member (128);
a clutch operator (113L) that is operable by an operator and transmits the operation of the operator to the release operating member (128) of the clutch device (120) via a second connecting member (32a) to rotate the release operating member (128);
A saddle-type vehicle (100) comprising:
the release operation member (128) has a connecting portion (128b) to which the first connecting member (31a) and the second connecting member (32a) are connected,
The connecting portion (128b) is
a first slot (SL1) that holds a first engagement portion (31c) of the first connecting member (31a) and forms a space (172a) that allows relative displacement of the first engagement portion (31c) in response to rotation of the release operating member (128) caused by an operation of the clutch operating element (113L);
a second slot (SL2) that holds the second engagement portion (32c) of the second connecting member (32a) and forms a space (172b) that allows relative displacement of the second engagement portion (32c) in response to rotation of the release operation member (128) by the electric actuator (10).
A saddle-type vehicle is provided.

The present invention provides a technology that can cancel overlapping amounts of operation between actuator operation and manual operation using a relatively simple configuration.

FIG. FIG. 2 is a front view of the saddle-type vehicle of FIG. 1 . FIG. FIG. 2 is an explanatory diagram of a clutch device and related configurations. 4A and 4B are perspective views of a lever member. 4A is a side view of a lever member based on the axial direction, and FIG. 4B is a plan view of the lever member based on the axial direction. 4A to 4C are diagrams illustrating the operation of the lever member. FIG. 4 is a flowchart showing an example of processing executed by the control unit in FIG. 3 . 4 is a flowchart showing an example of processing executed by the control unit in FIG. 3 . 4 is a flowchart showing an example of processing executed by the control unit in FIG. 3 . 4 is a flowchart showing an example of processing executed by the control unit in FIG. 3 .

The following embodiments are described in detail with reference to the attached drawings. Note that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are necessarily essential to the invention. Two or more of the features described in the embodiments may be combined in any desired manner. In addition, the same reference numbers are used for the same or similar configurations, and duplicate descriptions will be omitted.

<Outline of saddle-type vehicle>
1 and 2 are a right side view and a front view of a saddle-type vehicle (hereinafter, simply referred to as a vehicle) 100 according to an embodiment of the present invention. The vehicle 100 is a motorcycle equipped with one front wheel FW and one rear wheel RW. In the drawings, an arrow D1 indicates the front-rear direction of the vehicle 100, and an arrow D2 indicates the width direction (left-right direction). Fr indicates the front side, and Rr indicates the rear side. R indicates the right side when moving forward, and L indicates the left side when moving forward.

The vehicle 100 has a body frame 101 that forms the skeleton of the vehicle. A front wheel steering unit 102 is supported at the front end of the body frame 101, and a swing arm 107 is supported at the rear end so that it can swing freely. The front wheel steering unit 102 includes a pair of left and right front forks 103 that support the front wheels FW, and a steering handle 104 that is attached to the upper parts of the pair of front forks 103.

The right grip 112R of the steering handle 104 is an operator (accelerator grip) that allows the operator (rider) to instruct the acceleration of the vehicle 100. Adjacent to the right grip 112R, an operator (brake lever) 113R that accepts the rider's braking operation on the front wheel FW is provided so as to be freely rotatable. Adjacent to the left grip 112L of the steering handle 104, an operator (clutch lever) 113L that accepts the rider's operation to engage and disengage the clutch device 120 is provided so as to be freely rotatable.

The swing arm 107 has its front end supported by the body frame 101 so as to be freely swingable, and its rear end supports the rear wheel RW. In the area between the front wheel FW and the rear wheel RW, the body frame 101 supports the prime mover 108 and the transmission 109. In this embodiment, the prime mover 108 is an internal combustion engine, and in particular, a parallel four-cylinder, four-stroke, DOHC, water-cooled engine. Exhaust gas from the prime mover 108 is discharged through an exhaust passage including an exhaust pipe 110 and a muffler 111.

A clutch device 120 is disposed in the transmission path of the driving force output by the prime mover 108. In this embodiment, the clutch device 120 is disposed between the prime mover 108 and the transmission 109, and connects and disconnects the transmission of the driving force of the prime mover 108 to the transmission 109.

The driving force of the prime mover 108 is transmitted to the rear wheel RW via a transmission 109 and a chain transmission mechanism (not shown). A fuel tank 105 is disposed above the prime mover 108, and a seat 106 on which the rider sits is disposed behind the fuel tank 105.

The transmission 109 is a manual, constantly meshing transmission that changes the output of the prime mover 108. The transmission 109 can be switched between a number of gear ratios (for example, first to sixth gears) or neutral, depending on the rider's shift operation using the operator 115L (gear change pedal). The operator 115L is provided adjacent to the left step 114L so that it can be operated by the rider. The rider can place his or her left foot on the left step 114L and operate the operator 115L with his or her left foot.

Operator 115R is a brake pedal that is located adjacent to the right step 114R and can be operated by the rider. The rider can brake the rear wheel RW by placing his/her right foot on the right step 114R and operating operator 115R with his/her right foot. Steps 116R and 116L are steps for the passenger.

In this embodiment, the clutch device 120 is a wet multi-plate coil spring type clutch, and its engagement and disengagement are automated by the electric actuator 10. The electric actuator 10 is disposed behind the front wheel steering unit 102 at the front of the vehicle 100. A control unit 2 is disposed below the seat 106. The control unit 2 controls the electric actuator 10 and the like.

<Control device>
3 is a block diagram of the control device 1 that controls the clutch device 120. The control device 1 includes a control unit 2. The control unit 2 includes a processing unit 21, a storage unit 22, and an interface unit 23. The processing unit 21 is a processor such as a CPU, and executes a program stored in the storage unit 22. The storage unit 22 is a storage device such as a semiconductor memory, and stores the programs executed by the processing unit 21 and data used in the processing. The interface unit 23 inputs and outputs data between the processing unit 21 and devices external to the control unit 2. The processing unit 21 drives the electric actuator 10 based on the detection results of various sensors 3 to 9, as will be described later, and executes control to change the clutch capacity of the clutch device 120.

The throttle opening sensor 3 is a sensor that detects the opening of a throttle valve that adjusts the amount of air flowing into each combustion chamber of the prime mover 108, and is, for example, a rotary encoder that detects the amount of rotation of the throttle shaft. The engine speed sensor 4 is a sensor that detects the rotation speed of the prime mover 108, and is, for example, a magnetic crank angle sensor that detects the crank angle of the prime mover 108.

The shift position sensor 5 is a sensor that detects the state of the transmission 109 (e.g., one of first to sixth gears, or neutral), and is, for example, a sensor that detects the rotation angle of a shift drum (not shown) of the transmission 109. The vehicle speed sensor 6 is a sensor that detects the speed of the vehicle 100, and is, for example, a sensor that detects the amount of rotation of the front wheel FW. The shift operation sensor 7 is a sensor that detects the rider's shift operation on the operating element 115L, and is, for example, a torque sensor that detects the load acting on the rotation center axis of the operating element 115L.

The input unit 40 is a device that accepts input from the rider, and is, for example, a switch, a touch panel, etc. The rider can input various setting selections, etc. from the input unit 40, and the processing unit 21 of the control unit 2 thereby recognizes the rider's selections, etc. The display unit 41 is a device that displays information to the rider, and is, for example, an indicator such as an LED or a liquid crystal display device, etc. The input unit 40 and the display unit 41 can be mounted on the handlebars 104, for example.

Here, the operation amount sensor 8, the rotation amount sensor 9, the electric actuator 10, and the transmission mechanism 18 will be described with reference to Figs. 4 and 5 in addition to Fig. 3. Fig. 4 is an explanatory diagram of the clutch device 120 and related configurations. Fig. 5 is an explanatory diagram of the operation of the transmission mechanism 18.

The clutch device 120 includes an input gear 122 to which the driving force of the prime mover 108 is input from a crankshaft (not shown) of the prime mover 108. The clutch outer 121 rotates integrally with the input gear 122 around a rotation center line X1. The rotation center line X1 is the rotation center line (axis) of the main shaft 109a of the transmission 109. The main shaft 109a is connected to the clutch center 123 and rotates integrally with the clutch center 123. A plurality of disc-shaped clutch plates 125 are stacked between the clutch outer 121 and the clutch center 123 in the direction of the rotation center line X1.

The multiple clutch plates 125 are arranged in a stacking direction, with clutch plates that rotate integrally with the clutch outer 121 and clutch plates that rotate integrally with the clutch center 123, and the frictional engagement of these multiple clutch plates 125 transmits drive between the clutch outer 121 and the clutch center 123, i.e., transmits the drive force of the prime mover 108 to the transmission 109.

The multiple clutch plates 125 are pressed in the stacking direction by the biasing force of the clutch spring 126 via the pressure plate 124, and are frictionally engaged. Multiple clutch springs 126 are arranged around the rotation center line X1.

The clutch device 120 includes a lifter shaft 127 and a release operation member 128 as a release mechanism. The lifter shaft 127 has an end inserted into the cylindrical main shaft 109a, and is provided so as to be able to move back and forth together with the pressure plate 124 in the direction D3, which is the direction of the rotation center line X1. The release operation member 128 is an axial member that extends in a direction perpendicular to the axial direction (direction D3) of the lifter shaft 127, and is a member for interrupting the drive transmission of the clutch device 120 in response to an external input.

The release operating member 128 is supported by the clutch cover 120a so as to be rotatable about its axis (around the rotation center line X2), and its upper and lower ends are exposed to the outside of the clutch cover 120a. The release operating member 128 has a shaft portion 128a supported by the clutch cover 120a so as to be rotatable, and a connecting portion 128b. The connecting portion 128b is provided at one end of the shaft portion 128a, and in this embodiment, is provided at the lower end of the shaft portion 128a.

An eccentric cam portion 128c is formed in the axial center of the shaft portion 128a. The eccentric cam portion 128c engages with an engagement portion 127a at the end of the lifter shaft 127 inside the clutch cover 120a. When the release operating member 128 is rotated in a predetermined direction, the engagement between the eccentric cam portion 128c and the engagement portion 127a causes the lifter shaft 127 to move in the direction of releasing the frictional engagement of the multiple clutch plates 125 (to the right in the direction D3 in FIG. 4). The amount of rotation (operation angle) of the release operating member 128 is proportional to the amount of movement of the lifter shaft 127 in the direction D3. By rotating the release operating member 128, the frictional engagement force of the multiple clutch plates 125 can be changed to change the clutch capacity of the clutch device 120 and also to cut off the drive transmission.

The electric actuator 10 is connected to the connecting portion 128b via a connecting member 31a, and the operator 113L is connected via a connecting member 32a. In this embodiment, the connecting member 31a is the inner cable of the cable 31, and may be referred to as the inner cable 31a in the following description. In this embodiment, the connecting member 32a is the inner cable of the cable 32, and may be referred to as the inner cable 32a in the following description.

The electric actuator 10 rotates the release operating member 128 around the rotation center line X2 by its drive. When the rider operates the operating member 113L, this operation is transmitted to the release operating member 128, causing the release operating member 128 to rotate around the rotation center line X2. That is, in this embodiment, the release operating member 128 can be operated both by the rider's manual operation of the operating member 113L and by automatic operation by the electric actuator 10. In other words, in the vehicle 100, the drive transmission via the clutch device 120 can be connected and disconnected in response to the rider's manual operation of the operating member 113L, and can also be automatically controlled using the electric actuator 10. A return spring 129 that urges the release operating member 128 to the initial position is provided between the connecting portion 128b and the clutch cover 120a.

In this embodiment, the electric actuator 10 is an electric cylinder in which the rod 13 moves back and forth in the direction D4. The electric actuator 10 includes a drive source 11, which is an electric motor, and a conversion mechanism 12 that converts the rotational motion of the output shaft of the drive source 11 into the linear motion of the rod 13. The conversion mechanism 12 incorporates a conversion mechanism such as a ball screw mechanism or a feed screw mechanism. An inner cable 31a is connected to the rod 13 via a holder 14.

When the inner cable 31a is pulled by driving the electric actuator 10, the operational input is transmitted to the release operating member 128, which rotates the release operating member 128 and reduces the clutch capacity of the clutch device 120. Conversely, when the inner cable 31a is returned (sent out), the release operating member 128 returns to its initial position due to the force of the clutch spring 126, and the clutch capacity increases. Therefore, the control unit 2 controls the drive source 11 to drive the electric actuator 10 and rotate (turn) the release operating member 128, thereby changing the clutch capacity of the clutch device 120.

In this embodiment, an electric cylinder is used as an example of the electric actuator 10, but this is not limited to this. For example, the electric actuator 10 may be an electric drum equipped with a drum capable of winding and unwinding the inner cable 31a.

The cables 31 and 32 are flexible and bendable as a whole, and have inner cables 31a and 32a, and outer cables 31b and 32b through which the inner cables 31a and 32a pass.

The inner cables 31a and 32a are elastically deformable wires, such as metal wires. Cylindrical engagement parts 31c and 32c are fixed to both ends of the inner cables 31a and 32a, respectively. One of the engagement parts 31c, 32c of the inner cables 31a and 32a is held in the slots SL1 and SL2 of the connecting part 128b. The outer cables 31b and 32b are flexible tubes that can be bent, and the ends of the outer cables 31b and 32b on the release operating member 128 side are each held by a catcher 19.

The connecting portion 128b is a portion that transmits the operation input of the operator 113L or the electric actuator 10 to the release operating member 128 via the inner cables 31a and 32a. The slots SL1 and SL2 are disposed on the inside (left side) of the shaft portion 128a in the D2 direction. Compared to a configuration in which the slots SL1 and SL2 are disposed on the outside (right side) of the shaft portion 128a in the D2 direction, the clutch release mechanism can be made more compact in the D2 direction.

The connecting portion 128b also has a canceling function that cancels overlapping operations of the release operating member 128 between manual operation via the operating element 113L and operation by the electric actuator 10. In this embodiment, the release operating member 128 is composed of two members: a shaft member 16 that forms the shaft portion 128a, and a lever member 17 that forms the connecting portion 128b.

The structure of the lever member 17 will be described with reference to Figures 5(A) to 6(B). Figures 5(A) and 5(B) are perspective views of the lever member 17 with different viewing directions. Figure 6(A) is a side view of the lever member 17 when oriented in the up-down direction with the rotation center line X2 as the reference, and Figure 6(B) is a plan view of the lever member 17 when oriented in the up-down direction with the rotation center line X2 as the reference.

The lever member 17 is integrally provided with a fixed portion 170 that is fixed to the lower end of the shaft member 16, and a slot forming portion 171 in which slots SL1 and SL2 are formed. A recess 176 in which one end of the return spring 129 is engaged is formed in the portion between the fixed portion 170 and the slot forming portion 171. The fixed portion 170 is a plate-shaped portion whose plate thickness direction is the direction of the rotation center line X2, and has a through hole 170a formed therein into which the lower end of the shaft member 16 is inserted.

The slot forming portion 171 is a portion spaced radially (in the RD direction) from the rotation center line X2, and is thicker than the fixed portion 170 in the direction of the rotation center line X2.

The slot SL1 holds the engagement portion 31c of the inner cable 31a. The slot SL1 has a bottomed hole portion 172a having a depth in the direction of the rotation center line X2, a slit 173a opening to the side of the hole portion 172a (RD direction), and a slit 174a between the hole portion 172a and the slit 173a. When attaching the inner cable 31a to the slot SL1, first, the engagement portion 31c is inserted into the hole portion 172a. The inner cable 31a is passed through the slit 174a and guided to the slit 173a, completing the attachment. In other words, the engagement portion 31c is held in the hole portion 172a, while the inner cable 31a is guided to the outside of the hole portion 172a.

The hole 172a has an elongated hole shape when viewed in the direction of the rotation center line X2, and has an arc shape centered on the rotation center line X2. The inner wall surface 175a at one end of the hole 172a forms an engagement surface that engages with the engagement portion 31c, and the other end side of the hole 172a forms an escape space SP1 for the engagement portion 31c that allows relative displacement of the engagement portion 31c in response to the rotation of the release operating member 128.

The slot SL2 has basically the same structure as the slot SL1. That is, the slot SL2 holds the engagement portion 32c of the inner cable 32a. The slot SL2 has a bottomed hole portion 172b having a depth in the direction of the rotation center line X2, a slit 173b opening to the side (RD direction) of the hole portion 172b, and a slit 174b between the hole portion 172b and the slit 173b. When the inner cable 32a is attached to the slot SL2, first, the engagement portion 32c is inserted into the hole portion 172b. The inner cable 32a is passed through the slit 174b and guided to the slit 173b, thereby completing the attachment. In other words, the engagement portion 32c is held in the hole portion 172b, while the inner cable 32a is led out of the hole portion 172b.

The hole 172b has an elongated hole shape when viewed in the direction of the rotation center line X2, and has a slightly curved arc shape centered on the rotation center line X2. The inner wall surface 175b at one end of the hole 172b forms an engagement surface that engages with the engagement portion 32c, and the other end of the hole 172b forms an escape space SP2 for the engagement portion 32c that allows relative displacement of the engagement portion 32c in response to the rotation of the release operating member 128.

In this embodiment, slots SL1 and SL2 are arranged side by side in the direction of the rotation center line X2, and overlap each other when viewed in the direction of the rotation center line X2. This allows the clutch release mechanism to be made more compact in the RD direction or D2 direction.

As shown in FIG. 6(A), when viewed in the RD direction, the shaft portion 128a and the entire slot SL2 overlap. This allows the clutch release mechanism to be made more compact in the direction of the rotation center line X2. When viewed in the RD direction, the shaft portion 128a and a portion of the slot SL2 may overlap. Also, the shaft portion 128a and the entire or partial slot SL1 may overlap.

To ensure the retention space of the engagement parts 31c and 32c and the rigidity of the lever member 17, it is necessary to separate the slots SL1 and SL2 in the direction of the rotation center line X2. In this embodiment, the fixing part 170 is not provided in the center between the slots SL1 and SL2 in the direction of the rotation center line X2, but is offset to a position closer to the slot SL2 than to the slot SL1.

Specifically, as shown in FIG. 6A, the distance between the center line CT0 of the fixed part 170 and the center line CT1 of the slot SL1 in the direction of the rotation center line X2 is L11, and the distance between the center line CT0 and the center line CT2 of the slot SL2 is L12, with the relationship of distance L12 < distance L11. If the center line CT0 and the center line CT1 or CT2 are misaligned in the direction of the rotation center line X2 as in this embodiment, a twist acts on the lever member 17 when the release operating member 128 is rotated.

Specifically, when the inner cable 31a is operated by the electric actuator 10, a load acts on the engagement surface 175a of the slot SL1 in the direction of the inner cable 31a. At this time, a moment according to the length of the distance L11 acts on the lever member 17. Similarly, when the inner cable 32a is operated by the rider's operation of the operator 113L, a load acts on the engagement surface 175b of the slot SL2 in the direction of the inner cable 32a.

At this time, a moment according to the length of distance L12 acts on the lever member 17. In this embodiment, distance L12 is smaller than distance L11, and the magnitude of the moment is smaller when the rider operates the operating element 113L than when the electric actuator 10 is activated. When the rider operates it, the lever member 17 twists relatively less, improving the feel of operation. Meanwhile, a rib 177 is provided on the side of the slot SL1 to improve rigidity. This improves the accuracy of operation of the release operating member 128 by the electric actuator 10.

The operation of the lever member 17 configured as above, i.e., the connecting portion 128b, will be described with reference to Figures 7(A) to 7(C). Figures 7(A) to 7(C) are schematic diagrams showing the operation of the connecting portion 128b, and are schematic diagrams corresponding to the cross section taken along line A-A in Figure 6(B).

Figure 7 (A) shows the initial state. The engagement portion 31c of the inner cable 31a is located on the engagement surface 175a side of the hole 172a, and the engagement portion 32c of the inner cable 32a is located on the engagement surface 175b side of the hole 172b. In this state, the release operating member 128 is located in the initial position, and the clutch device 120 is in a connected state. In this state, the electric actuator 10 is not pulling the inner cable 31a, and there is no operational input to the operating element 113L.

When the electric actuator 10 is driven from this state, as shown in FIG. 7(B), the inner cable 31a is pulled, causing the release operating member 128 to rotate from the initial position. Because there is no operational input to the operating element 113L, the position of the engaging portion 32c of the inner cable 32a itself does not change. The hole portion 172b is displaced relative to the engaging portion 32c, and the engaging portion 32c is positioned in the escape space SP2.

Even if the operating element 113L is operated in the state shown in FIG. 7(B), the engagement portion 32c is not engaged with the engagement surface 173b, so the release operating member 128 is not rotated. In other words, in the state shown in FIG. 7(B), the maximum rotation amount of the release operating member 128 has already been achieved by operation by the electric actuator 10, and any operation of the operating element 113L that overlaps this has been canceled.

Figure 7 (C) shows the state in which the operator 113L is operated from the initial state of Figure 7 (A) and the inner cable 32a is pulled. The release operating member 128 is rotated from the initial position. Since there is no operational input from the electric actuator 10, the position of the engagement portion 31c of the inner cable 31a itself does not change. The hole portion 172a is displaced relative to the engagement portion 31c, and the engagement portion 31c is positioned in the escape space SP1.

Even if the electric actuator 10 is driven in the state shown in FIG. 7(C), the engagement portion 31c is not engaged with the engagement surface 173a, so the release operating member 128 will not be rotated. In other words, in the state shown in FIG. 7(C), the maximum rotation amount of the release operating member 128 has already been achieved by operation of the operating element 113L, and any operation of the electric actuator 10 that overlaps this has been canceled.

By providing such a cancellation mechanism, the operation input to the operating element 113L and the operation input by the electric actuator 10 are not added together, and it is possible to avoid doubling the amount of rotation of the release operating member 128. Moreover, the cancellation mechanism can be realized with a relatively simple configuration in which slots SL1 and SL2 are formed in the lever member 17.

Refer to FIG. 4. The operation amount sensor 8 is a sensor that detects the operation amount of the electric actuator 10 relative to the inner cable 31a, and in this embodiment, it is a rotary encoder that detects the amount of rotation of the drive source 11. In this embodiment, the detection result of the operation amount sensor 8 is converted into the amount of movement of the rod 13 in the D4 direction, and this is set as the operation amount L1 of the electric actuator 10 relative to the inner cable 31a. In other words, the operation amount L1 is the amount of movement of the end of the inner cable 31a on the electric actuator 10 side. In the example of FIG. 4, the amount of movement in the direction in which the rod 13 is retracted from the initial position (maximum protruding position) of the rod 13 is set as the operation amount L1.

The rotation amount sensor 9 is a sensor that detects the amount of rotation of the release operating member 128. In this embodiment, the rotation amount sensor 9 is an angle sensor that detects the amount of rotation (operation angle) of the release operating member 128 around the rotation center line X2. The rotation amount sensor 9 is supported by the clutch cover 120a via the bracket 18, and the upper end of the release operating member 128 is connected to the rotation amount sensor 9. Since the rotation amount sensor 9 is arranged at one end (upper end) of the release operating member 128 and the connecting part 128b (lever member 17) is provided at the other end (lower end), it is possible to secure sufficient space for the rotation amount sensor 9 and the connecting part 128b. In addition, since the rotation amount sensor 9 is directly connected to the release operating member 128, it is possible to detect the rotation amount with high accuracy. By using the detection result of the rotation amount for controlling the electric actuator 10, it is possible to control the electric actuator 10 with high accuracy.

<Automatic clutch capacity control>
In this embodiment, regarding the engagement and disengagement of the clutch device 120, the rider can select between a manual operation mode (manual operation mode) by the rider using the operator 113L and an automatic control mode (automatic control mode) using the electric actuator 10. The rider can select these modes by performing a selection operation on the input unit 40.

In the automatic control mode, the clutch capacity of the clutch device 120 is controlled to change the drive transmission from a disconnected state to a connected state when the vehicle 100 starts moving or when the transmission 109 is shifted. The following describes the control of the clutch capacity (clutch pressing load/clutch spring load) of the clutch device 120 using the electric actuator 10.

The clutch device 120 of this embodiment is normally in an engaged state (clutch capacity is 100%) due to the force of the clutch spring 126, and can achieve a reduced clutch capacity (half-clutch state) and disengaged state (clutch capacity is 0%) by moving the lifter shaft 127 due to the rotation of the release operating member 128. Therefore, the clutch capacity is correlated with the torque (or amount of rotation) around the rotation center line X2 of the release operating member 128.

On the other hand, since the inner cable 31a is an elastic body, it stretches in proportion to the load within the elastic region when subjected to a tensile load. Based on Hooke's law, the amount of stretch of the inner cable 31a is correlated with the torque around the rotation center line X2 of the release operating member 128, i.e., the clutch capacity. If the amount of stretch of the inner cable 31a is L3, it can be obtained by L3 = operation amount L1 - coefficient x rotation amount L2. The coefficient is a coefficient that converts the rotation amount L2 into the amount of movement of the end of the inner cable 31a on the side of the release operating member 128, and is set, for example, based on the length of the radial connecting portion 128b from the release operating member 128. The operation amount L1 and rotation amount L2 can be detected by the operation amount sensor 8 and the rotation amount sensor 9. Therefore, it is possible to control the change in the clutch capacity of the clutch device 120 based on the detection results of the operation amount sensor 8 and the rotation amount sensor 9.

The characteristic information showing the correlation between the extension amount L3 and the clutch capacity, which is used to control the electric actuator 10, can be obtained by a prior learning operation. Figure 8 shows an example of the test data EXP obtained by the learning operation and the characteristic information SI obtained from the test data EXP.

In the learning operation, the electric actuator 10 is driven at least within a range equivalent to the range of clutch capacity change (0 to 100%). For example, when the torque capacity of the clutch device 120 is at 100% (the release operating member 128 is free), the rod 13 is moved to a full stroke in the retracting direction from its initial position and then returned to its initial position, thereby driving the electric actuator 10 so that the clutch capacity includes the range of 0% to 100%. The extension amount L3 is calculated from the detection results of the operation amount sensor 8 and the rotation amount sensor 9 while the electric actuator 10 is being driven, and the test data EXP in FIG. 8 is obtained.

The test data EXP has the amount of rotation L2 (corresponding to the tensile load of the inner cable 31a) on the horizontal axis and the amount of extension L3 on the vertical axis, with the dashed line showing the data when the inner cable 31a is being pulled and the solid line showing the data when the tension is being released.

From this data, the actuation start point SP and touch point TC are identified. The actuation start point SP is the point at which the clutch device 120 transitions from an engaged state to a half-clutch state. The actuation start point varies depending on factors such as the play in the mechanism. The touch point TC is the point at which the clutch device 120 transitions from an engaged state to a half-clutch state, and varies depending on factors such as wear on the clutch plate 125.

The actuation start point SP and the touch point TC are both identified from the inflection point where the slope changes in the test data EXP. For example, at the touch point TC, the change in the extension amount L3 slows down relative to the rotation amount L2.

The characteristic information SI indicates the correlation between the actuation start point SP, the touch point TC, and the rotation amount L2 and clutch capacity between those points. The characteristic information SI is stored, for example, in the memory unit 22.

When controlling the change in clutch capacity based on the above characteristic information SI, feedback control of the drive source 11 can be performed while monitoring the detection results of the rotation amount sensor 9 so as to achieve the rotation amount L2 corresponding to the target clutch capacity.

<Example of control unit processing>
An example of processing by the control unit 2 regarding control of the clutch device 120 will be described. First, updating of the characteristic information SI will be described. The correlation between the extension amount L3 and the clutch capacity may vary due to wear of the mechanism caused by use of the vehicle 100. Therefore, it is desirable that the characteristic information SI is not only set by the manufacturer when the vehicle 100 is shipped, but also automatically updated as needed according to the rider's use.

In this embodiment, when the control system of the vehicle 100 is started (when the power is ON, such as when the ignition is ON), a process is executed to generate and update the characteristic information SI. FIG. 9 is a flowchart showing an example of the process executed by the processing unit 21 of the control unit 2 when the power is ON. In S1, an initial process is performed. Here, the operation of the control device 1 is checked, and movable parts are moved to their initial positions. In this initial process, the process of generating and updating the characteristic information SI, which will be described later with reference to FIG. 9, is also performed. If the operation check is normally completed in the initial process of S1, the process proceeds to S2, and permission to start the prime mover 108 is set. When the rider operates the starter button (not shown), the prime mover 10 starts.

The generation and update process of characteristic information SI, which is included in the initial process of S1, will be described with reference to FIG. 10. In S11 to S14, processes related to the learning operation for obtaining the test data EXP illustrated in FIG. 8 are performed. In S11, the drive source 11 starts to be driven. Here, as described above, the rod 13 of the electric actuator 10 is moved to a full stroke in the retracting direction from its initial position so that the clutch capacity includes the range of 0% to 100%, and then an operation to return it to the initial position is started. In S12, the detection results of the operation amount sensor 8 and the rotation amount sensor 9 are obtained.

In S13, it is determined whether the reciprocation of the rod 13 of the electric actuator 10 has finished (whether it has returned to the initial position), and if not, the process returns to S12 to continue obtaining the detection results of the operation amount sensor 8 and the rotation amount sensor 9 and moving the rod 13. If the reciprocation of the rod 13 has finished, the process proceeds to S14 to end the drive of the drive source 11 and the acquisition of the detection results of the operation amount sensor 8 and the rotation amount sensor 9.

In S15, characteristic information SI is generated from the detection results of the operation amount sensor 8 and the rotation amount sensor 9. Here, for example, if there is a foreign object that hinders or resists the movement of the rod 13 or the rotation of the release operation member 128 during the learning operation, the accuracy of the characteristic information SI decreases. In addition, the accuracy of the characteristic information SI decreases when the operator 113L is operated during the learning operation. In order to eliminate the update of the characteristic information SI with low accuracy, in S16, the characteristic information SI generated in S15 is compared with the reference data to determine whether the characteristic information SI is normal or not. The reference data is, for example, data that can specify the normal value range of the extension amount L3 relative to the clutch capacity, and may be data dedicated to comparison, or may be the current characteristic information SI (characteristic information SI before update) stored in the memory unit 22. When the learning operation is performed, a guide display may be displayed on the display unit 41 to prompt the rider not to operate the operator 113L.

In S17, if the result of the comparison in S16 is normal, the process proceeds to S18, and if the result is abnormal, the process proceeds to S19. In S18, the current characteristic information SI stored in the memory unit 22 is updated with the characteristic information SI generated this time in S15. In S19, no update is performed.

This completes the process of generating and updating the characteristic information SI. Note that the process of S11 to S14 may be performed multiple times, and the characteristic information SI may be generated using the average value of the detection results of the operation amount sensor 8 and the rotation amount sensor 9.

Figure 11 is a flowchart showing an example of automatic control of the clutch capacity of the clutch device 120 using the characteristic information SI in the automatic control mode, and shows an example of processing executed by the processing unit 21 of the control unit 2. The illustrated processing shows an example of processing executed when the clutch device 120 is in an engaged state.

In S21, the detection result of the shift operation sensor 7 is obtained. In S22, based on the detection result obtained in S21, it is determined whether or not the rider has performed a shift operation on the operator 113L, and if it is determined that a shift operation has been performed, the process proceeds to S23. In S23, the electric actuator 10 is driven so that the clutch device 120 is disengaged. Here, the characteristic information SI is read from the memory unit 22, and the electric actuator 10 is driven until the rotation amount L2 based on the detection result of the rotation amount sensor 9 becomes larger than the rotation amount L2 corresponding to the touch point TC, thereby reliably transitioning the clutch device 120 to the disengaged state.

S24 to S25 are related to the process of transitioning the clutch device 120 to the connected state after a shift operation. In S24, the driving state of the vehicle 100 is detected. Here, the detection results of the throttle opening sensor 3, engine speed sensor 4, shift position sensor 5, and vehicle speed sensor 6 are acquired. In S25, a target value for the clutch capacity of the clutch device 120 is set based on the detection results acquired in S24. In S26, the drive control of the electric actuator 10 (driving source 11) is performed so as to achieve the target value of the clutch capacity set in S25. Here, the characteristic information SI is read from the memory unit 22, and the detection result of the rotation amount sensor 9 is monitored, and feedback control of the driving source 11 is performed so that the rotation amount L2 becomes the rotation amount L2 corresponding to the target value of the clutch capacity set in S25.

In S27, it is determined whether the clutch device 120 has been switched to an engaged state (clutch capacity is 100%), and if it has not been switched, the process returns to S24 and the same process is repeated. If it has been switched, the process ends. Through the above process, the clutch device 120 can be automatically controlled to be engaged or disengaged when the rider changes gears, and a semi-automatic gear change system can be realized.

Figure 12 shows an example of processing related to the intervention of manual operation by the rider in the automatic control mode, which is executed repeatedly in parallel during the drive control of the electric actuator 10 in S26, for example. If the rider intervenes manually via the operator 113L during automatic control of the clutch device 120, in this embodiment, the automatic control mode is terminated and the mode is switched to manual operation mode. When the rider intervenes manually, the rotation amount L2 of the release operating member 128 becomes larger than usual relative to the operation amount L1 of the electric actuator 10. Therefore, the intervention of manual operation by the rider can be determined from the detection results of the operation amount sensor 8 and the rotation amount sensor 9.

In S31, the detection results of the operation amount sensor 8 and the rotation amount sensor 9 are obtained. In S32, the extension amount L3 is calculated from the detection results obtained in S31. In S33, it is determined whether the rotation amount L2 detected by the rotation amount sensor 9 matches the extension amount L3 calculated in S32. This determination can be made, for example, using the test data EXP in FIG. 8, and the test data EXP may be stored in the memory unit 22 for this determination. Then, for example, if the difference between the rotation amount L2 corresponding to the extension amount L3 calculated in S32 and the rotation amount L2 detected in S31 in the test data EXP exceeds a threshold value, it can be determined that the rider has manually intervened.

If it is determined in step S33 that there is a match, it is determined that there has been no manual operation by the rider and the process ends, whereas if it is determined that there is no match, it is determined that there has been manual operation by the rider and the process proceeds to step S34. In step S34, the automatic control mode is stopped and the control mode of the clutch device 120 is switched from the automatic control mode to the manual operation mode.

When the automatic control mode is suddenly switched to the manual operation mode, the burden of operating the operator 113L increases suddenly, which may cause the rider to feel uncomfortable. In the switching control, for example, the electric actuator 10 is driven so that the operation amount L1 gradually decreases. In addition, the rider may be notified of the control mode switching by displaying the display unit 41.

As described above, in this embodiment, by adopting a configuration in which the release operating member 128 is operated by the electric actuator 10 via the inner cable 31a, the conventional manual clutch device 120 can be utilized almost as is, and the control device 2 can be configured by adding the electric actuator 10 and sensors 8 and 9, etc., external to the clutch device 120. Therefore, automatic control of the clutch device 120 can be realized with a relatively simple configuration.

Summary of the embodiment
The above embodiment discloses at least the following saddle-type vehicle.

Item 1.
a clutch device (120) disposed in a transmission path of a driving force output by the prime mover (108) and capable of connecting and disconnecting the transmission of the driving force;
an electric actuator (10) connected to a release operating member (128) of the clutch device (120) via a first connecting member (31 a) and configured to rotate the release operating member (128);
a clutch operator (113L) that is operable by an operator and transmits an operation of the operator to the release operating member (128) of the clutch device (120) via a second connecting member (32a) to rotate the release operating member (128);
A saddle-type vehicle (100) comprising:
the release operation member (128) has a connecting portion (128b) to which the first connecting member (31a) and the second connecting member (32a) are connected,
The connecting portion (128b) is
a first slot (SL1) that holds a first engagement portion (31c) of the first connecting member (31a) and forms a space (172a) that allows relative displacement of the first engagement portion (31c) in response to rotation of the release operating member (128) caused by an operation of the clutch operating element (113L);
a second slot (SL2) that holds the second engagement portion (32c) of the second connecting member (32a) and forms a space (172b) that allows relative displacement of the second engagement portion (32c) in response to rotation of the release operation member (128) by the electric actuator (10).
A saddle-type vehicle characterized by the above.
According to this embodiment, it is possible to provide a technique capable of canceling the overlapping amounts of operation between the actuator operation and the manual operation with a relatively simple configuration.

Item 2.
Item 1 is a saddle-type vehicle according to the present invention,
The release operation member (128) includes a shaft portion (128a) supported so as to be rotatable,
The first slot (SL1) and the second slot (SL2) are arranged to be aligned in the axial direction of the shaft portion (128a).
A saddle-type vehicle characterized by the above.
According to this embodiment, the clutch release mechanism can be made compact.

Item 3.
Item 2: A saddle-type vehicle according to the present invention,
When viewed in a radial direction (RD) of the shaft portion (128a), a portion of at least one of the first slot (SL1) and the second slot (SL2) overlaps with the shaft portion (128a).
A saddle-type vehicle characterized by the above.
According to this embodiment, the clutch release mechanism can be made compact.

Item 4.
Item 2: A saddle-type vehicle according to the present invention,
The release operation member (128) is
a shaft member (16) forming the shaft portion (128a);
a lever member (17) which is a member separate from the shaft member (16) and forms the connecting portion (128b),
The lever member (17) is
A fixing portion (170) fixed to the shaft member (16),
In the axial direction, the fixing portion (170) is provided at a position closer to the second slot (SL2) than to the first slot (SL1).
A saddle-type vehicle characterized by the above.
According to this embodiment, twisting of the lever member during manual operation can be suppressed, improving the operational feel for the operator.

Item 5.
Item 1 is a saddle-type vehicle according to the present invention,
The release operation member (128) includes a shaft portion (128a) supported so as to be rotatable,
The connecting portion (128b) is disposed at one end of the shaft portion (128a),
A sensor (9) for detecting the amount of rotation of the shaft portion (128a) is provided at the other end of the shaft portion (128a),
The electric actuator (10) is controlled based on the detection result of the sensor (9).
A saddle-type vehicle characterized by the above.
According to this embodiment, it is possible to ensure a space for arranging the connecting portion and the sensor, and the amount of rotation of the release operating member can be detected with high accuracy by utilizing the detection result of the sensor, thereby enabling the electric actuator to be controlled with high accuracy.

Item 6.
Item 1 is a saddle-type vehicle according to the present invention,
The release operation member (128) includes a shaft portion (128a) supported so as to be rotatable,
the first slot (SL1) and the second slot (SL2) are disposed inward of the shaft portion (128a) in a vehicle width direction (D2) of the saddle riding type vehicle (100);
A saddle-type vehicle characterized by the above.
According to this embodiment, the straddle type vehicle can be made more compact in the vehicle width direction.

Although the embodiment of the invention has been described above, the invention is not limited to the above embodiment, and various modifications and variations are possible within the scope of the gist of the invention.

10 Electric actuator, 100 Saddle-type vehicle, 120 Clutch device, 113L Clutch operator, 128 Release operation member, SL1 Slot, SL2 Slot

Claims (6)

a clutch device (120) disposed in a transmission path of a driving force output by the prime mover (108) and capable of connecting and disconnecting the transmission of the driving force;
an electric actuator (10) connected to a release operating member (128) of the clutch device (120) via a first connecting member (31 a) and configured to rotate the release operating member (128);
a clutch operator (113L) that is operable by an operator and transmits the operation of the operator to the release operating member (128) of the clutch device (120) via a second connecting member (32a) to rotate the release operating member (128);
A saddle-type vehicle (100) comprising:
the release operation member (128) has a connecting portion (128b) to which the first connecting member (31a) and the second connecting member (32a) are connected,
The connecting portion (128b) is
a first slot (SL1) that holds a first engagement portion (31c) of the first connecting member (31a) and forms a space (172a) that allows relative displacement of the first engagement portion (31c) in response to rotation of the release operating member (128) caused by an operation of the clutch operating element (113L);
a second slot (SL2) that holds the second engagement portion (32c) of the second connecting member (32a) and forms a space (172b) that allows relative displacement of the second engagement portion (32c) in response to rotation of the release operation member (128) by the electric actuator (10).
A saddle-type vehicle characterized by the above. 2. The saddle-type vehicle according to claim 1,
The release operation member (128) includes a shaft portion (128a) supported so as to be rotatable,
The first slot (SL1) and the second slot (SL2) are arranged to be aligned in the axial direction of the shaft portion (128a).
A saddle-type vehicle characterized by the above. 3. The saddle-type vehicle according to claim 2,
When viewed in a radial direction (RD) of the shaft portion (128a), a portion of at least one of the first slot (SL1) and the second slot (SL2) overlaps with the shaft portion (128a).
A saddle-type vehicle characterized by the above. 3. The saddle-type vehicle according to claim 2,
The release operation member (128) is
a shaft member (16) forming the shaft portion (128a);
a lever member (17) which is a member separate from the shaft member (16) and forms the connecting portion (128b),
The lever member (17) is
A fixing portion (170) fixed to the shaft member (16),
In the axial direction, the fixing portion (170) is provided at a position closer to the second slot (SL2) than to the first slot (SL1).
A saddle-type vehicle characterized by the above. 2. The saddle-type vehicle according to claim 1,
The release operation member (128) includes a shaft portion (128a) supported so as to be rotatable,
The connecting portion (128b) is disposed at one end of the shaft portion (128a),
A sensor (9) for detecting the amount of rotation of the shaft portion (128a) is provided at the other end of the shaft portion (128a),
The electric actuator (10) is controlled based on the detection result of the sensor (9).
A saddle-type vehicle characterized by the above. 2. The saddle-type vehicle according to claim 1,
The release operation member (128) includes a shaft portion (128a) supported so as to be rotatable,
the first slot (SL1) and the second slot (SL2) are disposed inward of the shaft portion (128a) in a vehicle width direction (D2) of the saddle riding type vehicle (100);
A saddle-type vehicle characterized by the above.

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