JP2005042814A - Automatic driving-force connecting and disconnecting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To attain an improvement in substantial fuel efficiency by preventing a rotating force from a vehicle wheel side from being transmitted to an engine at coasting travel. <P>SOLUTION: The device is composed of a clutch 1 provided between an automatic transmission 3 in a driving force transmitting route for transmitting a driving force from the engine 5 of an automobile to rear wheels 13 through the automatic transmission 3 and respective rear wheels 13, an accelerator switch for detecting the coasting travel of the automobile, a brake switch and an inclination sensor for detecting the engine-brake requiring travel of the automobile, and a controller 17 for controlling the clutch 1 to a disengaging state during the coasting travel detected by the accelerator switch and to a connected state during the engine brake requiring travel. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a driving force automatic interrupting device for an automobile.

  Examples of conventional automatic driving force interrupting devices for automobiles include those shown in FIGS. FIG. 8 is a skeleton plan view of a four-wheel drive vehicle, and FIG. 9 is a cross-sectional view of a driving force automatic interrupting device.

  As shown in FIG. 8, the driving force automatic interrupting device 201 is interposed in the propeller shaft 203. The input side 203a of the propeller shaft 203 is coupled to the transfer 205 side. The transfer 205 transmits the driving force transmitted from the engine via the transmission 209 to the left and right front wheels 211, and transmits the driving force to the rear differential device 213 via the propeller shaft 203 and the driving force automatic interrupting device 201. It has become. A driving force is transmitted from the rear differential device 213 to the left and right rear wheels 215.

  The driving force automatic interrupting device 201 is as shown in FIG. That is, a one-way clutch 219 disposed in the case 217 and a pre-torque generator 221 are provided between the input side 203a and the output side 203b of the propeller shaft 203. In the accelerator-off state, the one-way clutch 219 is disengaged and torque transmission is performed only by the pre-torque generator 221. When the accelerator is turned on, the rotational speed of the input side 203a of the propeller shaft 203 is increased, the one-way clutch 219 is engaged, and the driving force is transmitted from the input side 203a to the output side 203b via the one-way clutch 219. Is driven to a four-wheel drive state.

  However, in the above structure, when coasting with the accelerator off, the rotational force of the front wheels 211 is input to the engine 207 via the transfer 205 and the transmission 209, and the rotational force of the rear wheels 215 is applied to the rear differential device. 213, which is input to the engine 207 via the pre-torque generator 221 of the automatic driving force interrupting device 201, the propeller shaft 203, the transfer 205, and the transmission 209, and the engine brake of the engine 207 is automatically activated even during coasting. Was in a state of working. For this reason, there is a lot of waste of fuel, which has led to a limit in improving fuel consumption.

JP 9-95150 A

  The problem to be solved was that the engine brake was automatically activated even during coasting. For this reason, there is a lot of waste of fuel, and this is the point that has caused a limit in improving fuel efficiency.

  According to a first aspect of the present invention, there is provided an intermittent means provided between the transmission and each wheel side of the driving force transmission path for transmitting driving force from the engine of the vehicle to the wheel side via the transmission, A coasting traveling detecting means for detecting coasting traveling, an engine brake necessary traveling detecting means for detecting engine braking necessary traveling of the automobile, and the intermittent means being shut off during coasting traveling detected by the coasting traveling detecting means And a control means for controlling the connected state when the engine brake is required traveling detected by the engine brake necessary traveling detecting means.

  According to a second aspect of the present invention, there is provided the driving force automatic interrupting device according to the first aspect, wherein the control means controls rotation of the engine corresponding to a vehicle speed when controlling the intermittent means from the shut-off state to the connected state. It is characterized by being performed after matching the number.

  The invention of claim 3 is the automatic driving force intermittent device according to claim 1 or 2, wherein the transmission is an automatic transmission capable of semi-automatic operation, and is provided with a semi-automatic operation detection means for detecting the semi-automatic operation, The control means is characterized in that when the semi-automatic driving detecting means detects semi-automatic driving, the intermittent means is controlled to be cut off after the detected coasting has continued for a set time.

  The invention according to claim 4 is the automatic driving force interrupting device according to any one of claims 1 to 3, wherein when the engine brake required travel detection means detects the engine brake required travel of the automobile, The connected state of the intermittent means is maintained for a set time after the coasting detection means detects the coasting by releasing the depression of the accelerator pedal.

  According to the first aspect of the present invention, the intermittent means provided between the transmission and each wheel side of the driving force transmission path for transmitting the driving force from the engine of the vehicle to the wheel side via the transmission, A coasting traveling detecting means for detecting coasting traveling, an engine brake necessary traveling detecting means for detecting engine braking necessary traveling of the automobile, and the intermittent means being shut off during coasting traveling detected by the coasting traveling detecting means And the connected state can be controlled when the engine brake is required.

  Therefore, when the automobile is traveling forward, the intermittent means is connected to transmit the driving force from the engine to the wheels, so that the forward traveling can be performed smoothly. When the engine brake is necessary, the engine brake can be activated by transmitting the rotational force from the wheel side to the engine via the intermittent means.

  In addition, during coasting, the intermittent means is cut off so that the rotational force from the wheel side is not transmitted to the engine, so that unnecessary engine braking does not work, and fuel efficiency can be significantly improved.

  Furthermore, when the transmission is an automatic transmission, the torque converter is not rotated by transmission of torque from the wheels during coasting, and the torque converter can be protected.

  Further, when the transmission is an automatic transmission, it is possible to perform the towing operation without removing the propeller shaft by simply interrupting the intermittent means when towing the vehicle, and the towing operation can be performed very easily.

  According to a second aspect of the present invention, there is provided the driving force automatic interrupting device according to the first aspect, wherein the control means rotates the engine corresponding to a vehicle speed when the intermittent means is controlled from the shut-off state to the connected state. Since it is performed after matching the number, the connection by the intermittent means can be smoothly performed with little impact.

  The invention according to claim 3 is the automatic driving force intermittent device according to claim 1 or 2, wherein the transmission is an automatic transmission capable of semi-automatic operation, and is provided with semi-automatic operation detection means for detecting the semi-automatic operation, The control means changes the shift position in order to control the intermittent means to the cut-off state after the detected coasting travels for a set time when the semi-automatic operation detection means detects semi-automatic operation. Even if it is detected that the vehicle is coasting, the semi-automatic traveling can be performed smoothly without interrupting the interrupting means if the change operation is completed within the set time and the normal driving is resumed.

  The invention according to claim 4 is the automatic driving force interrupting device according to any one of claims 1 to 3, wherein when the engine brake required travel detection means detects the engine brake required travel of the automobile, Since the coasting detection means detects the coasting by releasing the depression of the accelerator pedal, the connection state of the intermittent means is maintained for a set time, so that the engine brake can be activated immediately when the brake pedal is depressed.

  The purpose of drastically improving fuel efficiency was achieved by controlling the intermittent means without compromising the characteristics of the engine brake.

  1 and 2 relate to Embodiment 1 of the present invention. FIG. 1 is a skeleton plan view of a two-wheel drive vehicle equipped with an automatic driving force interrupting device, and FIG. 2 is a block diagram of the driving force interrupting device.

  First, as shown in FIG. 1, the clutch 1 as the intermittent means is attached to the output side of the automatic transmission 3, for example. The clutch 1 can be constituted by, for example, a powder clutch, an electromagnetic drive multi-plate clutch, an electromagnetic drive cone clutch, an electromagnetic drive dog clutch, or the like.

  The powder clutch applies a fastening force to the magnetic powder between the input and output rotating bodies by energization control of the electromagnet, and transmits torque between the rotating bodies. The electromagnetic multi-plate clutch fastens the multi-plate clutch due to the movement of the armature by electromagnetic force. At the time of this fastening, a pilot clutch and a main clutch can be provided, and the fastening force of the pilot clutch by the armature can be amplified by a cam mechanism, and the amplified force can be applied to the main clutch and fastened. The electromagnetically driven cone clutch transmits torque by contacting and separating opposing cone surfaces by electromagnetic force. The electromagnetic drive dog clutch engages and disengages the dog clutch by driving an electromagnet to transmit and shut off torque.

  The automatic transmission 3 can select auto-cruise traveling by a button operation or the like at the driver's seat. The automatic transmission 3 has a semi-automatic operation function. In the semi-automatic operation of the automatic transmission 3, for example, the automatic transmission 3 can be manually changed from the original automatic operation by tilting the shift lever to the semi-automatic operation side.

  A driving force from the engine 5 is transmitted to the automatic transmission 3. In addition to the clutch 1, an original starting clutch is provided between the automatic transmission 3 and the engine 5. A propeller shaft 9 is connected to the output shaft 7 of the clutch 1. The propeller shaft 9 is connected to a rear differential device 11 so that driving force is transmitted from the rear differential device 11 to left and right rear wheels 13 as wheels. The driving force is not transmitted to the front wheels 15, and only the steering is performed.

  Accordingly, the driving force is transmitted from the engine 5 to the transmission 3 and the clutch 1 via the starting clutch, and torque is transmitted from the output shaft 7 to the propeller shaft 9 and the rear differential device 11. Torque is transmitted from the rear differential device 11 to the left and right rear wheels 13, and the vehicle can travel in a two-wheel drive state.

  A controller 17 as a control means is connected to the actuator of the clutch 1. The controller 17 receives detection signals from a semi-automatic operation switch 19, an auto cruise switch 21, an accelerator switch 23, a brake switch 25, a vehicle speed sensor 27, a shift position sensor 29, an engine speed sensor 31, and a tilt sensor 33. It has become.

  The semi-automatic operation switch 19 is turned on when, for example, the shift lever is tilted from the original automatic operation position to the semi-automatic operation side, and the signal is input to the controller 17.

  The auto cruise switch 21 detects that the vehicle speed has been set by operating a button on the driver's seat or the like and the vehicle has entered auto cruise driving (automatic driving), and inputs the button operation signal or the like to the controller 17.

  The accelerator switch 23 constitutes coasting traveling detection means for detecting coasting traveling of the automobile. The accelerator switch 23 is turned on when the accelerator pedal is depressed, and the detection signal is input to the controller 17. The controller 17 determines that the vehicle is coasting based on the ON signal when the accelerator pedal is depressed.

  The brake switch 25 constitutes an engine brake necessary travel detecting means for detecting the engine brake necessary travel of the automobile. When the brake pedal is depressed, the signal is turned on and the signal is input to the controller 17. The controller 17 determines that the vehicle is in an engine brake-required travel based on an ON signal when the brake pedal is depressed.

  The vehicle speed sensor 27 takes in a speedometer signal and inputs the signal to the controller 17.

  The shift position sensor 29 detects a state in which the shift lever is in a forward drive position, for example, a drive range D, a 1st speed range, a 2nd speed range, and a reverse range R, a parking range P, and a neutral N state. , Input to the controller 17.

  The engine speed sensor 31 detects the speed of the engine 5 and inputs it to the controller 17.

  The inclination sensor 33 constitutes an engine brake necessary travel detecting means for detecting the engine brake necessary travel of the automobile. This inclination sensor 33 detects, for example, the forward downward inclination of the automobile and inputs it to the controller 17.

  The controller 17 controls the clutch 1 by outputting a drive signal to the actuator of the clutch 1 in accordance with the detection signals. The controller 17 controls the clutch 1 to be in a disengaged state when the automobile is coasting, and controls it to be in a connected state when the engine brake is necessary.

  Next, the operation will be described with reference to the flowcharts of FIGS. 3 is an overall flowchart, FIG. 4 is a flowchart of normal clutch control, FIG. 5 is a flowchart of semi-automatic operation clutch control, FIG. 6 is a flowchart of automatic travel clutch control, and FIG. 7 is a flowchart of engine brake clutch control.

  First, when the flowchart of FIG. 3 is executed, a process of “reading each detection value” is executed in step S1. In this process, the controller 17 detects various detection values of the semi-automatic operation switch 19, the auto cruise switch 21, the accelerator switch 23, the brake switch 25, the vehicle speed sensor 27, the shift position sensor 29, the engine speed sensor 31, and the tilt sensor 33. Reading is performed, and the process proceeds to step S2.

  In step S2, a determination process of “is it a forward drive?” Is executed. In this process, the controller 17 makes a determination based on a signal from the shift position sensor 29. This determination is whether or not the vehicle is driving forward. If the shift position of the vehicle is in the drive range D, 1st speed range, 2nd speed range by the signal from the shift position sensor 29, it is determined that the vehicle is a forward drive (YES), and the process proceeds to step S3. If there is no forward drive (NO), the process proceeds to step S4.

  In step S3, a determination process of “Is engine brake necessary?” Is executed. In this process, when the brake pedal is not depressed by the signals from the brake switch 25 and the inclination sensor 33, and when the vehicle is not in the forward downward inclination traveling (NO), it is determined that the engine brake is not necessary, and the process proceeds to step S5. Transition. When the brake pedal is depressed or when the engine brake is required after entering the forward and downward slope running (YES), the process proceeds to step S6.

  In step S5, a determination process of “is it semi-automatic?” Is executed. In this process, it is determined whether or not the vehicle has entered semi-automatic driving based on a signal from the semi-automatic driving switch 19. If the car is semi-automatic driving (YES), the process proceeds to step S7. (NO), the process proceeds to step S8.

  In step S8, a determination process of “automatic running?” Is executed. In this process, it is determined whether or not automatic driving is performed so that the vehicle maintains a constant speed based on a signal from the auto-cruise switch 21, and if automatic driving is performed (YES), a step is performed. The process proceeds to S9, and if automatic traveling is not performed (NO), the process proceeds to Step S10.

  In step S4, the process of “clutch connection” is executed, and the clutch 1 is maintained in the connected state. In step S6, “engine brake clutch control”, “semi-automatic clutch control” in step S7, “automatic clutch control” in step S9, and “normal clutch control” in step S10 are executed, and the process returns to step S1. To do.

In step S10, the flowchart of FIG. 4 is executed, in step S7, the flowchart of FIG. 5 is executed, in step S9, the flowchart of FIG. 6 is executed, and in step S6, the flowchart of FIG.
(Normal clutch control)
Step S10 of FIG. 3 is executed according to the flowchart of FIG. When the flowchart of FIG. 4 is executed, a determination process of “Is the accelerator switch ON?” Is executed in step S101.

  When the accelerator pedal is depressed by the signal from the accelerator switch 23 and the accelerator switch is ON (YES), the process proceeds to step S102, and when the accelerator pedal is not depressed and the accelerator switch is OFF (NO) ), And proceeds to step S106.

  In step S <b> 106, a determination process of “Is the set time elapsed?” Is executed. If the set time has not elapsed (NO), the process of step S101 is repeated, and if the set time has elapsed (YES), the process proceeds to step S103.

  When the accelerator switch is OFF, the vehicle is in a coasting state. Therefore, in step S103, a drive signal is sent from the controller 17 to the clutch 1, and the clutch 1 is controlled to be in the disconnected state. By this interruption, the automobile can coast and can improve fuel efficiency.

  At this time, according to the determination in the step S106, the clutch 1 is not brought into the disengaged state immediately after the depression of the accelerator pedal is released, but is brought into the disengaged state after a set time, for example, 0.5 to 1.0 seconds. This can prevent the engine from abruptly lifting.

  In step S102, a determination process of “is the accelerator switch OFF to ON within the set time?” Is executed. In this process, when the accelerator pedal is depressed to shift to driving traveling from the coasting state where the accelerator pedal is not depressed, the transition is performed within the set time, that is, the accelerator switch is turned from OFF to ON. If this is done within the set time (YES), the process proceeds to step S104. If not (NO), the process proceeds to step S105.

  In step S104, a process of “whether the engine speed matches the speed corresponding to the vehicle speed?” Is executed. In this process, it is determined whether or not the engine 5 whose rotational speed has decreased during coasting has increased to the rotational speed corresponding to the vehicle speed. By this determination, when the rotation of the engine 5 and the rear wheel 13 are synchronized due to the coincidence of the rotation speed (YES), the process proceeds to step S105. Otherwise (NO), the determination of step S104 is repeated.

  In step S105, a “clutch connection” process is executed. By this processing, the controller 17 controls the clutch 1 to the connected state.

  Therefore, when the automobile shifts from coasting to accelerator driving by depressing the accelerator pedal, the engine speed can be synchronized with the rotation of the rear wheel 13, and the transition from coasting to driving is extremely smooth. Can do.

When the process proceeds from step S102 to step S105, since the accelerator pedal is continuously depressed, the connection of the clutch 1 is maintained as it is in step S105.
(Semi-automatic operation clutch control)
Step S7 of FIG. 3 is executed according to the flowchart of FIG. When the flowchart of FIG. 5 is executed, a determination process of “whether the accelerator switch is ON” is executed in step S71. If the accelerator pedal is depressed and the accelerator switch is ON (YES), the process proceeds to step S72. If the accelerator pedal is not depressed and the accelerator switch is OFF (NO), the process proceeds to step S73. Transition.

  Steps S72, S74, and S75 correspond to steps S102, S104, and S105 in FIG. 4, respectively. When the accelerator pedal is continuously depressed by executing steps S72, S74, and S75, the connection of the clutch 1 is continued in step S75, and the transition from coasting to driving is performed within the set time. The rotation of the engine 5 and the rotation of the rear wheel 13 are synchronized, and a smooth transition from coasting to driving can be achieved.

  In step S <b> 73, a determination process of “Is the set time elapsed?” Is executed. In the case of semi-automatic travel, the accelerator pedal is released and the shift lever is operated to change the automatic transmission 3 by one shift or one shift. Since a short time is required until the shift change is completed after the accelerator pedal is released, the set time is determined in step S73 in anticipation of this time. The set time is, for example, 0.5 to 1.0 seconds. During this time, the clutch 1 is not disengaged even when the accelerator pedal is released.

Therefore, when it is determined in step S73 that the set time has not elapsed (NO), the determination process in step S71 is repeated, and when the set time has elapsed (YES), the process proceeds to step S76. By executing “clutch disengagement”, the clutch 1 is disconnected. Therefore, the shift change by the semi-automatic travel can be performed very smoothly.
(Automatic travel clutch control)
Step S9 of FIG. 3 is executed according to the flowchart of FIG. When automatic traveling is being performed, the vehicle speed is set to a constant value by setting a button on the driver's seat, and the vehicle is controlled to travel at this vehicle speed. In this situation, when the flowchart of FIG. 6 is executed, a determination process of “has the vehicle speed reached the set speed?” Is executed in step S91. If the vehicle speed has reached the set speed (YES), the process proceeds to step S92. If not (NO), the determination in step S91 is repeated.

  In step S92, a "clutch disconnection" process is executed, and the clutch 1 is controlled to be disconnected. Therefore, the clutch 1 is automatically disengaged when the vehicle speed reaches the set speed, and the vehicle can automatically shift to coasting.

  The process proceeds from step S92 to step S93, and a determination process of “whether the vehicle speed has fallen below the set range from the set speed” is executed. If the vehicle speed is below the set speed, the control shifts to driving the rear wheels 13 by the engine 5 in order to increase the vehicle speed. For this reason, the clutch 1 also needs to be automatically connected, and steps S94 and S95 are executed. Note that “below the set range from the set speed” means that the speed falls by 5 to 15% from the set speed. If the vehicle speed is not lower than the set speed, the process of step S92 is repeated, the clutch 1 is continuously disengaged, and the coasting is continued.

Steps S94 and S95 correspond to steps S104 and S105 in FIG. 4, and when this process shifts from coasting to driving, the engine speed 5 and the rotation of the rear wheel 13 are synchronized. The clutch 1 is connected, and the transition from coasting to driving can be performed very smoothly.
(Engine brake clutch control)
Step S6 of FIG. 3 is executed by the flowchart of FIG. When the flowchart of FIG. 7 is executed, a determination process of “Is the accelerator switch ON?” Is executed in step S61. If the accelerator pedal is not depressed (NO), the process proceeds to step S62, and if the accelerator pedal is depressed (YES), the process proceeds to step S63.

  In step S62, a determination process of “Is the brake pedal ON?” Is executed. In this process, if the brake pedal is depressed and the brake switch is ON (YES), the process proceeds to step S64. If the brake pedal is not depressed and the brake switch is OFF (NO), the process proceeds to step S64. Transition.

  In step S64, a "clutch connection" process is executed, and the clutch 1 is controlled to be connected.

  Therefore, the accelerator pedal is not depressed by steps S61, S62, and S64, and even when the vehicle is coasting, if the brake pedal is depressed, the clutch 1 is immediately connected and the engine brake can be operated smoothly. .

  In step S65, a process of "A set time has elapsed since the accelerator switch was turned off?" Is executed. If the set time has elapsed (YES), the process proceeds to step S67. Otherwise (NO), a step is performed. The process proceeds to S64. In step S67, disconnection control of the clutch 1 is performed, and in step S64, connection control of the clutch 1 is performed.

  Therefore, even if the accelerator pedal is released and the vehicle shifts to coasting, the clutch 1 remains connected for a set time, for example, 0.5 to 1 second, and the brake pedal is depressed during that time. Thus, if the process proceeds from step S62 to S64, the connection of the clutch 1 is continued and the engine brake can be operated smoothly.

  In step S63, a determination process of “is accelerator switch OFF to ON within set time?” Is executed. If within the set time (YES), the process proceeds to step S66, otherwise (NO), step S64. Migrate to

  In step S66, a determination process of “whether the engine speed matches the speed corresponding to the vehicle speed?” Is executed. If the engine speed corresponds to the vehicle speed (YES), the process proceeds to step S64. If not (NO), step S63 is repeated. Steps S63, S66, and S64 correspond to steps S102, S104, and S105 of FIG. 4, and when the vehicle shifts from coasting to driving by executing steps S63, S66, and S64, the engine 5 The connection control of the clutch 1 can be performed after the rotation and the rotation of the rear wheel 13 are synchronized, and the transition from the coasting traveling to the driving traveling can be performed very smoothly.

  Therefore, when the automobile is traveling forward, the driving force from the engine 5 can be transmitted to the rear wheel 13 by connecting the clutch 1 so that the traveling forward can be performed smoothly. When the engine brake is required, the rotational force can be transmitted from the rear wheel 13 to the engine 5 via the clutch 1 to activate the engine brake.

  In addition, since the clutch 1 is disengaged during coasting so that the rotational force from the rear wheel 13 is not transmitted to the engine 5, unnecessary engine braking does not work, and fuel efficiency can be significantly improved.

  Furthermore, the torque converter of the automatic transmission 3 is not rotated by the rotational force transmitted from the rear wheel 13 during coasting, and the torque converter can be protected.

  In addition, the vehicle can be towed without removing the propeller shaft by simply disengaging the clutch 1 when towing the vehicle, and the towing operation can be performed very easily.

  In the first embodiment, the automatic transmission 3 is used. However, the automatic transmission 3 can be applied to a manual transmission. Moreover, in the said Example 1, although applied to the two-wheel drive vehicle, it is also possible to apply to a four-wheel drive vehicle.

  Applicable to automobiles, suitable for significant improvement in fuel efficiency.

(Example 1) which is the skeleton top view of the two-wheel drive vehicle provided with the drive force automatic interrupting device of this invention. FIG. 3 is a block diagram of the driving force interrupting device according to the first embodiment (first embodiment). FIG. 3 is an overall flowchart according to the first embodiment (first embodiment). FIG. 12 is a flowchart of normal clutch control according to the first embodiment (first embodiment). It is a flowchart of the semi-automatic operation clutch control according to the first embodiment (first embodiment). 6 is a flowchart of automatic travel clutch control according to the first embodiment (first embodiment). 4 is a flowchart of engine brake clutch control according to the first embodiment (first embodiment). It is a skeleton top view of a four-wheel drive vehicle according to a conventional example. It is sectional drawing of a driving force automatic interrupt device concerning a prior art example.

Explanation of symbols

1 Clutch (intermittent means)
3 Automatic transmission (transmission)
5 Engine 13 Rear wheel (wheel)
17 Controller (control means)
19 Semi-automatic operation switch (Semi-automatic operation detection means)
23 Accelerator switch (coast running detection means)
25 Brake switch (Engine brake required travel detection means)
33 Inclination sensor (Engine brake required travel detection means)

Claims (4)

Intermittent means provided between the transmission and each wheel side of the driving force transmission path for transmitting the driving force from the engine of the automobile to the wheel side via the transmission;
Coasting detection means for detecting coasting traveling of the vehicle;
Engine brake required travel detection means for detecting the engine brake required travel of the automobile;
Control means for controlling the intermittent means during a coasting run detected by the coasting running detection means to a disconnected state and for controlling the connection state when the engine brake is required running detected by the engine brake necessary running detection means. A driving force automatic interrupting device. The driving force automatic interrupting device according to claim 1,
The drive means automatic interrupting device characterized in that the control means performs the control of the intermittent means from the shut-off state to the connected state after the engine rotational speed matches the rotational speed corresponding to the vehicle speed. The driving force automatic interrupting device according to claim 1 or 2,
The transmission is an automatic transmission capable of semi-automatic operation;
Providing a semi-automatic operation detecting means for detecting semi-automatic operation of the automatic transmission;
The control means controls the intermittent means to the shut-off state after the detected coasting has continued for a set time when the semi-automatic operation detection means detects semi-automatic operation. Intermittent device. The driving force automatic interrupting device according to any one of claims 1 to 3,
When the engine brake necessary travel detection means detects the engine brake necessary travel, the set time is determined by the intermittent means after the coasting travel detection means detects the coasting travel by releasing the accelerator pedal. A driving force automatic interrupting device characterized by maintaining a connected state.

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