JP2002031166A - Automatic clutch control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely perform creep operation by securing specific creep force while preventing the generation of vibration and noise by control hunting at creep. SOLUTION: A creep control device of an automatic clutch for automatically engaging and disengaging a friction clutch, is provided with an engine rotating state detecting means 12 for detecting a rotating state of an engine, a clutch stroke detecting means 14 for detecting a stroke of the clutch, a clutch actuator 6 for driving the clutch for engagement and disengagement, and a control means 30 for controlling the clutch actuator 6 so as to maintain the clutch stroke when judging that a vehicle reaches a creep point by detecting the creep point for starting creep on the basis of an engine rotating state detected from the engine rotating state detecting means 12 and the clutch stroke detected from the clutch stroke detecting means 14.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic clutch control device for automatically connecting and disconnecting a friction clutch, and more particularly to an automatic clutch control device suitable for use in a mechanical automatic transmission.

[0002]

2. Description of the Related Art In recent years, as a transmission for vehicles such as automobiles,
A so-called mechanical automatic transmission has been developed in which a manual transmission including a friction clutch and a parallel two-shaft transmission is automated. In such a mechanical automatic transmission, since a fluid clutch (torque converter) is not interposed in the driving force transmission system from the engine to the driving wheels, the transmission efficiency is higher than that of an automatic transmission using a torque converter, and the fuel efficiency is improved. Can be achieved. Also, since there is no slip feeling peculiar to the torque converter, drivability is also improved.

[0003]

However, such a mechanical automatic transmission does not have a torque converter as described above, and therefore cannot perform a very low-speed running by a small transmission of engine torque, that is, a so-called creep operation. . The creep operation utilizing such a creep phenomenon is convenient, for example, a garage can be entered or a parking position can be finely corrected only by a brake operation. Therefore, it is conceivable that the mechanical automatic transmission is configured so that the engagement state of the friction clutch is controlled to the half-clutch state so that the creep operation (creep traveling) can be performed.

[0004] However, in order to always obtain an optimum creep force in order to realize good creep operation, the engagement state of the friction clutch must be set so that the clutch is not excessively connected or disconnected. Although it is necessary to always maintain the half-clutch state, it is actually difficult to maintain the half-clutch state. For this reason, the creep force is too weak or too strong, and it is difficult to maintain the half-clutch state and secure the optimum creep force. In addition, there is a possibility that the engine rotational speed is reduced due to excessive connection of the clutch and the engine stalls, and furthermore, the clutch is excessively disengaged and a required creep force cannot be obtained, so that the creep operation may not be performed. .

Also, in order to ensure a constant creep force and to reliably perform the creep operation, the clutch must always be maintained in an optimal half-clutch state without excessively connecting or disconnecting the clutch. It is conceivable to repeat the connecting / disconnecting control, but this causes control hunting during the creep operation, which causes vibration and noise.

Therefore, Japanese Patent Application Laid-Open No. 64-78937 discloses a technique for maintaining a constant creep force.
There is disclosed a technique for controlling the opening degree of a clutch in response to a change in an engine load to perform a creep operation. However, this technique does not disclose any specific configuration for securing a certain creep force. The present invention has been devised in view of such a problem, and ensures that a creep operation can be reliably performed by securing a constant creep force while preventing vibration and noise from being generated by control hunting during the creep operation. It is another object of the present invention to provide an automatic clutch control device.

[0007]

For this reason, in the automatic clutch control device of the present invention, the clutch is connected and disconnected by the clutch actuator, and the rotation state of the engine is detected by the engine rotation state detecting means. A clutch stroke is detected by the clutch stroke detecting means, and a creep point at which the vehicle starts to creep is detected based on the engine rotational state detected by the engine rotational state detecting means and the clutch stroke detected by the clutch stroke detecting means. ,
When it is determined by the control means that the creep point has been reached, the clutch actuator is controlled to maintain the clutch stroke. This prevents control hunting during the creep operation.

[0008] The control means controls the clutch actuator to optimize the creep point by increasing or decreasing the clutch stroke in accordance with the rotational state of the engine within a predetermined period after the creep point is detected. This ensures a constant creep force.

[0009]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view showing an automatic clutch control device according to an embodiment of the present invention;
This will be described with reference to FIG. First, a mechanical automatic transmission to which the present invention is applied will be described. This mechanical automatic transmission is different from an automatic transmission having a fluid clutch such as a torque converter, and is different from a friction clutch and a parallel two-shaft transmission. In addition to a general manual transmission provided with an actuator, an actuator for performing a clutch operation and a shift operation, an electronic control throttle (a so-called drive-by-wire system) and the like are provided in place of a driver. The automatic shift is executed by controlling.

Here, as shown in FIG. 9, a controller [A / T-ECU, hereinafter simply ECU
(A control means) 30 includes a shift determination unit 1, a shift execution unit 2, a clutch actuator drive control unit 3, a shift select actuator drive control unit 4, and a throttle actuator drive control unit 5. Further, on the vehicle side, an input shaft rotation speed sensor (vehicle speed detection means) 10 which functions as a vehicle speed sensor that detects the input shaft rotation speed of the transmission body and also detects the speed of the vehicle, an accelerator opening or an accelerator pedal Accelerator opening sensor (accelerator state detecting means) 11 for detecting the depression amount, engine rotational speed sensor (engine rotational state detecting means) 12 for detecting the engine rotational speed, throttle opening sensor 13 for detecting the opening of the throttle, and clutch Release stroke sensor (stroke sensor, clutch stroke sensor, clutch stroke detecting means) 14 and release hydraulic pressure sensor (pressure sensor) for detecting the release stroke (clutch stroke) and release hydraulic pressure, respectively.
15 are provided.

Based on the detection information from the vehicle speed sensor 10 and the accelerator opening sensor 11, the shift determining unit 1 determines the timing of upshifting or downshifting (shift determination). In response to a shift instruction from the shift determining unit 1, a control signal is set to each of the actuator drive control units 3 to 5.

In this mechanical automatic transmission, a clutch actuator 6 for connecting and disconnecting a clutch, a shift select actuator 7 for switching a gear stage of the transmission body, and a throttle opening of an electronically controlled throttle are changed. And a throttle actuator 8 for performing the operation. In addition, this throttle actuator 8
For example, it is constituted by a stepper motor.

The actuator drive control units 3 to
In 5, the operation of the clutch actuator 6, the shift select actuator 7, and the throttle actuator 8 is controlled in accordance with the control signal from the shift execution section 2. Specifically, when a shift is determined by the shift determining unit 1, each operation is executed in the order of a throttle return operation, a clutch disengagement operation, a gear change (switching of a shift stage), an engine speed adjustment, and a clutch engagement operation. In the shift execution unit 2, each of the actuators 6 to 8 has an optimal timing at the time of executing a shift operation.
The control signal is set in each of the drive control units 3 to 5 so that the operation is performed.

Next, the configurations of the clutch actuator 6 and the shift select actuator 7 will be briefly described with reference to FIGS. 10 and 11, respectively. As shown in FIG. 10, a clutch release cylinder 61 is provided in the clutch actuator 6, and a release fork (not shown) is connected to an end of a push rod (drive shaft) 61 b of the clutch release cylinder 61. The chamber 6 of the clutch release cylinder 61
By controlling the supply / discharge state of the working fluid (in this embodiment, the working oil) to / from 1a, the push rod 61b of the clutch release cylinder 61 is moved forward and backward to control the engagement state of the clutch. Here, the room 61a
When the operating oil is supplied to the clutch release cylinder 61 and the push rod 61b of the clutch release cylinder 61 extends rightward in the drawing, the clutch is disengaged.

As shown in the figure, between a chamber 61a and an oil tank 62, a hydraulic source (oil pump) 63, a pressure regulating valve (regulator) 64, and a solenoid 6 for supplying hydraulic pressure are provided.
5 and a solenoid 66 for discharging hydraulic pressure are provided. The clutch actuator drive control unit 3 controls the duty of each of these two solenoids (open / close valves) 65 and 66. The on / off control of the two solenoids 65 and 66 changes the state of the hydraulic pressure supply to the chamber 61a, and the connection and disconnection of the clutch is performed.

For example, when the solenoid 65 is turned on (open) and the solenoid 66 is turned off (closed), the chamber 61a is turned on.
The clutch is disengaged by supplying the operating oil to the clutch. Conversely, the clutch is connected by turning off (closed) the solenoid 65 and turning on (opening) the solenoid 66 to drain the hydraulic oil in the chamber 61a to the oil tank 62. As shown in FIG. 10, when both solenoids 65 and 66 are turned off (closed), the state of the clutch is maintained.

As described above, the clutch actuator 6 includes the stroke sensor 14 for detecting the position (release stroke) of the push rod 61b of the clutch release cylinder 61, and the pressure (release) of the hydraulic oil supplied to the chamber 61a. A pressure sensor 15 for detecting the pressure) is provided, and information detected by these sensors 14 and 15 is fed back to the clutch actuator drive control unit 3.

Next, the shift select actuator 7 will be described with reference to FIG. 11. The shift select actuator 7 includes a shift actuator 71 and a select actuator 72. this house,
The shift actuator 71 is provided such that its operation direction corresponds to the front-rear direction (shift direction) of the shift lever in the manual transmission.
Is provided such that the operation direction thereof corresponds to the left-right direction (selection direction) of the shift lever.

These actuators 71, 72
Are configured as three-position hydraulic power cylinders, each of which can take three positions.
By combining the position and the three positions in the select direction, the gear position can be switched by an operation corresponding to the shift pattern of the manual transmission. Here, the structure of the actuators 71 and 72 will be briefly described by taking the shift actuator 71 as an example.
a, 71b are provided. Pistons 71a, 71b
When the hydraulic pressure is constant, the force acting on the pistons 71a and 71b is increased independently of each other.
By changing each of the positions b, the operating position of the actuator 71 can be switched to three positions as shown in the upper, middle, and lower portions in the figure.

As shown in the figure, a hydraulic source (oil pump) 74, a pressure regulating valve (regulator) 75, solenoids 76 to 79, and the like are provided between each of the actuators 71 and 72 and the oil tank 73. Each of the solenoids 76 to 79 is similar to the clutch actuator 6 described above.
By controlling the duty of each piston 71
The state of supply of hydraulic oil to the a and 71b can be appropriately switched. The actuator 7
The operating positions of the gears 1, 72 are switched so that the gear position can be switched.

In this automatic shifting, a P range, an N range, an R range, a D range and the like are provided as shift ranges. By the way, in the vehicle according to the present embodiment, as shown in FIG. 2, as described above, the shift determination unit 1 and the shift execution unit 2 which are provided as functions in the ECU 30 perform the normal travel in which the shift control during the normal travel is performed. The switching between a control mode and a start / creep control mode in which clutch control is performed so as to realize a quick start / creep operation (simply called creep operation or creep running) with less shock is performed based on predetermined conditions. Has become.

Conditions for switching between the normal traveling mode and the start / creep control mode include a traveling mode transition condition A and a start / creep control mode transition condition B.
Is set. Here, as the traveling mode transition condition A, the vehicle speed V is the first predetermined vehicle speed V1 (for example, about 10 km
/ H) (V> V1) and the condition that the engine rotation speed Ne and the clutch rotation speed (detected by, for example, an input shaft rotation speed sensor) have been substantially equal for a certain period of time or more. Is set. And
When both of these two conditions are satisfied, the mode shifts from the start / creep control mode to the normal running mode.

As the start / creep control mode transition condition B, the vehicle speed V is the second predetermined vehicle speed V2 (for example, about 6
km / h) (V <V2) and the target shift speed is lower than the third speed shift speed (target shift speed <third speed speed). . Then, when both of these two conditions are satisfied, the mode shifts from the normal traveling mode to the start / creep control mode. In the start / creep control mode, the shift speed is set to the first speed.

Next, an automatic clutch control device provided for performing optimum clutch control in the start / creep control mode will be described. As shown in FIG. 1, the automatic clutch control device includes a clutch actuator drive control unit 3 and a target release stroke gradient setting unit (target release gradient setting unit) 31, which are provided as functions in an ECU (control unit) 30. The clutch actuator 6, the input shaft rotational speed sensor (vehicle speed detecting means) 10, the engine rotational speed sensor (engine rotational state detecting means) 12, the stroke sensor (clutch stroke detecting means) 14, and the accelerator pedal are depressed. Idle switch that turns on (accelerator switch,
An accelerator state detecting means) 17, a master cylinder pressure sensor (M / C pressure sensor for particularly detecting the hydraulic pressure) P _B in the brake master cylinder brake pressure of the vehicle (here, a brake pressure detecting means) 19, a vehicle An acceleration sensor (hereinafter, referred to as a G sensor) 20 for detecting acceleration is provided.

Then, the automatic clutch control device controls the vehicle speed information (vehicle speed V) calculated by the ECU 30 based on the detection information of the input shaft rotation speed sensor 10 and the engine rotation speed information (engine rotation speed) from the engine rotation speed sensor 12. Speed Ne), the clutch stroke information from the stroke sensor 14, the accelerator operation information (accelerator on / off information) obtained from the idle switch 17, and the brake calculated based on the detection information from the master cylinder pressure sensor 19. The clutch actuator drive control unit 3 controls the operation of the clutch actuator 6 based on the pressure P _B and the road gradient θ calculated by the ECU 30 in accordance with the acceleration information from the G sensor 20, so that the friction clutch (not shown) ) Is controlled.

The input shaft rotation speed sensor 10, the engine rotation speed sensor 12, the idle switch 17, the master cylinder pressure sensor 19, and the stroke sensor 14 all have a function of detecting the driving state of the vehicle. These are collectively referred to as vehicle operating state detecting means.
Since the road gradient θ is detected by the functions of the G sensor 20 and the ECU 30, the G sensor 20 and the EC
U30 is called road gradient detecting means.

Here, the target release stroke gradient setting section 31 is adapted to adjust the running state (driving state) of the vehicle during start-up / creep operation in accordance with the operating state of the accelerator and the brake operated by the driver. As shown in FIG. 1, a function for determining an operation state by a driver to perform clutch control (operation state determination unit 32)
It is comprised including.

The operation state determination unit 32 determines whether the vehicle speed V is calculated by the ECU 30 based on the accelerator on / off information from the idle switch 17, the detection information of the input shaft rotation speed sensor 10, and the master cylinder pressure sensor 19. of the brake pressure P _B, on the brake operation determining braking pressure P _B 1 and the accelerator operation determination brake pressure P _B 2 are calculated according to the road gradient θ calculated based on the acceleration information from the G sensor 20 Either the accelerator is off (excluding the stop operation state described below), the accelerator is on, or the vehicle is stopped and the brake is strongly depressed. Has a function of determining whether the operation state is the operation state.

Note that, with respect to the stop operation state, the operation state in which the accelerator is off and the operation state in which the accelerator is on are cases where the driver tries to start the vehicle, and are the states of start and creep operation. Therefore, the operation state determination unit 32 determines whether (1) the creep operation state (accelerator operation creep running) of whether the accelerator is off or the accelerator on, or (2) the vehicle is stopped,
In addition, it can be considered that the determination is made as to whether the operation state is a state in which the brake is strongly depressed (a stop operation state of the vehicle).

First, the operation state determination section 32 determines whether the operation state is the accelerator off state or the accelerator on state based on whether the idle switch 17 is on or off. It has become.
That is, the operation state determination unit 32 determines whether the idle switch 17
Is determined to be on, and as a result, when it is determined that the idle switch 17 is on, it is determined that the accelerator is off, while when it is determined that the idle switch 17 is off, Is determined to be accelerator-on.

Here, when the idle switch 17 is on, it is determined that the accelerator is off. However, the present invention is not limited to this. For example, any one of the following three conditions is satisfied. In such a case, it may be determined that the accelerator is off. The state where the idle switch 17 is on and the idle switch 17 is off for a predetermined time (for example, about 50 milliseconds) before the idle switch 17 is turned on. A predetermined time (for example, about 300 milliseconds) has elapsed since the idle switch 17 was turned on and the brake process was started. If it is determined that the accelerator is off, the accelerator is not depressed Although this is a state, such a state includes not only a state where the accelerator and the brake are not depressed but also a state where the brake is lightly depressed. Also, when the brake is lightly depressed, the vehicle stops and the vehicle creeps (slow running).
You may have.

Here, the on / off of the accelerator is determined by the on / off of the idle switch 17, but the accelerator opening sensor (accelerator state detecting means) 1
On / off of the accelerator based on the accelerator opening information from 1
Off may be determined. On the other hand, the operation state determining section 32, the stop, and, whether an operation state of the brake is stepped on strongly, depending on the brake pressure (minimum stop brake pressure) P _B 0 necessary to reliably stop the vehicle Is determined.

Here, the minimum stop brake pressure (required brake pressure) P _B 0 is determined by the road gradient θ, the vehicle weight (vehicle weight) W,
Brake force and brake pressure (brake master cylinder pressure)
Is calculated by the following equation (1) using a conversion coefficient KPRS and a predetermined value (constant value) β for converting The vehicle weight W, the conversion coefficient KPRS, and the predetermined value β are all stored in the ECU 30 as constants in advance. The predetermined value β is for giving a margin to the minimum stop brake pressure P _B 0 and is set as a positive number (β> 0).

Minimum stopping brake pressure P _B 0 = sin θ × W × K PRS + β (1) Thus, the minimum stopping brake pressure P _B according to the road gradient θ.
The reason why 0 is set is mainly for the following reason. That is,
As in the present device, as described above, when the brake pressure P _B is of mild enough to stop the vehicle, the driver, tries to perform a very low speed operating only on-off of the brake pedal by utilizing a creep force However, the brake pressure P _B enough to stop the vehicle fluctuates according to the road gradient θ. Therefore, if the minimum stop braking pressure P _B 0 is constant regardless of the road gradient theta, for example, in the steep slope, the driver brake pedal as the brake pressure P _B is assumed mild to the extent of stopping the vehicle even though depressing the, sometimes the braking pressure P _B becomes larger than the minimum stop braking pressure P _B 0, there is no possibility perform the creep operation in accordance with the driver's intention.

Thus, by setting the minimum stopping brake pressure P _B 0 in accordance with the road gradient θ in this way, for example, the minimum stopping brake pressure P _B 0 is set higher on an uphill slope than on a flat place. However, even when the driver depresses the brake pedal relatively hard so that the vehicle does not retreat on an uphill, the minimum stop brake pressure P _B 0 is set to be higher than the brake pressure P _{B in} this case. Therefore, the creep operation can be reliably performed according to the driver's intention.

In the present embodiment, the operation state determination unit 32
Whether the vehicle is stopped and the brakes are strongly depressed depends on whether the brake pressure P _B is equal to the minimum stop brake pressure P _B 0 and the predetermined pressure P _B 0.
_B 1 '(e.g., 2.5 kg / cm ²⁾ the brake operation determining brake pressure is set as a value obtained by adding P _B 1 [P _B 1 =
P _B 0 + P _B 1 ′]. That is, the operation state determining section 32, the brake pressure P _B is determined whether higher than the brake operation determining braking pressure P _B 1, as a result, the brake pressure P _B is the brake pressure P _B for determining the brake operation 1 when it is determined to be higher than, the stop, and, while determining that stepping strong braking (vehicle stopped), if the brake pressure P _B is determined to be the brake pressure P _B 1 below for determining the brake operation , It is determined that the vehicle is not stopped and the brake is not strongly depressed.

In the present embodiment, the operation state determination unit 32
When it is determined that the vehicle is stopped and the brake is not depressed strongly, the brake pressure P _B is further increased from the minimum stop brake pressure P _B 0 to a predetermined pressure P _B 2 ′ (for example, 2.5 kg / cm ² ).
To determine higher or not than the accelerator operation determining brake pressure P _B 2 which is set as a value obtained by subtracting the _{[P B 2 = P B 0} -P B 2 '], for determining the brake pressure P _B is the accelerator operation When it is determined that the accelerator pressure is lower than the brake pressure P _B 2, it is determined that the accelerator is in the accelerator off or accelerator on operation state (creep running), and the above-described accelerator on / off determination is performed. When the brake pressure P _B is equal to or lower than the brake operation determination brake pressure P _B 1 and equal to or higher than the accelerator operation determination brake pressure P _B 2, the immediately preceding clutch state is maintained in a dead zone. .

The target release gradient setting section 31 detects the stroke sensor 1 based on the operation state of the accelerator or the brake.
The optimum target release stroke gradient (also referred to as a target release gradient) S is set in accordance with the degree of clutch engagement obtained from the clutch stroke information from Step 4. Here, the target release gradient S is a gradient of a release stroke when the clutch is connected or disconnected, that is, a change speed (mm) of the release stroke.
/ S). Note that, since the clutch is operated in accordance with the changing speed of the release stroke, the changing speed of the release stroke is also referred to as the operating speed of the clutch.

Here, the value of the target release gradient S is 0 m.
When the value is smaller than m / s (S <0 mm / s: that is, when the value is a negative value), it indicates the change speed of the release stroke when the clutch is connected, and the value of the target release gradient is 0 mm / s or more. The case (S ≧ 0 mm / s: that is, a positive value) indicates the change speed of the release stroke when the clutch is disengaged.

The degree of clutch engagement is a measure of the engaged / disengaged state of the clutch, and is uniquely determined according to the release stroke. The degree of clutch engagement is set to five levels. A degree of clutch engagement of 0 (zero) indicates that the clutch is completely connected, and a degree of clutch engagement of 1 indicates that the clutch is at the connection boundary (that is, when the degree of clutch engagement is higher than this). When the clutch becomes larger, the engaged clutch starts to make sliding contact.)
A clutch engagement degree of 3 indicates a clutch disengagement boundary (that is, a state in which the disconnected clutch starts to make sliding contact when the clutch engagement degree becomes smaller), and a clutch engagement degree of 4 indicates that the clutch is completely disengaged. The clutch engagement degree 2 indicates an intermediate state between the clutch engagement degrees 1 and 3, that is, a so-called half-clutch state. A state in which the clutch does not slip, that is, a state in which the rotational speed of the clutch is equal to the engine rotational speed, is referred to as a clutch engagement point.

As shown in FIG. 1, the target release gradient setting section 31 has a function for setting the degree of clutch engagement based on clutch stroke information from the stroke sensor 14 (the degree of clutch engagement setting section 33). Provided. As shown in FIG. 3, the clutch engagement degree setting unit 33 sets the clutch engagement degrees 0 to 4 according to the size of the release stroke. That is,
The clutch engagement degree setting section 33 sets the clutch engagement degree to a larger value stepwise as the release stroke increases.

Further, in this embodiment, the target release gradient setting unit 31 sets the clutch engagement degree (0 to 0) in each of the cases of accelerator off, accelerator on, stop, and depressing the brake hard. The optimum target release gradient S is set according to 4). For this reason, as shown in FIG. 1, the target release gradient setting unit 31 includes an accelerator-off target release stroke gradient setting unit (accelerator-off target release gradient setting unit) 3.
4, an accelerator-on target release stroke gradient setting unit (accelerator-on target release gradient setting unit) 35,
And a stop release target stroke gradient setting section (stop release target release gradient setting section) 36.
The target release gradient S is set so that the half-clutch state is basically maintained during creep running. Note that the target release gradient setting unit 31 outputs the ECI
An idle-up instruction is also issued to the engine 40. For example, it is determined that the engine speed Ne is so low that there is a risk of engine stall, and the target release gradient S is set so that the clutch can be disengaged as quickly as possible. In the case of setting, for example, an idle-up instruction is issued to the ECI 40 to perform control to increase the engine speed Ne.

In this embodiment, when the accelerator is off, the target release gradient S for connecting the clutch is set by the accelerator-off target release gradient setting unit 34, while the brake is stopped and the brake is strongly depressed. In this case, a target release gradient S for disengaging the clutch is set by the target release gradient setting unit 36 at the time of stopping. For example, when creep running is performed only by the brake operation, the clutch is basically released. Is maintained in a half-clutch state, and when the engine speed is low and there is a risk of engine stall, or when the brakes are strongly depressed and the vehicle is stopped, the clutch is immediately disengaged and creep running Is released to realize optimal creep running.

When the accelerator is on, the target release gradient S on the clutch connection side and the clutch disengagement side is set by the target release gradient setting section 35 when the accelerator is on. When traveling, the clutch operates in response to an accelerator operation by the driver so that the clutch is maintained in a half-clutch state, and optimal creep traveling is realized.

Hereinafter, a specific setting of the target release gradient S will be described. (1) In the case of accelerator off The target release slope setting unit 34 at the time of accelerator off determines the clutch engagement degree, the engine rotation speed Ne, the road gradient θ,
An optimal target release gradient S is set when the accelerator is off according to the engine rotational acceleration dNe.

Here, the accelerator-off target release gradient setting section 34 sets the target release gradient S on the clutch connection side.
Is set. When it is determined by the operation state determination unit 32 that the accelerator is off, the clutch is quickly moved as the clutch stroke is larger (that is, as the stroke amount of the clutch is larger and the numerical value indicating the degree of clutch engagement is larger). The value of the target release gradient S is set large so as to be connected. That is, when the operation state determination unit 32 determines that the accelerator is off, as the clutch stroke approaches the clutch engagement point (ie, the smaller the clutch stroke amount and the smaller the value indicating the degree of clutch engagement), The value of the target release gradient S is set small so that the operation of the clutch is delayed. Thereby, the clutch connection timing and the clutch connection speed are optimized. When the degree of clutch engagement is 0 or 1, as shown in FIG. 4, the target release gradient setting unit 34 at the time of accelerator off determines whether or not the engine rotation speed Ne is higher than a first predetermined rotation speed Ne1 (for example, 850 rpm). If the engine rotation speed Ne is higher than the first predetermined rotation speed Ne1, [Ne> Ne1], the target release gradient S is set to Sa (Sa <0; Sa is a small value). , The target release gradient S is 0 mm
/ S.

Setting the target release gradient S to 0 mm / s means that the connected state of the clutch (ie, the degree of clutch engagement) is maintained. Also, setting the target release gradient S to 0 mm / s can be considered as not performing clutch control in this control cycle. Here, the first predetermined rotation speed Ne1 is, for example, about 85
The engine speed is set to 0 rpm, which is higher than a so-called idle speed (for example, 700 rpm), and when the engine speed Ne is higher than the first predetermined speed Ne1, it is considered that there is no risk of engine stall. Therefore, the clutch is connected at a slightly higher speed, so that the clutch comes to the target position on the clutch connection side slightly faster (that is, the clutch stroke is reduced), and the creep force is secured. ing. When the degree of clutch engagement is 2, the accelerator-off target release gradient setting unit 34 determines whether the engine rotational speed Ne is higher than a first predetermined rotational speed Ne1 (for example, 850 rpm) or the road gradient θ as shown in FIG. Is determined to be greater than a predetermined road gradient θ1 (for example, 5%), and when the engine rotation speed Ne is higher than the first predetermined rotation speed Ne1 [Ne> Ne1], or
When the road gradient θ is larger than the predetermined road gradient θ1 [θ>
θ1], or when the engine rotation speed Ne is higher than the first predetermined rotation speed Ne1 and the road gradient θ is larger than the predetermined road gradient θ1 [Ne> Ne1 and θ> θ.
1], the target release gradient S is represented by Sb (Sb <0, | S
b |> | Sa |), while in other cases, the target release gradient S is set to 0 mm / s.

Here, the first predetermined rotation speed Ne1 is set to, for example, about 850 rpm, and is set to a rotation speed higher than a so-called idle rotation speed (for example, 700 rpm), and the engine rotation speed Ne is set to the first predetermined rotation speed N.
If it is higher than e1, it is considered that there is no danger of engine stall, so that the clutch is connected at a slightly higher speed, so that the clutch comes to the target position on the clutch connection side slightly faster (ie, , Reducing the clutch stroke) to ensure creep force.

When the road gradient θ is larger than the predetermined road gradient θ1, the clutch is connected at a higher speed than in the other cases. Position (ie, reduce the clutch stroke)
For example, the creep force is ensured to prevent the vehicle from moving backward even on an uphill.

When the degree of clutch engagement is 2, the clutch stroke is larger than when the degree of clutch engagement is 0 or 1, so that the target release gradient S is set to a larger value on the clutch connection side, and Is faster to reach the target position on the clutch connection side. When the degree of clutch engagement is 3, the accelerator-off target release gradient setting unit 34 determines whether the engine rotational speed Ne is higher than a second predetermined rotational speed Ne2 (for example, 2000 rpm), as shown in FIG.
The engine rotational acceleration dNe is equal to the predetermined rotational acceleration dNe1.
(For example, 1000 rpm / s), it is determined whether the engine rotation speed Ne is equal to the second predetermined rotation speed Ne2.
When the engine rotation acceleration dNe is higher than the predetermined rotation acceleration dNe1 and the engine rotation acceleration dNe is greater than the predetermined rotation acceleration dNe1 and Ne>dNe1> dNe1, the target release gradient S is set to S.
c (Sc <0, | Sc |> | Sb |> | Sa |), while otherwise, the target release gradient S
To Sd (Sd <0, | Sc |> | Sd |> | Sb |> |
Sa |).

As described above, when the engine speed Ne is the second
When the rotation speed is higher than the predetermined rotation speed Ne2 and the engine rotation acceleration dNe is higher than the predetermined rotation acceleration dNe1, the clutch is connected at a higher speed than in other cases. The creep force is ensured by quickly reaching the target position on the clutch connection side (that is, by reducing the clutch stroke).

The reason for this is that the second predetermined rotation speed Ne2 is set to, for example, about 2000 rpm, and the predetermined rotation acceleration dNe1 is set to, for example, about 1000 rpm.
pm / s, and if the above condition is satisfied, it is considered that the vehicle is performing creep traveling by, for example, turning the accelerator on and off, and the driver is actively trying to perform creep traveling. This is because it is necessary to quickly reduce the clutch stroke and move the clutch to the target position on the clutch connection side.

When the degree of clutch engagement is 3, since the clutch stroke is larger than when the degree of clutch engagement is 0 to 2, the target stroke gradient S is set to a larger value on the clutch connection side. The clutch is brought to the target position on the clutch connection side more quickly. When the clutch engagement degree is 4, the accelerator-releasing target release gradient setting unit 34 determines whether the engine rotation speed Ne is higher than a second predetermined rotation speed Ne2 (for example, 2000 rpm), as shown in FIG.
The engine rotational acceleration dNe is equal to the predetermined rotational acceleration dNe1.
(For example, 1000 rpm / s), it is determined whether the engine rotation speed Ne is equal to the second predetermined rotation speed Ne2.
When the engine rotation acceleration dNe is higher than the predetermined rotation acceleration dNe1 and the engine rotation acceleration dNe is greater than the predetermined rotation acceleration dNe1 and Ne>dNe1> dNe1, the target release gradient S is set to S.
e (Se <0, | Se |> | Sc |> | Sd |> | Sb
|> | Sa |), while in other cases, the target release gradient S is set to Sd (Sd <0, | Sc |>).
| Sd |> | Sb |> | Sa |). Here, when the condition is not satisfied, the target release gradient S is set to Sd, and the above-described clutch engagement degree is 3, which is the same as when the condition is not satisfied, but is different. It may be a value.

As described above, when the engine speed Ne is the second
When the rotation speed is higher than the predetermined rotation speed Ne2 and the engine rotation acceleration dNe is higher than the predetermined rotation acceleration dNe1, the clutch is connected at a higher speed than in other cases. The creep force is ensured by quickly reaching the target position on the clutch connection side (that is, by reducing the clutch stroke).

The reason for this is that the second predetermined rotational speed Ne2 is set to, for example, about 2000 rpm, and the predetermined rotational acceleration dNe1 is set to, for example, about 1000 rpm.
pm / s, and if the above condition is satisfied, it is considered that the vehicle is performing creep traveling by, for example, turning the accelerator on and off, and the driver is actively trying to perform creep traveling. This is because it is necessary to quickly reduce the clutch stroke and move the clutch to the target position on the clutch connection side.

When the degree of clutch engagement is 4, since the clutch stroke is larger than when the degree of clutch engagement is 0 to 3, the target release gradient S is set to a larger value on the clutch connection side. The clutch is brought to the target position on the clutch connection side more quickly. next,
Regarding the setting of the target release gradient S in the accelerator off state, the engine rotation speed Ne and the engine rotation acceleration dN
5 (A) to 5 (e) showing changes in e and clutch stroke.
This will be described with reference to the time chart of FIG.

First, when the clutch engagement degree is 4 and the clutch is disengaged, the engine speed Ne is about 710 to about 7
At 30 rpm, the engine rotation acceleration is about 100 rpm /
If s to about -100 rpm / s, the target release gradient S becomes Sd (Sd <0, | Sc |> | Sd |> | Sb |>
| Sa |), and the clutch engagement degree changes from 4 to 2.

In this case, since the idle-up instruction is issued at the same time, the engine rotation speed Ne increases (the portion indicated by the symbol A in FIG. Until the speed Ne reaches 850 rpm (the first predetermined rotation speed Ne1), the target release gradient S is set to 0 mm / s, and the clutch stroke is maintained. And the engine rotation speed Ne is 850r
pm, the target release gradient S becomes Sb (Sb <0,
| Sb |> | Sa |) and the clutch engagement degree is 2
From 1 to 1.

As described above, when the engine speed Ne is 8
When the clutch engagement degree becomes 1 in a state where the rotation speed exceeds 50 rpm, the target release gradient S is set to Sa (Sa <0; Sa is a small value). As a result, the degree of clutch engagement changes from 2 to 1, and when the clutch is further connected from the half-clutch state, the engine rotation speed Ne decreases accordingly. Thus, when the engine rotation speed Ne becomes lower than 850 rpm, the target release gradient S is set to 0 mm / s, and the clutch stroke is maintained. In FIG. 5, a broken line X indicates a creep point at which the vehicle starts running. (2) In the case of accelerator-on The accelerator-on target release gradient setting unit 35 determines the clutch engagement degree, the reference engine rotation speed Ne0 and the reference release stroke gradient (also referred to as the reference release gradient),
The optimum target release gradient S when the accelerator is turned on is determined according to the engine rotation speed Ne and the engine rotation acceleration dNe.
Is set.

Here, the accelerator-on target release gradient setting section 35 basically controls the clutch connection side and the clutch disengagement side so as to follow the engine speed Ne so that the half-clutch state is maintained during starting and creep running. Is set, the value of the target release gradient S is set to be large so that the clutch is quickly connected when the clutch stroke is large (here, when the degree of clutch engagement is 3 or 4). . Thereby, the clutch connection / disconnection timing and the clutch connection / disconnection speed are optimized. When the degree of clutch engagement is 0 to 2 In the present embodiment, when the degree of clutch engagement is 0 to 2,
An actual release gradient (actual release gradient) at the time of connecting or disconnecting the clutch changes the accelerator opening degree according to the driver's operation (that is, the engine rotational speed Ne changes according to the accelerator opening degree). The target release gradient S is feedback-controlled based on the engine speed Ne so as to sensitively follow the target release gradient S.

Therefore, as shown in FIG. 8, the accelerator-on target release gradient setting section 35 sets the target release gradient S based on the engine rotation speed Ne, the reference engine rotation speed Ne0, and the reference release gradient S0. It has become. Here, the reference engine rotation speed Ne0 is
For example, the engine speed is set as an engine speed (for example, 700 rpm) corresponding to the idle speed. The reference release gradient S0 is a release stroke gradient that is used as a reference when the clutch is connected, and is set to, for example, a small value so that the clutch is slowly connected.

Here, the accelerator-on target release gradient setting section 35 sets the proportional gain K _P to the reference release stroke gradient S0 and the difference between the reference engine speed Ne0 and the engine speed Ne, as shown in FIG. The multiplied value is added, and the differential value dN of the engine speed Ne is further added.
e / dt (i.e., the engine rotational acceleration dNe) so value calculated by subtracting the value obtained by multiplying the derivative gain K _D (the calculated value, the feedback value) based on the FB to set a target release slope S I have.

That is, as shown in FIG. 4, when the clutch is on the clutch engagement side, the accelerator-on target release gradient setting section 35 sets the target release gradient S to a value FB / 4 obtained by multiplying the calculated value FB by 1/4. When the clutch is on the clutch disengagement side, the calculated value FB is set as the target release gradient S as it is. The reason for this setting is to minimize the occurrence of shocks when connecting the clutch, and to disconnect the clutch at the highest possible speed when disconnecting the clutch.

For this reason, the accelerator-on target release gradient setting unit 35 determines whether the calculated value FB is a negative value or a positive value. Side is determined. That is, when the calculated value FB is a negative value, it is determined that the clutch is on the clutch engagement side, and when the calculated value FB is a positive value, it is determined that the clutch is on the clutch disengagement side. This function is called a clutch connection side / disconnection side determination unit. When the clutch engagement degree is 3, as shown in FIG. 4, the accelerator release target release gradient setting unit 35 sets the engine rotation speed Ne to the second predetermined rotation speed Ne2 (for example, 2) as in the case of the accelerator off described above.
000 rpm) and the engine rotational acceleration dNe is a predetermined rotational acceleration dNe1 (for example, 1000 rpm).
pm / s), the engine rotation speed Ne is higher than the second predetermined rotation speed Ne2, and
When the engine rotation acceleration dNe is greater than the predetermined rotation acceleration dNe1 [Ne> Ne1 and dNe> dNe]
1] has a target release gradient Sc (Sc <0, | Sc
|> Sb |> | Sa |), while in other cases, the target release gradient is set to Sd (Sd <0, | S
c |> | Sd |> | Sb |> | Sa |). When the clutch engagement degree is 4, as shown in FIG. 4, the target release gradient setting unit 35 at the time of accelerator on determines that the engine rotation speed Ne is equal to the second predetermined rotation speed Ne2 (for example, 2
000 rpm) and the engine rotational acceleration dNe is a predetermined rotational acceleration dNe1 (for example, 1000 rpm).
pm / s), the engine rotation speed Ne is higher than the second predetermined rotation speed Ne2, and
When the engine rotation acceleration dNe is greater than the predetermined rotation acceleration dNe1 [Ne> Ne1 and dNe> dNe]
1] indicates that the target release gradient is Se (Se <0, | Se
|> Sc |> | Sd |> | Sb |> | Sa |) On the other hand, in other cases, the target release gradient is set to Sd (Sd <0, | Sc |> | Sd |> | Sb |>). ｜ S
a |) is set.

Next, the setting of the target release gradient S in the accelerator-on state will be described with reference to the time charts of FIGS. I will explain it. First, when the clutch engagement is 1, the accelerator is turned on, and the engine speed N
When e gradually increases from about 800 rpm to about 1200 rpm, the target release gradient S set by the engine speed feedback control becomes 0 mm / s.
The clutch gradually moves to the minus side (clutch connection side), and the operating speed of the clutch gradually increases. As a result, the clutch stroke narrows on the clutch connection side (the clutch engagement degree remains at 1).

Then, without the engine blowing up,
When the vehicle reaches a starting point (indicated by a symbol Y in the drawing) at which a creep stroke is allowed to start and the vehicle starts to start, the engine speed Ne decreases. Based on this, the engine speed feedback control is performed. Is gradually set to 0 mm / s, the operating speed of the clutch gradually decreases, and thereafter, is set to 0 mm / s for a while. As a result, the clutch stroke is reduced on the clutch connection side and thereafter maintained (the clutch engagement degree remains 1).

Thereafter, as the engine rotation speed Ne decreases, the target release gradient S set by the engine rotation speed feedback control gradually increases from 0 mm / s to the positive side (clutch disengagement side). Operation speed gradually increases. As a result, the clutch stroke expands on the clutch connection side (the degree of clutch engagement remains 1). (3) stop, and, optionally stepped strongly brake stop time target release gradient setting unit 36, a clutch coupling degree, and the engine rotational speed Ne, and the brake pressure P _B, in accordance with the road gradient theta, stop In addition, when the brake is strongly depressed, an optimal target release gradient S is set.

Here, the stop-time target release gradient setting section 36 sets the brake pressure P to release creep running when the operation state determination section 32 determines that the operation state has been stopped and the brake has been strongly depressed. _The target release gradient S is set according to _B. That is, since the stop-time target release gradient setting unit 36, when the brake pressure P _B is too high, the driver has depressed a very strong braking, it is considered less likely to immediately start the creep running, The value of the target release gradient S is set as large as possible so that the clutch is disengaged as quickly as possible. Further, when the brake pressure P _B is not already so high, the driver does not depress so strong braking, immediately since it is considered that there is a possibility to start the creep running, the clutch degree of coupling of the 0-2 In this case (i.e., when the clutch stroke is small on the clutch connection side), the value of the target release gradient S is increased so that the clutch is disengaged more quickly only when the engine speed Ne is likely to decrease and the engine may stall. You have set. In this way, the clutch disconnection timing and the clutch disconnection speed are optimized. If the clutch coupling degree is 0-2 stop target release gradient setting unit 36, as shown in FIG. 4, it is determined whether the brake pressure P _B is higher than the target release gradient setting braking pressure P _B 3 If the brake pressure P _B is higher than the target release gradient setting brake pressure P _B 3 (P _B > P _B 3), the target release gradient S is set to SA (SA
>0; SA is a very large value).

Here, the target release gradient setting brake pressure P _B 3 is a predetermined pressure P _B 3 'which is a minimum stop brake pressure P _B 0 which is a brake pressure necessary for stopping the vehicle reliably.
(For example, 10 kg / cm ² ) [P _B 3 = P _B 0 + P _B 3 ′]. As described above, the target release gradient S is set so that the clutch is disengaged as quickly as possible. When the brake is depressed so strongly that the vehicle stops, the creep operation is released as quickly as possible and the engine is stopped. It is necessary to prevent this.

On the other hand, when the brake pressure P _B is equal to or less than the target release gradient setting brake pressure P _B 3 (P _B ≦ P _B 3), the engine speed Ne is further reduced to the third predetermined speed Ne 3 (for example, 840 rpm). ) Is determined, and when the engine speed Ne is lower than the third predetermined speed Ne3 [Ne <Ne3], the target release gradient S is set to SB (SB> 0, SB <SA). In other cases, the target release gradient S is set to 0 mm / s. That is, the brake pressure P _B is equal to or less than the target release gradient setting brake pressure P _B 3 (P _B ≦ P _B 3).
And when the engine rotation speed Ne is lower than the third predetermined rotation speed Ne3 [Ne <Ne3], the target release gradient S is set to SB (SB> 0, SB <SA). , The target release gradient S is 0 mm
/ S.

As described above, when the brake is not depressed strongly enough to stop the vehicle (that is, P _B 2 <P _B ≦
Even in the case of P _B 3), the reason why the target release gradient S is set in consideration of the engine rotation speed Ne is that if the engine rotation speed Ne becomes too low, engine stall may occur. If the clutch coupling degree of 3 or 4 stops at a target release gradient setting unit 36, as shown in FIG. 4, it is determined whether the brake pressure P _B is higher than the target release gradient setting braking pressure P _B 3 , if the brake pressure P _B is higher than the target release gradient setting braking pressure P _B 3 (P _B> P _B 3), a target release slope S SA (SA
>0; SA is a very large value), and in other cases, the target release gradient S is set to 0 mm / s.

The reason why the clutch is disengaged as quickly as possible at the target release gradient S is as follows.
This is because if the brake is depressed so strongly as to stop the vehicle, it is necessary to cancel the creep operation as quickly as possible to prevent engine stall. Next, regarding the setting of the target release gradient S in a state where the brake is stopped and the brake is strongly depressed, FIGS. This will be described with reference to the time chart of E).

First, the clutch engagement degree is 1, the clutch is connected, and the engine speed Ne is about 870 rpm.
When the brake pressure becomes larger than the brake operation determination brake pressure in the vicinity of the engine rotation acceleration near 0 rpm / s (here, the brake pressure is about 26 rpm).
kg / cm ² ), it is determined that the vehicle is stopped and the brake is strongly depressed, the target release gradient S is set to 0 mm / s, and the clutch stroke is maintained. And the engine rotation speed Ne is 840 rp.
m, the target release gradient S becomes SB (S
B> 0, SB <SA), the clutch stroke is expanded, and the degree of clutch engagement changes from 1 to 2. afterwards,
When the brake pressure becomes larger than the target release slope setting brake pressure (here, the brake pressure is about 35 kg /
cm ² ), the target release gradient S becomes SA (SA
>0; SA is a very large value), the clutch stroke is extended, and the degree of clutch engagement is changed from 2 to 4.

Thereafter, when the brake pressure becomes equal to or lower than the first brake pressure, it is determined that the vehicle is not stopped and the brake is not being strongly depressed. In this case, the target release gradient S is set by the accelerator release target release gradient setting unit 34. That is, when the degree of clutch engagement is 4, the engine rotational speed Ne is 1000 rpm, and the engine rotational acceleration dNe is about 0 to about 150 rpm / s, the target release gradient S becomes Sd (Sd <0,
| Sc |> | Sd |> | Sb |> | Sa |), the clutch stroke gradually narrows, and the degree of clutch engagement changes from 4 to 2.

As shown in FIG. 1, the clutch actuator drive control unit 3 drives the solenoid valve of the clutch actuator 6 based on the target release gradient S set by the target release stroke gradient setting unit 31. The duty ratio is calculated. The operation of the clutch actuator 3 is controlled based on a signal from the clutch actuator drive control unit 3.

Since the automatic clutch control device according to one embodiment of the present invention is configured as described above, a process for setting a target release gradient is performed, for example, as shown in the flowcharts of FIGS. . The processing for setting the target release gradient S is performed at predetermined intervals. (1) Overall Processing Procedure by Target Release Gradient Setting Unit 31 First, the overall processing procedure by the target release gradient setting unit 31 will be described with reference to FIG.
As shown in (5), in step S10, the vehicle speed V calculated based on the detection information of the input shaft rotation speed sensor 10 is read. Also, while reading the brake pressure P _B calculated based on the detection information of the master cylinder pressure sensor 19,
Read the brake pressure P _B and the brake operation determining braking pressure P _B 1 and the accelerator operation determination brake pressure P _B 2 are set according to the road gradient θ like. Further, on / off information from the idle switch 17 is read.

Next, at step S20, if the vehicle speed V is zero,
And determines whether the brake pressure P _B is higher than the brake operation determining braking pressure P _B 1, the result of this determination, the vehicle speed V is zero and the brake pressure P _B is the braking operation determination brake pressure P _B is determined to be higher than 1 (V =
0 and P _B > P _B 1), it is considered that the driver is strongly pressing the brake to stop the vehicle,
Proceeding to step S30, the stop-time target release gradient setting section 36 sets an optimal target release gradient S when stopping and strongly depressing the brake, and returns. The setting of the target release gradient S will be described later (see FIG. 15).

On the other hand, in step S20, the vehicle speed V is zero,
And, when the brake pressure P _B is determined not to satisfy the condition that is higher than the brake operation determining braking pressure P _B 1, the process proceeds to step S40, further, the brake pressure P _B is the accelerator operation determination brake pressure It determines whether P _B less than 2, the result of this determination, when the brake pressure P _B is determined to be lower than the accelerator operation determining brake pressure P _B 2 (P _B <P _B 2) is Proceed to step S50. Incidentally, the brake pressure P _B is the accelerator operation determination brake pressure P _B
If it is determined that the condition of being lower than 2 is not satisfied, the process returns as it is, and the immediately preceding target release gradient S is maintained.

In step S50, the idle switch 1
7 to determine whether the accelerator is on or off. That is, when the idle switch 17 is on, it is determined that the accelerator is off, and when the idle switch 17 is off, it is determined that the accelerator is on. As a result of this determination, when it is determined that the accelerator is off, it is considered that the driver intends to perform creep running (slow speed operation) by the brake operation, and therefore, the process proceeds to step S60, and the accelerator release target release gradient setting is performed. The optimal target release gradient S is set by the unit 34 when the accelerator is off, and the routine returns. The setting of the target release gradient S will be described later (see FIG. 13).

On the other hand, if it is determined in step S50 that the accelerator is on, it is considered that creep running (slow speed operation) is to be performed by operating the accelerator, so the process proceeds to step S70, and the target release when the accelerator is on is performed. The gradient setting section 35 sets an optimal target release gradient S when the accelerator is on, and returns. In addition,
The setting of the target release gradient S will be described later (see FIG. 14).

Thus, the target release gradient S is set, and the target release gradient setting unit 31 sets the target release gradient S to the clutch actuator drive control unit 3.
The clutch actuator drive control unit 3 sets a duty ratio according to the target release gradient S, and outputs this duty ratio to the clutch actuator 6. As a result, the operation of the clutch actuator 6 is controlled, the friction clutch (not shown) is controlled, and the starting / creep operation is performed. (2) Processing Procedure by Accelerator-Off Target Release Gradient Setting Unit 34 Next, the processing procedure of setting the target release gradient S by the accelerator-off target release gradient setting unit 34 in step S60 described above with reference to FIG. explain.

First, as shown in FIG. 13, step A1
At 0, the clutch engagement degree set by the clutch engagement degree setting unit 32 based on the detection information from the stroke sensor 14 is read. Further, the engine speed Ne is read from the engine speed sensor 12, and the engine speed dNe calculated based on the detection information from the engine speed sensor 12 is read. Further, the road gradient θ calculated based on the detection information of the G sensor 20 is read.

Next, in step A20, it is determined whether the degree of clutch engagement is 0, 1, 2, 3 or 4. As a result of this determination, when it is determined that the degree of clutch engagement is 0 or 1, the clutch stroke is on the clutch engagement side (that is, the clutch stroke is small), so the process proceeds to step A30, and the engine speed Ne is increased.
Is higher than a first predetermined rotation speed Ne1 (for example, 850 rpm). As a result of this determination, when the engine rotation speed Ne is higher than the first predetermined rotation speed Ne1 (N
If e> Ne1), the process proceeds to step A40, where the target release gradient S is set to Sa (Sa <0; Sa is a small value) by the target release gradient setting unit 34 when the accelerator is off [FIG. ), See (iii)], return,
Otherwise, the process proceeds to step A50, in which the target release gradient S is set to 0 mm / s by the target release gradient setting unit 34 at the time of accelerator off, and the routine returns. In this case, as shown in FIG. 5D, the degree of clutch engagement changes from 2 to 1.

If it is determined in step A20 that the degree of clutch engagement is 2, the clutch is in the half-clutch state, and the process proceeds to step A60, where the engine speed Ne is reduced to the first predetermined speed Ne1 (for example, 850 rpm). )
Or the road gradient θ is higher than the predetermined road gradient θ1
(For example, 5%), and if it is determined that these conditions are satisfied (Ne> Ne1, or θ> θ1), the process proceeds to step A7.
0, the target release slope setting unit 34 when the accelerator is off
The target release gradient S by Sb (Sb <0, | Sb
|> | Sa |) (see (ii) in FIG. 5C), and returns. If it is determined that these conditions are not satisfied, the process proceeds to step A50, and the target release at the time of accelerator off is performed. The target release gradient S is set to 0 mm / s by the gradient setting unit 34, and the routine returns. in this case,
As shown in FIG. 5D, the clutch stroke is reduced.

If it is determined in step A20 that the degree of clutch engagement is 3 or 4, the clutch stroke is on the clutch disengagement side, and thus the flow proceeds to step A80.
The program proceeds to step A90, where it is determined whether the degree of clutch engagement is 3 or 4. If the result of this determination is that the degree of clutch engagement is 3, the process proceeds to step A90, where the engine speed Ne is reduced to the second predetermined rotation. It is determined whether or not the speed is higher than Ne2 (for example, 2000 rpm) and the engine rotational acceleration dNe is higher than a predetermined rotational acceleration dNe1 (for example, 1000 rpm / s). As a result of this determination, it is determined that these conditions are satisfied. If judged (Ne> Ne2 and dN
If e> dNe1), the process proceeds to step A100, where the target release gradient S is set to Sc (Sc <0, | Sc |> | Sb |> |) by the target release gradient setting unit 34 when the accelerator is off.
) And returns to step A110. If it is determined that these conditions are not satisfied, the process proceeds to step A110, where the target release gradient S is set to Sd (Sd <0, | Sc |> |
Sd |> | Sb |> | Sa |) and [FIG. 5 (C)
Medium, see (i)], and return. In this case, FIG.
As shown in (D), the clutch coupling degree is 4, and the clutch stroke gradually narrows, and the clutch coupling degree changes from 4 to 2.

On the other hand, if the clutch engagement degree is 4 in step A80, the process proceeds to step A120, where the engine speed Ne is reduced to the second predetermined speed Ne2 (for example, 20).
00 rpm) and the engine rotational acceleration d
Ne is a predetermined rotational acceleration dNe1 (for example, 1000 rpm).
/ S) is determined, and as a result of this determination,
When it is determined that these conditions are satisfied (Ne> N
e2 and dNe> dNe1), step A13
0, the target release slope setting unit 34 when the accelerator is off
The target release gradient S is determined by Se (Se <0, | Se
|> Sc |> | Sd |> | Sb |> | Sa |) and returns. If it is determined that these conditions are not satisfied, the routine proceeds to step A110, where the target release gradient at the time of accelerator off is set. The setting unit 34 sets the target release gradient S to Sd (Sd <0, | Sc |> | Sd |> | Sb |
> | Sa |) and returns. (3) Processing procedure by accelerator-on target release gradient setting unit 35 Next, a processing procedure of setting the target release gradient S by the accelerator-on target release gradient setting unit 35 in step S70 described above with reference to FIG. explain.

First, in step B10, the clutch engagement degree set based on the detection information from the stroke sensor 14 is read. In addition, it reads the detection information from the engine rotation speed sensor 12 and reads the engine rotation acceleration dNe calculated based on the detection information from the engine rotation speed sensor 12. Further, a reference engine rotation speed Ne0 and a reference release gradient S0 stored in the ECU 30 in advance are read.

Next, in step B20, it is determined whether the degree of clutch engagement is 0, 1, 2, or 3, 4. As a result of this determination, when it is determined that the degree of clutch engagement is 0, 1, or 2, the process proceeds to step B30, where the calculated value FB is calculated based on the engine rotation speed Ne. Is a clutch engagement side or a clutch disengagement side depending on whether is a positive value or a negative value.

As a result of this determination, when it is determined that the clutch is on the clutch engagement side, the process proceeds to step B50, where the target release gradient setting section 35 for accelerator release sets the target release FB / 4, which is １ ／ of the calculated value FB, to the target release. After setting as the gradient S [see FIG. 5 (C)] and returning, if it is determined that the clutch is on the clutch disengagement side, the process proceeds to step B60, where the target release gradient setting unit 35 for accelerator-on state calculates the calculated value. FB is set as the target release gradient S [see FIG. 5C], and the routine returns.

If it is determined in step B20 that the degree of clutch engagement is 3 or 4, since the clutch stroke is on the disengagement side, the process proceeds to step B70 to determine whether the degree of clutch engagement is 3 or 4. If the result of this determination is that the degree of clutch engagement is 3, step B
80, it is determined whether the engine rotation speed Ne is higher than a second predetermined rotation speed Ne2 (for example, 2000 rpm) and the engine rotation acceleration dNe is higher than a predetermined rotation acceleration dNe1 (for example, 1000 rpm / s). When it is determined that these conditions are satisfied as a result of this determination (Ne> Ne2 and dNe> dNe1)
In step B90, the target release gradient S is set to Sc by the target release gradient setting unit 35 when the accelerator is on.
(Sc <0, | Sc |> | Sb |> | Sa |) and returns. If it is determined that these conditions are not satisfied, the process proceeds to step B100 to set the target release gradient when the accelerator is on. The target release gradient S is set to Sd (Sd <0, | Sc |> | Sd |> | Sb |> by the unit 35).
| Sa |) and returns.

On the other hand, if the degree of clutch engagement is 4 at step B80, the routine proceeds to step B110, where the engine speed Ne is increased to the second predetermined speed Ne2 (for example, 20).
00 rpm) and the engine rotational acceleration d
Ne is a predetermined rotational acceleration dNe1 (for example, 1000 rpm).
/ S) is determined, and as a result of this determination,
When it is determined that these conditions are satisfied (Ne> N
e2 and dNe> dNe1), step B12
0, the accelerator-on target release gradient setting unit 35
Therefore, the target release gradient S is set to Se (Se <0, | Se |
> | Sc |> | Sd |> | Sb |> | Sa |) and returns. If it is determined that these conditions are not satisfied, the process proceeds to step B100 to set the target release gradient at the time of accelerator-on. The target release gradient S is set to Sd (Sd <0, | Sc |> | Sd |> | Sb |> by the unit 35).
| Sa |) and returns. (3) Processing Procedure by Stop Target Release Gradient Setting Unit 36 Next, the processing procedure of setting the target release slope S by the stop target release gradient setting unit 36 in step S30 described above will be described with reference to FIG. .

First, in step C10, detection information from the engine rotation speed sensor 12 is read, a clutch engagement detected based on the detection information from the stroke sensor 14 is read, and detection is performed based on the detection information from the G sensor 20. Is read, and the brake pressure P detected based on the detection information of the master cylinder pressure sensor 19 is read.
Read _B. Also, read target release gradient setting braking pressure P _B 3 which is calculated in accordance with the road gradient θ like.

Next, in step C20, it is determined whether the degree of clutch engagement is 0, 1, 2, or 3, 4. If the result of this determination is that the degree of clutch engagement is 0, 1, 2, the routine proceeds to step C30, where the brake pressure P
_It is determined whether _B is higher than the target release gradient setting brake pressure P _B 3, and if it is determined that the brake pressure P _B is higher than the target release gradient setting brake pressure P _B 3,
Proceeding to step C40, the stop-time target release gradient setting unit 36 sets the target release gradient S to SA (SA>0; S).
A is a very large value) [FIG. 7 (C)
Medium, see (ii)], and return.

Note that the target release gradient S is set to S
When A is set to A (SA>0; SA is a very large value), the clutch is immediately disengaged and the degree of clutch engagement becomes 4, and as shown in FIG. Later, the target release gradient S is set to 0 mm / s, and that state is maintained. On the other hand, step C
30, when the brake pressure P _B is equal to or less than the target release gradient setting braking pressure P _B 3, the process proceeds to step C50, further engine rotational speed Ne is higher than a third predetermined rotational speed Ne3 (e.g. 840 rpm) Is also determined. As a result of this determination, the engine speed Ne
If it is determined that the rotation speed is lower than the third predetermined rotation speed Ne3 (Ne <Ne3), the process proceeds to step C60, where the target release gradient setting unit 36 sets the target release gradient S to SB (SB> 0, SB <SA). ) And [Figure 7
During (C), see (i)], while returning, the engine rotation speed Ne becomes the third predetermined rotation speed Ne3 (for example, 840).
rpm) or more, the process proceeds to step C7.
Then, the target release gradient setting unit 36 sets the target release gradient S to 0 mm / s, and the routine returns.

If it is determined in step C20 that the degree of clutch engagement is 3 or 4, the process proceeds to step C8.
Advances to 0, determines whether or not the brake pressure P _B is higher than the target release gradient setting braking pressure P _B 3, the brake pressure P _B is determined to be higher than the target release gradient setting braking pressure P _B 3 In this case (P _B > P _B 3), step C90
To advances, the target release slope S by a stop-time target release gradient setting unit 36 SA; set to (SA> 0 SA is a very large value), while the return, the target release gradient set brake pressure P _B If it is determined that use brake pressure P _B 3 or less, the process proceeds to step C100,
The target release gradient setting unit 36 sets the target release gradient S to 0 mm / s by the stop-time target release gradient setting unit 36, and returns.

In this embodiment, on the premise of the above-described automatic clutch control, a constant creep force is ensured when the accelerator is off (for example, when the creep operation is performed only by the brake operation). To
As shown in FIG. 1, as the functions of the ECU 30, the above-described accelerator-off-time target release gradient setting unit 34 includes a creep point determination unit 34 </ b> A, and further includes a creep point optimization unit 37.

Here, the creep point determination section 34A
The vehicle speed V calculated by the ECU 30 based on the detection information of the input shaft rotation speed sensor 10 and the engine rotation speed Ne from the engine rotation speed sensor 12 as shown in FIG.
Based on the clutch stroke from the stroke sensor 14 and the clutch engagement set by the clutch engagement setting unit 33 described above, that is, whether the vehicle has reached the half-clutch state, that is, the clutch stroke (hereinafter, referred to as the creep stroke at which the vehicle starts creeping). , Creep point).

Here, the creep point determination unit 34A
Determines that the creep point has been reached when the following creep point detection condition is satisfied or when all of the following creep point detection conditions are satisfied. The vehicle speed V is higher than a predetermined vehicle speed V1 (for example, about 3 km / h) (V> V1). The engine rotation acceleration dNe is smaller than the creep point detection rotation acceleration dNe2 (for example, about -100 rpm / s) (that is, the engine). The rotational acceleration dNe is a negative value and is larger than the predetermined rotational acceleration dNe2.) (DNe <dNe2) When the engine rotational speed Ne is the engine stall determination threshold SH
(For example, engine stall determination value ES + predetermined value) (Ne> SH) The clutch engagement degree is 1 or less, that is, the clutch engagement degree is 0 or 1 (clutch engagement degree ≦ 1). FIG. 16A showing changes in the clutch stroke, the engine rotation speed Ne, and the engine rotation acceleration dNe.
Explanation will be given with reference to the time charts of FIGS.
As shown in FIG. 16 (B), when the clutch is engaged, the engine rotation speed Ne slightly decreases. Therefore, as shown in FIG. 16 (C), the engine rotation acceleration dNe once decreases and then increases. There is a characteristic that becomes.

For this reason, in this embodiment, FIG.
As shown in (A) and (C), the engine rotational acceleration dN
When e becomes smaller than the creep point detection rotational acceleration dNe2 (for example, about -100 rpm / s), it is determined that the creep point has been reached. It is assumed that other conditions are also satisfied. Here, the creep point determination unit 34A determines the engine speed Ne.
The engine stall tendency is predicted based on the engine rotational acceleration dNe, and it is determined whether there is a possibility of engine stall. This function is called an engine stall determination unit.

As shown in FIG. 17, this engine stall determination section determines the engine rotational speed Ne and the engine rotational acceleration dNe.
Engine rotation speed Ne in the region defined by
Are determined to be areas where the engine stall determination value ES is lower than the engine stall determination area, and engine stall determination is performed. Here, for safety, a predetermined value (safety value) is added to the engine stall determination value ES, and this added value is set as the engine stall determination threshold SH. As a result, an existing engine stall determination map can be used, but an engine stall determination map specific to this control may be used. In this case, the engine rotation speed Ne and the engine rotation acceleration dN
e, the engine speed N
An area where e is lower than the engine stall determination threshold SH may be used as an engine stall determination area and engine stall determination may be performed.

Here, the vehicle speed V is equal to the predetermined vehicle speed V1.
(For example, about 3 km / h).
When the vehicle speed V is higher than the predetermined vehicle speed V1, it is determined that the creep point has been reached only by satisfying this condition, but this condition is not essential. When the creep point determining unit 34A determines that the creep point has been reached, the accelerator-off-time target release gradient setting unit 34 sets the target release gradient S to 0.
mm / s. That is, when the creep point is reached, the target release gradient S becomes zero.
mm / s, based on which the clutch actuator 6 is controlled to maintain the clutch stroke.

As described above, in this embodiment, when the clutch is engaged, the engine rotation state fluctuates, such as a decrease in the engine rotation speed Ne. Therefore, focusing on this point, when the creep point is determined, the clutch stroke is determined. Thus, for example, even when the engine rotation speed Ne temporarily decreases, the connection and disconnection of the clutch are repeatedly performed in response to this, thereby preventing the occurrence of control hunting.

With the above configuration, the processing by the creep point determining means 34A according to the present embodiment is performed as shown in the flowchart of FIG. That is, as shown in FIG. 18, in step D10,
ECU based on detection information of input shaft rotation speed sensor 10
The vehicle speed V calculated at 30 is read, the engine speed Ne from the engine speed sensor 12 is read, and the clutch stroke from the stroke sensor 14 is read. Read.

Next, at step D20, the creep point determining unit 34A determines that the vehicle speed V has reached the predetermined vehicle speed V1 (for example, about 3 V).
km / h), and if it is determined that the vehicle speed V is higher than the predetermined vehicle speed V1 (V> V1), the process proceeds to step D30, and the creep point detection condition is determined. It is determined that the condition has been established, the creep point has been reached, and the target release gradient S is set to 0 mm /
s, the clutch stroke is maintained, and the routine proceeds to step D50, where the creep point optimizing means 37 performs creep point optimization processing, and returns. For creep point optimization processing,
It will be described later (see FIG. 19).

If it is determined in step D20 that the vehicle speed V is equal to or lower than the predetermined vehicle speed V1, the process proceeds to step D20.
40, and the engine rotational acceleration dNe becomes the rotational acceleration dNe2 for creep point detection (for example, about -100 rpm).
m / s) and the engine speed Ne is lower than the engine stall determination threshold SH (for example, engine stall determination value ES).
+ Predetermined value) and whether the clutch engagement degree is 1 or less.

As a result of this determination, when it is determined that all of these conditions are satisfied, the process proceeds to steps D30 and D50, and the target release gradient S is set to 0 as described above.
mm / s to maintain the creep stroke, optimize the creep point, and return. On the other hand, if it is determined that the above condition is not satisfied, the process returns without performing these processes.

As described above, the creep point determination unit 3
If it is determined that 4A has reached the creep point, a signal is output to the creep point optimizing means 37. Here, the creep point optimizing means 37 is designed to obtain a necessary and sufficient creep force.
It has a function of optimizing the creep point by finely adjusting the clutch stroke. The processing by the creep point optimizing means 37 is performed only once when the creep point is reached.

This creep point optimizing means 37
In the state where the clutch stroke is maintained as described above (that is, in the half-clutch state), within a predetermined time t (for example, about 0.5 second) after it is determined that the creep point has been reached, When the condition is satisfied, the clutch is considered to be insufficiently engaged, so the clutch is moved to the connection side by the first predetermined stroke amount ST1 (for example, about 1 m).
A signal is output to the clutch actuator drive control unit 3 in order to move by m). As a result, one pressure reduction pulse (corresponding to a clutch stroke of about 1 mm) is output from the clutch actuator drive control unit 3 to the solenoid valve 66 of the clutch actuator 6, whereby the solenoid valve 66 is turned on (open) [solenoid valve 65 Is off (closed)]
The clutch stroke is optimized by moving the clutch to the connection side and changing the clutch stroke by a first predetermined stroke amount ST1 (for example, about 1 mm corresponding to the minimum adjustment amount). Peak value (maximum value) dN of engine rotation acceleration dNe
ePK is larger than the peak value determination rotational acceleration dNe3 (for example, about -350 rpm / s) (that is, the engine rotational acceleration dNe is a positive value or a negative value and the predetermined rotational acceleration dNe3). (DNe> dNe4) The engine rotational acceleration dNe is greater than the rotational acceleration dNe4 for connection-side optimization processing [eg, a value of 2/3 of the peak value dNePK (dNe3 = dNePK × 2/3)]. High (dNe> dNe3) The engine rotation speed Ne is higher than the connection-side optimization processing rotation speed Ne4 (for example, about 850 rpm) (Ne).
> Ne4) FIG. 16 (A) showing changes in the clutch stroke, the engine rotation speed Ne, and the engine rotation acceleration dNe.
Explanation will be given with reference to the time charts of FIGS.
As shown in FIG. 16 (B), when the clutch is engaged, the engine rotation speed Ne slightly decreases. Therefore, as shown in FIG. 16 (C), the engine rotation acceleration dNe once decreases and then increases. There is a characteristic that becomes.

For this reason, in the present embodiment, FIG.
As shown in (A) and (C), the engine rotational acceleration dN
The peak value dNePK of e is the rotational acceleration d for peak value determination.
After the engine rotation acceleration dNe becomes larger than Ne3 (for example, about -350 rpm / s), the engine rotation acceleration dNe becomes the connection-side optimization processing rotation acceleration dNe4 [for example, a value of ２ of the peak value dNePK (dNe3 = dNePK × 2/3)] ], The creep point optimization processing is performed. It is assumed that other conditions are also satisfied.

Here, the predetermined period t is set to optimize the clutch stroke by observing fluctuations in the engine rotation speed Ne and the engine rotation acceleration dNe during the period in which the effect of the engagement of the clutch is exerted. It is intention. Further, under the condition, the peak value dNePK of the engine rotational acceleration dNe is equal to the peak value determining rotational acceleration dNe.
In order to determine whether it is greater than 3 or not, it is assumed that the clutch stroke is maintained (that is, in the half-clutch state) as described above, and a predetermined time t ( For example, about 0.5 seconds)
, The engine rotational acceleration dNe for each detection cycle.
Is determined to be a peak value dNePK, and the peak value dNePK is detected and stored [see FIG. 16C]. This function is called a peak value detection unit.

Further, the condition that the peak value determination rotational acceleration dNe3 is set to about -350 rpm / s under the condition is as follows.
After the clutch is engaged, the engine rotational acceleration dNe is about -350.
If the rotation speed does not fall below rpm / s, the degree of clutch engagement is considered to be weak in order to maintain creep running. Further, under the condition, the rotational acceleration dNe4 for connection-side optimization processing is set to a value (dNe2 / 3) of the peak value dNePK.
3 = dNePK × 2/3), and the engine rotational acceleration d
The condition that Ne is greater than the rotational acceleration dNe4 for the connection-side optimization processing is to provide a timing for connecting the clutch to optimize the creep point.

Further, under the condition, the engine rotation speed Ne is changed to the connection-side optimization processing rotation speed Ne4 (for example, about
pm), because if the engine speed Ne is 850 rpm or less, there is a possibility that the engine will stall when the clutch is moved to the connection side. On the other hand, if the following conditions are satisfied within a predetermined time t (for example, about 0.5 seconds) after determining that the creep point has been reached, Since the clutch is considered to be too engaged, the clutch is moved to the disengagement side by the second predetermined stroke amount S.
A signal is output to the clutch actuator drive control unit 3 in order to move by T2 (for example, about 1 mm corresponding to the minimum adjustment amount). Thereby, only one pulse (corresponding to a clutch stroke of about 1 mm) is output from the clutch actuator drive control section 3 to the solenoid valve 66 of the clutch actuator 6,
As a result, the solenoid valve 65 is turned on (open) [the solenoid valve 66 is turned off (closed)], and the clutch is moved to the disengagement side to change the clutch stroke by the second predetermined stroke amount ST2 (for example, about 1 mm). In addition, the clutch stroke can be optimized. The engine rotation speed Ne is lower than the rotation speed Ne5 for cutting-side optimization processing (for example, about 800 rpm) (Ne)
<Ne5) The engine rotational acceleration dNe is smaller than the rotational acceleration dNe5 for cutting-side optimization processing (for example, about -600 rpm / s) (that is, the engine rotational acceleration dNe is a negative value, and the predetermined rotational acceleration dNe5). (DNe <dNe5) Here, the condition and the condition are that the engine rotation speed after the clutch engagement is lower than about 800 rpm and the engine rotation acceleration is about -600 rpm / s.
If the engine speed is smaller than the above (that is, if the engine speed Ne is low and the negative acceleration is high), it is considered that the clutch is excessively engaged and the engine stalls. is there.

As described above, in this embodiment, the engine rotation state immediately after the clutch engagement, that is, the engine rotation speed Ne
It is determined whether the creep force is weak or strong based on the engine speed dNe and the engine rotational acceleration dNe. If it is determined that the creep force is weak, the clutch is moved to the connection side so as to increase the creep force to reduce the clutch stroke. on the other hand,
If it is determined that the creep force is strong, move the clutch to the disengagement side to weaken the creep force and fine-tune the clutch stroke to increase the clutch stroke so that the optimum creep force is secured It is.

By the way, if the condition is not satisfied within the predetermined period t, or if the above-mentioned conditions (1) to (4) are not satisfied, it is determined that the clutch engagement state is optimal while the clutch stroke is reached and the clutch stroke is maintained. It is considered that the creep point optimization means 37
Is not performed. With the above configuration, the processing by the creep point optimizing means 37 is performed as shown in the flowchart of FIG. Here, description will be made with reference to the time chart of FIG. 16 as appropriate.

That is, as shown in FIG.
At 10, it is determined whether the optimization processing completed flag F is 1 and if the optimization processing completed flag F is 1 (F =
In 1), the process returns because the creep point optimizing means 37 has already performed the creep point optimizing process. Note that the optimization process execution flag F is initially set to 0, and is set to 1 when the creep point optimization unit 37 performs the optimization process.

On the other hand, if the optimization processing completed flag F is not 1, the optimization processing has not been performed yet, so the process proceeds to step E20, and the creep point determination means 34A
Then, it is determined whether or not a predetermined time t (for example, about 0.5 seconds) has elapsed since it was determined that the creep point was reached. If the result of this determination is within the predetermined time t, the routine proceeds to step E30, where the engine rotational acceleration dNe
The peak value dNePK is the rotational acceleration dN for peak value determination.
e3 (for example, about -350 rpm / s) and the engine rotational acceleration dNe is the rotational acceleration dNe4 for connection-side optimization processing [for example, 2/3 of the peak value dNePK].
(DNe3 = dNePK × 2/3)] and whether the engine rotation speed Ne is higher than the connection-side optimization processing rotation speed Ne4 (for example, about 850 rpm), and these conditions. Is satisfied, the process proceeds to step E40, and a signal is output to the clutch actuator drive control unit 3 to move the clutch to the connection side by the first predetermined stroke amount ST1 (for example, about 1 mm). Proceeding to step E50, the optimization processing executed flag F is set to 1, and the routine returns.

As a result, only one pulse (corresponding to a clutch stroke of about 1 mm) of a pressure-reducing pulse is output from the clutch actuator drive control section 3 to the solenoid valve 66 of the clutch actuator 6, thereby turning on (opening) the solenoid valve 66. The solenoid valve 65 is turned off (closed)], the clutch is moved to the connection side, and the clutch stroke changes by the first predetermined stroke amount ST1 (for example, about 1 mm corresponding to the minimum adjustment amount), and the clutch stroke is optimized. It is planned.

On the other hand, if it is determined in step E20 that the time is not within the predetermined time t, it is appropriately determined whether or not to perform the optimization process by appropriately considering the influence of the engagement of the clutch. It is considered impossible to perform the operation, and the process returns without performing the optimization process. When it is determined in step E30 that the above condition is not satisfied, the process proceeds to step E60, in which the engine rotation speed Ne is lower than the cutting-side optimization processing rotation speed Ne5 (for example, about 800 rpm), and The engine rotational acceleration dNe is equal to the rotational acceleration dNe5 for the cutting-side optimization processing.
(For example, about -600 rpm / s).

As a result of this determination, when it is determined that all of these conditions are satisfied, the process proceeds to step E70, where the creep point optimizing means 37 moves the clutch toward the disengagement side by the second predetermined stroke amount ST2 (for example, the minimum adjustment amount). A signal is output to the clutch actuator drive control unit 3 to move by about 1 mm (corresponding to the amount), and the process proceeds to step E50, where the optimization process execution flag F is set to 1 and the process returns.

As a result, only one pulse (corresponding to a clutch stroke of about 1 mm) is output from the clutch actuator drive control section 3 to the solenoid valve 66 of the clutch actuator 6, thereby turning on (opening) the solenoid valve 65. [The solenoid valve 66 is turned off (closed)], the clutch is moved to the connection side, and the clutch stroke is changed by the second predetermined stroke amount ST2 (for example, about 1 mm), thereby optimizing the clutch stroke.

On the other hand, if it is determined in step E60 that the above condition is not satisfied, it is considered that the clutch engagement state has been optimized while the creep point has been reached and the clutch stroke has been maintained. Therefore, the process returns without performing the optimization process. Therefore, according to the automatic clutch control device according to the present embodiment, the creep operation can be reliably performed by securing a constant creep force while preventing vibration and noise from being generated by the control hunting during the creep operation. There is an advantage that can be.

In the above-described embodiment, an example is shown in which the automatic clutch control device of the present invention is applied to a vehicle equipped with a mechanical automatic transmission. However, the automatic clutch control device of the present invention The present invention is applicable to any vehicle provided with an automatic clutch that automatically connects and disconnects. For example, the present invention may be applied to a vehicle provided with a general manual transmission in which a driver manually performs a shift operation.

Further, the automatic clutch control device of the present invention
The present invention is not limited to the above, and can be changed without departing from the spirit of the present invention. For example, the numerical values used in the above-described embodiments are the characteristics of the engine and the vehicle,
Various changes can be made according to the specifications and the like.

[0124]

As described above in detail, according to the automatic clutch control device of the first aspect of the present invention, there is an advantage that vibration and noise can be prevented from occurring due to control hunting during creep operation. is there. According to the automatic clutch control device according to the second aspect of the present invention, there is an advantage that a certain creep force can be secured and the creep operation can be reliably performed.

[Brief description of the drawings]

FIG. 1 is a functional block diagram showing an overall configuration of an automatic clutch control device as one embodiment of the present invention.

FIG. 2 is a control mode transition diagram of a vehicle including an automatic clutch control device as one embodiment of the present invention.

FIG. 3 is a diagram for explaining determination of a degree of clutch engagement by an automatic clutch control device as one embodiment of the present invention.

FIG. 4 is a diagram for describing setting of a target release stroke gradient by an automatic clutch control device as one embodiment of the present invention.

FIG. 5 is a time chart for explaining setting of a target release gradient at the time of accelerator off by an automatic clutch control device as one embodiment of the present invention.

FIG. 6 is a time chart for explaining a setting of a target release gradient when an accelerator is turned on by an automatic clutch control device as one embodiment of the present invention.

FIG. 7 is a time chart for explaining setting of a target release gradient when the automatic clutch control device as one embodiment of the present invention is stopped and a brake is strongly depressed.

FIG. 8 is a diagram for explaining setting of a target release stroke gradient in the case of accelerator-on by the automatic clutch control device as one embodiment of the present invention.

FIG. 9 is a control block diagram showing overall functions when the automatic clutch control device as one embodiment of the present invention is applied to a mechanical automatic transmission.

FIG. 10 is a schematic diagram showing a configuration of a clutch actuator according to an automatic clutch control device as one embodiment of the present invention.

FIG. 11 is a schematic diagram illustrating a configuration of a shift select actuator according to the automatic clutch control device as one embodiment of the present invention.

FIG. 12 is a flowchart for explaining an overall processing procedure of clutch control by the automatic clutch control device as one embodiment of the present invention.

FIG. 13 is a flowchart illustrating a processing procedure for setting a target release gradient when an accelerator is off by an automatic clutch control device according to an embodiment of the present invention.

FIG. 14 is a flowchart illustrating a processing procedure for setting a target release gradient when the accelerator is turned on by the automatic clutch control device as one embodiment of the present invention.

FIG. 15 is a flowchart illustrating a processing procedure for setting a target release gradient when the automatic clutch control device as one embodiment of the present invention stops and strongly depresses the brake.

FIG. 16 is a time chart for explaining a creep point optimizing process by the automatic clutch control device as one embodiment of the present invention.

FIG. 17 is a diagram for explaining engine stall determination by the automatic clutch control device as one embodiment of the present invention.

FIG. 18 is a flowchart illustrating a processing procedure of creep point determination by the automatic clutch control device according to one embodiment of the present invention.

FIG. 19 is a flowchart illustrating a creep point optimization processing procedure performed by the automatic clutch control device as one embodiment of the present invention.

[Explanation of symbols]

Reference Signs List 3 clutch actuator drive control unit 6 clutch actuator 10 input shaft rotation speed sensor (vehicle speed detection means, vehicle operation state detection means) 11 accelerator opening sensor (accelerator state detection means, vehicle operation state detection means) 12 engine rotation speed sensor (engine) Rotation state detection means, vehicle operation state detection means) 14 Stroke sensor (clutch stroke detection means, vehicle operation state detection means) 17 Idle switch (accelerator state detection means, vehicle operation state detection means) 19 Master cylinder pressure sensor (brake pressure detection) means,
Vehicle operating state detecting means) 20 acceleration sensor (G sensor, road gradient detecting means) 30 ECU (control means) 31 target stroke gradient setting section 32 clutch engagement degree setting section 33 operation state determining section 34 target release gradient setting section at accelerator off 34A Creep point determining means 35 Target release gradient setting part at accelerator on 36 Target release gradient setting part at stop 37 Creep point optimizing means

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3J057 AA07 BB02 GA44 GA50 GB02 GB04 GB12 GB14 GB22 GB32 GB36 GC04 GC09 GE08 HH02 JJ01

Claims (2)

[Claims] 1. An automatic clutch control device for automatically engaging and disengaging a friction clutch, wherein: an engine rotational state detecting means for detecting an engine rotational state; a clutch stroke detecting means for detecting a stroke of the clutch; And a creep point at which the vehicle starts to creep based on an engine rotation state detected by the engine rotation state detection means and a clutch stroke detected by the clutch stroke detection means. Control means for controlling the clutch actuator so as to maintain the clutch stroke when it is determined that the point has been reached. 2. The control means controls the clutch actuator so as to optimize the creep point by increasing or decreasing the clutch stroke according to a rotation state of the engine within a predetermined period after the detection of the creep point. The automatic clutch control device according to claim 1, wherein: