JP2002266895A - Clutch condition detecting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a clutch condition detecting device ensuring suitable control by a control means according to disconnection or connection and capable of avoiding problems caused by mismatching of an operation position detecting means and a clutch mechanism. SOLUTION: If, when an ON signal (a detected signal indicating disconnection of a clutch) is input from a clutch switch 21 into a CPU 27 based on the degree of stepping of a clutch pedal 18, the engine speed and the vehicle speed from an engine speed sensor 19 and a vehicle speed sensor 20 are below a predetermined engine speed and a predetermined vehicle speed, respectively, the vehicle speed from the engine speed sensor 19 is not correspondent to the engine speed determined by the accelerator opening from an accelerator opening sensor 23 and the vehicle speed and based on the premise that the clutch is disconnected, and the time elapsed from the ON signal input is in excess of a predetermined time, then ECU 26 determines that the friction clutch 12 is connected and executes control for connection.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch state detecting device used for a vehicle.

[0002]

2. Description of the Related Art Conventionally, in a vehicle equipped with a manual transmission, in order to perform a gear shift operation, first, an accelerator pedal which has been depressed until then is released, a clutch pedal is depressed, and a necessary gear shift is performed.

A clutch switch provided near the clutch pedal detects whether or not the clutch pedal is depressed to a predetermined position (for example, a position where the clutch pedal is lightly depressed). An on / off signal from the clutch switch is input to an ECU (electronic control device). The ON signal from the clutch switch is a detection signal indicating that the clutch pedal has been depressed to a predetermined position, and the OFF signal is a detection signal indicating that the clutch pedal has not been depressed.

The ECU determines that the clutch is in a disconnected or connected state based on an on or off signal input from a clutch switch, and performs predetermined control on the engine to suppress vibration thereof. Outputs control signal.

More specifically, the ECU generally performs feedback control of the fuel injection amount. Different modes are adopted depending on the connection / disconnection state of the clutch. Further, in the clutch connected state, in order to avoid resonance between the frequency generated in the engine and the natural frequency of the vehicle body, in the feedback control, the feedback gain is reduced in an arithmetic expression for calculating the fuel injection amount, Aims for gentle driving stability of the engine. Then, in the filtering process for the calculation result, the injection amount filter (filter constant) is increased. As a result, as a characteristic of the filtering process, when the accelerator pedal is depressed,
The engine-side rotation speed rises smoothly without abrupt increase, so that acceleration shock is reduced and so-called surges in which the vehicle vibrates slightly in the front-rear direction are suppressed. Hereinafter, the above-described control is referred to as connection control (the same applies to the related art and the embodiment).

On the other hand, in the clutch disengaged state, during feedback control, the feedback gain is increased to increase the response to engine vibration. Then, in the filtering process for the calculation result, the injection amount filter (filter constant) is reduced or this filtering process is stopped. As a result, as a characteristic thereof, rotation adjustment of the clutch mechanism on the engine side and the transmission side during the gear shift change is easily performed. Hereinafter, this control is referred to as disconnection control (the same applies to the related art and the embodiment).

[0007]

However, in the prior art, while the clutch switch detects the disengaged state of the clutch at a predetermined position, the actual clutch is disengaged at an intermediate position of the pedal stroke. Change over time. For this reason, the ECU releases the clutch based on the clutch switch (ON signal).
Is detected and when the actual clutch is disengaged, there is a problem in that a time lag occurs, resulting in a so-called unmatch (mismatch state).

If the ON signal of the clutch switch and the actual disengagement of the clutch do not match, and appropriate control is not performed, for example, the ECU may be in spite of the connected state.
In such a case, a situation occurs in which disconnection control is performed or connection control is performed irrespective of the clutch being in the disconnected state.

[0009] As described above, the ECU controls the clutch engagement and disengagement states in conflict with each other. Therefore, as described above, if appropriate control is not performed, a surge occurs in which the vehicle slightly vibrates in the front-rear direction. Also, when the accelerator pedal is depressed, problems such as an increase in acceleration shock and difficulty in rotation adjustment when changing gear shifts occur.

Further, as described above, when the control for connection is performed in the clutch connected state, the engine speed does not rise rapidly but rises smoothly when the accelerator pedal is depressed in the filter processing. And the acceleration shock is mitigated. However, for example, when the connection control is performed in the clutch disengaged state, the fuel is diverged in a direction to increase the fuel injection amount even if the accelerator pedal is not depressed due to the well-known characteristic of the filter processing in the control. As a result, a situation in which the number of revolutions of the engine rises may occur.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object thereof is to provide an ECU (control means).
It is an object of the present invention to provide a clutch state detecting device which can appropriately perform control according to clutch disengagement or connection by using the clutch switch (operation position detecting means) and avoid a problem caused by mismatch between the clutch mechanism and the clutch mechanism.

[0012]

In order to solve the above-mentioned problems, a first aspect of the present invention provides a clutch mechanism for connecting and disconnecting torque transmission between an engine and a transmission, and a clutch operating means for operating the clutch mechanism. In a clutch state detection device applied to a vehicle comprising: an operation position detection unit that detects one of a connected state and a disconnected state in the clutch mechanism based on an operation position of the clutch operation unit; and When the situation parameter detecting means to detect and the operation position detecting means detect the disconnection state, if the situation parameter detected at that time does not satisfy a predetermined condition, a predetermined control according to the clutch engagement state is performed. The gist is to provide a control means.

According to a second aspect of the present invention, in the first aspect, the situation parameter detecting means includes an engine speed detecting means for detecting an engine speed, and an accelerator operation amount for detecting an operation amount of the accelerator operating means. And a vehicle speed detecting unit for detecting a vehicle speed, wherein the predetermined condition is a theoretical engine speed in a clutch disengaged state obtained based on an operation amount and a vehicle speed of the accelerator operation unit, and an engine speed. The gist of the present invention is to include whether or not the measured value of the engine speed detected by the number detecting means matches.

According to a third aspect of the present invention, in the second aspect, the predetermined condition is whether the engine speed detected by the engine speed detecting means is higher than a predetermined speed, and whether the vehicle speed detecting means The gist of the present invention is to further include at least one of whether the detected vehicle speed is higher than a predetermined speed.

According to a fourth aspect of the present invention, in the second or third aspect, the situation parameter detecting means measures a predetermined elapsed time after the operation position detecting means detects a disconnection state. The gist of the present invention is that it further includes a measuring means.

According to a fifth aspect of the present invention, in the first aspect, the situation parameter detecting means includes a first rotation number detecting means for detecting an input side rotation number of the clutch mechanism;
Second rotation speed detection means for detecting the rotation speed on the output side, wherein the predetermined condition includes whether or not the rotation speed on the input side is equal to the rotation speed on the output side.

According to the first aspect of the present invention, even when the clutch operating position detecting means detects the disengaged state of the clutch mechanism, if the situation parameter detected at that time does not satisfy the predetermined condition, the control is performed. Predetermined control according to the clutch connection state is performed by the means. For this reason, control according to clutch disengagement or connection by the control means is appropriately performed as compared with the related art.

According to the second aspect of the present invention, the situation parameter detecting means includes an accelerator operation amount detecting means for detecting an operation amount of the accelerator operating means, a vehicle speed detecting means for detecting a vehicle speed,
And an engine speed detecting means for detecting the engine speed. Then, a theoretical engine speed in a clutch disengaged state is obtained based on the operation amount of the accelerator operation means and the vehicle speed, and the measured engine speed is compared with an actual measured value of the engine speed detected by the engine speed detection means. Thus, appropriate control in accordance with the clutch disconnection or connection by the control means is reliably and easily realized.

According to the third aspect of the present invention, whether or not the engine speed detected by the engine speed detecting means is higher than a predetermined speed, and whether the vehicle speed detected by the vehicle speed detecting means is higher than the predetermined speed By adding at least one of the conditions to the determination condition of the control selection by the control means, appropriate control can be performed without any trouble.

According to the fourth aspect of the present invention, the situation parameter detecting means further includes a time measuring means for measuring a predetermined elapsed time after the pedal state detecting means detects the ON state. Based on the elapsed time, the control means performs appropriate control with less trouble.

According to the fifth aspect of the present invention, the number of revolutions on the input side and the number of revolutions on the output side of the clutch mechanism are compared,
By determining whether or not the input-side rotational speed is equal to the output-side rotational speed, appropriate control according to clutch disconnection or engagement by the control means is reliably and easily realized.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a schematic diagram showing a clutch state detection device according to the present embodiment.

A transmission 13 having a plurality of shift speeds is connected to the engine 11 via a friction clutch 12 as a clutch mechanism. Friction clutch 12
Has a flywheel 15 and a clutch plate 17 facing the flywheel 15. The flywheel 15 is connected to an output shaft 14 of the engine 11, and the clutch plate 17 is connected to an input shaft 16 of the transmission 13.

When a clutch pedal 18 as a clutch operating means is depressed, a hydraulic drive type actuator (not shown) is driven, and the clutch plate 17 is separated from the flywheel 15. Note that the friction clutch 12 is in a disconnected state at an intermediate point in the pedal stroke of the clutch pedal 18. Therefore, when the clutch pedal 18 is further depressed from this intermediate point, the clutch plate 17 is moved to the flywheel 15.
Completely separated from Conversely, when the depression of the clutch pedal 18 is released from the intermediate point, the clutch plate 1 is released.
7 is pressed against the flywheel 15.

The crankshaft (output shaft) of the engine 11
An engine speed sensor 19 is provided in the vicinity of 14 as situation parameter detecting means and engine speed detecting means. The engine speed sensor 19 detects the speed of the engine 11 from the rotation of the output shaft 14. Also, the transmission 13 includes:
A vehicle speed sensor 20 is provided as situation parameter detecting means for detecting the vehicle speed from the rotation speed of the output shaft and vehicle speed detecting means.

The clutch pedal 18 is provided with a clutch switch 21 as clutch operating position detecting means. The clutch switch 21 is connected to the clutch pedal 18
Is detected as a change in the on-off state. The accelerator pedal 22 located in the vicinity of the clutch pedal 18 is provided with an accelerator opening sensor 23 for detecting the amount of depression of the accelerator pedal 22 (accelerator opening ACCP). The engine speed, vehicle speed, and accelerator opening correspond to the situation parameters. The accelerator pedal 22 corresponds to accelerator operation means, and the accelerator opening sensor 23 corresponds to situation parameter detection means and accelerator operation amount detection means.

Next, the electrical configuration of the clutch state detecting device will be described. FIG. 2 shows details of an electronic control unit (hereinafter, referred to as “ECU”) 26 as control means. The ECU 26 includes a CPU (central processing unit) 27 including a microprocessor, memories 28, 30, and 3.
1, a timer 29, an A / D (analog / digital) converter 32, and a buffered I / O (input / output) device 33. The devices 27 to 33 are connected to each other via a bus 34.

The memories 28, 30, 31 are ROM
(Read-on memory) 28, RAM (random access memory) 30, another RAM as a non-volatile storage element that can be supplied from an auxiliary power supply and retain data even when the engine is stopped
31. The timer 29 as a situation parameter detecting means and a time measuring means measures the elapsed time based on a control signal from the CPU 27 or resets it. The elapsed time corresponds to a situation parameter. The output of the accelerator opening sensor 23 is sent to the A / D converter 32. Also,
Outputs of the clutch switch 21, the vehicle speed sensor 20, and the engine speed sensor 19 are sent to an I / O (input / output) device 33. Fuel injection valve 35 provided in engine 11
Is connected to the CPU 27 through the I / O (input / output) device 33.
Receives input from

The CPU 27 determines the connection / disconnection state of the friction clutch 12 based on an on / off signal or the like input from the clutch switch 21 and outputs a control signal corresponding to the connection state or the disconnection state to the engine 11. That is, CPU
27 when a signal is input from the clutch switch 21 to
The CPU 27 opens the fuel injection valve 35 based on the data detected by the sensors 19, 20, 21, and 23 in accordance with the program stored in the ROM 28, that is, the fuel injection time (this is substantially the fuel injection amount). Is calculated). Then, a pulse signal based on the calculation result is output to the fuel injection valve 35 via the I / O device 33.

Further, the CPU 27 performs feedback control on the fuel injection amount of the fuel injection valve 35, and different modes are adopted depending on the connection / disconnection state of the friction clutch 12.

In the clutch connected state, the CPU 27
Performs connection control, and in order to avoid resonance between the frequency generated in the engine 11 and the natural frequency of the vehicle body, the feedback gain is reduced in an arithmetic expression for calculating the fuel injection amount during the feedback control. And CPU2
7 increases the injection amount filter (filter constant) in the filtering process on the calculation result.

On the other hand, in the clutch disengaged state, CP
U27 performs cutting control, and in the feedback control, increases the feedback gain to increase responsiveness to engine vibration. Then, in the filtering process for the calculation result, the injection amount filter (filter constant) is reduced or this filtering process is stopped.

Next, the friction clutch 1 according to this embodiment will be described.
The determination of the connection / disconnection state 2 will be described with reference to the flowchart shown in FIG. Note that the control routine of FIG. 3 is executed by the CPU 27 as a periodic interruption every predetermined time.

When this control routine is started, in step (hereinafter abbreviated as “S”) 101, the CPU 27
Determines whether an ON signal has been input from the clutch switch 21. When the clutch pedal 18 is not depressed and an off signal is input from the clutch switch 21 (S101: NO), the process proceeds to S102.
Then, the CPU 27 determines that the friction clutch 12 is in the connected state, performs the above-described connection control, outputs a control signal to the engine 11, and adjusts the fuel injection amount. Thereafter, this routine ends.

On the other hand, in step S101, when the depression of the clutch pedal 18 is started and an ON signal is input from the clutch switch 21 (YES in step S101), a control signal is output to the timer 29 to start timekeeping, and in step S103.
Proceed to. The timer 29 keeps measuring the time while the interrupt process is repeatedly performed, and is reset when the process passes through S102. In the present embodiment, the elapsed time t1 since the ON signal is input from the clutch switch 21
Corresponds to a predetermined elapsed time.

Here, the connection state of the friction clutch 12 is changed at an intermediate point of the pedal stroke of the clutch pedal 18. For this reason, there may be a case where the timing of the ON signal of the clutch switch 21 for detecting the disengagement state of the friction clutch 12 at the depression start position in the pedal stroke does not coincide with the actual disengagement of the friction clutch 12.

Therefore, the CPU 27 determines the following S103,
In S105 to S107, it is determined whether or not the input ON signal is regarded as the clutch disengaged state based on the vehicle condition. Note that S103, S105 to S107 correspond to predetermined conditions.

More specifically, first, in S103, C
The PU 27 determines whether or not the engine speed input from the engine speed sensor 19 is higher than a predetermined speed stored in the ROM in advance. If the engine speed is higher than the predetermined speed (S103: YE
S), and proceed to S104.

The CPU 27 which has been problematic in the past
The occurrence of a surge or the like due to mismatch of the disconnection timing between the clutch side and the friction clutch 12 side is limited to low rotation. Therefore, when the engine speed is higher than the predetermined speed, it is not necessary to consider a problem such as a surge.
Determines that the friction clutch 12 is in the disconnected state. Then, in S104, the above-described cutting control is performed,
A control signal is output to the engine 11 based on the calculation result, and the fuel injection amount is adjusted. Then, this routine ends.

On the other hand, if the engine speed is lower than the predetermined speed (S103: NO), the process proceeds to S105.
In S105, it is determined whether the vehicle speed input from the vehicle speed sensor 20 is higher than a predetermined speed stored in the ROM in advance. If the vehicle speed is higher than the predetermined speed (S1
05 is YES), the process proceeds to S104. Since the occurrence of the surge or the like is limited to a low vehicle speed, it is not necessary to consider a problem such as a surge at a high vehicle speed higher than a predetermined speed, and the CPU 27 determines that the friction clutch 12 is in a disconnected state. to decide. Then, the cutting control is performed, and this routine ends.

In S105, if the vehicle speed is lower than the predetermined speed (S105: YES), the flow proceeds to S106. In S106, the engine speed (actually measured value, that is, actual engine speed) Rpm input from the engine speed sensor 19 is calculated from the engine speed (measured value) C obtained from the speed comparison map stored in the ROM in advance.
It is determined whether or not it is equal to lutchrpm. In addition, the engine speed Clutchrp obtained from the map
m is a value obtained on the assumption that the friction clutch 12 is in the disconnected state. At this time, the engine speed (actually measured value) Rpm and the engine speed (measured value) Cl
When the deviation from uchirpm is within a predetermined number | α |
The CPU 27 regards both values as equivalent.

The engine speed comparison map is based on the accelerator opening inputted from the accelerator opening sensor 23 and the vehicle speed from the vehicle speed sensor 20.
3 is a three-dimensional map from which chrpm is determined.

Even in a low-speed, low-speed engine region where a surge or the like is likely to occur, there are cases where the friction clutch 12 is in a disconnected state. For this reason, the measured engine speed Rpm and the measured engine speed Clut are used.
When chrpm is equivalent, (Rpm = Clut
chrpm, S106 is YES), the CPU 27 determines that the friction clutch 12 is in the disconnected state, and proceeds to S104. Then, the cutting control is performed, and this routine ends.

On the other hand, in S106, the actual measured value Rpm and the measured value Clutchrpm of the engine speed are compared with Rpm
≠ In the case of Clutchrpm (S106 is NO), S
Proceed to 107. Then, it is determined whether or not the counted time (elapsed time) t1 of the timer 29 has exceeded a predetermined time (determination time stored in the ROM) T.

This is because immediately after the ON signal is inputted from the clutch switch 21, the above-mentioned S106 (Rpm @ Clu) is performed.
(tchrpm), the friction clutch 12 may actually be in the disconnected state if the duration is short. And despite that, CPU
If the connection control is performed by the control unit 27, a problem may occur due to the characteristics of the filtering process in the control. That is, a logic constant (filter constant) that is originally set to avoid resonance between the frequency generated in the engine 11 and the natural frequency of the vehicle main body, the fuel injection amount is determined even though the accelerator pedal 22 is not depressed. They diverge in the direction of increase. In such a case, the rotation of the engine 11 blows up, giving the driver an uncomfortable feeling. Therefore, in S107, it is determined whether or not a predetermined time T has elapsed since the clutch switch 21 was turned on, while preventing the above-described problem.

Time measured by timer 29 (elapsed time) t1
However, if t1 <T (YES in S107), the CPU 2
7 judges that the friction clutch 12 is in the disconnected state,
Go to 04. Then, the cutting control is performed, and this routine ends.

On the other hand, in step S107, the timer 29
If the measured time (elapsed time) t1 of t is t1 ≧ T, (S
107 is NO), and proceeds to S102. And the CPU 27
Although the ON signal is input from the clutch switch 21, it is determined that the friction clutch 12 is actually in the connected state, the connection control is performed, and this routine ends.

As described above, the CPU determines whether the ON signal input from the clutch switch 21 indicates the connected state or the disconnected state of the friction clutch 12.
It is determined at 27. Note that the connection control corresponds to predetermined control.

According to the above embodiment, the following effects can be obtained. (1) In the above embodiment, S103, S105 to S10
7, the engine speed, the vehicle speed, and the elapsed time t1
The CPU 27 considers the input ON signal as a clutch disengaged state, and determines whether or not to perform the disconnection control. If all the conditions in S103, S105 to S107 are satisfied, it is determined that the friction clutch 12 is in the connected state even if the ON signal is input,
Perform cutting control. Therefore, the CPU 27 can perform appropriate control according to the situation of the vehicle, and unlike the related art,
Problems caused by unmatch between the clutch switch 21 and the friction clutch 12 can be avoided.

(2) In the above embodiment, S103 and S
At 105, based on the engine speed and the vehicle speed,
It is determined whether or not the input ON signal is regarded as a clutch disengaged state. For this reason, in an area where a problem such as a surge, such as a low vehicle speed or a low engine speed, is likely to occur, the CPU 27 does not perform the disconnection control even if an ON signal is input from the clutch switch 21. As a result, unlike the related art, it is possible to easily avoid a problem such as a surge generated due to an unmatch between the clutch switch 21 and the friction clutch 12.

(3) In the above embodiment, in S106, the theoretical engine speed Clutchrpm in the clutch disengaged state is determined from the accelerator opening and the vehicle speed, and the actual engine speed Clutchrpm is detected by the engine speed sensor 19. It is determined whether or not the engine rotation speed Rpm is equal to a certain width. Therefore, the CPU 27 can easily and accurately determine appropriate control to be executed.

The CPU 27 determines that even if the vehicle speed is low and the engine speed is low, the clutch rpm =
If it is Rpm, cutting control is performed. Therefore, in spite of a situation where a problem such as a surge such as low rotation and low speed is likely to occur, it is possible to prevent the CPU 27 from making an erroneous determination when the actual friction clutch 12 is in the disconnected state.

(4) In the above-described embodiment, the timer 29 is provided for counting the time t1 elapsed after the ON signal from the clutch switch 21 is input to the CPU 27. In S107, the low rotation speed, the low speed, and the engine rotation speed Rpm are set. {Circle around (5)} Only when the state of the engine speed Clutchrpm has passed the predetermined time T or more, the CPU 27 performs connection control. Therefore, immediately after the input of the ON signal, the connection control is not erroneously performed even though the actual friction clutch 12 is in the disengaged state, and the trouble at that time can be avoided.

(5) In the above embodiment, the engine speed sensor 19, the vehicle speed sensor 20, and the vehicle speed sensor 20 are used to determine whether the ON signal input from the clutch switch 21 is valid.
An accelerator opening sensor 23 was used. These sensors 1
Since 9, 20, and 23 are sensors conventionally used in vehicles, it is not necessary to newly provide sensors. Therefore, it is possible to realize high performance detection of the clutch state without increasing the cost.

The above embodiment may be modified as follows. In the above embodiment, in S106, the theoretical engine speed Clutchrpm in the clutch disengaged state is determined from the accelerator opening and the vehicle speed, and the engine speed C is calculated.
It is determined whether the friction clutch 12 is in the disengaged state by comparing luchrpm with the actual engine speed Rpm detected from the engine speed sensor 19, but may be changed as follows.

That is, a shaft speed sensor is provided on the input shaft 16 of the transmission 13 in the friction clutch 12, and a speed R 1 detected by the shaft speed sensor and an engine speed detected by the engine speed sensor 19. R
The connection / disconnection state of the friction clutch 12 is determined based on the deviation from pm. If R1 = Rpm, S1
Go to 04. On the other hand, if R1 ≠ Rpm, S1
Proceed to 07. Even in this case, the same effect as the effect (3) in the above embodiment can be obtained. The engine speed sensor 19 corresponds to the first speed detecting means, and the shaft speed sensor corresponds to the second speed detecting means. Further, the engine speed Rpm detected by the engine speed sensor 19 corresponds to the input side speed, and the speed R1 detected by the shaft rotation sensor corresponds to the output side speed. R1 = Rp
m allows a predetermined number of deviations.

In the above embodiment, in S107, it was determined whether or not the elapsed time t1 since the ON signal was input to the CPU 27 was within the predetermined time T, but S107 may not be provided. In such a case, the timer 29 is not required to determine the clutch state.

The elapsed time t1 is determined by the ON signal C
If it is not after the input to the PU 27 but after the input of the ON signal, for example, the elapsed time from where the NO is determined in S103 or the like may be used.

In the above embodiment, S103 and S10
At 5, it was determined whether or not the engine speed and the vehicle speed were included in an area where a problem such as a surge was likely to occur. It may be determined whether the situation is likely to occur. When the determination is made based only on the engine speed, the vehicle speed sensor 20 is not required for detecting the clutch state. On the other hand, when the determination is made based only on the vehicle speed, the engine speed sensor 19 is not necessary for detecting the clutch state. Further, S103 and S105 may not be provided.

[0060]

As described above in detail, according to the first aspect of the present invention, the control according to the clutch disengagement or connection by the control means is appropriately performed, and the control is generated by the mismatch between the operation position detection means and the clutch mechanism. Avoid problems.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, control is performed by comparing the theoretical engine speed in the clutch disengaged state with the actually measured value of the engine speed. Appropriate control according to the clutch disconnection or connection by means can be easily realized without erroneous determination.

According to the third aspect of the invention, in addition to the effect of the second aspect of the invention, the control means determines whether at least one of the engine speed and the vehicle speed is higher than the predetermined speed or the predetermined speed. By adding to the determination condition of the control selection, it is possible to perform appropriate control with less trouble.

According to the invention of claim 4, in addition to the effect of the invention of claim 2 or 3, the control means can select appropriate control based on the elapsed time without more trouble. According to the fifth aspect of the present invention, the input-side rotational speed and the output-side rotational speed of the clutch mechanism are compared, and the input-side rotational speed and the output-side rotational speed are compared. The same effects as the effects of the invention are exerted.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a clutch state detection device according to an embodiment.

FIG. 2 is a block diagram showing the same electrical configuration.

FIG. 3 is a flowchart showing a determination of a connection / disconnection state of a clutch.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 11 ... Engine, 12 ... Friction clutch (clutch mechanism), 13 ... Transmission, 18 ... Clutch pedal (Clutch operating means), 19 ... Engine speed sensor (Engine speed detecting means, situation parameter detecting means), 20 ... Vehicle speed sensor (Vehicle speed detecting means, situation parameter detecting means), 21 ... clutch switch (clutch operating position detecting means), 22 ... accelerator pedal (accelerator operating means), 23 ... accelerator opening sensor (accelerator operating amount detecting means, situation parameter detecting means) ), 26: ECU (control means), 29: timer (time measuring means).

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Nobumasa Nakamura 2-1-1 Toyota-cho, Kariya-shi, Aichi F-term in Toyota Industries Corporation (reference) 3J057 AA07 BB02 GA64 GB02 GB05 GB12 GB18 GB36 HH01 JJ01

Claims (5)

[Claims] 1. A clutch state detecting device applied to a vehicle comprising: a clutch mechanism for connecting and disconnecting torque transmission between an engine and a transmission; and a clutch operating means for operating the clutch mechanism. Any one of the following: an operation position detection unit that detects based on an operation position of the clutch operation unit; a situation parameter detection unit that detects a situation parameter of the vehicle; and when the operation position detection unit detects a disconnected state, A control means for performing predetermined control according to the clutch engagement state when the situation parameter detected at that time does not satisfy a predetermined condition. 2. The vehicle control apparatus according to claim 1, wherein the condition parameter detecting means includes engine speed detecting means for detecting an engine speed, accelerator operating amount detecting means for detecting an operating amount of an accelerator operating means, and vehicle speed detecting means for detecting a vehicle speed. Including
The predetermined condition is that the theoretical engine speed in the clutch disengaged state determined based on the operation amount of the accelerator operation means and the vehicle speed, and the measured value of the engine speed detected by the engine speed detection means. The clutch state detecting device according to claim 1, wherein the device includes whether or not they match. 3. The predetermined condition is whether the engine speed detected by the engine speed detecting means is higher than a predetermined speed, and whether the vehicle speed detected by the vehicle speed detecting means is higher than a predetermined speed. The clutch state detecting device according to claim 2, further comprising at least one of the following. 4. The apparatus according to claim 2, wherein the status parameter detecting means further includes a time measuring means for measuring a predetermined elapsed time after the operation position detecting means detects a disconnection state. Clutch state detection device. 5. The condition parameter detecting means includes first rotational speed detecting means for detecting an input-side rotational speed of the clutch mechanism, and second rotational speed detecting means for detecting an output-side rotational speed. 2. The clutch state detection device according to claim 1, wherein the predetermined condition includes whether the input-side rotational speed is equal to the output-side rotational speed. 3.