JP2003343716A - Control device of clutch - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a clutch capable of restraining occurrence of rattling on a motive power transmission device in the case when torque fluctuation of a driving force source occurs. <P>SOLUTION: This control device of the clutch to control a torque transmission state of the clutch is constituted so that torque of the driving force source is transmitted to the motive power transmission device through the clutch and so that torque output from the motive power transmission device is transmitted to a wheel and it is furnished with rattling determination means (steps S3, S5), a load of the driving force source and to determine whether rattling occurs in the motive power transmission device or not with a boundary of a case when driving force is generated on the wheel and a case when it is not generated and torque transmission state control means (steps S4, S6) to control the torque transmission state of the clutch in accordance with a determination result of the rattling determination means (S3, S5). <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch control device configured to transmit torque of a driving force source to wheels via a clutch and a power transmission device.

[0002]

2. Description of the Related Art Generally, as a power train of a vehicle, a structure in which engine power is transmitted to wheels via a clutch and a gear shift mechanism is known. In such a power train, the torque transmitted from the engine to the gear shift mechanism can be controlled by controlling the torque capacity of the clutch. An example of such a clutch control device is described in Japanese Patent Laid-Open No. 6-193727. The power train described in this publication is configured so that the torque of the internal combustion engine is transmitted to the wheels via the torque converter and the automatic transmission. A lockup clutch is provided in parallel with the torque converter. Further, a muffled sound / vibration detection means is provided for detecting the muffled sound itself generated in the vehicle interior, or for estimating the muffled sound from the vibration of the vehicle body or the like.

In the power train described in this publication, the torque of the internal combustion engine is transmitted to the automatic transmission through the torque converter when the lockup clutch is released, while the internal combustion engine is engaged when the lockup clutch is engaged. The engine torque is transmitted to the automatic transmission via the lockup clutch. Then, due to the torque transmission from the internal combustion engine to the automatic transmission, a muffled sound generated in the vehicle interior or a vibration that increases and decreases together with the muffled sound is detected, and the detected muffled sound or vibration level is equal to or higher than the determination level. At the time of, the control for increasing the slip amount of the lock-up clutch is performed, and it is said that it is possible to prevent the comfortability in the room from being deteriorated due to the muffled noise.

[0004]

By the way, a gear transmission, a winding transmission, a traction transmission, and the like are known as transmissions used in transmissions. Among them, the gear transmission transmits power by meshing the gears with each other, and backlash is set in the meshing portions of the gears. On the other hand, an internal combustion engine for a vehicle has a characteristic that torque fluctuations occur in a predetermined operating range, and when the torque fluctuations are input to the transmission, gears forming a part of the transmission are There was a possibility that rattling would occur at the meshing part. However, the control device for the lock-up clutch described in the above publication does not describe anything about rattling of the transmission, and how to control the lock-up clutch for rattling of the transmission. ,
There was room for improvement.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a clutch control device capable of appropriately controlling a clutch when a torque fluctuation of a driving force source occurs. There is.

[0006]

In order to achieve the above object, the invention of claim 1 is such that the torque of the driving force source is transmitted to the power transmission device via the clutch and the power is transmitted to the power transmission device. In the clutch control device configured to transmit the torque output from the transmission device to the wheels and controlling the torque transmission state of the clutch, the torque fluctuation of the driving force source is transmitted to the power transmission device. In, whether or not rattling occurs in this power transmission device, the load of the driving force source, on the basis of the boundary between the case where the driving force is generated and the case where the driving force is not generated,
It is characterized in that it is provided with a backlash determining means for making a determination and a torque transmission state control means for controlling the torque transmission state of the clutch based on the determination result of the backlash determining means. In this claim 1, "determining whether or not rattling occurs in the power transmission device"
Includes a case where backlash is actually generated in the power transmission device and a case where backlash is predicted to be generated in the power transmission device.

According to the invention of claim 1, the torque of the driving force source is transmitted to the power transmission device via the clutch, and the torque output from the power transmission device is transmitted to the wheels to drive the vehicle. Power is generated. At this time, if torque fluctuation of the driving force source occurs, at the engaging portion of the power transmission device,
Rattling and noise may occur. Therefore,
Whether or not rattling occurs in the power transmission device is judged based on the boundary between the case where the driving force source is the load and the case where the driving force is not generated, and based on the result of the judgment. The torque transmission state of the clutch is controlled.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the rattling striking determination means is provided with the rattling striking as the physical quantity related to the rotation speed of the input member of the power transmission device increases. The width of the load region of the driving force source that is determined to occur is set to be narrow.

According to the invention of claim 2, the same operation as that of the invention of claim 1 occurs. Occasionally, when the physical quantity related to the rotational speed of the input member of the power transmission device increases, the inertial force of the input member increases, so that even if torque fluctuation occurs in the driving force source, the return of the input member is suppressed and rattling occurs. Hitting is less likely to occur. Therefore, in such a region in which rattling is unlikely to occur, the load region of the driving force source that is determined to cause rattling is narrowed.

According to a third aspect of the present invention, in addition to the structure of the first or second aspect, the torque transmission state control means determines the torque of the clutch when the backlash determining means determines that backlash occurs. The function to reduce the capacity,
Further, it is characterized by being provided.

According to the invention of claim 3, in addition to the same operation as the invention of claim 1 or 2, when a torque fluctuation of the driving force source occurs, rattling and abnormal noise are generated in the power transmission device. Occurrence is suppressed.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION (First Embodiment) Next, the structure of a vehicle to which the present invention can be applied will be described with reference to FIG. In the vehicle 1 shown in FIG. 2, a torque converter 4 as a fluid transmission device, an automatic transmission 5, and a differential 26 are provided in a power transmission path between the engine 2 and the wheels 3. First, engine 2
Is a power plant of the type that burns fuel to output power. An internal combustion engine is used as the engine 2. As the internal combustion engine, depending on the type of fuel, for example, any one of a gasoline engine, an LPG engine, a diesel engine, a methanol engine, a hydrogen engine and the like can be used.

As the engine 2, a variable cylinder engine, a high compression ratio engine or the like can be used. Here, the variable cylinder engine means an engine capable of changing the number of cylinders to which fuel is supplied. Further, the high compression ratio engine means an engine in which the volume of the combustion chamber is relatively (relatively) smaller than the stroke volume of the piston in the cylinder.

The torque converter 4 transmits power between the crankshaft 6 of the engine 2 and the input member 7 of the automatic transmission 5 by the kinetic energy of fluid. The torque converter 4 includes a pump impeller 8 connected to the crankshaft 6, a turbine runner 9 connected to the input member 7, and a stator 10 attached to a casing (not shown) of the automatic transmission 5. is doing. A lockup clutch 11 is provided in parallel with the torque converter 4. A hydraulic chamber (not shown) for controlling the engagement state of the lockup clutch 11 is provided. By controlling the hydraulic pressure of the hydraulic chamber, the engagement pressure of the lockup clutch 11, in other words, the crankshaft 6 The capacity of the torque transmitted between the input member 7 and the input member 7 changes. Lockup clutch 11
The engagement state of 1 includes a complete engagement state, a slip state, and a complete release state.

Further, the automatic transmission 5 has a plurality of planetary gear mechanisms (not shown) and a friction engagement device (not shown) for switching power transmission paths. A backlash is set at the meshing portion of the gears 5A and 5B that form the planetary gear mechanism. Further, as the automatic transmission 5, for example, a name transmission in which 5 forward gears and 1 reverse gear can be set can be used. in this case,
As a shift position for controlling the automatic transmission 5, P
It is possible to select (parking) position, R (reverse) position, N (neutral) position, D (drive) position, 4 position, 3 position, 2 position, L (low) position, and the like. Then, by switching the engagement / release state of the friction engagement device, the ratio of the rotation speed of the input member 7 and the rotation speed of the output member 12, that is, the gear ratio (gear stage) is changed stepwise, in other words, non-existent. It can be controlled continuously.

A hydraulic control device 13 for controlling the engagement state of the lock-up clutch 11 and the engagement / release state of the friction engagement device of the automatic transmission 5 is provided. The hydraulic control device 13 has a hydraulic circuit (not shown) to which the oil discharged from the oil pump is supplied, a solenoid valve (not shown) arranged in the hydraulic circuit, and the like.

Further, an electronic control unit 14 is provided as a controller for controlling the engine 2, the automatic transmission 5 and the lockup clutch 11. The electronic control unit 14 is composed of a central processing unit (CPU), a storage device (ROM, RAM), and a microcomputer mainly including an input / output interface. The electronic control unit 14 includes an accelerator opening sensor 1
5 signal, a signal from the input rotation speed sensor 16 that detects the rotation speed of the input member 7, a signal from the output rotation speed sensor 17 that detects the rotation speed of the output member 12, a signal from the brake switch 18, and a throttle opening sensor 19 A signal, a signal from the engine speed sensor 25, a signal from the shift position sensor 27, etc. are input. The vehicle speed is calculated based on the signal from the output rotation speed sensor 17, and the accelerator opening sensor 15
The required torque is calculated on the basis of the signal and the vehicle speed.

The electronic control unit 14 stores engine control data for controlling the engine output, lockup clutch control data for controlling the lockup clutch 11, shift control data for controlling the automatic transmission 5, and the like. Remembered Then, based on the data stored in the electronic control unit 14 and the signal input to the electronic control unit 14, the engine output, the engagement state of the lockup clutch 11 and the gear ratio of the automatic transmission 5 are controlled. It In the power train shown in Figure 2,
The torque output from the engine 2 is transmitted to the automatic transmission 5 via the torque converter 4 or the lockup clutch 11, and the torque output from the automatic transmission 5 is applied to the wheels 3 via the differential 26. It is transmitted and a driving force is generated.

Next, the control of the engagement state of the lockup clutch 11 will be described. First, when the lockup clutch 11 is completely released, the crankshaft 6
Power is transmitted between the input member 7 and the input member 7 by the kinetic energy of the fluid. The lockup clutch 1
When 1 is completely released, the torque transmitted between the crankshaft 6 and the input member 7 in a state where the speed ratio between the crankshaft 6 and the input member 7 is within a predetermined range (so-called torque converter range). But the stator 10
Is amplified by the function of.

On the other hand, the lockup clutch 11
Is completely engaged, the power is transmitted between the pump impeller 8 and the turbine runner 9 by the frictional force (engagement force) of the lockup clutch 11. That is,
The power loss is suppressed and the fuel economy of the engine 2 is improved.
When the lockup clutch 11 is completely engaged, the crankshaft 6 and the input member 7 rotate integrally.

On the other hand, the slip state of the lock-up clutch 11 is a state in which the engagement pressure of the lock-up clutch 11 is controlled to be higher than the completely released state and lower than the completely engaged state. is there. That is, although the friction members forming the lockup clutch 11 are in contact with each other, a predetermined rotational speed difference is generated between the crankshaft 6 and the input member 7.

By the way, when a diesel engine is used as the engine 2, a high compression ratio engine is used, or the number of cylinders supplied with fuel in the variable cylinder engine is
When the number of cylinders is set to be smaller than the maximum number of cylinders, large torque fluctuations occur in the partial region (partial operating region) of the engine 2. When such a variation in engine torque is transmitted to the automatic transmission 5, rattling and abnormal noise due to backlash may occur at the meshing portions of the gears 5A and 5B that form the planetary gear mechanism. . The rattling means that the meshed gears 5A and 5B collide with each other to generate an impact load of a predetermined value or more.

In view of this, in this embodiment, the control example shown in FIG. 1 is executed to suppress rattling and abnormal noise in the meshing portion of the gears 5A and 5B.
In this embodiment, the map shown in FIG. 3 is used when controlling the engagement state of the lockup clutch 11.

In the map of FIG. 3, the horizontal axis represents the vehicle speed and the vertical axis represents the throttle opening. A boundary line A1 indicated by a broken line means a throttle opening degree at which the driving force of the wheels 3 becomes zero, and a region B1 of the throttle opening degree lower than the boundary line A1 is covered by the engine 2. It means that it is in a driving state. The complete engagement region C1 of the lockup clutch 11 is set in a region equal to or higher than the predetermined vehicle speed, and the complete release region D1 of the lockup clutch 11 is set in a region less than the predetermined vehicle speed. Further, a rattling occurrence region E1 shown by diagonal lines is set in the complete engagement region C1. A boundary line A1 is formed in the backlash occurrence area E1.
Is included, and the width h of the throttle opening that is determined to be the backlash occurrence region E1 as the vehicle speed increases
1 is set to be narrow.

Then, in the flowchart of FIG. 1, it is judged whether or not the condition for increasing the engagement pressure of the lockup clutch 11 is satisfied (step S1). Specifically, when the vehicle speed and the throttle opening amount reach the complete engagement region C1 in FIG. 3, a positive determination is made in step S1. Then, it is determined whether or not the control for increasing the engagement pressure of the lockup clutch 11 has already been executed (step S2).

When a negative determination is made in step S2, it is determined whether or not the vehicle speed and the throttle opening are in the rattling occurrence area E1 (step S3). When a negative determination is made in step S3, control for increasing the engagement pressure of the lockup clutch 11 is started (step S4), and this control routine is ended. On the other hand, if the determination in step S3 is affirmative, the control routine ends without increasing the engagement pressure of the lockup clutch 11.

If the determination in step S2 is affirmative, it is determined whether the vehicle speed and the throttle opening are in the backlash occurrence area E1 (step S).
5). If a negative determination is made in step S5,
The control for increasing the engagement pressure of the lockup clutch 11 is continued, and this control routine is ended. On the other hand, if the determination in step S5 is affirmative, the control for increasing the engagement pressure of the lockup clutch 11 is terminated (step S6), and this control routine is terminated.

Further, if the determination in step S1 is negative, for example, if the vehicle speed and the accelerator opening are in the complete disengagement region D1, whether or not the lockup clutch 11 is completely engaged at this time. It is determined whether or not (step S7). When a positive determination is made in step S7, the process proceeds to step S6. That is, the control for decreasing the engagement pressure of the lockup clutch 11 is started. On the other hand, if the determination in step S7 is negative, this control routine ends.

Next, another control example of the lockup clutch 11 will be described based on the flowchart of FIG. 4 and the map of FIG. In the map of FIG. 5, the same parts as those of the map of FIG. 3 are designated by the same reference numerals as those of the map of FIG. In the map of FIG. 5, the slip area F1 of the lockup clutch 11 is set. Also,
In the flowchart of FIG. 4, steps having the same control contents as those of the flowchart of FIG. 1 are given the same step numbers as the step numbers of FIG.

In the flow chart of FIG. 4, when the determination in step S3 is affirmative, the control for slipping the lockup clutch 11, more specifically,
By increasing the slip amount, control for reducing the torque capacity of the lockup clutch 11 is executed (step S11), and this control routine ends. Also, if the determination in step S5 is affirmative, the process proceeds to step S11.

On the other hand, if the determination in step S5 is negative, it is determined whether or not the lockup clutch 11 is currently slipped (step S1).
2). When a positive determination is made in step S12, control for switching the lockup clutch 11 from the slip state to the completely engaged state is started (step S1).
3) The control routine is finished. Note that step S
Even when the determination is negative in 12, the control routine is ended.

As described above, according to the control examples of FIGS. 1 and 4, the backlash occurrence area E1 is set so as to include the boundary line A1 shown in the maps of FIGS. 3 and 5, and the backlash occurrence area E1 is set. Then, control for reducing the torque capacity of the lockup clutch 11 is performed. That is, the wheel 3
The torque capacity of the lockup clutch 11 can be appropriately controlled based on the boundary between the case where the driving force is generated and the case where the driving force is not generated. Therefore, even if the torque of the engine 1 changes greatly, this torque fluctuation is
It becomes difficult to be transmitted to.

Therefore, it is possible to suppress the occurrence of rattling and the generation of abnormal noise at the meshing portions of the gears of the automatic transmission 5. Also, FIG. 3 and FIG.
In the map of No. 2, as the vehicle speed increases, the width h of the throttle opening that is determined to be the rattling occurrence area E1.
1 is set narrowly. The reason is that as the vehicle speed increases, the engine speed increases, and among the gears that mesh with each other, the inertial force of the gears on the input side increases, and the return of the gears due to torque fluctuations is suppressed, causing rattling itself. This is because it is less likely to occur.

In the maps of FIGS. 3 and 5, the throttle opening width h1 which is determined to be the backlash hitting area E1 is set narrower as the vehicle speed increases.
As the input speed or the engine speed of the automatic transmission 5 increases, the width h1 of the throttle opening that is determined to be the rattling occurrence area E1 can be set narrow. In addition to the throttle opening and the vehicle speed, whether or not the rattling occurs can be determined based on the accelerator opening, the engine speed, the required torque, and the like.

The correspondence between the functional means described with reference to FIGS. 1 and 4 and the configuration of the present invention will be described. Steps S3 and S5 correspond to the backlash determining means of the present invention. S4, S6, S11, S12, S13
Corresponds to the torque transmission state control means of the present invention. Further, the correspondence between the matters described in this embodiment and the configuration of the present invention will be described. The engine 2 corresponds to the driving force source of the present invention, the lockup clutch 11 corresponds to the clutch of the present invention, The automatic transmission 5 corresponds to the power transmission device of the present invention, the input member 7 of the automatic transmission 5 corresponds to the input member of the power transmission device of the present invention, and the accelerator opening is the load of the driving force source of the present invention. Corresponding to the oil pressure in the hydraulic chamber of the lockup clutch 11, the engagement pressure of the lockup clutch 11, the torque capacity of the lockup clutch 11, the fully engaged state of the lockup clutch 11, the slip state and the fully released state. The invention corresponds to the torque transmission state of the clutch, the boundary line A1 corresponds to the boundary of the invention,
The vehicle speed, the input speed of the automatic transmission 5, and the engine speed are
It corresponds to a physical quantity related to the rotation speed of the input member of the power transmission device of the present invention.

(Second Embodiment) FIG. 6 is a conceptual diagram showing another power train and control system. 6, the same components as those in FIG. 2 are assigned the same reference numerals as those in FIG. 2 and their explanations are omitted. In FIG. 6, a starting clutch 30 is provided in the power transmission path between the crankshaft 6 of the engine 2 and the input member 7 of the gear transmission 31. That is, the torque of the engine 2 is transmitted to the gear transmission 31 via the starting clutch 30, and the torque of the gear transmission 31 is transmitted to the wheels 3 via the differential 26. Further, the gear transmission 31 has gears 32 and 33 that mesh with each other, and the gears 32 and 33 are set with backlash. Further, a switching mechanism (not shown) for switching the power transmission path of the gear transmission 31 is provided, and the hydraulic control device 13 controls the engagement pressure of the starting clutch 30 and the operation of the switching mechanism.

Next, a control example applied to the power train of FIG. 6 will be described based on the flowchart of FIG. 7 and the map of FIG. In the map of FIG. 8, the complete engagement area G1 and the slip area H1 of the starting clutch 30 are set based on the vehicle speed and the required torque. Further, the slip region K1 is set in a region including the boundary line J1 within the complete engagement region G1. The meaning of the boundary line J1 is the same as that of the boundary line A1 described in FIG.

In the flowchart of FIG. 7, first, it is determined whether or not the condition for completely engaging the starting clutch 30 is satisfied (step S21). If the determination in step S21 is negative, this control routine ends. Further, if the determination in step S21 is affirmative, it is determined whether or not backlash occurs (step S22). If the determination in step S22 is positive, control for slipping the starting clutch 30 is performed. (Step S23), and this control routine ends. On the other hand, when a negative determination is made in step S22, control for completely engaging the start clutch fluid transmission 30 is executed (step S24), and this control routine ends.

Here, the correspondence between the functional means described in FIG. 7 and the configuration of the present invention will be described. Step S2
2 corresponds to the rattling determination means of the present invention, and steps S23 and S24 correspond to the torque transmission state control means of the present invention. The correspondence between the matters described in this embodiment and the configuration of the present invention will be described.
0 corresponds to the clutch of the present invention, the gear transmission 31 corresponds to the power transmission device of the present invention, the hydraulic pressure of the hydraulic chamber of the starting clutch 30, the engaging pressure of the starting clutch 30, the fully engaged state of the starting clutch 30. The slip state and the slip state correspond to the torque transmission state of the clutch of the present invention. Correspondence between the other configurations of FIG. 6 and the configuration of the present invention is the same as the correspondence between the configuration of FIG. 2 and the configuration of the present invention.

Although FIGS. 1 to 8 describe the case where the rattling that occurs in the automatic transmission 5 is suppressed, the rattling and the stuttering that occur in the meshing portions of the gears that make up the differential 26 are described. The present invention can also be applied to suppress sound. By the way, shafts (not shown) which form a part of continuously variable transmission (not shown) may be connected by so-called spline connection. That is, due to the meshing of the internal and external teeth,
The shafts are connected to each other. Further, rattling and abnormal noise may occur even in such a spline joint portion. Therefore, the present invention can also be used to suppress rattling and abnormal noise in the spline joint portion between shafts. That is, the automatic transmission 5, the gear transmission 31, and the differential 2
6. The connecting portion between the shafts of the continuously variable transmission is also included in the power transmission device of the present invention. The continuously variable transmission is
The continuously variable transmission is capable of continuously controlling its speed ratio, and examples of the continuously variable transmission include a belt type continuously variable transmission and a toroidal continuously variable transmission.

Then, the automatic transmission 5 and the gear transmission 3
1 and the differential 26, and the connecting portions of the shafts have gears that mesh with each other,
The power transmission device can also be referred to as a gear transmission. Further, as the clutch, an electromagnetically controlled clutch can be used instead of the hydraulically controlled clutch. In this case, the electromagnetic force corresponds to the torque transmission state of the present invention. It is also possible to provide a torque sensor for detecting the torque input to the power transmission device and determine whether or not backlash is actually generated in the power transmission device based on the detection signal.

The "rattle hitting judgment means" described in the claims should be read as "rattle hit judging device" or "rattle hit judging controller", and "torque transmission state control means" should be replaced with "torque transmission status". It can be read as "controller" or "controller for controlling torque transmission state". Furthermore, the "backlash determining means" is replaced with the "backlash determining step", and the "torque transmission state control means" is read.
Can be read as "torque transmission state control step" and "clutch control device" can be read as "clutch control method".

[0043]

As described above, according to the invention of claim 1,
Whether or not rattling occurs in the power transmission device is judged based on the boundary between the case where the driving force source is the load and the case where the driving force is not generated, and based on the result of the judgment. The torque transmission state of the clutch can be controlled appropriately.

According to the invention of claim 2, the same effect as that of the invention of claim 1 can be obtained. Further, when the physical quantity related to the rotational speed of the input member of the power transmission device increases, the inertial force of the input member also increases, so that even if torque fluctuation occurs in the driving force source, the return of the input member is suppressed and rattling occurs. Hitting is less likely to occur. Therefore, in such a region in which rattling is unlikely to occur, the width of the load region of the driving force source that is determined to cause rattling is narrowed. Therefore, it is possible to further improve the accuracy of determining the backlash.

According to the invention of claim 3, in addition to the same effect as the invention of claim 1 or 2, when the torque fluctuation of the driving force source occurs, rattling and abnormal noise are generated in the power transmission device. It is possible to surely suppress the occurrence of.

[Brief description of drawings]

FIG. 1 is a flowchart showing a control example of the present invention.

FIG. 2 is a conceptual diagram showing a power train and a control system of a vehicle to which the control example of FIG. 1 is applied.

FIG. 3 is a map used in the control example of FIG.

FIG. 4 is a flowchart showing another control example of the present invention.

5 is a map used in the control example of FIG.

FIG. 6 is a conceptual diagram showing another example of a power train and a control system of a vehicle to which the present invention is applied.

7 is a flowchart showing an example of control applied to the vehicle of FIG.

FIG. 8 is a map used in the control example of FIG.

[Explanation of symbols]

2 ... Engine, 3 ... Wheels, 5 ... Automatic transmission, 11
… Lockup clutch, 14… Electronic control unit, 2
6 ... Differential, 30 ... Starting clutch, 31
… Gear transmission.

Claims (3)

[Claims] 1. The torque of the clutch is configured such that the torque of the driving force source is transmitted to a power transmission device via a clutch, and the torque output from the power transmission device is transmitted to wheels. In a clutch control device for controlling a transmission state, when torque fluctuation of the driving force source is transmitted to the power transmission device, it is determined whether or not rattling occurs in the power transmission device. Based on the boundary between the case where the driving force is generated at the wheel and the case where the driving force is not generated, the rattling judgment means for judging, and the torque transmission of the clutch based on the judgment result of the rattling judgment means. A control device for a clutch, comprising: a torque transmission state control means for controlling a state. 2. The backlash determining means narrows the width of the load region of the driving force source that determines that the backlash occurs as the physical quantity related to the rotation speed of the input member of the power transmission device increases. The clutch control device according to claim 1, wherein the clutch control device is set. 3. The torque transmission state control means further comprises a function of reducing the torque capacity of the clutch when the backlash determining means determines that backlash occurs. Claim 1 or 2
The clutch control device described in 1.