JP5290113B2 - Hydraulic clutch device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To move a vehicle, by disengaging a clutch, even if an actuator is in failure. <P>SOLUTION: A hydraulic clutch device for the vehicle includes a clutch actuator 71 electrically controlling a clutch control motor 101 to perform a disengagement control of a clutch by hydraulic pressure of working fluid. The clutch actuator 71 has a clutch disengaging mechanism 225 forcibly disengaging the clutch when the clutch control motor 101 is in failure. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a hydraulic clutch device for a vehicle including a clutch disengagement control mechanism that electrically controls an actuator and controls disengagement of a clutch by hydraulic pressure of hydraulic oil.

  2. Description of the Related Art Conventionally, there is a hydraulic clutch device for a motorcycle that controls the disengagement of a clutch via hydraulic oil by driving an electric motor as an actuator (see, for example, Patent Document 1).

JP 2003-329064 A

By the way, in the conventional hydraulic clutch device, when the electric motor becomes unable to rotate due to a failure or the like with the clutch connected, the clutch may not be disconnected, and the vehicle may be moved after the vehicle stops. There was a problem of difficulty. Therefore, there has been a demand for a structure that can disengage the clutch and move the vehicle even when the electric motor fails.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to disengage the clutch and move the vehicle even when an actuator has failed.

In order to achieve the above object, the present invention provides a hydraulic clutch device for a vehicle including a clutch disengagement control mechanism (71) for electrically controlling an actuator (101) and disengaging a clutch (80) with hydraulic pressure of hydraulic oil. , the clutch disconnection control mechanism (71) is when said actuator (101) is fail, the has a clutch clutch cutting mechanism for forcibly cut (80) (225), the clutch cutting mechanism (225) Provides a hydraulic clutch device having an electrically controlled control valve (302) and a clutch hydraulic oil return mechanism (301) for returning and accumulating the clutch hydraulic oil at the time of failure .
According to this configuration, the clutch can be forcibly disconnected by the clutch disengagement mechanism at the time of a failure such as the inability to operate the actuator that generates the hydraulic oil pressure. For this reason, a vehicle can be moved, for example, by pushing and walking a vehicle in a stopped state. Further, when the actuator fails, the control valve can be switched electrically. Even when the actuator fails, the clutch hydraulic oil returns to the clutch hydraulic oil return mechanism and the hydraulic pressure can be lowered, so that the clutch can be disconnected and engaged.

Moreover, you may provide the return mechanism (301A) which returns the said clutch hydraulic fluid in an oil path at the time of recovery | restoration from a failure.
In this case, when recovering from the failure, the clutch hydraulic oil can be returned to the oil passage by the clutch hydraulic oil return mechanism, so that the clutch accumulated in the clutch hydraulic oil return mechanism without requiring new hydraulic oil. Hydraulic oil can be reused.
Further, when the control valve (302) is not in operation, the hydraulic oil may be returned to the oil passage by being biased by the spring (336) .
In this case, since the hydraulic oil returns to the oil path by a mechanical force due to the urging force of the spring, the hydraulic oil can be returned to the oil path with a simple structure without electrical control.

Furthermore, the control valve (302) and the clutch hydraulic oil return mechanism (301) may be arranged in directions orthogonal to each other.
In this case, by making the control valve orthogonal to the clutch hydraulic oil return mechanism, the control valve and the clutch hydraulic oil return mechanism can be configured with a simple structure without having a complicated structure. For example, when the control valve and the clutch hydraulic oil return mechanism are provided in parallel to each other, it is necessary to extend the oil path between the control valve and the clutch hydraulic oil return mechanism.
Further, a hydraulic pressure sensor (222) for detecting the hydraulic pressure of the oil passage is provided, and the hydraulic pressure sensor (222) and the clutch hydraulic oil return mechanism (301) may be arranged so that their longitudinal directions are substantially parallel to each other. good.
In this case, since the hydraulic sensor and the clutch hydraulic oil return mechanism are arranged so that their longitudinal directions are substantially parallel, the hydraulic sensor and the clutch hydraulic oil return mechanism are compared with the case where the hydraulic sensor and the clutch hydraulic oil return mechanism are arranged orthogonal to each other. The clutch hydraulic oil return mechanism can be arranged in a compact manner.

Further, an excess oil absorbing mechanism (223) that absorbs extra clutch hydraulic oil supplied from the actuator (101) is provided between the hydraulic sensor (222) and the clutch hydraulic oil return mechanism (301). The longitudinal direction of the excess oil absorbing mechanism (223) may be provided substantially parallel to the longitudinal directions of the hydraulic pressure sensor (222) and the clutch operating oil return mechanism (301) .
In this case, since the excess oil absorption mechanism does not protrude in the short direction of the hydraulic sensor and the clutch operating oil return mechanism, the excess oil absorption mechanism can be arranged in a compact manner.

Moreover, the includes actuator (101) and a crank (105) for driving the hydraulic piston (110) is driven by the actuator (101), the hydraulic pressure for controlling the hydraulic piston (110) by the actuator (101) A piston drive unit (213); and a rotation sensor (231) for detecting rotation of the crank (105) attached to the hydraulic piston drive unit (213). The detection of the failure is detected by the hydraulic sensor (222). ) Or the rotation sensor (231) .
In this case, the detection of the failure state can be detected by the two means of the hydraulic pressure sensor and the rotation sensor, so that the failure state can be detected reliably and even if one of the sensors breaks down, the failure state is detected. it can.
Furthermore, the clutch disengagement control mechanism (71) may be a ball screw type in which the clutch hydraulic oil is adjusted by a ball screw (143) .
In this case, the oil pressure can be adjusted with a simple configuration by the ball screw, and the number of parts can be reduced. For example, the configuration can be simplified as compared with the case where the hydraulic pressure is adjusted by a rotating crank. In this case, the oil pressure can be adjusted with a simple configuration by the ball screw, and the number of parts can be reduced. For example, the configuration can be simplified as compared with the case where the hydraulic pressure is adjusted by a rotating crank.

In the hydraulic clutch device according to the present invention, the clutch can be forcibly disconnected by the clutch disconnection mechanism at the time of a failure such as an inability to operate the actuator that generates hydraulic pressure of the hydraulic oil. For this reason, a vehicle can be moved, for example, by pushing and walking a vehicle in a stopped state.
In addition, the control valve can be switched electrically.
Even when the actuator fails, the clutch hydraulic oil returns to the clutch hydraulic oil return mechanism and the hydraulic pressure can be lowered, so that the clutch can be disconnected and engaged.

Furthermore, when recovering from the failure, the clutch hydraulic oil can be returned to the oil passage by the clutch hydraulic oil return mechanism, so that the clutch hydraulic oil can be reused without requiring new hydraulic oil.
Furthermore, since the hydraulic oil returns to the oil path by the mechanical force of the spring, the hydraulic oil can be returned to the oil path with a simple structure without being electrically controlled.
In addition, by making the control valve orthogonal to the clutch hydraulic oil return mechanism, the control valve and the clutch hydraulic oil return mechanism can be configured with a simple structure without having a complicated structure.
Further, since the hydraulic sensor and the clutch hydraulic oil return mechanism are arranged so that their longitudinal directions are substantially parallel, the hydraulic sensor and the clutch hydraulic oil return mechanism can be arranged in a compact manner.

Furthermore, since the excess oil absorption mechanism does not protrude in the short direction of the hydraulic sensor and the clutch operating oil return mechanism, the excess oil absorption mechanism can be arranged in a compact manner.
Furthermore, the failure state can be reliably detected by the two means of the hydraulic pressure sensor and the rotation sensor, and the failure state can be detected even when one of the sensors fails.
In addition, the oil pressure can be adjusted with a simple configuration by the ball screw, and the number of parts can be reduced.

1 is a side view of a motorcycle according to an embodiment. It is a top view of the frame. It is sectional drawing of the same engine. It is sectional drawing of a multi-plate clutch. It is a systematic diagram of a clutch actuator. It is VI-VI sectional drawing of FIG. It is sectional drawing of the vicinity of a clutch cutting | disconnection mechanism. It is a systematic diagram of the clutch actuator by another embodiment.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
1 and 2, reference numeral 100 denotes a motorcycle. A body frame 111 of the motorcycle 100 includes a head pipe 112 positioned at the front of the vehicle body, a pair of left and right main frames 114 extending rearward from the head pipe 112 to the center of the vehicle body, and extending downward from a rear end portion of the main frame 114. A pair of left and right pivot plates 115 and a rear frame (not shown) extending from the rear end of the main frame 114 to the rear of the vehicle are provided.
A front fork 116 is rotatably attached to the head pipe 112, and a front wheel 117 is rotatably supported at the lower end of the front fork 116. A steering handle 118 is attached to the upper portion of the head pipe 112.

A power unit P is suspended and mounted on the main frame 114 and the pivot plate 115, and the rotational power output from the power unit P is transmitted to the rear wheel 131 via a drive shaft 123 extending in the longitudinal direction of the vehicle body.
The power unit P includes a front / rear V-type four-cylinder engine E, and the engine E is disposed in both main frames 114 in a plan view as shown in FIG. The engine E is horizontally arranged with the crankshaft 2 (see FIG. 1) oriented horizontally in the left-right direction, is an OHC type water-cooled type, includes a crankcase 3, and moves forward and backward by two cylinders from the crankcase 3. The tilted front bank Bf and rear bank Br are V-shaped, and each bank angle is a narrow-angle V-type engine smaller than 90 degrees.

  The distance LF between the cylinder bores 3f, 3f of the front bank Bf is set larger than the distance LR between the cylinder bores 3f, 3f of the rear bank Br, and the width of the rear bank Br in the axial direction of the crankshaft is the front bank Bf in the front view. The width is set smaller than the width of the front bank Bf. As shown in FIG. 1, one end of a pair of left and right exhaust pipes 119 is connected to the exhaust port of the front bank Bf. After extending downward from the exhaust port, the exhaust port is drawn toward the rear of the vehicle body. The exhaust pipes 120 are connected to a pair of left and right exhaust pipes 120 extending from the exhaust port, and are connected to a muffler (not shown) provided behind the engine E through a single exhaust pipe (not shown).

A pivot shaft 121 is provided behind the power unit P, and a rear fork 122 is attached to the pivot shaft 121 so as to be swingable in the vertical direction about the pivot shaft 121. A rear wheel 131 is rotatably supported at the rear end portion of the rear fork 122. As described above, the rear wheel 131 and the power unit P are connected by the drive shaft 123 provided in the rear fork 122, and the rotational power from the power unit P is transmitted to the rear wheel 131 via the drive shaft 123. Is done.
A rear cushion 124 that absorbs an impact from the rear fork 122 is suspended between the rear fork 122 and the vehicle body frame 111. A stand 125 for stopping the vehicle body is provided at the rear of the power unit P, and a side stand 126 is provided at the lower part of the left side surface of the power unit P.

  A fuel tank 141 is mounted on the main frame 114 so as to cover the upper side of the power unit P. An occupant seat 142 is located behind the fuel tank 141, and the seat 142 is supported by the rear frame. A tail lamp 143 is disposed behind the seat 142, and a rear fender 144 is disposed below the tail lamp 143 so as to cover the rear wheel 131. The motorcycle 100 has a resin body cover 150 that covers the vehicle body. The vehicle body cover 150 continuously covers from the front of the vehicle body frame 111 to the front part of the power unit P, and below the seat 142. And a pair of left and right mirrors 153 are attached to the upper portion of the front cover 151. A front fender 146 that covers the front wheel 117 is attached to the front fork 116.

FIG. 3 is a cross-sectional view showing an automatic transmission mechanism of the front / rear V-type four-cylinder engine E. FIG. 3 shows a cross section of the front bank Bf, and the interior of the rear bank Br is configured in the same manner as the interior of the front bank Bf, and therefore the description of the rear bank Br is omitted.
Each cylinder of the cylinder head 4f is formed with a plug insertion hole 15 on a cylinder axis C1 that is the central axis of the cylinder bore 3f. The plug insertion hole 15 has an ignition plug 16 (ignition of the right cylinder). A plug (not shown) is disposed with its tip facing the combustion chamber 20. 6 is a piston, and 7f is a connecting rod.

The crankshaft 2 is rotatably supported in the crankcase 3 by metal bearings 2A provided at both end portions and an intermediate portion in the axial direction.
A camshaft drive sprocket 17 that outputs rotation of the crankshaft 2 is provided on the right end side of the crankshaft 2 in the drawing. On the camshaft drive sprocket 17 side of the engine E, a cam chain chamber 35 extending vertically in each bank Bf, Br is provided, and a driven sprocket 36 that rotates integrally with the camshaft 25 is connected to one end of the camshaft 25. The cam chain chamber 35 is fixed to the cam chain chamber 35. A cam chain 37 is wound around the driven sprocket 36 and the camshaft drive sprocket 17, and the camshaft 25 is rotated through the cam chain 37 and the driven sprocket 36 at a rotational speed that is half the rotation of the crankshaft 2. . A generator 18 as a generator is provided on the left end side of the crankshaft 2 in the drawing.

Next, the automatic transmission mechanism will be described.
A main shaft 41, a counter shaft 42, and an output shaft 43 are provided in the crankcase 3 in parallel with the crankshaft 2. These shafts 41, 42, and 43 including the crankshaft 2 include a gear transmission mechanism that transmits the rotation of the crankshaft 2 in order of the main shaft 41, the counter shaft 42, and the output shaft 43.
A crank side drive gear 2B that rotates the main shaft 41 is fixed to an end of the crankshaft 2 on the cam chain chamber 35 side, and the crank side drive gear 2B meshes with the main shaft side driven gear 41A of the main shaft 41. The main shaft 41 is supported via bearings 41C provided at both ends. The main shaft side driven gear 41 </ b> A is provided on the main shaft 41 so as to be rotatable relative to the main shaft 41 and is connected to a clutch mechanism (hydraulic clutch device) 44. Transmission of power to and from the main shaft 41 can be interrupted. The main shaft driven gear 41A is provided with an oil pump drive gear 41B for driving an oil pump (not shown).

A transmission gear group is disposed between the main shaft 41 and the counter shaft 42, and a transmission 46 is configured by these. Both end portions of the counter shaft 42 are supported by bearings 42C. The transmission 46 is described in detail. The main shaft 41 is provided with driving gears m1 to m6 for six speeds, and the counter shaft 42 is provided with driven gears n1 to n6 for six speeds. m6 and the driven gears n1 to n6 are meshed with each other at the corresponding shift speeds, and constitute a shift gear pair (gear combination) corresponding to each shift speed. Each speed gear pair has a reduction gear ratio (high speed gear) in order from the 1st speed to the 6th speed.
The first speed gear pair m1, n1 having the largest speed ratio is disposed on one end side of the main shaft 41 on which the main shaft driven gear 41A is supported, and the second speed gear pair m2, n2 is disposed on the other end side of the main shaft 41. Has been. Between the first speed gear pair m1, n1 and the second speed gear pair m2, n2, the fifth speed gear pair m5, n5, the fourth speed gear pair m4, n4, the third speed gear pair m3, n3, And 6th speed gear pairs m6 and n6 are arranged.

The counter shaft 42 has an intermediate drive gear 42A that transmits the rotation of the counter shaft 42 to the output shaft 43, and the driven gear 43A of the output shaft 43 meshes with the intermediate drive gear 42A. The output shaft 43 is supported by bearings 43 </ b> C provided at both ends of the counter shaft 42. Further, a cam type torque damper 51 is disposed on the output shaft 43 adjacent to the driven gear 43A. The cam-type torque damper 51 is for reducing a torque fluctuation when it is applied, and includes a cylindrical member 52 that is spline-coupled to the output shaft 43 so as to be movable in the axial direction. A convex cam 52A that meshes with a concave cam 43B formed on the driven gear 43A is formed on the end surface of the cylindrical member 52 on the driven gear 43A side.
A spring receiving member 53 is fixed substantially at the center of the output shaft 43, a coil spring 54 is provided between the cylindrical member 52 and the spring receiving member 53, and the cylindrical member 52 is urged toward the driven gear 43A. Yes. The cam type torque damper 51 includes a cylindrical member 52, a spring receiving member 53, and a coil spring 54. A driving bevel gear 48 is integrally provided at the left end portion of the output shaft 43, and the driving bevel gear 48 meshes with a driven bevel gear 49A integrally provided at a front end of a drive shaft 49 extending in the front-rear direction of the vehicle body. Thereby, the rotation of the output shaft 43 is transmitted to the drive shaft 49.

The third speed drive gear m3 and the fourth speed drive gear m4 on the main shaft 41 are integrally splined to the main shaft 41 and move in the axial direction as a shifter to be adjacent to the fifth speed drive gear m5. Alternatively, it is configured to be selectively detachable from the 6-speed drive gear m6. The 5-speed driven gear n5 and the 6-speed driven gear n6 on the counter shaft 42 are spline-coupled to the counter shaft 42, respectively, and move in the axial direction as shifters to be respectively adjacent 4-speed driven gears n4, 3 The speed driven gear n3 is configured to be detachable.
The three-speed drive gear m3 and the fourth-speed drive gear m4 on the main shaft 41 serving as a shifter, and the fifth-speed driven gear n5 and the sixth-speed driven gear n6 on the counter shaft 42 are the shift switching shown in the lowermost part of FIG. The mechanism 47 moves and shifts.

The shift switching mechanism 47 includes a shift drum 47A parallel to the shafts 41 to 43. Fork shafts 47B and 47C are arranged in parallel with the shift drum 47A before and after the shift drum 47A. A shift fork 47B1 that engages with the shifter of the main shaft 41 is supported on the fork shaft 47B, and a shift fork 47C1 that engages with the shifter of the counter shaft 42 is supported on the fork shaft 47C.
The above-described transmission gear pair is changed by moving the shift forks 47B1 and 47C1 of the transmission switching mechanism 47, and the rotational power of the main shaft 41 is transmitted to the counter shaft 42 via the changed transmission gear pair. The
The shift drum 47A is connected to the shift spindle 47E via a ratchet mechanism 47D that controls the rotation amount of the shift drum 47A.
A shift control device 61 is connected to the left end of the shift spindle 47E in the figure, and the shift control device 61 has a shift motor 62. The shift spindle 62E is connected to the shift motor 62 via a gear train 63.

  During automatic shifting, the hydraulic clutch (multi-plate clutch 80) is disengaged prior to the shift operation by the shift switching mechanism 47. That is, the hydraulic clutch is disengaged and the main shaft 41 is brought into a free state, and then the shift switching mechanism 47 performs a shift operation.

Next, the clutch mechanism 44 will be described.
A hollow portion 41D passes through the main shaft 41 in the axial direction, and a clutch lifter rod 66 is disposed in the hollow portion 41D. A clutch piston 67 is fixed to the left end of the clutch lifter rod 66 in the drawing, and a clutch slave cylinder 68 is provided on the back surface of the piston 67. A clutch actuator (clutch disconnection control mechanism) 71 that supplies hydraulic oil into the clutch slave cylinder 68 is connected to the clutch slave cylinder 68 via a hydraulic hose 74. The clutch actuator 71 includes a hydraulic pressure generating device 72 and a hydraulic pressure control device 73. As shown in FIGS. 1 and 2, the clutch actuator 71 is disposed and fixed on the left side wall surface of the vehicle body at the front end portion of the main frame 114. The vehicle extends rearward along the main frame 114 and is connected to the clutch slave cylinder 68 at the left end of the main shaft 41 in the drawing as shown in FIG. The clutch actuator 71 and the clutch slave cylinder 68 can be fixed to a small vehicle with a simple structure.

  The clutch actuator 71, the hydraulic hose 74, and the clutch slave cylinder 68 are arranged on one side (left side) in the vehicle left-right direction. As compared with the case where the clutch actuator 71 and the clutch slave cylinder 68 are arranged separately on both sides, the hydraulic hose 74 can be shortened and arranged only on one side, so that maintainability is improved. Further, as shown in FIG. 1, the clutch actuator 71 is disposed above the clutch slave cylinder 68 in a side view of the vehicle, and a part of the hydraulic hose 74 is attached along the main frame 114. As shown in FIG. 2, a part is routed from the middle of the main frame 114 to the inside of the main frame 114, and the inside of the main frame 114 is piped vertically from the middle of the main frame 114 toward the clutch slave cylinder 68. The clutch slave cylinder 68 is connected so as to hang downward in the direction. The hydraulic hose 74 can be securely fixed to the main frame 114 and the hose length from the main frame 114 to the clutch slave cylinder 68 can be made relatively short.

  The arrangement position of the clutch actuator 71 is not limited to the left side wall surface of the vehicle body at the front end portion of the main frame 114. In the case of the front / rear V-type four-cylinder engine E, as shown in FIGS. 1 and 2, a clutch actuator 71-A and a hydraulic hose 74-A may be arranged in a vacant space between the front bank Bf and the rear bank Br. For example, the clutch actuator 71-B and the hydraulic hose 74-B may be arranged in a vacant space below the rear bank Br. If the clutch actuator 71-A or 71-B is arranged by effectively utilizing the space formed between the cylinder formed by the V-type engine E and the engine body, the efficiency is improved while suppressing the protrusion in the longitudinal direction of the vehicle and the vertical direction. The clutch actuator 71 can be arranged well. Since the position of the clutch actuator 71 approaches the clutch slave cylinder 68, the hydraulic hoses 74-A and 74-B can be shortened. The arrangement position of the clutch slave cylinder 68 is not limited to the arrangement position on the rear bank Br side, and may be any position in the vicinity of the engine E.

  As shown in FIG. 4, the right end of the clutch lifter rod 66 in the drawing passes through the hollow portion 41D of the main shaft 41, and a multi-plate clutch 80 is connected to the tip 66A. The multi-plate clutch 80 includes a clutch outer 81, a clutch inner 83, and a pressure plate 85 as main components. The base portion 81A of the clutch outer 81 is fixed to the main shaft side driven gear 41A, and the boss portion 83A of the clutch inner 83 is fitted to the outer periphery of the sleeve 86, and the sleeve 86 moves axially to the outer periphery of the main shaft 41. The spline coupling 86A is impossible and can rotate integrally with the main shaft 41. The clutch outer 81 is provided with a plurality of drive friction plates 81B that are engaged with the clutch outer 81 so as not to rotate relative to the clutch outer 81 and to be movable in the axial direction. A plurality of driven friction plates 83B that are non-rotatable and axially movable are provided, and the drive friction plates 81B and the driven friction plates 83B are alternately arranged.

  The pressure plate 85 is disposed in contact with the drive friction plate 81B at the left end of the clutch outer 81 in the drawing. A cylindrical portion 85A is formed in the pressure plate 85, the cylindrical portion 85A passes through the through hole 83C of the clutch inner 83, and a holder 88 is connected to the tip thereof via a bolt 87. A lifter 91 is connected to the inner periphery of the holder 88 through a bearing 89, and the lifter 91 is fixed to the tip 66A of the clutch lifter rod 66 described above. In addition, a return spring (clutch spring) 93 that constantly pushes the pressure plate 85 to the left in the drawing is disposed on the outer periphery of the cylinder portion 85A of the pressure plate 85, and one end 93A of the return spring 93 is engaged with the pressure plate 85. The other end 93 </ b> B of the return spring 93 is engaged with the clutch inner 83.

The operation of the clutch mechanism 44 will be described.
In FIG. 3, when the clutch actuator 71 (the hydraulic pressure generating device 72 and the hydraulic control device 73) is operated, a constant hydraulic pressure is applied to the clutch slave cylinder 68, and when the clutch actuator 71 is not operated, the clutch slave cylinder 68 is fixed. Oil pressure does not work. In a state where a constant hydraulic pressure does not act on the clutch slave cylinder 68, as shown in FIG. 4, the return spring 93 always presses the pressure plate 85 to the left, and the pressure plate 85 is the driving friction plate at the left end in the drawing. The drive friction plate 81B and the driven friction plate 83B are disconnected from the 81B. As a result, the clutch outer 81 and the clutch inner 83 are disconnected, and even if the rotational power from the main shaft-side driven gear 41A is transmitted to the clutch outer 81, the clutch outer 81 runs idle, and the main shaft-side driven gear 41A starts to move to the main shaft-side driven gear 41A. Transmission of rotational power to the shaft 41 is cut off.

  When the clutch actuator 71 is operated and a certain hydraulic pressure is applied to the clutch slave cylinder 68, the clutch lifter rod 66 moves to the right, and the pressure plate 85 is moved through the lifter 91 and the holder 88 to the spring of the return spring 93. Move to the right against the force. Then, the pressure plate 85 presses the drive friction plate 81B at the left end in the drawing to the right, the drive friction plate 81B and the driven friction plate 83B come into contact with each other, and the pressure plate 85 The clutch inner 83 is connected to the main shaft 41 to be rotated together with the main shaft 41 via the clutch outer 81, the friction plates 81B and 83B, the pressure plate 85, and the clutch inner 83. Is transmitted to.

The clutch actuator 71 will be described.
5 is a system diagram showing the clutch actuator 71, and FIG. 6 is a sectional view taken along line VI-VI in FIG. In FIG. 5, the clutch actuator 71 includes a hydraulic pressure generating device 72 that generates a hydraulic pressure for clutch operation, and a hydraulic pressure control device 73 for controlling the hydraulic pressure as necessary. The hydraulic pressure generator 72 includes a clutch control motor (actuator) 101, and a drive gear 104 is connected to an output shaft 102 of the clutch control motor 101 via a reduction gear train 103. The drive gear 104 is formed with an eccentric crank receiver 104A. The crank receiver 104A is fitted with a crank 105, and the crank 105 and the drive gear 104 are integrated. The crank 105 and the drive gear 104 have an eccentric shaft 107 that is eccentric from the rotation shaft 106 by a distance L1, and a bearing 108 is fitted to the outer periphery of the eccentric shaft 107. A piston (hydraulic piston) 110 abuts the outer periphery of the bearing 108 in the crank chamber 109. The piston 110 extends in the cylinder 211 and is urged toward the bearing 108 by a spring 212. These clutch control motor 101, output shaft 102, reduction gear train 103, drive gear 104, crank receiver 104 </ b> A, crank 105, rotating shaft 106, eccentric shaft 107, and bearing 108 constitute a hydraulic piston drive unit 213.
As described above, since the reduction gear train 103 is provided between the clutch control motor 101 and the crank 105, the clutch actuator 71 can be used in many models by simply changing the reduction gear train 103 without changing the clutch control motor 101. And versatility is improved.

  When the clutch control motor 101 is operated, the drive gear 104 and the crank 105 are integrated with each other via the reduction gear train 103 and rotate around the rotation shaft 106. As shown in FIG. 6, the rotation range of the crank 105 is positions A to B. When the forward rotation is performed, the crank 105 is rotated counterclockwise to the positions A to B, and is rotated clockwise to the positions B to A during the reverse rotation. Rotate. The crank portion is provided with a stopper 113 protruding into the crank chamber 109. The stopper 113 has a further counterclockwise bearing at a position B where the bearing 108 is rotated by a distance L2 beyond the position C where the piston 108 pushes the piston 110 to the highest position during forward rotation from position A to B. It arrange | positions in the position which can stop rotation of 108. FIG. At the time of reverse rotation from the position B to the position A, the rotation starts from the position B, exceeds the position C where the bearing 108 pushes the piston 110 to the highest position, and hits the stopper 113 at the position A to stop.

The hydraulic pressure generator 72 has a hydraulic path 218 from the oil supply port 214 to the inlet joint 215, the displacement chamber 216 of the piston 110, and the outlet joint 217, and reaches the hydraulic path 219 of the hydraulic control device 73 through this hydraulic path.
The hydraulic path from the hydraulic path 218 of the hydraulic pressure generator 72 to the hydraulic hose 74 and the clutch slave cylinder 68 via the hydraulic path 219 of the hydraulic control apparatus 73 is a closed hydraulic path. The constant hydraulic pressure in the hydraulic path is generated by the operation of the piston 110 of the hydraulic pressure generator 72.

  An inlet joint 221, a hydraulic sensor 222, an excess oil absorbing mechanism 223, and an outlet joint 224 are connected in series to the hydraulic path 219 of the hydraulic control device 73. Between the excess oil absorbing mechanism 223 and the outlet joint 224, A clutch disengaging mechanism 225 that disconnects the multi-plate clutch 80 by accumulating hydraulic oil in the hydraulic control device 73 is connected. The clutch disengagement mechanism 225 includes a hydraulic oil return mechanism 301 that accumulates hydraulic oil, and a control valve 302 that restricts the hydraulic oil from entering and exiting the hydraulic oil return mechanism 301. As described above, the hydraulic hose 74 is connected to the outlet joint 224. The hydraulic hose 74 extends rearward along the main frame 114 as shown in FIG. 1 or FIG. As shown, the main shaft 41 is connected to a clutch slave cylinder 68 at the left end in the figure.

As shown in FIG. 5, the hydraulic control device 73 includes a hydraulic case body 310 provided with a hydraulic sensor 222, an excess oil absorbing mechanism 223, and a clutch disengaging mechanism 225. The hydraulic control device 73 is provided in the hydraulic case main body 310 and is configured separately from the hydraulic pressure generating device 72.
The hydraulic case main body 310 has a main body portion 311 formed in a block shape and a bulging portion 312 bulging from the main body portion 311, and extends in the longitudinal direction of the main body portion 311 inside the hydraulic case main body 310. A main oil passage 313 extending linearly in parallel with the one side surface 311A is formed. Further, the hydraulic case body 310 is formed with a step 314 that is recessed to the main oil passage 313 next to the bulging portion 312, and a columnar hydraulic sensor 222 is formed in the main oil passage 313 in the step 314. It arrange | positions so that it may orthogonally cross. The oil pressure sensor 222 is connected to an ECU (not shown) as a control unit provided in the motorcycle 100 and detects the oil pressure of the main oil passage 313.

On one end side of the hydraulic case main body 310, a connection hole 315 that penetrates the main body portion 311 and communicates with the main oil passage 313 perpendicularly to the tip of the main oil passage 313 is formed. A sensor connection portion 315A is formed in the connection hole 315 penetrating to the step portion 314 side, and a hydraulic sensor 222 is fixed to the sensor connection portion 315A in a state where its end portion is screwed.
An inlet connection portion 315B is formed on the side surface 311A facing the sensor connection portion 315A, and an inlet bolt that connects the oil passage R1 connected from the inlet joint 221 and the hydraulic case body 310 to the inlet connection portion 315B. 227 is screwed together.
In the inlet bolt 227, a substantially L-shaped oil passage R2 penetrating from the side portion to the tip is formed, and the oil passage R1 connected to the side portion of the inlet bolt 227 and the connection hole 315 communicate with each other by the oil passage R2. Has been.

A control valve connection hole 316 that is provided coaxially with the main oil passage 313 and is continuous with the rear end of the main oil passage 313 is formed on the other end side of the hydraulic case main body 310. A valve 302 is connected.
The bulging portion 312 is formed with a return piston accommodation hole 317 that passes through the control valve connection hole 316 perpendicular to the control valve connection hole 316, and the hydraulic oil return mechanism 301 is disposed in the piston accommodation hole 317.

Further, the bulging portion 312 positioned between the connection hole 315 and the piston accommodation hole 317 penetrates from the bulging portion 312 to the one side surface 311A, and communicates with the main oil passage 313 perpendicular to the main oil passage 313. A connection hole 318 is formed. An excess oil absorption mechanism accommodation hole 318A is formed in the connection hole 318 on the bulging portion 312 side, and the excess oil absorption mechanism 223 is disposed in the excess oil absorption mechanism accommodation hole 318A. Further, an outlet connection portion 318B is formed in the connection hole 318 on the side surface 311A side, and an outlet bolt 228 that connects the hydraulic case body 310 and the outlet joint 224 is screwed into the outlet connection portion 318B. Yes. A substantially L-shaped oil passage R3 penetrating from the tip to the side is formed in the outlet bolt 228, and an oil passage R4 connected to the outlet joint 224 is connected to the side of the outlet bolt 228. That is, the connection hole 318 and the oil passage R4 are communicated with each other by the oil passage R3.
The hydraulic path 219 includes oil paths R1 and R2, a connection hole 315, a main oil path 313, a connection hole 318, and oil paths R3 and R4 from the upstream side.

The main oil passage 313, the connection holes 315 and 318, the control valve connection hole 316, and the piston accommodation hole 317 are provided so that their center lines are located on the same plane. The hydraulic control device 73 can be made compact.
Further, since the inlet joint 221 and the outlet joint 224 are collectively arranged on one side surface 311A, the workability of attaching and detaching the inlet joint 221 and the outlet joint 224 is good, and the piping of the hydraulic path 219 and the hydraulic hose 74 is easy to handle. become.
In addition, since the inlet joint 221 and the outlet joint 224 are connected to the hydraulic case body 310 by bolts 227 and 228 having oil passages R2 and R3 therein, the oil passages R1 and R4 of the inlet joint 221 and the outlet joint 224 are hydraulically connected. It can easily communicate with the oil passage (connection holes 315, 318) of the case body 310.

  The excess oil absorption mechanism 223 includes an excess oil absorption piston 223A and an urging spring 223B that urges the excess oil absorption piston 223A toward the main oil passage 313. On the main oil passage 313 side of the excess oil absorption mechanism accommodation hole 318A, a piston accommodation portion 318A1 for accommodating the excess oil absorption piston 223A is formed. One end side of the bulging portion 312 is provided with another side surface 312A extending in parallel with one side surface 311A of the main body portion 311, and an urging spring 223B is accommodated in the excess oil absorbing mechanism accommodation hole 318A on the other side surface 312A side. A spring storage portion 318A2 is formed.

The spring storage portion 318A2 is formed to have a larger diameter than the piston storage portion 318A1, and a step portion 318A3 is provided from the piston storage portion 318A1 toward the spring storage portion 318A2.
The other side 312A is formed with a protruding portion 312A1 in which the edge of the spring accommodating portion 318A2 protrudes, and a retainer 223C is fitted to the protruding portion 312A1. One end of the biasing spring 223B is in contact with the step portion 318A3, and the other end is held by the retainer 223C. The elastic force of the urging spring 223B is set so that the excess oil absorbing piston 223A starts to operate at a hydraulic pressure higher than that required for clutch engagement.

The excess oil absorbing mechanism 223 defines an upper limit of the clutch torque capacity. That is, referring to FIG. 6, the bearing 108 of the hydraulic pressure generator 72 passes through the top dead center position C where the piston 110 is pushed back to the highest position during the forward rotation from the position A to B. Accordingly, in the above-described hydraulic path, the hydraulic pressure rises due to the maximum push-off amount at the moment of passing through the top dead center position C, and the excess oil absorbing piston 223A has a 2 in FIG. It is pushed down as indicated by the dotted line, and excess oil is stored in the space. Thereby, the upper limit of the hydraulic pressure in the hydraulic path is defined.
By the way, the hydraulic oil supplied from the oil supply port 214 is set to be larger than the amount of oil necessary for clutch engagement in the initial state in consideration of wear of the clutch mechanism 44. In the present embodiment, since the excess oil absorption mechanism 223 is provided, it is possible to suppress an abnormal increase in pressure due to excess oil.

FIG. 7 is a cross-sectional view of the vicinity of the clutch disengaging mechanism 225.
As shown in FIGS. 5 and 7, the control valve 302 has a holder 320 that extends in a cylindrical shape. The holder 320 has a check valve 126 </ b> A that restricts the flow of hydraulic oil to the hydraulic oil return mechanism 301, and a check. And a clutch hydraulic oil return valve mechanism 226 that opens and closes the valve 126A. The check valve 126A is integrally provided at the front end of the holder 320, the clutch hydraulic oil return valve mechanism 226 is fixed to the rear end of the holder 320, and the control valve 302 has the check valve 126A at the front end at the rear end of the main oil passage 313. The holder 320 is engaged and fixed to the control valve connection hole 316 in the desired direction.

The check valve 126A includes a ball 321 as a valve body that closes the oil passage, a seat surface 320A that receives the ball 321, and a lid member 322 that holds the ball 321 and holds it in the check valve 126A. A hole 320C that is blocked by the ball 321 is formed on the seat surface 320A, and a holder oil passage 320B that penetrates the holder 320 in its radial direction and communicates with the hole 320C is formed on the downstream side of the seat surface 320A. Yes.
The check valve 126A is connected to the return piston accommodation hole 317 by a return oil passage 333 communicating with the holder oil passage 320B. The return oil passage 333 is provided orthogonal to the longitudinal direction of the control valve connection hole 316.

The clutch hydraulic oil return valve mechanism 226 includes an electrically controlled solenoid 126B, a valve rod 126C that presses the ball 321 away from the seat surface 320A, and an open spring 126E that biases the valve rod 126C toward the ball 321. And a connecting portion 126D for connecting the solenoid 126B to the ECU. The valve stem 126C is provided in the holder 320 and extends in the longitudinal direction of the control valve connection hole 316. The connecting portion 126D is connected to the ECU through a separate line from the hydraulic pressure generator 72.
In the check valve 126A, when the solenoid 126B in which the solenoid 126B is not operating is de-energized, the ball 321 is separated from the seat surface 320A by the valve rod 126C biased by the release spring 126E and is pushed away toward the main oil passage 313. And the return oil passage 333 is communicated with the main oil passage 313. The release spring 126E is set to an urging force capable of pushing the ball 321 against the maximum hydraulic pressure generated in the main oil passage 313, and the check valve 126A is always kept open when the solenoid 126B is not energized.
In addition, when the solenoid 126B is energized, the check valve 126A attracts the valve rod 126C toward the solenoid 126B against the biasing force of the release spring 126E, and the ball 321 is seated by the hydraulic pressure of the hydraulic oil in the main oil passage 313. The hole 320C is pressed against the surface 320A to close the hole 320C, and the return oil passage 333 is closed.
In addition, the check valve 126A is always energized to the solenoid 126B and is kept closed except when the power of the motorcycle 100 is turned off and when the clutch control motor 101 is in a failure state described later. Has been.

  The hydraulic oil return mechanism 301 is configured such that a return mechanism 301A that returns hydraulic oil to the main oil passage 313 is provided in the return piston accommodation hole 317. The return mechanism 301A includes a return piston 335 that slides in the return piston accommodation hole 317 to press the hydraulic oil, a return spring 336 (spring) that biases the return piston 335 to push it toward the return oil passage 333, The return piston receiving hole 317 is sealed and a lid 337 for supporting the return spring 336 is provided. The hydraulic oil return mechanism 301 is arranged such that its longitudinal direction is perpendicular to the longitudinal direction of the control valve 302.

  In the state where the check valve 126 </ b> A is closed, the return piston 335 is in contact with the bottom of the return piston accommodation hole 317 and closes the return oil passage 333. When the solenoid 126B is de-energized and the check valve 126A is opened, the return piston 335 moves to the return spring 336 as shown by a two-dot chain line in FIG. The hydraulic oil is stored in the return piston accommodating hole 317 which is pushed away to the side of the lid 337 and thus has an increased volume.

Further, when the hydraulic pressure of the hydraulic oil in the main oil passage 313 falls below a predetermined hydraulic pressure, the return piston 335 pushes out the hydraulic oil in the return piston accommodation hole 317 by the urging force of the return spring 336, and Return the hydraulic oil to the main oil passage 313. That is, when the hydraulic pressure of the hydraulic oil in the main oil passage 313 is lower than a predetermined hydraulic pressure, the return piston 335 biased by the return spring 336 is used even when the check valve 126A is closed by energization of the solenoid 126B. The ball 321 that has received the hydraulic pressure moves to open the check valve 126A, and hydraulic oil flows from the return oil passage 333 to the main oil passage 313.
The return spring 336 is pushed to the side of the lid 337 together with the return piston 335 when it receives hydraulic pressure generated by the piston 110 in a state where the bearing 108 is at the position B in FIG. 6, and the bearing 108 is at the position A, In a state where no hydraulic pressure is generated, the urging force is set so that the top portion 335 </ b> A contacts the bottom portion of the return piston accommodation hole 317. However, when the check valve 126A is closed, the hydraulic pressure in the main oil passage 313 is not transmitted to the return spring 336, so that the top portion 335A is in contact with the bottom portion of the return piston accommodation hole 317 at normal times.

  The hydraulic oil return mechanism 301 and the control valve 302 are provided so that their longitudinal directions are orthogonal to each other. For this reason, the control valve 302 can be connected to the hydraulic oil return mechanism 301 by the return oil passage 333 orthogonal to the longitudinal direction of the control valve 302, and the control valve 302 and the hydraulic oil return mechanism 301 have a simple structure without a complicated structure. Can be configured. For example, when the control valve 302 and the hydraulic oil return mechanism 301 are provided in parallel to each other, the return oil passage 333 needs to be bent and extended, and the hydraulic case body 310 is enlarged. Further, since it is necessary to form a bent oil passage, it may be difficult to process the oil passage.

  The excess oil absorption mechanism 223 is provided between the hydraulic sensor 222 and the hydraulic oil return mechanism 301, and the longitudinal direction of the excess oil absorption mechanism 223 is the longitudinal direction of the hydraulic sensor 222 and the hydraulic oil return mechanism 301. The main oil passage 313 is disposed orthogonally in a direction that is substantially parallel. For this reason, the hydraulic sensor 222, the hydraulic oil return mechanism 301, and the excess oil absorption mechanism 223 can be provided in a compact manner. Further, the hydraulic sensor 222 is provided in a step portion 314 that is recessed toward the main oil passage 313, and the end of the hydraulic sensor 222 in the longitudinal direction is substantially the same position as the ends of the hydraulic oil return mechanism 301 and the excess oil absorbing mechanism 223. Therefore, the hydraulic control device 73 can be made compact.

The operation of the clutch actuator 71 will be described.
When the clutch actuator 71 functions, the multi-plate clutch 80 (FIG. 4) is disconnected and connected. That is, when the multi-plate clutch 80 is connected, the clutch control motor 101 is rotated forward. Then, the drive gear 104 and the crank 105 are integrated with each other through the reduction gear train 103, and as shown in FIG. 6, the drive gear 104 and the crank 105 are rotated counterclockwise to the positions A to B, and the bearing 108 pushes the piston 110 away. The oil pressure in the path is increased to a constant pressure.
When this rises, a constant pressure of hydraulic fluid is supplied to the clutch slave cylinder 68 via the hydraulic path 219 and the hydraulic hose 74 of the hydraulic control device 73, and the clutch lifter rod 66 is pushed to the right (FIG. 4). A multi-plate clutch 80 is connected.
When the oil pressure is increased to a certain pressure, the bearing 108 stops from hitting the stopper 113 at the position B beyond the position C of the top dead center, so that the bearing 108 is rotated in reverse by the clutch control motor 101. Unless it is done, that position is held at position B. Therefore, even if the operating current of the clutch control motor 101 is zero, the crank 105 is not pushed back, and the bearing 108 does not reversely rotate. Therefore, the current of the clutch control motor 101 can be stopped and the current used for the clutch control motor 101 can be suppressed.

When the multi-plate clutch 80 is disengaged, the clutch control motor 101 is reversely rotated. Then, the drive gear 104 and the crank 105 are integrated with each other via the reduction gear train 103, and rotate clockwise to positions B to A in FIG. 6, and the hydraulic pressure in the path decreases.
When this is lowered, a constant hydraulic pressure is not established in the clutch slave cylinder 68, and the clutch lifter rod 66 is moved through the pressure plate 85, the holder 88 and the lifter 91 by the spring force of the return spring 93 with reference to FIG. To the left. As a result, the pressure plate 85 is separated from the leftmost drive friction plate 81B in the drawing, and the multi-plate clutch 80 is disengaged.

When the motorcycle 100 is stopped, referring to FIG. 6, the bearing 108 is always returned to the position A regardless of the position, and the multi-plate clutch 80 is disengaged. That is, as shown in FIG. 5, a position sensor (rotation sensor) 231 for detecting the rotational positions of the drive gear 104 and the crank 105 is provided at the shaft end of the rotation shaft 106, and the position sensor 231 is connected to the ECU. Is done. A vehicle speed sensor (not shown) and an engine speed sensor (not shown) are connected to the ECU. For example, the engine speed sensor detects that the engine speed is less than a predetermined engine speed Ne, and the position sensor 231 When it is detected that the bearing 108 is in a position other than the position A, referring to FIG. 5, the clutch control motor 101 is reversely rotated, and the bearing 108 is rotated clockwise to positions B to A in FIG. As a result, the connection of the multi-plate clutch 80 is disconnected. Thus, the multi-plate clutch 80 is disengaged by ECU control when the motorcycle is stopped, so that the disengaged state of the multi-plate clutch 80 is maintained even when the power is turned off.
Therefore, with this normally open clutch structure, the motorcycle can be pushed and walked even when the power is turned off when the motorcycle is stopped without providing a clutch release mechanism such as a clutch lever as in the prior art. .

As described above, when the motorcycle 100 is stopped, the clutch control motor 101 is reversely rotated based on the control by the ECU and the multi-plate clutch 80 is disconnected. If a failure state occurs, the hydraulic pressure supplied to the clutch slave cylinder 68 cannot be lowered, and the multi-plate clutch 80 cannot be disconnected.
In the present embodiment, the hydraulic control device 73 of the clutch actuator 71 includes the clutch disengaging mechanism 225, and even when the clutch control motor 101 is in a failed state, the hydraulic pressure of the clutch slave cylinder 68 is reduced to reduce the multi-plate clutch. 80 can be disconnected.
Hereinafter, the operation of the clutch disengaging mechanism 225 will be described.

When the ECU determines that the multi-plate clutch 80 is disengaged, the clutch control motor 101 is reversely rotated to rotate the bearing 108 clockwise to positions B to A in FIG. Control to lower the hydraulic pressure. At this time, the failure state of the clutch control motor 101 is detected by the position sensor 231 and the hydraulic pressure sensor 222. That is, the ECU detects that the position sensor 231 does not change the position of the bearing 108 in spite of performing the reverse rotation control of the clutch control motor 101, or the hydraulic pressure of the main oil passage 313 decreases. If it is detected by the hydraulic sensor 222 that the operation is not performed, it is determined that the clutch control motor 101 is in a failed state. In the fail state, the bearing 108 is located at the position B in FIG. 6, and even when the operating current of the clutch control motor 101 is zero, the crank 105 is not pushed back and the high hydraulic pressure is maintained. .
Here, the failure state of the clutch control motor 101 indicates not only a failure of the clutch control motor 101 itself but also a state in which the hydraulic piston drive unit 213 becomes inoperable due to a failure or the like and the piston 110 cannot be lowered.

When the failure state of the clutch control motor 101 is detected, the ECU stops energization of the solenoid 126B of the control valve 302, opens the check valve 126A, and causes the main oil passage 313 to communicate with the hydraulic oil return mechanism 301. Then, the hydraulic oil in the main oil passage 313 compressed by the piston 110 and in a high pressure state passes through the return oil passage 333, pushes the return piston 335 against the return spring 336, and flows into the return piston accommodation hole 317. Then, it is returned and stored in the return piston receiving hole 317. As a result, the oil pressure in the main oil passage 313 is lowered, the oil pressure in the clutch slave cylinder 68 is lowered, and the multi-plate clutch 80 is disengaged. For this reason, even when the clutch control motor 101 is in a failed state, the multi-plate clutch 80 can be forcibly disconnected and the vehicle can be moved by walking.
Further, even when the user manually turns off the power of the motorcycle 100, the energization to the solenoid 126B is stopped, so that the motorcycle 100 can be pushed and walked even when the user turns off the power. Can do.
Further, even when a malfunction occurs in the electrical system including the ECU of the motorcycle 100, the solenoid 126B is in a non-energized state and the multi-plate clutch 80 can be disconnected, so that the motorcycle 100 can be pushed and walked.

When the clutch control motor 101 is recovered from the failure state by repair or the like, the ECU drives the clutch control motor 101 and returns the bearing 108 to the position A in FIG. Along with this, the hydraulic pressure of the main oil passage 313 is lowered due to the lowering of the piston 110, and the hydraulic oil accumulated in the return piston accommodation hole 317 is pushed out via the return piston 335 by the urging force of the return spring 336. Return to the main oil passage 313. As described above, since the hydraulic oil returns to the main oil passage 313 by the mechanical force of the return spring 336, the hydraulic oil is supplied to the main oil passage 313 with a simple structure without electrically controlling the hydraulic oil return mechanism 301. Can be returned.
Further, the connecting portion 126D of the clutch hydraulic oil return solenoid 226 is provided in a separate system from the hydraulic pressure generator 72 and is connected to the ECU. Therefore, the clutch control motor 101 is in a failed state due to a failure of the hydraulic pressure generator 72. Even if it exists, the solenoid 126B can be controlled.

As described above, according to the embodiment to which the present invention is applied, the multi-plate clutch 80 is forcibly forced by the clutch disengaging mechanism 225 at the time of failure such as the clutch control motor 101 that generates hydraulic oil pressure becomes inoperable. Can be cut. For this reason, the motorcycle 100 can be moved by, for example, pushing and walking the motorcycle 100 in a stopped state.
Further, since the clutch disengaging mechanism 225 is driven by an electrically controlled solenoid 126B, the check valve 126A of the control valve 302 can be electrically switched even when the clutch control motor 101 fails. .

Even when the clutch control motor 101 fails, the hydraulic oil can be returned to the hydraulic oil return mechanism 301 and the hydraulic pressure can be lowered, so that the multi-plate clutch 80 can be turned on and off.
Further, when recovering from a failure, the hydraulic oil stored in the piston accommodation hole 317 can be returned to the main oil passage 313 by the hydraulic oil return mechanism 301, so that the hydraulic oil can be operated without requiring new hydraulic oil. The hydraulic oil stored in the oil return mechanism 301 can be reused.
Furthermore, since the return piston 335 is driven by the mechanical force generated by the urging force of the return spring 336 and the hydraulic oil in the return piston accommodation hole 317 returns to the main oil passage 313, the hydraulic oil return mechanism 301 is electrically controlled. Therefore, the hydraulic oil can be returned into the main oil passage 313 with a simple structure.

In addition, by making the control valve 302 orthogonal to the hydraulic oil return mechanism 301, the control valve 302 and the hydraulic oil return mechanism 301 can be configured with a simple structure without having a complicated structure. For example, when the control valve 302 and the hydraulic oil return mechanism 301 are provided in parallel to each other, the oil passage between the control valve 302 and the hydraulic oil return mechanism 301 needs to be bent and extended.
Further, since the hydraulic sensor 222 and the hydraulic oil return mechanism 301 are arranged so that their longitudinal directions are substantially parallel to each other, compared to the case where the hydraulic sensor 222 and the hydraulic oil return mechanism 301 are arranged to be orthogonal, The hydraulic sensor 222 and the hydraulic oil return mechanism 301 can be arranged in a compact manner.

Furthermore, an excess oil absorption mechanism 223 is provided between the hydraulic sensor 222 and the hydraulic oil return mechanism 301, and the longitudinal direction of the excess oil absorption mechanism 223 is substantially parallel to the longitudinal directions of the hydraulic sensor 222 and the hydraulic oil return mechanism 301. Therefore, the excess oil absorbing mechanism 223 does not protrude in the short direction of the hydraulic sensor 222 and the hydraulic oil return mechanism 301. For this reason, the excess oil absorption mechanism 223 can be arrange | positioned compactly.
Furthermore, since the detection of the failure state of the clutch control motor 101 is detected by the two means of the hydraulic sensor 222 and the position sensor 231, the failure state can be reliably detected, and one of the sensors has failed. Can also detect the failure state.

FIG. 8 shows another embodiment. The same parts as those in FIG. 5 are denoted by the same reference numerals, and the description thereof is omitted. In this embodiment, a gear 244 is connected to the output shaft 102 of the clutch control motor 101 via the reduction gear train 103, and a ball screw 143 is fixed to the gear 244. A screw shaft 145 is screwed onto the ball screw 143, and the piston 110 is in contact with an upper end 145A of the screw shaft 145. In this configuration, since there is no mechanism relating to FIG. 6, the excess oil absorbing mechanism 223 of the hydraulic control device 73 is unnecessary.
When the clutch control motor 101 rotates forward, the gear 244 rotates forward via the reduction gear train 103, the screw shaft 145 screwed to the ball screw 143 rises, and the piston 110 is pushed upward. As a result, the pressure of the hydraulic system rises and the multi-plate clutch 80 is brought into contact as described above. When the clutch control motor 101 rotates in the reverse direction, the gear 244 rotates in the reverse direction via the reduction gear train 103, the screw shaft 145 screwed to the ball screw 143 is lowered, and the piston 110 is pushed down by the spring force of the spring 212. It is done. As a result, the pressure of the hydraulic system is reduced and the multi-plate clutch 80 is disengaged.

  According to this modification, the clutch actuator 71 is configured as a ball screw type, and the piston 110 can be driven by moving the screw shaft 145 to an arbitrary vertical position along the ball screw 143 by the rotation of the clutch control motor 101. . For this reason, the hydraulic pressure can be adjusted to an arbitrary value, and it is not necessary to provide the excess oil absorbing mechanism 223 (see FIG. 5), so the number of parts can be reduced. Further, since it is not necessary to provide a crank mechanism including the crank receiver 104A, the crank 105, the rotating shaft 106, the eccentric shaft 107, and the bearing 108, the hydraulic pressure generator 72 can be made simpler.

In addition, the said embodiment shows the one aspect | mode which applied this invention, Comprising: This invention is not limited to the said embodiment. In the above embodiment, the clutch actuator 71 is arranged on the left side wall surface of the vehicle body at the front end of the main frame 114, and the hydraulic hose 74 extends rearward along the main frame 114 and is connected to the clutch slave cylinder 68. However, the present invention is not limited to this configuration, and the clutch actuator 71 may be disposed at any position of the engine E or the vehicle.
In the above embodiment, the control valve 302 has been described as being driven by the electrically controlled solenoid 126B. However, the present invention is not limited to this, and is operated by a user, for example. The control valve may be mechanically driven by a cable or the like to lower the hydraulic pressure, and the multi-plate clutch 80 may be disconnected.

44 Clutch mechanism (hydraulic clutch device)
71 Clutch actuator (clutch disengagement control mechanism)
80 Multi-plate clutch (clutch)
100 Motorcycle (vehicle)
101 Clutch control motor (actuator)
105 Crank 110 Piston (Hydraulic piston)
213 Hydraulic piston drive unit 222 Hydraulic sensor 223 Excess oil absorption mechanism 225 Clutch disengagement mechanism 231 Position sensor (rotation sensor)
301 Hydraulic oil return mechanism (clutch hydraulic oil return mechanism)
301A Return mechanism 302 Control valve 336 Return spring (spring)

Claims (8)

In a vehicle hydraulic clutch device including a clutch disengagement control mechanism (71 ) for electrically controlling the actuator (101) and disengaging the clutch (80) with hydraulic pressure of hydraulic oil,
It said clutch disengagement control mechanism (71), when the actuator (101) is fail, have forced a clutch cutting mechanism that cuts the the (225) the clutch (80),
The clutch disengagement mechanism (225) has an electrically controlled control valve (302),
A clutch operating oil return mechanism (301) for returning and storing the clutch operating oil at the time of failure;
A hydraulic clutch device. A return mechanism (301A) for returning the clutch hydraulic oil into the oil passage upon recovery from failure;
The hydraulic clutch device according to claim 1 . When the control valve (302) is not in operation, the hydraulic oil is returned to the oil passage by being biased by the spring (336) ;
The hydraulic clutch device according to claim 1 or 2 , characterized in that. The control valve (302) and the clutch hydraulic oil return mechanism (301) are arranged in orthogonal directions;
The hydraulic clutch device according to any one of claims 1 to 3 . An oil pressure sensor (222) for detecting the oil pressure in the oil passage, and the oil pressure sensor (222) and the clutch operating oil return mechanism (301) are arranged so that their longitudinal directions are substantially parallel to each other;
The hydraulic clutch device according to any one of claims 1 to 4 , wherein: An excess oil absorbing mechanism (223) for absorbing clutch hydraulic oil supplied excessively from the actuator (101) is provided between the hydraulic sensor (222) and the clutch hydraulic oil return mechanism (301) , The longitudinal direction of the excess oil absorbing mechanism (223) is provided substantially parallel to the longitudinal direction of the hydraulic sensor (222) and the clutch hydraulic oil return mechanism (301) ;
The hydraulic clutch device according to claim 5 . Wherein a actuator (101) and a crank (105) for driving the hydraulic piston (110) is driven by the actuator (101), a hydraulic piston drive for controlling the hydraulic piston (110) by the actuator (101) Part (213) ;
A rotation sensor (231) for detecting the rotation of the crank (105) attached to the hydraulic piston drive (213) ;
The detection of the failure is performed by the hydraulic sensor (222) or the rotation sensor (231) ,
The hydraulic clutch device according to claim 5 or 6 . The clutch disengagement control mechanism (71) is a ball screw type that adjusts clutch hydraulic oil with a ball screw (143) ;
The hydraulic clutch device according to any one of claims 1 to 6 .

Images