JP7411776B2 - clutch actuator - Google Patents

Description

The present invention relates to a clutch actuator.
The present invention claims priority based on Japanese Patent Application No. 2020-030546 filed in Japan on February 26, 2020, the contents of which are incorporated herein.

2. Description of the Related Art Conventionally, a clutch actuator is known in which a hydraulic cylinder that generates hydraulic pressure and a motor that is a drive source that drives the hydraulic cylinder are integrated (see, for example, Patent Document 1). For example, in Patent Document 1, the clutch actuator is housed within the rear cowl. A clutch actuator has a master cylinder and a motor integrated into a unit. The clutch actuator is mounted on the vehicle with the axial direction of the motor and the master cylinder along the vehicle width direction (left-right direction).

Japanese Patent Application Publication No. 2018-54044

However, if the unitized clutch actuator extends in the vehicle width direction, it may become larger in the vehicle width direction.

Therefore, an object of the present invention is to suppress the increase in size in the vehicle width direction.

As a means for solving the above problems, aspects of the present invention have the following configurations.
(1) The clutch actuator according to the aspect of the present invention strokes the piston (51b) within the cylinder (51a) to generate hydraulic pressure, and supplies the hydraulic pressure to the clutch (26) side. ), the hydraulic pressure generating mechanism (51) is configured to operate the hydraulic pressure generating mechanism (51) into a connected state or a disconnected state, and the axial direction of the drive shaft (52a) is parallel to the axial direction of the cylinder (51a) of the hydraulic pressure generating mechanism (51). a motor (52) that is arranged and integrated with the hydraulic pressure generating mechanism (51) and generates a rotational driving force on the drive shaft (52a) for driving the hydraulic pressure generating mechanism (51); The axis (C1) of the cylinder (51a) and the axis (C2) of the drive shaft (52a) extend in the longitudinal direction of the vehicle , and the clutch actuator (50) is covered with a cover (19a). The cover (19a) has an opening (19b) that communicates between the inside and outside of the cover (19a), and the opening (19b) is located on the side of the waist rest (19e) on which the passenger's waist rests. The opening (19b) is arranged to be inclined to face the side of the vehicle when viewed from the top of the vehicle, and the opening (19b) is located above the rear upper surface of the seat (19) so that the clutch A first oil passage (53a) formed on the side of the actuator (50) and extending from the oil pressure generating mechanism (51), and a second oil passage that connects the first oil passage (53a) to the clutch (26) side. and a valve mechanism (56) that controls communication between the first oil passage (53a) and the second oil passage (53b), and at least one of the first oil passage (53a). A part of the valve mechanism is disposed between the axis (P1) of the drive shaft (52a) and the valve mechanism (56) when viewed from the longitudinal direction of the vehicle .

(2) In the clutch actuator described in (1) above, the cover (19a) has a pair of left and right inclined walls (19c ), the opening (19b) may be open in the vehicle longitudinal direction at the front of the left and right side parts of the cover (19a), and may extend along the inclined wall (19c).

(3) The clutch actuator according to (1) or (2) above further includes a drive side oil passage (53e) extending from the oil pressure generating mechanism (51) side to the clutch drive section (28), The oil passage (53e) has a horizontal part (53f1, 53f2) extending in the horizontal direction, and a lower part (53g1, 53g2) extending downward with respect to the horizontal part (53f1, 53f2). You can.

(4) In the clutch actuator according to any one of (1) to (3) above, the hydraulic pressure generation mechanism (51) has a port (51p) for supplying oil from an oil tank (51e). However, the port (51p) may extend in the vehicle vertical direction.

( 5 ) In the clutch actuator according to any one of (1) to ( 4 ) above, the hydraulic pressure generating mechanism (51) is inclined so as to be positioned upward toward the rear of the vehicle when viewed from the side of the vehicle. It may further include an air bleed mechanism (65) extending from the rear of the hydraulic pressure generating mechanism (51).

According to the clutch actuator described in the above (1) of the present invention, since the axis of the cylinder and the axis of the drive shaft extend in the vehicle longitudinal direction, the following effects are achieved.
Compared to the case where the axis of the cylinder and the axis of the drive shaft extend in the width direction of the vehicle, enlargement in the width direction of the vehicle can be suppressed.

According to the clutch actuator according to the above ( 1 ) of the present invention, the clutch actuator is covered with a cover, and the cover has an opening that communicates the inside and outside of the cover, thereby achieving the following effects.
Since it is possible to introduce airflow from the vehicle into the interior of the cover through the opening, the clutch actuator can be effectively cooled.

According to the clutch actuator according to the above (3) of the present invention, the drive-side oil passage is further provided with a drive-side oil passage extending from the oil pressure generation mechanism side to the clutch drive unit, and the drive-side oil passage has a horizontal portion extending in the horizontal direction. , and a lower part extending downward with respect to the horizontal part, the following effects are achieved.
Compared to the case where the drive-side oil passage extends only in the horizontal direction, air bubbles generated within the oil passage can be easily returned from the clutch drive unit to the clutch actuator.

According to the clutch actuator described in the above (4) of the present invention, the hydraulic pressure generating mechanism has a port for supplying oil from the oil tank, and the port extends in the vertical direction of the vehicle, so that the following be effective.
It is possible to prevent air bubbles from accumulating in the port (air accumulation).

According to the clutch actuator according to the above ( 1 ) of the present invention, the first oil passage extending from the oil pressure generating mechanism, the second oil passage connecting the first oil passage to the clutch side, and the first oil passage and the second oil passage are connected to each other. further comprising a valve mechanism for controlling communication with the oil passage, and at least a portion of the first oil passage is disposed between the axis of the drive shaft and the valve mechanism when viewed from the longitudinal direction of the vehicle. This produces the following effects.
The clutch actuator can be made smaller in size compared to a case where the entire first oil passage is disposed outside the motor and the valve mechanism when viewed from the vehicle longitudinal direction.

According to the clutch actuator according to the above ( 5 ) of the present invention, the hydraulic pressure generating mechanism extends in an inclined manner so as to be positioned upward toward the rear of the vehicle when viewed from the side of the vehicle, and the hydraulic pressure generating mechanism extends at an angle to be positioned upward toward the rear of the vehicle. By further providing the provided air bleed mechanism, the following effects are achieved.
The air bleed mechanism allows air bubbles and the like accumulated inside the hydraulic pressure generating mechanism to be efficiently discharged.

FIG. 1 is a left side view of a motorcycle according to an embodiment. It is a sectional view of a transmission and a change mechanism of the above-mentioned two-wheeled motor vehicle. FIG. 1 is a schematic explanatory diagram of a clutch actuation system including a clutch actuator. FIG. 2 is a block diagram of a transmission system. 3 is a graph showing changes in oil pressure supplied to a clutch actuator. FIG. 3 is a perspective view of a rear seat cover of the motorcycle. FIG. 2 is a left side view showing a state in which the clutch actuator of the embodiment is mounted on a vehicle. It is a perspective view of the clutch actuator of an embodiment. 9 is a view taken along arrow IX in FIG. 8. FIG. 9 is a view taken along the X arrow in FIG. 8. FIG. 9 is a view taken along arrow XI in FIG. 8. FIG. 9 is a view taken along arrow XII in FIG. 8. FIG. It is a perspective view for explaining arrangement of downstream piping of an embodiment. FIG. 8 is a top view for explaining the flow of air in the rear seat cover of the embodiment, corresponding to the XIV-XIV cross section in FIG. 7; FIG. 2 is a left side view corresponding to FIG. 1 showing a state in which a clutch actuator according to a modification of the embodiment is mounted on a vehicle.

Embodiments of the present invention will be described below with reference to the drawings. Note that the directions such as front, rear, left, and right in the following description are the same as the directions of the vehicle described below unless otherwise specified. In addition, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upward direction of the vehicle are shown at appropriate locations in the drawing used in the following explanation.

<Entire vehicle>
As shown in FIG. 1, this embodiment is applied to a motorcycle 1 that is a saddle-ride type vehicle. The front wheel 2 of the motorcycle 1 is supported by the lower end portions of a pair of left and right front forks 3. The upper portions of the left and right front forks 3 are supported by a head pipe 6 at the front end of the vehicle body frame 5 via a steering stem 4. A bar-type steering handle 4a is attached to the top bridge of the steering stem 4.

The vehicle body frame 5 includes a head pipe 6, a main tube 7 extending from the head pipe 6 downward and rearward from the center in the vehicle width direction (left and right direction), a left and right pivot frame 8 extending below the rear end of the main tube 7, and a main The seat frame 9 is provided with a tube 7 and a seat frame 9 connected to the rear of the left and right pivot frames 8. A front end portion of a swing arm 11 is swingably supported by the left and right pivot frames 8 . A rear wheel 12 of the motorcycle 1 is supported at the rear end portion of the swing arm 11 .

A fuel tank 18 is supported above the left and right main tubes 7. Behind the fuel tank 18 and above the seat frame 9, a front seat 19 and a rear seat cover 19a (cover) are supported in a row. The periphery of the seat frame 9 is covered with a rear cowl 9a.
A power unit PU, which is the prime mover of the motorcycle 1, is provided below the left and right main tubes 7. The power unit PU is linked to the rear wheel 12 via, for example, a chain type transmission mechanism.

<Power unit>
The power unit PU integrally includes an engine 13 located on the front side of the power unit PU, and a transmission 21 located on the rear side of the power unit PU. The engine 13 is, for example, a multi-cylinder engine in which the rotation axis of the crankshaft 14 is aligned in the left-right direction (vehicle width direction). The engine 13 includes a cylinder 16 that stands upward from the front of the crankcase 15. The rear part of the crankcase 15 is a transmission case 17 that houses a transmission 21.

As shown in FIG. 2, the transmission 21 is a stepped transmission. The transmission 21 includes a main shaft 22, a counter shaft 23, and a transmission gear group 24 spanning both shafts 22, 23. The countershaft 23 constitutes an output shaft of the transmission 21 (an output shaft of the power unit PU). The end of the countershaft 23 projects to the rear left side of the crankcase 15. An end of the countershaft 23 is connected to the rear wheel 12 via the chain type transmission mechanism.

Referring also to FIG. 3, the main shaft 22 and countershaft 23 of the transmission 21 are arranged in a row in front and behind the crankshaft 14. A clutch 26 operated by a clutch actuator 50 is coaxially arranged at the right end of the main shaft 22 . The clutch 26 is, for example, a wet multi-disc clutch. The clutch 26 is, for example, a normally open clutch. That is, the clutch 26 is brought into a connected state in which power can be transmitted by hydraulic pressure supplied from the clutch actuator 50. When the hydraulic pressure supply from the clutch actuator 50 ceases, the clutch 26 returns to the disconnected state in which power transmission is disabled.

Referring to FIG. 2, the rotational power of crankshaft 14 is transmitted to main shaft 22 via clutch 26. The rotational power transmitted to the main shaft 22 is transmitted from the main shaft 22 to the counter shaft 23 via an arbitrary gear pair of the transmission gear group 24. A drive sprocket 27 of the chain type transmission mechanism is attached to the left end of the countershaft 23 that protrudes to the rear left side of the crankcase 15.

A change mechanism 25 for switching the gear pairs of the transmission gear group 24 is housed at the rear and upper part of the transmission 21 . The change mechanism 25 operates a plurality of shift forks 37 according to a pattern of lead grooves formed on the outer periphery of the shift drum 36 by rotating a hollow cylindrical shift drum 36 parallel to both shafts 22 and 23. The change mechanism 25 switches the gear pair used for power transmission between the shafts 22 and 23 in the transmission gear group 24 by operating the shift fork 37.

The change mechanism 25 has a shift spindle 31 parallel to a shift drum 36. When the shift spindle 31 rotates, the shift arm 31a fixed to the shift spindle 31 rotates the shift drum 36. By rotating the shift drum 36, the shift fork 37 is moved in the axial direction according to the pattern of the lead grooves. By moving the shift fork 37 in the axial direction, the gear pair capable of transmitting power in the transmission gear group 24 is switched (that is, the gear stage is switched).

The shift spindle 31 has an outer shaft portion 31b that protrudes outward (to the left) in the vehicle width direction of the crankcase 15 in order to enable the change mechanism 25 to be operated. A shift load sensor 42 (shift operation detection means) is coaxially attached to the shaft outer portion 31b of the shift spindle 31 (see FIG. 1). A swing lever 33 is attached to the shaft outer portion 31b of the shift spindle 31 (or the rotation shaft of the shift load sensor 42). The swing lever 33 extends rearward from a base end portion 33a that is clamped to the shift spindle 31 (or rotation shaft). The upper end of a link rod 34 is swingably connected to the tip 33b of the swing lever 33 via an upper ball joint 34a. The lower end of the link rod 34 is swingably connected to a shift pedal 32 operated by the driver with a foot via a lower ball joint (not shown).

As shown in FIG. 1, the shift pedal 32 extends at an angle so as to be positioned upward toward the rear side when viewed from the side. The front end of the shift pedal 32 is supported by the lower part of the crankcase 15 via a shaft extending in the left-right direction so as to be able to swing up and down. A rear end portion of the shift pedal 32 is provided with a pedal portion on which the driver's foot rests on the step 32a. A lower end portion of a link rod 34 is connected to a front and rear intermediate portion of the shift pedal 32 .

As shown in FIG. 2, a shift change device 35 that switches gears of the transmission 21 includes a shift pedal 32, a link rod 34, and a change mechanism 25. The shift change device 35 includes a shift operation section 35a and a shift operation receiving section 35b. The shift operating section 35a is an assembly (shift drum 36, shift fork 37, etc.) that switches the gear stage of the transmission 21 within the transmission case 17. The shift operation receiving section 35b is an assembly (shift spindle 31, shift arm) that rotates around the axis of the shift spindle 31 when a shift operation is input to the shift pedal 32, and transmits this rotation to the shift operation section 35a. 31a etc.).

Here, in the motorcycle 1, the driver performs only the gear shifting operation of the transmission 21 (foot operation of the shift pedal 32), and the engagement/disengagement operation of the clutch 26 is automatically performed by electric control in accordance with the operation of the shift pedal 32. It uses a so-called semi-automatic transmission system.

As shown in FIG. 4, the transmission system includes a clutch actuator 50, an ECU 60 (Electronic Control Unit), and various sensors 41-45.
The various sensors 41 to 45 include a drum angle sensor (gear position sensor) 41 that detects the gear position from the rotation angle of the shift drum 36, and a shift load sensor (torque sensor) 42 that detects the operating torque input to the shift spindle 31. , a throttle opening sensor 43, a vehicle speed sensor 44, and an engine rotation speed sensor 45.

The ECU 60 controls the clutch actuator 50 based on detection information from the drum angle sensor 41 and shift load sensor 42, and various vehicle state detection information from the throttle opening sensor 43, vehicle speed sensor 44, engine speed sensor 45, etc. control. The ECU 60 controls the ignition device 46 and the fuel injection device 47 based on the various vehicle condition detection information and the like. Detection information from oil pressure sensors 57 and 58 (see FIG. 3) of the clutch actuator 50 is also input to the ECU 60.

<Clutch actuator>
Referring also to FIG. 3, the clutch actuator 50 is operationally controlled by the ECU 60, thereby making it possible to control the hydraulic pressure that connects and disconnects the clutch 26. The clutch actuator 50 is connected between an electric motor 52 (hereinafter simply referred to as the motor 52) as a drive source, a master cylinder 51 (hydraulic pressure generating mechanism) driven by the motor 52, and the master cylinder 51 and the hydraulic supply/discharge port 50a. An oil passage forming part 53 provided in the oil passage forming part 53 is provided.
The master cylinder 51 is driven by a motor 52 to stroke a piston 51b within a cylinder body 51a. Thereby, the hydraulic oil in the cylinder body 51a can be supplied to and discharged from the slave cylinder 28 (clutch drive section). Reference numeral 51e in the figure indicates a reservoir (oil tank) connected to the master cylinder 51.

The oil passage forming portion 53 has a valve mechanism (solenoid valve 56) that opens or closes an intermediate portion of the main oil passage 53m extending from the master cylinder 51 to the clutch 26 side (slave cylinder 28 side). The main oil passage 53m of the oil passage forming part 53 includes an upstream oil passage 53a (first oil passage) which is closer to the master cylinder 51 than the solenoid valve 56, and a downstream oil passage 53a (first oil passage) which is closer to the slave cylinder 28 than the solenoid valve 56. It is divided into a road 53b (second oil road). The oil passage forming portion 53 further includes a bypass oil passage 53c that bypasses the solenoid valve 56 and communicates the upstream oil passage 53a and the downstream oil passage 53b.

The solenoid valve 56 is, for example, a normally open valve. The bypass oil passage 53c is provided with a one-way valve 53c1 that allows hydraulic oil to flow only in the direction from the upstream side to the downstream side. Upstream of the solenoid valve 56, an upstream oil pressure sensor 57 is provided to detect the oil pressure of the upstream oil passage 53a. A downstream oil pressure sensor 58 is provided downstream of the solenoid valve 56 to detect the oil pressure of the downstream oil passage 53b.

As shown in FIG. 1, the components of the clutch actuator 50 are housed in, for example, a rear cowl 9a. The slave cylinder 28 is attached to the rear left side of the crankcase 15. Clutch actuator 50 and slave cylinder 28 are connected via downstream piping 53e (see FIG. 3), which is a hydraulic piping.

As shown in FIG. 2, the slave cylinder 28 is arranged on the left side of the main shaft 22 and coaxially with the main shaft 22. The slave cylinder 28 presses a push rod 28a passing through the main shaft 22 to the right when hydraulic pressure is supplied from the clutch actuator 50. The slave cylinder 28 presses the push rod 28a to the right, thereby operating the clutch 26 to the connected state via the push rod 28a. When the hydraulic pressure supply disappears, the slave cylinder 28 releases the push rod 28a and returns the clutch 26 to the disengaged state.

In order to maintain the clutch 26 in the connected state, it is necessary to continue supplying hydraulic pressure, but this will consume electric power accordingly. Therefore, as shown in FIG. 3, a solenoid valve 56 is provided in the oil passage forming portion 53 of the clutch actuator 50, and the solenoid valve 56 is closed after oil pressure is supplied to the clutch 26 side. Thereby, the hydraulic pressure supplied to the clutch 26 side is maintained, and the hydraulic pressure is supplemented by the pressure drop (recharged by the leakage amount), thereby suppressing energy consumption.

Next, the operation of the clutch control system will be explained with reference to the graph of FIG. In the graph of FIG. 5, the vertical axis represents the supplied oil pressure detected by the downstream oil pressure sensor 58, and the horizontal axis represents the elapsed time.
When the motorcycle 1 is stopped (idling), the electric power supply to both the motor 52 and the solenoid valve 56 controlled by the ECU 60 is cut off. That is, the motor 52 is in a stopped state and the solenoid valve 56 is in an open state. At this time, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point oil pressure TP. As a result, the clutch 26 is brought into a non-engaged state (disconnected state, released state). This state corresponds to area A in FIG.

When the motorcycle 1 starts, when the rotational speed of the engine 13 is increased, power is supplied only to the motor 52. As a result, hydraulic pressure is supplied from the master cylinder 51 to the slave cylinder 28 via the solenoid valve 56 which is in an open state. When the oil pressure on the side of the slave cylinder 28 (downstream side) rises above the touch point oil pressure TP, engagement of the clutch 26 is started, and the clutch 26 enters a half-clutch state in which a part of the power can be transmitted. This allows the motorcycle 1 to start smoothly. This state corresponds to region B in FIG.
Eventually, when the oil pressure on the slave cylinder 28 side (downstream side) reaches the lower limit holding oil pressure LP, engagement of the clutch 26 is completed and all of the driving force of the engine 13 is transmitted to the transmission 21. This state corresponds to region C in FIG.

Then, when the oil pressure on the slave cylinder 28 side (downstream side) reaches the upper limit holding oil pressure HP, power is supplied to the solenoid valve 56. As a result, the solenoid valve 56 is closed, and the power supply to the motor 52 is stopped, so that the generation of hydraulic pressure is stopped. That is, the upstream side is released from the hydraulic pressure and becomes a low pressure state, while the downstream side is maintained at a high pressure state (upper limit maintenance oil pressure HP). As a result, the clutch 26 is maintained in the engaged state without the master cylinder 51 generating hydraulic pressure, allowing the motorcycle 1 to travel while reducing power consumption.

Even when the solenoid valve 56 is closed, the downstream oil pressure gradually decreases as shown in area D in FIG. leak). On the other hand, as in region E in FIG. 5, the downstream oil pressure may increase due to temperature rise or the like. Small hydraulic pressure fluctuations on the downstream side can be absorbed by the accumulator 59, and the motor 52 and solenoid valve 56 are not operated every time there is a hydraulic pressure fluctuation, thereby increasing power consumption.
As in region E in FIG. 5, when the downstream hydraulic pressure rises to the upper limit maintenance hydraulic pressure HP, the solenoid valve 56 is opened in stages by reducing the power supply to the solenoid valve 56, etc., and the downstream side Relieve the hydraulic pressure to the upstream side.

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

When the motorcycle 1 is stopped, power supply to both the motor 52 and the solenoid valve 56 is stopped. As a result, the master cylinder 51 stops generating oil pressure, and stops supplying oil pressure to the slave cylinder 28. The solenoid valve 56 is opened, and the hydraulic pressure in the downstream oil passage 53b is returned to the reservoir 51e. As a result of the above, the slave cylinder 28 side (downstream side) is brought into a low pressure state lower than the touch point oil pressure TP, and the clutch 26 is brought into a non-engaged state. This state corresponds to regions G and H in FIG.

As shown in FIG. 8, the clutch actuator 50 includes a master cylinder 51, a motor 52, a transmission mechanism 54, a conversion mechanism 55 (see FIG. 9), an oil passage forming section 53 (see FIG. 12), and a support member 70 that are integrated into a unit. has been made into In addition, in FIG. 7, the rear seat cover 19a is shown by a two-dot chain line.

As shown in FIG. 9, the clutch actuator 50 is arranged such that the axial direction of the drive shaft 52a of the motor 52 and the axial direction of the master cylinder 51 (the axial direction of the cylinder body 51a and the stroke direction of the piston 51b) are parallel to each other. ing. Line C1 in the figure shows the central axis along the axial direction of the master cylinder 51, and line C2 in the figure shows the central axis along the axial direction of the motor 52.

The clutch actuator 50 is mounted on the vehicle with the axial directions of the motor 52 and master cylinder 51 aligned in the front-rear direction. In other words, the axis C1 of the cylinder body 51a and the axis C2 of the drive shaft 52a extend in the front-rear direction. Hereinafter, the state in which the clutch actuator 50 is mounted on the vehicle will be simply referred to as the "vehicle mounted state." When mounted on a vehicle, the axis C1 of the cylinder body 51a and the axis C2 of the drive shaft 52a are inclined so as to be positioned upward toward the rear of the vehicle in side view (see FIG. 7).

Referring to FIG. 9, the total length L1 in the axial direction at the location where the master cylinder 51 is located is longer than the total length L2 in the axial direction at the location where the motor 52 is located. The location of the motor 52 is located within the total axial length L1 of the location of the master cylinder 51.

A drive shaft 52a of the motor 52 protrudes to the left side in FIG. 9 of the main body including the stator and rotor. On the left side of the master cylinder 51 in FIG. 9, a conversion mechanism 55 (see FIG. 3) as a ball screw mechanism is coaxially arranged adjacent to the conversion mechanism 55 (see FIG. 3). The transmission mechanism 54 is provided so as to straddle the drive shaft 52a of the motor 52 and the conversion mechanism 55 (see FIG. 11).

The transmission mechanism 54 includes a drive gear 54a coaxially attached to the drive shaft 52a of the motor 52, a driven gear 54b attached to the ball nut 55a of the conversion mechanism 55, and a cover member 54c spanning the ends of the master cylinder 51 and the motor 52. It is equipped with. The ends of the master cylinder 51 and the motor 52 and the cover member 54c form a gear case that rotatably accommodates both the gears 54a and 54b.

The conversion mechanism 55 includes a cylindrical ball nut 55a coaxial with the master cylinder 51, and a ball screw shaft 55b coaxially inserted into the ball nut 55a. A driven gear 54b is attached to the ball nut 55a so as to be rotatable therewith. The ball screw shaft 55b extends to the right in FIG. 9 from the ball nut 55a. The ball screw shaft 55b is supported with its rotation restricted by a guide member (not shown). The tip of the ball screw shaft 55b is in contact with the opposite end of the piston 51b of the master cylinder 51.

The piston 51b of the master cylinder 51 is biased to the left in FIG. 9 by a coil spring 51c within the cylinder body 51a. The right end (open end) of the cylinder body 51a in FIG. 9 is closed by an end cap 51d. The end cap 51d also serves as a spring seat at the right end of the coil spring 51c. The end cap 51d is fixed by being screwed onto the open end of the cylinder body 51a after the piston 51b and coil spring 51c are inserted into the cylinder body 51a from the open end of the cylinder body 51a. The end cap 51d closes the open end of the cylinder body 51a while compressing the coil spring 51c and applying an initial load.

Movement of the piston 51b to the left in FIG. 9 within the cylinder body 51a is restricted by the piston 51b coming into contact with the ball screw shaft 55b. A space on the right side of the piston 51b in the cylinder body 51a in FIG. 9 is a hydraulic chamber 51a1 that generates hydraulic pressure to be supplied to the slave cylinder 28. Note that by making the right side of the piston 51b in FIG. 9 concave and enclosing the coil spring 51c therein, size reduction can be achieved while ensuring the spring length.

When the motor 52 is driven, rotational driving force is transmitted to the ball nut 55a via the transmission mechanism 54. The ball nut 55a converts the transmitted rotational driving force into a reciprocating driving force in the axial direction of the ball screw shaft 55b. When the motor 52 is driven, the ball screw shaft 55b strokes to the right in FIG. 9, presses the piston 51b, and supplies the hydraulic pressure in the hydraulic chamber 51a1 to the slave cylinder 28. When the motor 52 is stopped, the ball screw shaft 55b strokes to the left in FIG. 9 together with the piston 51b due to the biasing force of the coil spring 51c, making it possible to recover the hydraulic pressure supplied to the slave cylinder 28.

As shown in FIG. 12, the oil passage forming portion 53 includes an oil passage forming block 53d that is integrally provided on the outer periphery of the master cylinder 51.
The oil passage forming block 53d has an upstream oil passage 53a extending from the hydraulic chamber 51a1 of the master cylinder 51 to one side radially outward (lower right side in FIG. 12), and an upstream oil passage 53a extending toward the transmission mechanism 54 than the upstream oil passage 53a, for example. A bypass oil passage 53c (see FIG. 3) that communicates the downstream oil passage 53b (see FIG. 3) arranged in ) and has.

A solenoid valve 56 is arranged on the right side of the master cylinder 51 in FIG. Although not shown, the solenoid valve 56 includes a spool that can be stroked within the cylinder hole, and a solenoid that is fixed to the cylinder side and is excited by supplied power to stroke the spool.

The solenoid valve 56 is arranged so that the stroke direction (axial direction) of the spool intersects (for example, is substantially orthogonal to) the axial directions of the master cylinder 51 and the motor 52. Line C3 in the figure indicates the central axis of the solenoid valve 56 along the axial direction. The axis C3 of the solenoid valve 56 extends in the vertical direction.

For example, when the spool is in a non-operating position in which it is stroked upward in FIG. 12 due to the biasing force of the return spring, the solenoid valve 56 is in an open state. As a result, the upstream oil passage 53a and the downstream oil passage 53b (see FIG. 3) are brought into communication.
On the other hand, when the spool is in the operating position where it is stroked downward in FIG. 12 by the electromagnetic force of the solenoid, the solenoid valve 56 is in a closed state. As a result, the upstream oil passage 53a and the downstream oil passage 53b (see FIG. 3) are in a blocked state.

An accumulator 59 is arranged on the right side of the solenoid valve 56 in FIG. Although not shown, the accumulator 59 includes a piston that is slidably fitted into the accumulator chamber, a coil spring that biases the piston in a direction to push the piston out of the accumulator chamber, and an accumulator chamber and a downstream oil passage 53b (see FIG. 3). It is equipped with a diaphragm that isolates the

The accumulator 59 is arranged such that the stroke direction (axial direction) of the piston intersects (for example, is substantially orthogonal to) the axial directions of the master cylinder 51 and the motor 52. Line C4 in the figure indicates the central axis of the accumulator 59 along the axial direction. The axis C4 of the accumulator 59 extends in the vertical direction substantially parallel to the axis C3 of the solenoid valve 56.

For example, in the accumulator 59, when the oil pressure in the downstream oil passage 53b (see FIG. 3) increases, the piston is pushed through the diaphragm against the biasing force of the coil spring, and the oil pressure is accumulated in the accumulator chamber. Thereafter, when the oil pressure in the downstream oil passage 53b decreases, the accumulator 59 releases the accumulated oil pressure to suppress pressure fluctuations in the downstream oil passage 53b.

<Oil supply port>
As shown in FIG. 9, the master cylinder 51 has an oil supply port 51p for supplying oil from a reservoir 51e. The oil supply port 51p extends in the vertical direction in FIG. The oil supply port 51p is integrally provided on the outer periphery of the master cylinder 51. The oil supply port 51p has a cylindrical shape that projects upward in FIG. 9 from the top of the cylinder body 51a.

For example, the oil supply port 51p is directly connected to the lower part (downward extending portion) of the reservoir 51e. Note that the oil supply port 51p may be connected to the lower part of the reservoir 51e via a tube or the like (not shown). Note that in the side view of FIG. 7 (vehicle mounted state), the oil supply port 51p is inclined forward with respect to the vertical line.

<Air bleed mechanism>
In the side view of FIG. 7 (vehicle mounted state), the master cylinder 51 extends in an inclined manner so as to be located upward toward the rear of the vehicle. The clutch actuator 50 includes an air bleed mechanism 65 provided at the rear of the master cylinder 51. The air bleed mechanism 65 is integrally provided at the rear end of the master cylinder 51.

As shown in FIG. 9, the air bleed mechanism 65 is arranged behind the oil supply port 51p. The air bleed mechanism 65 includes a cylindrical cylindrical portion 65a that protrudes upward from the top of the cylinder body 51a in FIG. 9, and a valve 65b that is attached to the cylindrical portion 65a so as to be able to open the cylindrical portion 65a. . In the side view of FIG. 7 (vehicle mounted state), the air vent mechanism 65 (the central axis of the cylindrical portion 65a) is inclined forward with respect to the vertical line.

<Arrangement of upstream oil passage>
As shown in FIG. 12, a portion of the upstream oil passage 53a is disposed between the axis P1 of the drive shaft 52a and the solenoid valve 56 when viewed from the front and rear directions. The upstream oil passage 53a includes a first upstream oil passage 53a1 that extends from the hydraulic chamber 51a1 of the master cylinder 51 to one radially outer side (lower right side in FIG. 12), and a first upstream oil passage 53a1 that extends from the hydraulic chamber 51a1 of the master cylinder 51 to one side (lower right side in FIG. 12) of the first upstream oil passage 53a1. It has a second upstream oil passage 53a2 extending from the middle lower end to the upper right side in FIG. The entire first upstream oil passage 53a1 is disposed between the axis P1 of the drive shaft 52a and the solenoid valve 56 when viewed from the front and back direction. A portion of the second upstream oil passage 53a2 overlaps with the solenoid valve 56 when viewed from the front and back direction.

The second upstream oil passage 53a2 is a pipe that connects the first upstream oil passage 53a1 and the solenoid valve 56. Hereinafter, the second upstream oil passage 53a2 will also be referred to as "upstream piping 53a2." A banjo joint 53j2 at the lower end of the upstream pipe 53a2 in FIG. 12 is attached to the lower end of the first upstream oil passage 53a1 in FIG. 12 via a banjo bolt 53j1. A banjo joint 53k2 at the upper end of the upstream pipe 53a2 in FIG. 12 is attached to the upper end of the solenoid valve 56 in FIG. 12 via a banjo bolt 53k1.

<Downstream piping arrangement>
As shown in FIG. 13, the downstream pipe 53e (drive-side oil passage) extends from the master cylinder 51 side to the slave cylinder 28 (clutch drive unit). The downstream piping 53e has horizontal portions 53f1 and 53f2 that extend in the horizontal direction, and lower portions 53g1 and 53g2 that extend downward with respect to the horizontal portions 53f1 and 53f2.

A plurality (for example, two in this embodiment) of the horizontal portions 53f1 and 53f2 are provided. The plurality of horizontal parts 53f1 and 53f2 are a first horizontal part 53f1 (see FIG. 11) and a second horizontal part 53f2.
A plurality (for example, two in this embodiment) of the lower parts 53g1 and 53g2 are provided. The plurality of downward sections 53g1 and 53g2 are a first downward section 53g1 and a second downward section 53g2.

The plurality of horizontal portions 53f1, 53f2 and the plurality of lower portions 53g1, 53g2 alternately continue from above the vehicle to below the vehicle. The plurality of horizontal parts 53f1, 53f2 and the plurality of lower parts 53g1, 53g2 are arranged in the order from the upper part of the vehicle to the lower part of the vehicle: a first horizontal part 53f1, a first lower part 53g1, a second horizontal part 53f2, and a second horizontal part 53f1. The two lower portions 53g2 are arranged in this order.

The first horizontal portion 53f1 extends along the horizontal direction and diagonally intersects with the vehicle longitudinal direction. The first horizontal portion 53f1 extends substantially in the vehicle width direction (see FIG. 11). The rear end of the first horizontal portion 53f1 is connected to the open portion of the downstream oil passage 53b via a banjo joint or the like.
The first lower portion 53g1 extends in a crank shape so as to be inclined downward toward the front side of the vehicle from the front end of the first horizontal portion 53f1.

The second horizontal portion 53f2 extends along the horizontal direction from the lower end of the first lower portion 53g1 toward the vehicle front side in a substantially straight line.
The second lower part 53g2 extends from the front end of the second horizontal part 53f2 toward the rear side of the vehicle, and then bends and extends forward and downward. The lower end of the second downward portion 53g2 is connected to the slave cylinder 28 via a connecting member such as a banjo joint.

<Support member>
The support member 70 (see FIG. 8) is a member for unitizing the clutch actuator 50 and supporting the unitized clutch actuator 50 on the vehicle body side. The support member 70 includes a front frame 71 disposed on the front side of the clutch actuator 50, a left frame 72 disposed on the left side of the clutch actuator 50, and a right frame 73 disposed on the right side of the clutch actuator 50 when mounted on the vehicle. and.

The front frame 71 is formed in a U-shape (that is, an inverted U-shape) that opens downward so as to surround the clutch actuator 50 . The front frame 71 is fixed to the front part of the master cylinder 51 by a plurality of (for example, two in this embodiment) fastening members such as bolts 75 .

As shown in FIG. 9, the left frame 72 includes a left extending portion 72a extending rearward from the lower left end of the front frame 71, a left wall portion 72b rising upward from the rear end of the left extending portion 72a, and a left extending portion 72b extending rearward from the left lower end of the front frame 71. A left hanging portion 72c extends downward from the vicinity of the left side wall portion 72b of the existing portion 72a.

A stay 76 for supporting the reservoir 51e is attached to the upper end of the left side wall 72b. In side view, the stay 76 has an L-shape. One end of the stay 76 is fixed to the reservoir 51e by a fastening member such as a bolt 77. The other end of the stay 76 is fixed to the upper end of the left side wall 72b by a fastening member such as a bolt 79 via a rubber mount 78 or the like.

As shown in FIG. 10, the right frame 73 includes a right extending portion 73a extending rearward from the lower right end of the front frame 71, a right wall portion 73b rising upward from the rear end of the right extending portion 73a, and a right extending portion 73b extending rearward from the right lower end of the front frame 71. A right hanging portion 73c extends downward from the rear end portion of the existing portion 73a. The right hanging portion 73c faces the left hanging portion 72c in the vehicle width direction. For example, the clutch actuator 50 is fixed to the seat frame 9 (see FIG. 1) by a fastening member such as a bolt (not shown) via a left hanging portion 72c and a right hanging portion 73c.

<Rear seat cover>
As shown in FIG. 7, the clutch actuator 50 is covered by a rear seat cover 19a. The rear seat cover 19a includes a pair of left and right sloped walls 19c (see FIG. 6) that slope downward toward the outside in the vehicle width direction when viewed from the front-rear direction. Although not shown, the rear seat cover 19a has a through hole for exposing the upper portion (lid portion) of the reservoir 51e.

As shown in FIG. 6, the rear seat cover 19a has an opening 19b that communicates the inside and outside of the rear seat cover 19a. A pair of openings 19b are provided on the left and right sides of the rear seat cover 19a. The opening 19b opens in the front-rear direction at the front portions of the left and right sides of the rear seat cover 19a. The opening 19b extends along the inclined wall 19c of the rear seat cover 19a. The opening 19b has a trapezoidal shape with an oblique side along the inclined wall 19c. A mesh 19d is provided in the opening 19b to prevent foreign matter from entering the rear seat cover 19a. Reference numeral 19e in the figure indicates a waist rest against which the occupant's waist rests. The waist rest part 19e is arranged between the pair of left and right openings 19b.

FIG. 14 is a top view corresponding to the XIV-XIV cross section of FIG. 7 for explaining the flow of air inside the rear seat cover of the embodiment. In FIG. 14, illustration of the mesh 19d and the like is omitted.
As shown in FIG. 14, running wind and the like are introduced into the rear seat cover 19a through the opening 19b. A part of the traveling wind flows rearward as it is through the opening 19b (see arrow V1 in the figure). Reference numeral 19r in the figure indicates a discharge hole for discharging running wind and the like flowing in the direction of arrow V1 to the rear of the vehicle.
Another part of the traveling wind flows toward the clutch actuator 50 through the opening 19b (see arrow V2 in the figure). For example, the rear seat cover 19a may have a guide hole for guiding the wind toward the clutch actuator 50.

<Effect>
As explained above, the clutch actuator 50 of the above embodiment generates oil pressure by stroking the piston 51b within the cylinder body 51a, and supplies the oil pressure to the clutch 26 side to actuate and connect the clutch 26. A master cylinder 51 which is to be in a state or a cut state, and which is arranged with the axial direction of the drive shaft 52a parallel to the axial direction of the cylinder body 51a of the master cylinder 51, and which is integrated with the master cylinder 51 and is integrated into a unit. It includes a motor 52 that generates a rotational driving force on a drive shaft 52a to drive the cylinder 51, and an axis C1 of the cylinder body 51a and an axis C2 of the drive shaft 52a extend in the longitudinal direction of the vehicle.
According to this configuration, since the axis C1 of the cylinder body 51a and the axis C2 of the drive shaft 52a extend in the vehicle longitudinal direction, the axis C1 of the cylinder body 51a and the axis C2 of the drive shaft 52a extend in the vehicle width direction. Compared to the case where there is a vehicle, it is possible to suppress the increase in size in the vehicle width direction.

In the embodiment described above, the clutch actuator 50 is covered by the rear seat cover 19a, and the rear seat cover 19a has the following effects by having the opening 19b that communicates the inside and outside of the rear seat cover 19a.
Since the running wind or the like can be introduced into the rear seat cover 19a through the opening 19b, the clutch actuator 50 can be effectively cooled.

In the above embodiment, the downstream piping 53e extends from the master cylinder 51 side to the slave cylinder 28, and the downstream piping 53e has horizontal portions 53f1 and 53f2 extending in the horizontal direction, and a downward direction with respect to the horizontal portions 53f1 and 53f2. By having the lower portions 53g1 and 53g2 extending in the lower direction, the following effects are achieved.
Compared to the case where the downstream piping 53e extends only in the horizontal direction, it is easier to return air bubbles generated in the oil passage from the slave cylinder 28 to the clutch actuator 50.

In the embodiment described above, the master cylinder 51 has the oil supply port 51p for supplying oil from the reservoir 51e, and the oil supply port 51p extends in the vehicle vertical direction, thereby achieving the following effects.
It is possible to prevent air bubbles from accumulating in the oil supply port 51p (air accumulation).

In the embodiment described above, the clutch actuator 50 includes an upstream oil passage 53a extending from the master cylinder 51, a downstream oil passage 53b connecting the upstream oil passage 53a to the clutch 26 side, and an upstream oil passage 53a and a downstream oil passage 53a. A part of the upstream oil passage 53a is disposed between the axis P1 of the drive shaft 52a and the solenoid valve 56 when viewed from the vehicle longitudinal direction. By doing so, the following effects can be achieved.
The clutch actuator 50 can be made smaller compared to a case where the entire upstream oil passage 53a is disposed outside the motor 52 and the solenoid valve 56 when viewed from the vehicle longitudinal direction.

In the embodiment described above, the master cylinder 51 extends at an angle so as to be positioned upward toward the rear of the vehicle when viewed from the side of the vehicle, and is provided with an air bleed mechanism 65 provided at the rear of the master cylinder 51. , has the following effects.
The air bleed mechanism 65 allows air bubbles and the like accumulated inside the master cylinder 51 to be efficiently discharged.

<Modified example>
In the above embodiment, the clutch actuator 50 is covered by the rear seat cover 19a, and the rear seat cover 19a has an opening 19b that communicates the inside and outside of the rear seat cover 19a. It is not limited to this. For example, the rear seat cover 19a does not need to have the opening 19b that communicates the inside and outside of the rear seat cover 19a. For example, the clutch actuator 50 may not be covered by the rear seat cover 19a. For example, as shown in FIG. 15, the clutch actuator 50 may be arranged above the engine 13 (power unit PU). For example, the arrangement position of clutch actuator 50 can be changed depending on required specifications.

In the above embodiment, the downstream piping 53e extends from the master cylinder 51 side to the slave cylinder 28, and the downstream piping 53e has two horizontal parts 53f1 and 53f2 extending in the horizontal direction, and two horizontal parts 53f1 and 53f2. Although the description has been given using an example having two downwardly extending portions 53g1 and 53g2, the present invention is not limited thereto. For example, the number of installed horizontal sections and downward sections can be changed depending on required specifications.

In the above embodiment, the master cylinder 51 has the oil supply port 51p for supplying oil from the reservoir 51e, and the oil supply port 51p has been described by giving an example extending in the vehicle vertical direction. Not exclusively. For example, the oil supply port 51p may extend in a direction intersecting the vehicle vertical direction. For example, the master cylinder 51 may not have the oil supply port 51p for supplying oil from the reservoir 51e.

In the embodiment described above, the clutch actuator 50 includes an upstream oil passage 53a extending from the master cylinder 51, a downstream oil passage 53b connecting the upstream oil passage 53a to the clutch 26 side, and an upstream oil passage 53a and a downstream oil passage 53a. A part of the upstream oil passage 53a is disposed between the axis P1 of the drive shaft 52a and the solenoid valve 56 when viewed from the vehicle longitudinal direction. Although the explanation has been given using an example, it is not limited to this. For example, the entire upstream oil passage 53a may be disposed between the axis P1 of the drive shaft 52a and the solenoid valve 56 when viewed from the vehicle longitudinal direction. For example, at least a portion of the upstream oil passage 53a may be disposed between the axis P1 of the drive shaft 52a and the solenoid valve 56 when viewed from the vehicle longitudinal direction. For example, the entire upstream oil passage 53a may be disposed outside the motor 52 and the solenoid valve 56 when viewed from the front-rear direction of the vehicle.

In the embodiment described above, the master cylinder 51 extends at an angle to be positioned upward toward the rear of the vehicle when viewed from the side of the vehicle, and includes an air bleed mechanism 65 provided at the rear of the master cylinder 51. Although the examples have been listed and explained, they are not limited to these. For example, the master cylinder 51 may be inclined and extend upward toward the front of the vehicle when viewed from the side of the vehicle. In this case, the air bleed mechanism 65 may be provided at the front of the master cylinder 51. For example, the master cylinder 51 may not include the air bleed mechanism 65.

Note that the present invention is not limited to the above-described embodiments, and for example, the straddle-type vehicle includes all vehicles in which a driver rides astride the body of the vehicle, including motorcycles (motorized bicycles and scooter-type vehicles). ), but also three-wheeled vehicles (including vehicles with one front wheel and two rear wheels, as well as vehicles with two front wheels and one rear wheel). Further, the present invention is applicable not only to motorcycles but also to four-wheeled vehicles such as automobiles.
The configuration in the embodiment described above is an example of the present invention, and various changes can be made without departing from the gist of the present invention, such as replacing the constituent elements of the embodiment with well-known constituent elements.

19a Rear seat cover (cover)
19b opening 26 clutch 28 slave cylinder (clutch drive part)
50 Clutch actuator 51 Master cylinder (hydraulic pressure generation mechanism)
51a Cylinder body (cylinder)
51b Piston 51e Reservoir (oil tank)
51p Oil supply port (port)
52 Motor 52a Drive shaft 53a Upstream oil passage (first oil passage)
53b Downstream oil passage (second oil passage)
53e Downstream piping (drive side oil line)
53f1, 53f2 Horizontal section 53g1, 53g2 Downward section 56 Solenoid valve (valve mechanism)
65 Air bleeding mechanism C1 Axis of cylinder C2 Axis of drive shaft P1 Axis of drive shaft

Claims (5)

Hydraulic pressure is generated by stroking the piston (51b) within the cylinder (51a), and the hydraulic pressure is supplied to the clutch (26) side to operate the clutch (26) and put it in the connected or disconnected state. a generation mechanism (51);
The drive shaft (52a) is arranged with the axial direction of the drive shaft (52a) parallel to the axial direction of the cylinder (51a) of the hydraulic pressure generating mechanism (51), and is integrated into a unit with the hydraulic pressure generating mechanism (51). a motor (52) that generates a rotational driving force on the drive shaft (52a) for driving the hydraulic pressure generating mechanism (51);
The axis (C1) of the cylinder (51a) and the axis (C2) of the drive shaft (52a) extend in the longitudinal direction of the vehicle ,
The clutch actuator (50) is covered by a cover (19a),
The cover (19a) has an opening (19b) that communicates between the inside and outside of the cover (19a),
The opening (19b) is formed on the side of the waist rest (19e) on which the passenger's waist rests;
The opening (19b) is arranged to be inclined so as to face the side of the vehicle when viewed from the top of the vehicle,
The opening (19b) is formed above the rear upper surface of the seat (19) and on the side of the clutch actuator (50) ,
a first oil passage (53a) extending from the hydraulic pressure generating mechanism (51);
a second oil passage (53b) connecting the first oil passage (53a) to the clutch (26) side;
Further comprising a valve mechanism (56) that controls communication between the first oil passage (53a) and the second oil passage (53b),
At least a portion of the first oil passage (53a) is connected to a clutch disposed between the axis (P1) of the drive shaft (52a) and the valve mechanism (56) when viewed from the vehicle longitudinal direction. actuator. The cover (19a) includes a pair of left and right sloped walls (19c) that slope downward toward the outside in the vehicle width direction when viewed from the front and rear directions of the vehicle;
The opening (19b) is opened in the vehicle longitudinal direction at the front of the left and right side parts of the cover (19a), and extends along the inclined wall (19c). clutch actuator. Further comprising a drive-side oil passage (53e) extending from the oil pressure generating mechanism (51) side to the clutch drive unit (28),
The drive side oil passage (53e) is
horizontal parts (53f1, 53f2) extending in the horizontal direction;
The clutch actuator according to claim 1 or 2, further comprising a lower part (53g1, 53g2) extending downward with respect to the horizontal part (53f1, 53f2). The hydraulic pressure generating mechanism (51) has a port (51p) for supplying oil from an oil tank (51e),
The clutch actuator according to any one of claims 1 to 3, wherein the port (51p) extends in a vehicle vertical direction. The hydraulic pressure generating mechanism (51) is inclined and extends upward toward the rear of the vehicle when viewed from the side of the vehicle;
The clutch actuator according to any one of claims 1 to 4 , further comprising an air bleed mechanism (65) provided at the rear of the hydraulic pressure generation mechanism (51).

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