JP2000088008A - Control device for vehicle with automatic clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To shorten the operating time of a motor-driven pump as much as practicable when an automatic clutch is to be shut off prior to the start of an engine. SOLUTION: At the stage that the oil pressure Po is boosted to the min. disengage pressure Pomin capable of disengaging an automatic clutch, a hydraulic pump is once stopped and a clutch solenoid valve is turned so as to emit a hydraulic output, and thereby the automatic clutch is disengaged (SA4), and after the start of the engine (SA5), the pump is again actuated to cause boosting to the max. allowable pressure Pomax (SA6-SA8). The arrangement may also be equipped with an auxiliary accumulator for accumulating the pressure when engine is at a standstill or with an at-stop clutch disengage means to hold the automatic clutch in the disengaged condition when the engine is at a standstill.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic clutch vehicle, and more particularly to control for disengaging an automatic clutch when an engine is started.

[0002]

2. Description of the Related Art An automatic clutch is provided on a path for transmitting power from an engine to wheels, and is always kept in a connected state and switched to a disconnected state by fluid pressure. There is known an automatic clutch vehicle that disconnects and connects an automatic clutch. The vehicle described in Japanese Patent Application Laid-Open No. 6-42624 is an example of such a vehicle. In order to control an automatic clutch, (a) an electric pump that generates fluid pressure, (b) an accumulator that accumulates the fluid pressure, (c) a fluid circuit having an electromagnetic switching valve for outputting the fluid pressure of the accumulator to the automatic clutch. The accumulator is configured to hold an amount (pressure) of fluid capable of disengaging the automatic clutch a predetermined number of times, thereby reducing the number of operations of the electric pump to improve durability.

[0003]

However, in such an automatic clutch vehicle, it is necessary to disengage the automatic clutch when starting the engine unless the transmission is in a neutral state (power transmission interrupted state). Regardless of the state, it is desirable to always keep the automatic clutch in the disconnected state when starting the engine. Therefore, when the ignition switch is turned on, the electric pump is first operated to accumulate the pressure in the accumulator, then the electromagnetic switching valve is switched to output the accumulator oil pressure to the automatic clutch, the automatic clutch is disconnected, and the engine is started. It is possible.

[0004] However, when the electric pump is operated with the engine stopped, the operation noise is worrisome, and it takes time to accumulate the pressure in the accumulator and a time lag occurs before the engine is started. In addition, when the temperature is extremely low or the amount of stored power of the power storage device is low, the operation of the electric pump may cause the power storage device to be exhausted and the engine to be unable to start.

The present invention has been made in view of the above circumstances, and an object of the present invention is to minimize the operation time of an electric pump when an automatic clutch is disconnected before starting an engine.

[0006]

In order to achieve the above object, the first aspect of the present invention is to provide (a) a power transmission device which is disposed on a path for transmitting power from an engine to wheels, and which is always kept connected and a fluid An automatic clutch that is switched to a disconnection state by pressure, and (b) a fluid circuit that generates fluid pressure by an electric pump and outputs the fluid pressure to the automatic clutch. (C) When starting the engine, the automatic In the control device of the automatic clutch vehicle for disengaging the clutch, (d)
Prior to starting the engine, there is provided a pre-starting pump control means for operating the electric pump to a minimum necessary for disengaging the automatic clutch.

According to a second invention, in the control device for an automatic clutch vehicle according to the first invention, (a) the fluid circuit comprises (a-1) the electric pump and (a-2) an accumulator for accumulating the fluid pressure. And (a-3) an electromagnetic switching valve that outputs the fluid pressure of the accumulator to the automatic clutch, and (b) the pre-start pump control means disconnects the automatic clutch by the fluid pressure of the accumulator. While the electric pump is operated and stopped until a predetermined cutoff minimum pressure as low as possible is reached, (c) the fluid pressure of the accumulator is reduced by the pre-starting pump control means to the cutoff minimum pressure. After the pressure has been increased to a minimum pressure, the solenoid switching valve is switched to output the fluid pressure to the automatic clutch, and (d) the fluid pressure is output by the disconnection minimum pressure output means. (E) an engine starting means for starting the engine after the automatic clutch is disengaged, and (e) after the engine is started by the engine starting means, the electric pump is operated again to operate the fluid pressure of the accumulator. And a normal control preparation means for increasing the pressure to a predetermined normal set pressure higher than the cutoff minimum pressure. Note that the minimum pressure for disconnection means a pressure (fluid amount) required to disconnect the automatic clutch only once, and the normal set pressure is predetermined in consideration of durability of the electric pump and the like. Pressure (fluid amount) at which the automatic clutch can be disengaged two or more times
It is.

According to a third invention, in the control device for an automatic clutch vehicle according to the first invention or the second invention, the pre-start pump control means is configured such that a predetermined low temperature or a charged amount of the power storage device is equal to or less than a predetermined value. In this case, the control is performed.

According to a fourth aspect of the present invention, there is provided (a) an automatic clutch which is disposed on a path for transmitting power from an engine to wheels and which is always kept in a connected state and which is switched to a disconnected state by a fluid pressure; An electric pump for generating a fluid pressure, and a fluid circuit including a gas back-pressure accumulator for accumulating the fluid pressure, and (c) when starting the engine, the automatic clutch is disconnected in advance. (D) a spring back pressure type auxiliary accumulator connected to the fluid circuit,
(e) accumulator control means for causing the auxiliary accumulator to accumulate when the engine is stopped; and (f) outputting fluid pressure from the auxiliary accumulator to the automatic clutch prior to starting the engine to automatically control the automatic clutch. And an auxiliary accumulator pressure output means for shutting off the pressure.

A fifth aspect of the present invention relates to a drive control device for a vehicle having an automatic clutch disposed on a path for transmitting power from an engine to wheels and always being kept in a connected state and switched to a disconnected state by fluid pressure. When the engine is stopped, there is provided a stop-time clutch disconnecting means for always holding the automatic crack in a disconnected state.

[0011]

According to the first to third aspects of the present invention, since the electric pump is operated only to the minimum necessary to be able to disengage the automatic clutch, the operation time of the electric pump before starting the engine is minimized. Therefore, discomfort caused by the operation noise of the electric pump and the time lag until the engine is started is reduced, and the consumption of the power storage device due to the operation of the electric pump before the engine is started is minimized.

In the second invention, when the fluid pressure of the accumulator becomes the cutoff minimum pressure, the output is automatically output to the automatic clutch to be in the cutoff state, and after the engine is started, the electric pump is operated again to set the fluid pressure of the accumulator normally. Since the pressure is increased up to the pressure, the automatic clutch can be disconnected a predetermined number of times by one operation of the electric pump after the engine is started, and a decrease in durability due to frequent operation of the electric pump is prevented. After the engine is started, the operation sound of the electric pump is canceled by the engine sound, so that there is no problem.

According to the third aspect of the present invention, the electric pump is operated to a necessary minimum and the automatic clutch is disengaged at a predetermined low temperature or when the charged amount of the power storage device is equal to or less than a predetermined value. It is possible to prevent the engine from being unable to start due to the consumption of the power storage device due to the operation of the pump.

In the fourth invention, a spring back pressure type auxiliary accumulator is provided separately from the gas back pressure type accumulator which can be easily constructed with a large capacity, and when the engine is stopped, the auxiliary accumulator is made to accumulate. Prior to the start of the engine, the fluid pressure is output from the auxiliary accumulator to disengage the automatic clutch, so that the engine can be started quickly. In addition, since it is not always necessary to operate the electric pump before starting the engine, operating the electric pump after starting the engine and shutting off the automatic clutch with its output pressure can eliminate the operating noise of the electric pump, Inability to start the engine when the temperature is low or when the charged amount of the power storage device is reduced can be avoided as much as possible.

In general, a gas back pressure type accumulator can be easily constructed with a large capacity, and can accumulate a fluid pressure enough to shut off an automatic clutch a predetermined number of times. Therefore, there is a possibility that the pressure accumulating performance may be reduced, and it is preferable that the pressure is reduced by gradually leaking the fluid. On the other hand, the accumulator of the spring back pressure type is less likely to impair the pressure accumulation performance (spring performance) even if the accumulator is maintained in the pressure accumulation state for a long time.
If the pressure is such that the automatic clutch is disengaged only once, sufficient durability can be obtained even if the pressure is maintained when the engine is stopped.

According to the fifth aspect of the present invention, when the engine is stopped, the stop-time clutch disconnecting means for always keeping the automatic crack in the disconnected state is provided, so that the engine can be started quickly. In addition, since it is not always necessary to operate the electric pump before starting the engine, operating the electric pump after starting the engine and shutting off the automatic clutch with its output pressure can eliminate the operating noise of the electric pump, Inability to start the engine when the temperature is low or when the charged amount of the power storage device is reduced can be avoided as much as possible.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The automatic clutch vehicle of the present invention does not necessarily require a transmission, but a transmission may be provided between the automatic clutch and wheels. The transmission includes a plurality of transmission gear pairs having different gear ratios between two parallel shafts, and a plurality of engagement clutches corresponding to the transmission gear pairs. Or a planetary gear type transmission having a plurality of clutches and brakes for interconnecting a plurality of planetary gear devices and a part of their rotating elements or connecting to a fixed position housing or the like, or a continuously variable type such as a belt type. Various transmissions such as a transmission can be employed. The transmission may simply switch between forward and reverse. Further, a gear that can be mechanically switched in accordance with a driver's operation of a shift lever, a gear that is switched by a gearshift actuator by detecting a driver's gearshift intention with a switch or the like, or an automatic gear that is changed in accordance with a predetermined gearshift condition The automatic clutch may be automatically switched and connected when the gear is switched.

As the automatic clutch, a dry single plate type friction clutch which is frictionally engaged by a spring such as a diaphragm spring is preferably used. As a clutch actuator (fluid actuator) for shutting off the automatic clutch by fluid pressure, a hydraulic type direct clutch is used. A dynamic cylinder or the like is used. Slip control can be performed as needed. As the fluid circuit for shutting off the automatic clutch, a hydraulic circuit using hydraulic oil as a medium is preferably used, but an air circuit for shutting off the automatic clutch by air pressure can also be adopted.

The fluid circuit according to the second invention is provided with an accumulator, and outputs the fluid to the automatic clutch after the fluid pressure of the accumulator reaches the minimum shut-off pressure. The fluid pressure may act on the automatic clutch at the same time as the actuation of, or an accumulator may not be provided. When outputting directly to the automatic clutch, the electric pump may be stopped by detecting the disconnection of the automatic clutch. In the second invention, the electric pump is temporarily stopped when the engine is started. However, when the first invention is carried out, the engine start control is performed while the electric pump is operated when the automatic clutch is disconnected. Is also possible.

In the second invention, the engine is automatically started by the engine starting means after the automatic clutch is disengaged. However, in the first invention, for example, the ignition switch is operated until the automatic clutch is disengaged. In addition to disabling the engine from starting, when the automatic clutch is disengaged, inform the driver that the engine can be started by visual or audio display, and start the engine according to the operation of the ignition switch to the `` start '' position. You may do it.

The first invention and the second invention may be carried out under certain conditions as in the third invention, but may be carried out at all times when the engine is started. Further, the present invention may be performed under different operating conditions from those of the third invention.

As the gas back pressure type accumulator of the fourth invention, a piston type and a bladder type are often used, but a bladder type is preferably used to prevent gas leakage. It is desirable to use a bladder type accumulator in other inventions.

The stop-time clutch disconnecting means of the fifth invention is provided with, for example, an electromagnetic on-off valve in the vicinity of a fluid actuator for disengaging the automatic clutch, and closes the electromagnetic on-off valve with the automatic clutch in a disconnected state when the engine is stopped. However, a lock mechanism such as a cam mechanism or a link mechanism that mechanically locks (stops the operation of) the fluid actuator or the automatic clutch can be used as the stop-time clutch disconnecting means.

In the fourth and fifth aspects of the present invention, it is not necessary to operate the electric pump for generating the fluid pressure for disconnecting the automatic clutch before the engine is started, but the electric pump is operated independently of the start of the engine. Then, it is desirable that the pressure be accumulated in a gas back pressure type accumulator or the like, so that a normal automatic clutch disconnection and connection control can be performed. If the operation noise of the electric pump is unpleasant, the electric pump may be operated after the engine is started.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device 10 for an FF (front engine / front drive) vehicle, and includes an engine 12 as a driving source for driving, an automatic clutch 14, and a transmission 16. , A differential gear device 18. The automatic clutch 14 is, for example, a dry single-plate friction clutch shown in FIG. 2 and is provided on a flywheel 22 attached to a crankshaft 20 of the engine 12, a clutch disc 26 provided on a clutch output shaft 24, and a clutch housing 28. A pressure plate 30 provided, a diaphragm spring 32 that urges the pressure plate 30 toward the flywheel 22 to pinch the clutch disc 26 and transmit power, and a clutch release cylinder 34 through a release fork 36 through a release fork , The inner end of the diaphragm spring 32 is displaced leftward in the drawing to release (release) the clutch. That is, the automatic clutch 14 is connected to the front wheels (drive wheels) 8 by the engine 12.
4R, 84L, and is always connected according to the biasing force of the diaphragm spring 32.
When the hydraulic pressure (fluid pressure) is supplied to the piston and the piston rod is protruded, the state is switched to the cutoff state.

The clutch release cylinder 34 is supplied with hydraulic pressure by a hydraulic circuit 90 shown in FIG. The hydraulic circuit 90 includes an electric hydraulic pump (electric pump) 94 that pumps up and discharges hydraulic oil from a reservoir 92, an accumulator 96 that accumulates hydraulic oil discharged from the hydraulic pump 94, and the clutch release cylinder 3.
A clutch solenoid valve 98 of a three-port linear spool type or the like for switching between supply and discharge of hydraulic oil to and from the hydraulic fluid 4 is provided. In the figure, reference numeral 106 denotes a relief valve, 108 denotes a check valve, and 110 denotes a hydraulic pressure sensor for detecting a hydraulic pressure P _O of hydraulic oil.

The hydraulic circuit 90 corresponds to a fluid circuit, and the clutch release cylinder 34 corresponds to a clutch actuator (fluid actuator) that disconnects the automatic clutch 14 by fluid pressure. The accumulator 96 is
A gas back pressure type bladder type accumulator that has a back pressure (gas pressure) and volume that can accumulate the hydraulic pressure (oil amount) required to shut off the automatic clutch 14 a predetermined number of times. The hydraulic pump 94 is operated and accumulated when the pressure becomes equal to or lower than the cutoff minimum pressure P _Omin. On the other hand, when the hydraulic pump 94 _reaches the predetermined maximum allowable pressure P _Omax in consideration of the durability of the hydraulic pump 94 and the accumulator 96, the hydraulic pump 94 starts operating. Be stopped. The allowable maximum pressure P _Omax corresponds to the _normal set pressure, and the accumulator 96 has an automatic clutch 1
The hydraulic pressure (oil amount) that can shut off the valve 4 two or more predetermined times is stored. When the accumulator 96 is maintained in a high pressure accumulating state, the hydraulic oil gradually leaks and the hydraulic pressure decreases.

The clutch solenoid valve 98 drains the hydraulic oil in the clutch release cylinder 34 to connect (engage) the automatic clutch 14 and the clutch release cylinder 34 to shut off the flow of the hydraulic oil. Flow blocking position and clutch release cylinder 3
4 is switched to a hydraulic supply position where hydraulic oil is supplied to the automatic clutch 14 to shut off the automatic clutch 14, and is held at the drain position by a biasing means such as a spring when the motor is not excited. Also, in the drain position can be continuously control the flow rate (flow cross-sectional area), (such as up-down) type of shift and the vehicle speed V, the connection speed (connected according to a shift condition such as the engine rotational speed N _E Time required for this) can be set as appropriate. This clutch solenoid valve 98 corresponds to an electromagnetic switching valve.

Returning to FIG. 1, the transmission 16 and the differential gear unit 18 are arranged in a common housing 40 to constitute a transaxle, and a lubricating oil filled in the housing 40 by a predetermined amount is provided. It is immersed in oil and lubricated with the differential gear unit 18. Transmission 16
(A) A plurality of transmission gear pairs 46a to 46e having different gear ratios are disposed between a pair of parallel input shafts 42 and output shafts 44, and corresponding to the transmission gear pairs 46a to 46e. 2 provided with a plurality of meshing clutches 48a to 48e
A shaft-meshing type transmission mechanism and (b) a meshing clutch 48
a to 48e of three clutch hub sleeves 50a, 50
a shift / select shaft 52 that selectively shifts any one of the gears b and 50c to switch the gear position.
Five forward gears G _i (i = 1 to 5) are established. A reverse gear pair 54 is further disposed on the input shaft 42 and the output shaft 44, and is engaged with a reverse idle gear disposed on a counter shaft (not shown) to establish a reverse gear. . The input shaft 42 is connected to the clutch output shaft 24 of the automatic clutch 14 by a spline fitting 55, and an output gear 56 is disposed on the output shaft 44 so as to be connected to a ring gear 58 of the differential gear device 18. Are engaged. FIG. 1 is a developed view showing the axes of the input shaft 42, the output shaft 44, and the ring gear 58 in a common plane.

The clutch hub sleeve 50b is common to the dog clutches 48b and 48c, and the clutch hub sleeve 50c is common to the dog clutches 48d and 48e. The shift / select shaft 52
The clutch hub sleeve 50c is provided so as to be rotatable about the axis and movable in the axial direction, and is provided at three positions around the axis by the select cylinder 76 (see FIG. 4).
, A second select position engageable with the clutch hub sleeve 50b, and a third select position engageable with the clutch hub sleeve 50a. Also, a shift cylinder 78 (see FIG. 4)
3 positions in the axial direction, that is, the meshing clutches 48a-
48e is shut off, and the reverse gear is not established. The center position is the center position (FIG. 1), and the first shift position (right side in FIG. 1) and the second shift position (right side in FIG. 1) on both sides in the axial direction. Left). In the neutral position,
The power transmission between the input shaft 42 and the output shaft 44 is interrupted (neutral). The select cylinder 76 and shift cylinder 78 corresponds to the shift actuator, the select solenoid valve 102, respectively, is through the shift solenoid valve 104 connected to the hydraulic circuit 90 of FIG. 3, actuated by the switching of the control and circuit of the hydraulic P _O The state is controlled.

In the first shift position of the first select position, the gear ratio e (= the rotational speed N _IN of the input shaft 42 / the rotational speed N of the output shaft 44) is established by the engagement of the dog clutch 48e.
_OUT) is allowed to establish the first speed stage G ₁ is the largest, the second shift position of the first select position, clutches 4
8d is the gear ratio e is second speed stage G ₂ is the second largest, is established by being connected. In the first shift position of the second select position, the third speed stage G ₃ speed ratio e is the third largest is caused to by mesh type clutch 48c is connected, at the second shift position of the second select position, the fourth gear position G ₄ gear ratio e is the fourth largest by clutches 48b is connected is established.
Speed ratio e ₄ of the fourth gear stage G ₄ are a substantially one. In the first shift position of the third select position, the dog clutch 48a
There fifth gear position G ₅ speed ratio e is smallest is is established by being coupled, the reverse shift stage is established in the second shift position of the third select position.

The differential gear device 18 is of a bevel gear type, and drive shafts 82R, 82L are connected to a pair of side gears 80R, 80L by spline fitting, respectively, and left and right front wheels (drive wheels) 84R, 84L. Is driven to rotate.

FIG. 4 shows a vehicle drive device 10 of the present embodiment.
FIG. 4 is a block diagram illustrating a control system, and shows an engine ECU.
(Electronic Control Unit) 114, transmission ECU1
16. ECU 118 for ABS (Antilock Brake System)
And exchange necessary information between them.
Take it. These ECUs 114, 116, 118
Both are configured including a microcomputer,
Using the temporary storage function of the RAM,
Perform signal processing according to the programmed program. E for engine
The CU 114 includes an ignition switch 120 and an engine switch.
Gin rotation speed (N _E) Sensor 122, vehicle speed (V) sensor 1
24, Throttle valve opening (θ_TH) Sensor 126, suction empty
Air volume (Q) sensor 128, intake air temperature (T_A) Sensor 1
30, engine cooling water temperature (T_W) Sensor 132, access
Operation amount (θ_ACC) A sensor 162 or the like is connected,
The operation position of the ignition switch 120 and the engine
Rotation speed N_E, Vehicle speed V (rotational speed N of output shaft 44)_OUTTo
Response), throttle valve opening θ _TH, Intake air volume Q, intake air
Temperature (outside temperature) T_A, Engine cooling water temperature T_W, Axelpe
Dal operation amount θ_ACCSo that a signal representing
And the ignition switch 120 is "ON"
Starter (electric motor) 1 when operated to position
34 to start the engine 12 or to inject fuel.
It controls the fuel injection amount and injection timing of the firing valve 136,
The ignition timing of the ignition plug was controlled by the nighter 138.
Accelerator operation amount θ_ACCThrottle valve 1 according to the etc.
64, for example. The throttle valve 16
4 is opened and closed by being mechanically connected to the accelerator pedal
It may be.

The transmission ECU 116 includes a lever position (P _L ) sensor 140, a brake switch 144,
Input rotation speed (N _IN : rotation speed of input shaft 42) sensor 14
6, a gear position (P _G ) sensor 148, a clutch stroke (S _CL ) sensor 150, a seating sensor 166, a battery voltmeter 168, the oil pressure (P _O ) sensor 110, and the like are connected, and a shift lever 160 (see FIG. 5) ), The lever position P _L , which is the operation position, the brake ON,
OFF, the input rotation speed N _IN , the gear position P _G (= G _{1 to} G ₅ ) which is the speed position of the transmission 16, the stroke of the automatic clutch 14, that is, the stroke S _CL of the clutch release cylinder 34, and the seating state of the driver's seat ( seating: oN), the voltage E _B of the various battery for supplying electrical energy to the electric equipment, such as the starter 134 and the hydraulic pump 94, a signal representative of a hydraulic P _O of the hydraulic circuit 90 are supplied . By taking in these signals and necessary signals from the engine control ECU 114 and the ABS ECU 118, the operation of the hydraulic pump 94 is controlled, and the clutch solenoid valve 98, the select solenoid valve 102, the shift solenoid valve By controlling the switching of the selector cylinder 104, the select cylinder 7 is controlled.
The shift state of the transmission 16 (including forward / backward switching control) is performed by switching the operating state of the shift cylinder 6 and the shift cylinder 78, and the disconnection and connection control of the automatic clutch 14 is performed by switching the operating state of the clutch release cylinder 34.
When the engine 12 is started, the automatic clutch 14 is always disconnected regardless of the state of the transmission 16. The battery corresponds to the power storage device, a battery voltage E _B corresponds to the storage amount.

The shift lever 160 is disposed, for example, beside the driver's seat, and as shown in FIG. 5, "R (reverse)", "N (neutral)", "D (drive)", and "S". (Sequential), "and the four operation positions are selected and positioned and held.
In the "S" position, the lever is operated to a "(+)" position and a "(-)" position provided in the front-rear direction of the vehicle, and the lever position sensor 140 is disposed at, for example, each operation position. detects the operating position (lever position) P _L by a plurality of ON-OFF switches or the like which is. When the shift lever 160 is operated to the “R” position, the transmission 16 is switched to the reverse gear,
When operated to the "N" position, the state is switched to the power transmission cutoff state.

When the shift lever 160 is operated to the "D" position.
The automatic transmission mode is entered when the throttle valve opening θ_THYou
Operating conditions such as vehicle speed and vehicle speed V as parameters
A plurality of forward shifts of the transmission 16 according to the set shift map.
Step G_iIs automatically switched. Also, the "S" position is
Multiple forward gears G_iManual operation according to the driver's intention to change gears.
"(+)" In manual shift mode
The shift lever 160 is operated to the
When the transmission 16 is driven,_iIs upda
It is done. The “(+)” position is the up position and one operation
Gear G for each operation _iIs up, that is, the gear ratio e is small
The gears are shifted one gear at a time, while the “(-)” position is
Gear position, the gear G_iIs down
That is, the gears are shifted one by one toward the lower gear side where the gear ratio e is large.

Between the "R" position and the "N" position,
A moderation mechanism is provided between the "N" position and the "D" position, and between the "D" position and the "S" position, and a peak of necessary operating force is provided by a biasing device such as a spring and a cam. By being given, a moderation feeling is given to the shift lever operation. Further, the “(+)” position and “(−)” position provided before and after the “S” position are both unstable, and are operated to those “(+)” position and “(−)” position. The shifted shift lever 160 is automatically returned to the “S” position by a biasing device such as a spring.

Referring to FIG. 4, the ABS ECU 118
Is the wheel speed (N _W ) assigned to each of the four wheels
Signal is supplied indicating the wheel speed N _W from the sensor 152 to detect the presence or absence of slip by comparing the wheel speeds N _W it, and controls the respective wheel brake pressure by controlling the brake hydraulic pressure control valve 154 This suppresses the occurrence of slip.

Next, the control for disconnecting the automatic clutch 14 which is controlled by the transmission ECU 116 when the engine 12 is started will be specifically described with reference to the flowchart of FIG. 6 and the time chart of FIG. This embodiment corresponds to one embodiment of the first invention and the second invention.

The flowchart of FIG. 6 is executed when the ignition switch 120 is operated to the "ON" position. In an initial state, the clutch solenoid valve 98 of the hydraulic circuit 90 is held at the drain position. Then, in step SA1 in FIG. 6, the hydraulic pressure P _O detected by the hydraulic pressure sensor 110 is changed to the cutoff minimum pressure P _Om
It is determined whether or not the _pressure is lower than in. If P _O ≧ P _Omin , steps SA4 and below are immediately executed. If P _O <P _Omin , steps SA2 and SA3 are executed to operate the hydraulic pump 94. _Then , the pressure is increased until the hydraulic pressure P _O reaches the cutoff minimum pressure P _Omin . When P _O ≒ P _Omin , the hydraulic pressure (oil amount) is accumulated in the accumulator 96 such that the automatic clutch 14 can be disengaged only once. FIG. 7 (a)
Is a time chart showing the change of the hydraulic pressure P _O in the present embodiment, and time t ₁ is the operation start time of the hydraulic pump 94;
The time t ₂ is a time when P _O ≧ P _Omin and the determination in step SA3 is YES.

In step SA4, the operation of the hydraulic pump 94 is stopped, and the clutch solenoid valve 98 is turned off.
_Is switched to the hydraulic pressure supply position and the hydraulic pressure P _O (≒ P _Omin ) is output to the clutch release cylinder 34 to put the automatic clutch 14 into the disengaged state. In the next step SA5, an engine start command is output to the engine ECU 114, whereby the starter 134
And engine injection control such as injecting fuel from the fuel injection valve 136 is performed, and the engine 12 is started. In steps SA6 to SA8, the hydraulic pump 94 is operated again, and this time the hydraulic pressure P
The pressure is increased until _O reaches the maximum allowable pressure P _Omax . P _O ≒ P
_{When Omax} is _reached , the accumulator 96 stores a hydraulic pressure (oil amount) capable of disconnecting the automatic clutch 14 a predetermined number of times.
The time t _{3 in} FIG. 7A is the time when the operation of the hydraulic pump 94 is started again after the engine is started, and the time t ₄ is P _o ≧ P
_This is the time when _Omax is reached and the determination in step SA7 is YES.

Here, in the control apparatus for an automatic clutch vehicle according to the present embodiment, the hydraulic pump 94 is actuated to a minimum necessary for shutting off the automatic clutch 14 before the engine 12 is started. Therefore, the operation time (t _{1 to} t ₂ ) of the hydraulic pump 94 before starting the engine is minimized, and the discomfort caused by the operation sound of the hydraulic pump 94 and the time lag until the engine is started is reduced. The consumption of the battery due to the operation of the hydraulic pump 94 before the engine is started is suppressed to a necessary minimum. By the way,
FIG. 7 (b) shows a case in which after _{increasing the} hydraulic pressure P _O to the allowable maximum pressure P _Omax , the clutch solenoid valve 98 is switched to shut off the automatic clutch 14 to start the engine 12, and the hydraulic pump 94 before the engine is started. Operating time (t ₁
To t ₅ ) is longer than in this embodiment.

As soon as the hydraulic pressure P _O reaches the cutoff minimum pressure P _Omin , the clutch solenoid valve 98 is switched to put the automatic clutch 14 in the cut off state, the engine 12 is started, and the hydraulic pump 94 is operated again to set the hydraulic pressure P _{O In} order to raise _O to the maximum allowable pressure P _Omax , once the engine is started, one operation of the hydraulic pump 94 causes the automatic clutch 1 to operate.
4 can be cut off a predetermined number of times, thereby preventing a decrease in durability due to frequent operation of the hydraulic pump 94. After the engine is started, the operation sound of the hydraulic pump 94 is canceled by the engine sound, so that there is no problem.

In this embodiment, steps SA2, SA3, and SA in a series of signal processing by the transmission ECU 116 are performed.
4 corresponds to the pre-start pump control means, the part of step SA4 for switching the clutch solenoid valve 98 to the hydraulic pressure supply position corresponds to the cutoff minimum pressure output means, and the part for executing steps SA6, SA7, and SA8. Corresponds to normal control preparation means. Also EC for engine
Step SA5 of outputting an engine start command to U114 to start the engine 12 is performed by the engine ECU 114.
Together, they constitute engine starting means.

Next, another embodiment of the present invention will be described. In the following embodiments, portions substantially common to the above embodiments are given the same reference numerals, and detailed description thereof will be omitted.

FIG. 8 is a flow chart for explaining an embodiment of the first and third inventions, which is executed in place of the flow chart of FIG. 6. When the ignition switch 120 is operated to the "ON" position. Step SB1 and subsequent steps are executed. In step SB1, the hydraulic pump 94 is operated and the clutch solenoid valve 98 is switched to the hydraulic pressure supply position to apply the hydraulic pressure P _O to the clutch release cylinder 34. Step SB
In 2, the pump operation permission flag F _P is determined whether the "ON", then executes step SB3, if "ON", will be raised to the hydraulic pressure P _O is allowable highest pressure P _Omax, F _P
If = OFF, step SB4 is immediately executed to stop the hydraulic pump 94.

[0047] the pump operation permission flag F _P is "ON" in accordance with the flowchart shown in FIG. 9, so as to "OFF" is switched, performed when the ignition switch 120 is operated to the "ON" position Is done. In step SF1 in FIG. 9, it is determined the engine 12 is whether in operation or, for example, engine speed N _E is by whether more than about 500 rpm, the flag F _P in step SF7 If in operation to "ON" However, if it is not in operation, steps SF2 and below are executed. In step SF2, it is determined whether or not the outside air temperature, that is, the intake air temperature T _A detected by the intake air temperature sensor 130 is −20 ° C. or less. If it is −20 ° C. or less, step SF5 is executed. If higher, step SF3 is executed. In step SF3, the engine coolant temperature sensor 13
Engine coolant temperature T _W detected by the 2 -20 ° C.
It is determined whether the temperature is below -20 ° C.
Execute F5, but if it is higher than −20 ° C., step S
Execute F4. At step SF4, the battery voltage E _B detected by the battery voltage meter 168 determines whether less 11V, the following cases 11V step SF5
Is performed, but if the voltage is higher than 11 V, the step SF is performed.
Step 7 is executed to set the flag _FP to "ON".

The above steps SF2 and SF3 correspond to the engine 1
2 to determine whether it is difficult to start,
Step SF4 is for determining whether or not the battery is exhausted. In step SF5, which is executed when any of the determinations is YES, it is determined whether or not the automatic clutch 14 has been disconnected. And automatic clutch 1
4 flag at step SF7 until it is blocked F _P
The although "ON", when the automatic clutch 14 is cut off, the flag F _P perform step SF6 "OFF"
To That is, when the engine is started, the automatic clutch 1
It is necessary to shut off the automatic clutch 14 when the hydraulic pump 94 is operated more than necessary when the temperature is low or the battery is exhausted. The pump operation permission flag _FP to "OF"
The state is set to F ", and the operation of the hydraulic pump 94 is prohibited.

The determination of the disengagement of the automatic clutch 14 in step SF5 is performed according to, for example, a flowchart shown in FIG. 10 or FIG. In the case of FIG. 10, for example, based on the position of the piston or piston rod of the clutch release cylinder 34 or the position of the release sleeve 38, a clutch disconnection detection switch that switches from OFF to ON when the automatic clutch 14 is disconnected is provided. In step KA1, it is determined whether or not the clutch disconnection detection switch is ON. If the switch is ON, a clutch disconnection determination is made in step KA2 indicating that the automatic clutch 14 has been disconnected. Clutch 1
A clutch engagement determination is made to indicate that No. 4 is in the engaged state (connected state). If the clutch disengagement determination is made in step KA2, the determination in step SF5 in FIG.
ES, and the flag F _P is in step SF6 "OFF"
To be.

[0050] In the case of FIG. 11, it is determined whether a command to switch the clutch disconnection command i.e. the clutch solenoid valve 98 at step KB1 to the hydraulic supply position is output, in step KB2, the hydraulic pressure P _O is interrupted minimum pressure P _Judge whether it is _Omin or more. If the clutch disconnection command is output and P _O ≧ P _Omin , the _{process proceeds to} step K.
A clutch disengagement determination is made in B3, and if either one is not satisfied, a clutch engagement determination is made in step KB4. If the clutch disengagement determination is made in step KB3,
The determination in step SF5 is YES, and the
At step 6, the flag _FP is set to "OFF".

[0051] Thus, at low temperatures or during battery depletion, and the automatic clutch 14 is shut off, the pump operation permission flag F _P at step SF6 in Fig. 9 is "OFF", the determination in step SB2 of FIG. 8 As soon as NO is reached, the hydraulic pump 94 is stopped in step SB4.
In step SB5 in FIG. 8, an engine start command is output to the engine ECU 114 in the same manner as in step SA5, and the engine start control is performed.
2 is started. In Step SB6, it is determined whether or not the hydraulic pressure P _O is _{equal to} or higher than the allowable maximum pressure P _Omax . If P _O ≧ P _Omax , the process is terminated. However, the determination in Step SB2 becomes NO when the temperature is low or the battery is exhausted. , Hydraulic pressure P _O
If the pressure has not been increased to the allowable maximum pressure P _Omax , steps SB7 to SB9 are executed, and the steps SA6 to SA9 are executed.
In the same manner as in A8, the hydraulic pressure P _O is increased to the allowable maximum pressure P _Omax .

In this embodiment, the hydraulic pump 94 is operated, and at the same time, the clutch solenoid valve 98 is switched to the hydraulic pressure supply position to output the hydraulic pressure P _O to the clutch release cylinder 34. At the time of exhaustion, if the automatic clutch 14 is disengaged with an increase in the hydraulic pressure P _O (flag F _P = OFF)
), The hydraulic pump 94 is stopped immediately in step SB4, and the engine 12 is started in step SB5. That is, the hydraulic pump 94 before the engine is started
The operation of the hydraulic pump 94 before starting the engine is minimized since the operation of
As a result, it is possible to prevent the engine 12 from starting due to the exhaustion of the battery due to the operation of the engine.
Further, since the operation time of the hydraulic pump 94 before starting the engine is a necessary minimum, there is an advantage that a time lag until starting the engine is shortened.

When the temperature is low or when the battery is not exhausted, the hydraulic pressure P _O is increased to the allowable maximum pressure P _Omax before the engine 12 is started, while the engine 12 is started when the temperature is low or the battery is exhausted. Later, the hydraulic pump 94 is operated again to raise the hydraulic pressure P _O to the allowable maximum pressure P _{Omax. Therefore} , usually, the automatic clutch 14 can be disconnected a predetermined number of times by one operation of the hydraulic pump 94. Is prevented from being lowered due to frequent operation of.

In this embodiment, steps SB1, SB2, SB in the series of signal processing by the transmission ECU 116 are performed.
The part that executes step 4 corresponds to the pre-start pump control means.

FIGS. 12 to 14 show an embodiment of the fourth invention.
The hydraulic circuit 174 of FIG. 12 is provided with an auxiliary accumulator solenoid valve 170 between the clutch solenoid valve 98 and the clutch release cylinder 34, and a spring back pressure type auxiliary accumulator 172 connected to the solenoid valve 170. . As shown in FIG. 12, the auxiliary accumulator solenoid valve 170 connects the clutch solenoid valve 98 and the clutch release cylinder 34 and disconnects the auxiliary accumulator 172 at a cylinder connection position, and connects the clutch release cylinder 34 and the auxiliary accumulator 172 to each other. The position is switched to an auxiliary accumulator pressure output position for connecting and closing the clutch solenoid valve 98, and an accumulator connection position for connecting the clutch solenoid valve 98 and the auxiliary accumulator 172 and closing the clutch release cylinder 34. In the non-excitation state, the clutch is held at the cylinder connection position by a biasing means such as a spring, and the disconnection and connection control of the automatic clutch 14 at the time of shifting and the like are performed in substantially the same state as the hydraulic circuit 90. Further, the auxiliary accumulator 172 has a back pressure (spring force) and a volume capable of accumulating a hydraulic pressure (oil amount) enough to disengage the automatic clutch 14 at least once.

The hydraulic circuit 174 is operated, for example, as shown in FIGS. 13 (a) and 13 (b).
FIG. 13A relates to control when the engine is stopped. In step SC1, the ignition switch 120 is turned off.
Is determined to have been operated to the “OFF” position, and “OF” is determined.
When operated to the "F" position, the auxiliary accumulator pressure accumulation command is output in step SC2, the clutch solenoid valve 98 is switched to the hydraulic pressure supply position, and the auxiliary accumulator solenoid valve 170 is switched to the accumulator connection position.
Is supplied with a hydraulic pressure P _O. Ignition switch 12
Since the engine 12 is stopped in response to the operation to the 0 “OFF” position, the stop of the engine 12 may be detected in step SC1. In step SC3, whether or not the accumulation of the pressure in the auxiliary accumulator 172 is completed is determined by, for example, whether or not a predetermined time has elapsed, or a detection result of a hydraulic sensor, a position sensor, or the like provided in the auxiliary accumulator 172. Are completed, in step SC4, the clutch solenoid valve 98 and the auxiliary accumulator solenoid valve 170 are both de-energized, and are switched to the drain position and the cylinder connection position, respectively.
2 is maintained. Since the hydraulic pressure _{equal to} or higher than the cutoff minimum pressure P _Omin is _{stored in} the accumulator 96, it is not usually necessary to operate the hydraulic pump 94 at this time. However, the hydraulic pump 94 is operated as necessary, and the auxiliary accumulator 172 is operated. You may make it accumulate pressure.

FIG. 13 (b) relates to the control when the driver gets on the vehicle. In step SC11, it is determined whether or not the driver is seated in the driver's seat by the ON / OFF signal of the seat sensor 166. Then, when seated, step SC12
Do the following: In step SC12, an auxiliary accumulator oil pressure output command is issued and the solenoid valve 170
Is switched to the auxiliary accumulator pressure output position, the hydraulic pressure of the auxiliary accumulator 172 is output to the clutch release cylinder 34, and the automatic clutch 14 is disconnected. In steps SC13 and SC14, the hydraulic pump 94
To raise the hydraulic pressure P _O to the maximum allowable pressure P _Omax . If P _O ≧ P _Omax , the operation of the hydraulic pump 94 is stopped in step SC15 and the clutch solenoid valve 98 is switched to the hydraulic supply position. . At step SC16, the solenoid valve 170 for the auxiliary accumulator is switched to the cylinder connection position, and the hydraulic pressure P
_O (≒ P _Omax ) is output to the clutch release cylinder 34, and based on the hydraulic pressure P _O , the automatic clutch 14 is maintained in the disconnected state, and the auxiliary accumulator 172 is disconnected.

On the other hand, when the ignition switch 120 is operated to the "ON" position by the driver, FIG.
As shown in FIG. 4, it is determined in step SC22 whether or not the automatic clutch 14 is in the disconnected state.
The engine 12 is started by outputting an engine start command to the engine ECU 114 at C23. The determination as to whether or not the clutch is disconnected in step SC22 may be made in accordance with, for example, the flowchart shown in FIG. 10 or FIG. 11. In this embodiment, as is clear from FIG. Immediately after seating, the auxiliary accumulator 172 outputs oil pressure to the clutch release cylinder 34 to shut off the automatic clutch 14. Therefore, when the ignition switch 120 is normally operated to the "ON" position and the determination in step SC21 becomes YES, In the clutch disengaged state, step SC23 is immediately executed, and the engine 12 is started immediately.

As described above, in this embodiment, the gas back pressure type accumulator 9 which can be easily constructed with a large capacity is used.
A supplementary accumulator 172 of a spring back pressure type is provided separately from the auxiliary accumulator 1 when the engine 12 is stopped.
In order to put the automatic clutch 14 in a disengaged state by outputting hydraulic pressure from the auxiliary accumulator 172 when the driver 72 is seated in the driver's seat, and from the operation of the ignition switch 120 to the "ON" position, until the engine is started. Time lag is eliminated.

The spring back pressure type accumulator 1
The reference numeral 72 indicates that the pressure accumulation performance (spring performance) is not likely to be impaired even if the pressure is maintained for a long time. However, sufficient durability can be obtained.

Step SC12 in FIG. 13 (b) is executed immediately after sitting in the driver's seat. Before step SC13, a step of determining whether or not the engine 12 has been started is provided. it is also possible to be performed after startup, with this case is eliminated operating noise of the hydraulic pump 94 prior to starting the engine, as much as possible the starting not the engine 12 at the time of decrease in low temperature and battery voltage E _B Be avoided.

In this embodiment, steps SC1, SC2, SC in a series of signal processing by the transmission ECU 116 are performed.
The part executing SC3 and SC4 corresponds to the pressure accumulation control means, and the part executing steps SC11 and SC12 corresponds to the auxiliary accumulator pressure output means.

FIGS. 15 and 16 show an embodiment of the fifth invention. The hydraulic circuit 176 shown in FIG. 15 has an opening / closing solenoid valve 178 provided between the clutch solenoid valve 98 and the clutch release cylinder 34. . The opening / closing solenoid valve 178 is switched between two positions, that is, a disconnection position for disconnecting the clutch solenoid valve 98 and the clutch release cylinder 34 and a connection position for connecting the clutch solenoid valve 98 and the clutch release cylinder 34. , And is held at the blocking position by a biasing means such as a spring. At the connection position, the state becomes substantially the same as that of the hydraulic circuit 90, and the disconnection and connection control of the automatic clutch 14 at the time of shifting and the like are performed. When the vehicle is running, such as when the ignition switch 120 is operated to the “ON” position, the open / close solenoid valve 178 is held at the connection position.

The hydraulic circuit 176 is operated, for example, as shown in FIGS.
FIG. 16A relates to control when the engine is stopped. In step SD1, the ignition switch 120 is turned off.
Is determined to have been operated to the “OFF” position, and “OF” is determined.
When operated to the "F" position, a command to disconnect the automatic clutch 14 is output in step SD2, and the clutch solenoid valve 98 is switched to the hydraulic pressure supply position, whereby the hydraulic pressure _PO is output to the clutch release cylinder 34. The automatic clutch 14 is disengaged. Since the engine 12 is stopped in response to the operation of the ignition switch 120 to the “OFF” position, the stop of the engine 12 may be detected in step SD1. Also,
Since the accumulator 96 _stores a hydraulic pressure _{equal to} or higher than the cutoff minimum pressure P _Omin , the hydraulic pump 94
It is not necessary to operate the hydraulic pump 9 if necessary.
4 may be activated.

In step SD3, it is determined whether or not the automatic clutch 14 is in the disconnected state.
By deenergizing the open / close solenoid valve 178 to be in the cutoff state in step 4, the drainage of the hydraulic oil from the clutch release cylinder 34 is prevented, and the automatic clutch 14 is kept in the cutoff state. The clutch solenoid valve 98 also
De-energized and switched to the drain position. The clutch disengagement determination in step SD3 is performed in steps SF5 and S5.
The determination can be made in the same manner as in the case of C22. In this case, it is not always necessary to quickly detect the clutch disconnection, and the release sleeve 38 of the automatic clutch 14 and the piston of the clutch release cylinder 34 are moved to the stroke end on the disengagement side. It is desirable that the clutch stroke sensor 150 or an ON-OFF switch detect that the stroke end has been reached,
It may be measured that a predetermined time sufficient to move to the stroke end on the cutoff side has elapsed. Also in steps SF5 and SC22, the determination of the clutch disconnection may be made based on whether or not the stroke has been moved to the stroke end on the disconnection side.

FIG. 16B relates to the control when the driver gets on the vehicle.
D12 to SD14 are the same as SC11 and SC13 to SC15 in FIG. Step SD15
Then, the opening / closing solenoid valve 178 is switched to the connection position, the hydraulic pressure P _O (≒ P _Omax ) is output to the clutch release cylinder 34, and the automatic clutch 14 is held in the disconnected state based on the hydraulic pressure P _O.

On the other hand, when the driver operates the ignition switch 120 to the "ON" position, the same signal processing as in FIG. 14 is performed, and it is confirmed that the automatic clutch 14 is in the disengaged state. To start. In this case, in this embodiment, when the engine is stopped, the automatic clutch 14 is set to the disengaged state, so that the ignition switch 120 is operated to the “ON” position and the step SC
When the determination in Step 21 is YES, the clutch is in the disconnected state, and Step SC23 is immediately executed to stop the engine 12
Is started quickly.

As described above, in this embodiment, the engine 12
When the engine is stopped, the automatic crack 14 is always kept in the closed state, so that the time lag from the operation of the ignition switch 120 to the “ON” position to the start of the engine is eliminated.

It should be noted that it is also possible to provide a step of determining whether or not the engine 12 has been started before step SD12 in FIG. 16 (b), and to perform steps after step SD12 after starting the engine. with operating sound of the starting front of the hydraulic pump 94 is eliminated, starting not the engine 12 at the time of decrease in low temperature and battery voltage E _B is avoided as much as possible.

In this embodiment, steps SD1, SD2 and SD in a series of signal processing by the transmission ECU 116 are performed.
3. The part that executes SD4 is the open / close solenoid valve 1.
Together with 78, a stop-time clutch disconnecting means is constituted.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be embodied in other forms.

For example, in steps SC11 and SD11 in FIGS. 13 (b) and 16 (b), any of the following controls is started upon detection of seating in the driver's seat.
It is also possible to set other execution start conditions, such as detecting that the ignition switch 120 has been operated to the “ON” position and starting execution of steps SC12 and SD12 and thereafter. In the case of FIG. 13 (b), the auxiliary accumulator 17
Since it is necessary to output the hydraulic pressure from the clutch release cylinder 2 to the clutch release cylinder 34 to cut off the automatic clutch 14, if the solenoid valve 170 is switched after the ignition switch 120 is turned “ON”, a time lag occurs until the engine 12 is started. The waiting time is reduced as compared with a case where the automatic clutch 14 is disconnected by operating the pump 94.

In FIG. 16B, after the hydraulic pressure P _O has increased to the allowable maximum pressure P _Omax , the clutch solenoid valve 98 is switched to the hydraulic supply position, and the opening / closing solenoid valve 178 is switched to the connection position. The oil pressure P _O (≒ P _Omax ) is output to the clutch release cylinder 34. As shown in FIG. 17, when the oil pressure P _O reaches the cutoff minimum pressure P _Omin (the determination in step SD23 is YE
In S), the clutch solenoid valve 98 may be switched to the hydraulic pressure supply position and the open / close solenoid valve 178 may be switched to the connection position to output the hydraulic pressure P _O (≒ P _Omin ) to the clutch release cylinder 34 (step SD24). . The same applies to (b) of FIG.

Although not specifically exemplified, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle drive device including a control device for an automatic clutch vehicle according to an embodiment of the present invention (second invention).

FIG. 2 is a diagram illustrating an example of an automatic clutch of the vehicle drive device of FIG.

FIG. 3 is a circuit diagram illustrating a hydraulic circuit for an automatic clutch provided in the vehicle drive device of FIG. 1;

FIG. 4 is a block diagram illustrating a control system of the vehicle drive device of FIG. 1;

FIG. 5 is a perspective view showing an example of a shift lever of the vehicle drive device of FIG. 1;

6 is a flowchart illustrating an example of hydraulic control of an automatic clutch by the transmission ECU of FIG. 4;

FIG. 7 is an example of a time chart showing a change in oil pressure when oil pressure is controlled according to the flowchart of FIG. 6, wherein FIG. 7 (a) shows a case of the present embodiment in which the _oil pressure is increased to an allowable maximum pressure P _{Omax in} two stages; ) Is a comparative example in which the pressure is increased to the allowable maximum pressure P _Omax at a time.

FIG. 8 is a flowchart illustrating an embodiment of the third invention.

[9] the pump operation permission in step SB2 of FIG. 8 flag F _P ON, the is a flowchart illustrating the OFF determination.

FIG. 10 is a flowchart illustrating a specific example of a determination as to whether or not a clutch is disconnected in step SF5 of FIG. 9;

11 is a flowchart illustrating another example of determining whether or not the clutch is disconnected in step SF5 of FIG. 9;

FIG. 12 is a view for explaining one embodiment of the fourth invention, and is a circuit diagram showing a hydraulic circuit for gear shifting and an automatic clutch.

13 is a flowchart illustrating hydraulic control of the hydraulic circuit in FIG. 12, in which (a) is control when the engine is stopped,
(b) is the control at the time of boarding.

FIG. 14 is a flowchart illustrating control when an ignition switch is turned “ON” in the embodiment of FIG. 12;

FIG. 15 is a view for explaining one embodiment of the fifth invention, and is a circuit diagram showing a hydraulic circuit for gear shifting and an automatic clutch.

FIG. 16 is a flowchart illustrating the hydraulic control of the hydraulic circuit in FIG. 15, where (a) is control when the engine is stopped;
(b) is the control at the time of boarding.

FIG. 17 is a flowchart illustrating another example of FIG. 16 (b).

[Explanation of symbols]

12: Engine 14: Automatic clutch 34: Clutch release cylinder 90, 174, 176: Hydraulic circuit (fluid circuit) 94: Hydraulic pump (Electric pump) 96: Gas back pressure accumulator 98: Clutch solenoid valve (Electromagnetic switching valve) 114 : Engine ECU (engine starting means) 116: Transmission ECU 120: Ignition switch 172: Spring back pressure type auxiliary accumulator 178: Opening / closing solenoid valve (Stop clutch disconnecting means) P _O : Hydraulic pressure P _Omin : _Minimum breaking pressure P _Omax : allowable maximum pressure (normal set pressure) Steps SA2 to SA4, SB1, SB2, SB4: Pre-start pump control means Step SA4: Shutdown minimum pressure output means Step SA5: Engine start means Steps SA6 to SA8: Normal control preparation means Step SC1 to SC4 : Accumulation control means Steps SC11 and SC12: Auxiliary accumulator pressure output means Steps SD1 to SD4: Stop-time clutch disconnection means

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Masayuki Kato 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Seiji Yoshimura 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F Terms (reference) 3D041 AA28 AB01 AC11 AC15 AC18 AD00 AD02 AD04 AD05 AD10 AD14 AD17 AD18 AD31 AD44 AD50 AD51 AE00 AE04 AE07 AE09 AE16 AE22 AE32 3J057 AA06 BB03 EE10 GA06 GB02 GB03 GB04 GB12 GC06 GD02 JJ01

Claims (5)

[Claims] An automatic clutch which is disposed on a path for transmitting power from an engine to wheels and which is always kept in a connected state and is switched to a disconnected state by a fluid pressure, and a fluid pressure generated by an electric pump. A fluid circuit for outputting to the automatic clutch, wherein when starting the engine, a control device for an automatic clutch vehicle that preliminarily closes the automatic clutch, wherein prior to starting the engine, the automatic clutch A control device for an automatic clutch vehicle, comprising: a pre-start pump control means for operating the electric pump to a minimum necessary to be able to shut off. 2. The fluid circuit includes the electric pump, an accumulator that accumulates the fluid pressure, and an electromagnetic switching valve that outputs the fluid pressure of the accumulator to the automatic clutch. Means for activating and stopping the electric pump until the fluid pressure of the accumulator reaches a predetermined disengagement minimum pressure as low as possible within a range capable of disengaging the automatic clutch; Means for increasing the fluid pressure of the accumulator to the cutoff minimum pressure, switching the electromagnetic switching valve to output the fluid pressure to the automatic clutch, and the cutoff minimum pressure output means. Engine starting means for starting the engine after the fluid pressure is output and the automatic clutch is disengaged; Normal control preparation means for operating the electric pump again to increase the fluid pressure of the accumulator to a predetermined normal set pressure higher than the cutoff minimum pressure after the engine is started by the engine start means. A control device for an automatic clutch vehicle, comprising: 3. The pre-start pump control means executes the control at a predetermined low temperature or when the charged amount of the power storage device is equal to or less than a predetermined value. 3. The control device for an automatic clutch vehicle according to claim 2. 4. An automatic clutch disposed on a path for transmitting power from the engine to the wheels, always kept in a connected state and switched to a disconnected state by a fluid pressure, an electric pump for generating a fluid pressure, A fluid circuit comprising a gas back pressure type accumulator for accumulating the fluid pressure, and a control device for an automatic clutch vehicle that preliminarily closes the automatic clutch when starting the engine. A spring back pressure type auxiliary accumulator connected to a circuit; a pressure accumulating control unit for setting the auxiliary accumulator to a pressure accumulating state when the engine is stopped; and, prior to starting the engine, applying a fluid pressure from the auxiliary accumulator to the automatic clutch. Auxiliary accumulator pressure output means for outputting the automatic clutch to disengage the automatic clutch. Control apparatus for an automatic clutch vehicle. 5. A drive control device for a vehicle having an automatic clutch disposed on a path for transmitting power from an engine to wheels and always being kept in a connected state and switched to a disconnected state by a fluid pressure. A control device for an automatic clutch vehicle, comprising: a stop-time clutch disconnecting unit that always keeps the automatic crack in a disconnected state when the vehicle is stopped.