JP3158926B2 - Vehicle clutch control device - Google Patents

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 for a vehicle, and more particularly to a vehicle control system capable of realizing optimal entry to a start mode according to an engine required load and an engine state at the time of starting of the vehicle, and achieving a low load. Can achieve a smooth start and can achieve a quick start at a high load, and when starting at a high engine speed such as a fast idle state, especially for all required engine loads and engine conditions. Power performance and drivability can be ensured, and can also be employed in open loop control that does not feed back the torque capacity or torque capacity equivalent of the clutch, and can improve robustness (robustness) in start mode control. It is possible to respond to small changes in the program and to adjust the torque capacity electronically in various ways. And obtained employed to relate the clutch control apparatus for a vehicle that may be employed in the transmission of any type with adjustable clutch electronically torque capacity.

[0002]

2. Description of the Related Art An engine mounted on a vehicle is connected to a transmission for converting torque and rotation speed as desired and extracting the torque and rotation speed. The transmission is provided with a clutch capable of electronically adjusting a torque capacity. There is something. As this clutch, there is a clutch whose torque capacity is electronically adjusted using a hydraulic pressure or the like according to a driving operation or a running state.

[0003] As a control device for a clutch provided in the above-mentioned transmission and capable of electronically adjusting the torque capacity, Japanese Patent Application Laid-Open Publication No.
Japanese Unexamined Patent Application Publication No. 213730 discloses an example. A control device disclosed in this publication is a start control device for an automobile clutch including an electromagnetic powder clutch that is engaged with a transmission by applying an exciting current as a clutch mechanism. By changing the energization start time of the excitation current of the powder clutch, the engine rotational speed at the time of starting is appropriately increased according to the throttle opening.

That is, the control device disclosed in Japanese Patent Application Laid-Open No. Hei 3-213730 delays entry to start control (star mode) by a set time according to the throttle opening.
This realizes start control according to the throttle opening.

[0005] As described above, the clutch control device of a vehicle equipped with an engine to which a transmission having a clutch capable of electronically adjusting the torque capacity is connected is provided with various types of control in order to improve drivability at the time of starting. Some control is performed based on the idea of the above.

For example, in a conventional clutch control device, when a driver starts a vehicle, entry into a start mode is performed so that complete engagement of the clutch is not started until an engine state suitable for starting is reached. There is something to delay.

In the conventional clutch control device, the amount of creep of the clutch during a delay in entering the start mode when the driver starts the vehicle is set according to the engine state.

[0008]

By the way, when the above-mentioned driver starts the vehicle, entry into the start mode is delayed until the driver reaches an engine state suitable for the start. The one that sets the amount of creep of the clutch during the delay according to the engine state is:
It aims to improve drivability for a while after entering the start mode.

However, depending on such control, it is possible to respond to each state immediately after the start operation in the first idle state, immediately after the start operation in the idle-up state, or immediately after the start operation immediately after entering the hold mode HLD. Is incomplete and there is a disadvantage of generating a shock.

When these conditions are analyzed, the engine rotational speed NE is higher than the normal idling condition. For this reason, when the start operation is performed (for example, when the driver demand switch DDT SW is turned from OFF to ON by depressing the accelerator pedal), the engine speed NE becomes a predetermined value (for example, the engine speed trigger NETR). Either the engine speed NE has reached, or the engine speed NE has reached a predetermined value faster than usual, and the vehicle enters the start mode.

As a result, a creep pressure suitable for the start mode cannot be realized, and there is a disadvantage that a shock is generated immediately after the start operation. Generally, when the throttle opening is low,
Drivers expect a smooth start and tend to perceive poor drivability even if a small shock occurs.

More specifically, in the conventional clutch control device, as shown in FIG. 14, the driver depresses the accelerator pedal and the driver demand switch DDT SW is turned off.
When the engine is turned on from FF and the engine speed NE increases and becomes equal to or higher than an engine speed trigger NETR which is a predetermined value, the vehicle enters the normal start mode NST from the hold mode HLD.

However, the driver demand switch DD
At the point in time when T SW is turned from OFF to ON, the engine speed NE has already reached the engine speed trigger NE.
Since TR is equal to or more than (NE ≧ NETR), the driver enters the normal start mode NST from the hold mode HLD simultaneously with the turning on of the driver demand switch DDT SW.

The torque capacity of the clutch when the hold mode HLD and the driver demand switch DDT SW are OFF is set to such a degree as to generate a weak creep, and is extremely weaker than the torque capacity of the clutch in the normal start mode NST. Therefore, the hold mode H
At the same time as entering the normal start mode NST from the LD, the torque capacity of the clutch suddenly increases, and a shock is generated accordingly. The torque capacity of the clutch when the hold mode HLD and the driver demand switch DDTSW are ON is set so as to generate strong creep in preparation for starting control.

As a result, when starting the vehicle, it is not possible to realize an optimum entry to the start mode according to the required engine load and the engine state, and realize a smooth start at a low load and a quick start at a high load. However, there is an inconvenience that a shock is generated at the time of starting when the engine rotation speed is high, such as in a first idle state, and power performance and drivability are deteriorated.

[0016]

SUMMARY OF THE INVENTION Accordingly, in order to eliminate the above-mentioned disadvantages, the present invention provides an engine mounted on a vehicle connected to a transmission having a clutch capable of electronically adjusting a torque capacity. Prior to the start operation of the vehicle, the torque capacity or the torque capacity equivalent of the clutch is controlled to be a target value in a hold mode in various control modes, and the target value in the hold mode is set to an engine required load amount and / or Control is performed to prevent a sudden increase by performing transient correction according to the engine state, and after starting operation of the vehicle, if at least the condition where the transient correction of the target value is completed is satisfied, the vehicle enters the start mode from the hold mode. The torque capacity of the clutch or the torque capacity equivalent amount becomes the target value in the start mode. Characterized in that a control means for cormorants control.

[0017]

According to the configuration of the present invention, the clutch control device causes the control means to set the torque capacity or the torque capacity equivalent of the clutch to the target value in the hold mode in the various control modes before the start operation of the vehicle. Control and transiently correct the target value in the hold mode in accordance with the required engine load and / or the engine state so as to prevent a sudden increase. At least after the start operation of the vehicle, the transient correction of the target value is completed. When the conditions are satisfied, the vehicle enters the start mode from the hold mode and controls the torque capacity or the torque capacity equivalent of the clutch to the target value in the start mode. As well as suitable for starting It is possible to realize a torque capacity to the torque capacity equivalent amount of the clutch.

[0018]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 13 show an embodiment of the present invention. 3, reference numeral 2 denotes an engine mounted on a vehicle (not shown), reference numeral 4 denotes a transmission connected to the engine 2, for example, a continuously variable transmission (CVT), reference numeral 6 denotes a clutch control device, and reference numeral 8 denotes control means. The engine 2 has a crankshaft 10 connected to a drive shaft 22 of the continuously variable transmission 4 via a damper 12. The damper 12 absorbs rotation fluctuation of the driving force transmitted by the buffer member 14.

The continuously variable transmission 4 includes a driving pulley (primary pulley) 16 and a driven pulley (secondary pulley).
And a belt 20 wound around the driving pulley 16 and the driven pulley 18.

The drive pulley 16 includes a drive-side fixed pulley piece 24 provided integrally with a drive shaft 22 having one end connected to the damper 12, and the drive pulley 16 is axially movable and non-rotatable on the drive shaft 22. Driven movable pulley piece 26 provided
And consisting of On the back side of the drive-side movable pulley part 26, a drive-side housing 30 that forms a drive-side hydraulic chamber 28 in cooperation with the back side of the drive-side movable pulley part 26 is provided. A drive shaft rotation detection gear 32 is fixedly provided on the other end of the drive shaft 22.

The driven pulley 18 has a driven-side fixed pulley part 36 provided integrally with a driven shaft 34 disposed in parallel with the drive shaft 22, and the driven pulley 18 is axially movable and non-rotatable on the driven shaft 34. Driven side movable pulley piece 3 provided so as to be able to be provided
8 On the back side of the driven-side movable pulley portion 38, a driven-side housing 42 that forms a driven-side hydraulic chamber 40 in cooperation with the back surface of the driven-side movable pulley portion 38 is provided. A driven shaft rotation detecting gear 44 is fixedly provided at one end of the driven shaft 34.

At the other end of the driven shaft 34, there is provided a clutch 46 capable of electronically adjusting the torque capacity.
The clutch 46 is provided downstream of the transmission section of the continuously variable transmission 4, and is provided with a clutch pressure PCLU supplied to the clutch pressure chamber 48.
The torque capacity is adjusted by connection / disconnection by the hydraulic pressure of the TCH, and transmission of the driving force to the output shaft 50 rotatably supported by the driven shaft 34 is intermittently performed. The output shaft 50 is fixedly provided with a cluster gear 52 serving as an output shaft rotation detecting gear.

The continuously variable transmission 4 is provided with a hydraulic control mechanism 54. This hydraulic control mechanism 54 includes:
A line pressure solenoid valve 56, a clutch pressure solenoid valve 58, and a ratio pressure solenoid valve 60 are provided.

The oil pressure control mechanism 54 is provided with an oil introduction passage 64 from an oil pump 62 driven by the engine 2.
Oil supplied by the solenoid valve 5
6 to 60, the driven hydraulic chamber 40 acts as the line pressure PLINE via the line pressure passage 66, the clutch hydraulic chamber 48 acts as the clutch pressure PCLUTCH via the clutch pressure passage 68, and the ratio pressure passage 70 via the ratio pressure passage 70. To act on the drive side hydraulic chamber 28 as a ratio pressure.

The continuously variable transmission 4 controls the rotation of the drive shaft 22 in the vicinity of the drive shaft rotation detection gear 32 so that the engine speed N
A drive shaft rotation speed sensor 72 for detecting as E, a driven shaft rotation speed sensor 74 for detecting the rotation of the driven shaft 34 as a clutch input side rotation speed near the driven shaft rotation detection gear 44, and a cluster gear 52 near Is provided with an output shaft rotation speed sensor 76 for detecting the rotation of the output shaft 50, that is, the output rotation speed NCO of the starting clutch 46 as the vehicle speed, and a clutch pressure sensor 78 for detecting the clutch pressure in the clutch pressure passage 68, not shown. An oil temperature sensor 80 for detecting the temperature of control oil in the oil pan is provided.

The engine 2 is provided with a throttle opening sensor 82 for detecting a throttle opening THRT of a throttle valve (not shown), a driver demand switch (DDT SW) 84 for judging start operation, and an engine 2 A water temperature sensor for detecting the temperature of the cooling water, a brake operation switch for detecting the operation state of the brake device, an idle switch for detecting that the throttle valve is at the idle opening degree, and the like. The driver demand switch 84 is for determining the presence or absence of a start operation of the vehicle, and can be replaced by an idle switch (not shown) for detecting a fully closed state of the throttle.

Each of the solenoid valves 56 to 60 and each of the sensors 72 to 84 are connected to control means 8 of the clutch control device 6.

The control means 8 controls the duty of each of the solenoid valves 56 to 60 of the continuously variable transmission 4 with a duty value (0 to 100%) based on the signals input from the sensors 72 to 84. Pulley 18
Control of the release / connection by controlling the belt ratio (speed change ratio) of the belt 20 wound around the clutch 46 and adjusting the torque capacity of the clutch 46.

As described above, the engine 2 is provided with the continuously variable transmission 4 connected thereto, and the continuously variable transmission 4 is provided with the clutch 46 for electronically adjusting the torque capacity. The clutch 46 controls the hydraulic pressure discharged from the oil pump 62 driven by the engine 2 to the line pressure solenoid valve 5.
6. The clutch pressure PCLU obtained by dividing the line pressure PLINE adjusted in Step 6 by the clutch pressure solenoid valve 58 from the line pressure PLINE as the base pressure.
The hydraulic pressure of TCH is supplied, and the torque capacity is adjusted.

The clutch pressure PCLUTCH varies within a range from a minimum atmospheric pressure (zero) to a maximum line pressure. There are four basic patterns for controlling the clutch pressure. These basic patterns are: 1) Neutral mode... When the shift position is N or P
When the clutch 46 is completely disengaged, the clutch pressure is the minimum pressure (zero) 2), the hold mode HLD is shifted to D, L, or R when the throttle is released and there is no driving intention, or the vehicle decelerates during driving. When the engine torque is desired to be turned off, the clutch pressure is at a low level at which the clutch is in contact with the clutch. 3) Start mode: When starting (normal start mode NST) or when the clutch is to be engaged again after the clutch is disconnected (Special start mode) S
In ST), the clutch pressure is set to an appropriate level according to the engine generated torque (clutch input torque) that prevents the engine from rising and allows the vehicle to operate smoothly. 4) Drive mode. When the clutches are fully engaged, there are four high levels of clutch pressure that can afford enough to withstand the engine torque.

The pattern 1) is performed by a dedicated switching valve (not shown) which is interlocked with the shift operation. Other 2),
3) and 4) are performed by controlling the duty values of the solenoid valves 56 to 60 by the control means 8.
In particular, in the state of 4), the line pressure passage 66 and the clutch pressure passage 68 are operated by the clutch pressure solenoid valve 58.
To make the maximum pressure generation state, and make the clutch pressure equal to the line pressure.

The control means 8 of the clutch control device 6 includes:
As shown in FIG. 4, a creep pressure setting section 86 for setting a clutch pressure target value CPSP which is a creep pressure at the time of stopping based on the engine speed NE and the throttle opening THRT, and a clutch pressure feed at the time of starting from the throttle opening THRT. A feed forward control unit 88 for setting a forward amount PCLUN, a speed loop control unit 90 for setting an engine rotation speed target value NESPC of a clutch pressure at the time of starting from the throttle opening THRT, and a clutch pressure PCLUT.
A pressure control loop section 92 for setting the clutch solenoid duty OPWCLU so that CH becomes equal to the clutch pressure target value CPSP.

The control means 8 includes a creep pressure setting section 86
In FIG. 5, the hold mode HLD and the driver demand switch 84 are switched from the engine rotational speed NE as shown in FIG.
Pressure PCC (clutch pressure target value CPSP)
- sets the clutch touch-off pressure PCE), previous value of pressure values PCC) during ON pressure value PCC '(hold mode HLD and driver demand switch 84 determined from throttle opening degree THRT as shown in FIG. 6 Z ^{- The} pressure value PCC is set by adopting a small value processed by the ¹ and the increase limit value DPCC.

The control means 8 controls the throttle opening T as shown in FIG.
The engine generated torque estimated value TRQE is obtained from the HRT,
As shown in FIG. 11, the belt speed ratio RATC, torque / pressure coefficient Kc, Kc correction coefficient Kf, and throttle opening THR
Feed forward amount P by changing torque / pressure by T
CLUN is obtained, and the throttle opening THR is obtained as shown in FIG.
The feedforward amount PCLUN after filtering by filtering with the filter coefficient FCF1 obtained from T
Set F.

Further, in the speed loop control section 90, the control means 8 controls the throttle opening TH as shown in FIG.
Engine speed target value NES for clutch control from RT
PC is obtained, and the throttle opening THRT is obtained as shown in FIG.
Engine speed target value NESPC after filtering by the filter coefficient FCS1 obtained from
F, and the actual engine speed N as shown in FIG.
E and target engine speed NESP after filtering
The speed loop amount is set by performing proportional-integral control of the difference from CF with the throttle opening THRT. In this proportional integral control, as shown in FIG. 13, a speed loop control gain KASC of clutch control is obtained by proportional control, an integral value Ki / complex variable S is obtained by integral control, and the speed loop control gain KASC and the integral value Ki / complex are obtained. The value obtained by adding the variable S is subjected to upper / lower limit processing to obtain the speed loop amount.

The control means 8 controls the pressure value P when the hold mode HLD set by the creep pressure setting section 86 and the driver demand switch 84 is OFF or ON.
The CC and the pressure value PCC of the difference between the feedforward amount PCLUNF set by the feedforward control unit 88 and the speed loop amount set by the speed loop control unit 90 are selected according to various control modes.

That is, in the hold mode HLD (others), the pressure value PCC set in the creep pressure setting section 86 is selected. Normal start mode NST
In (or the special start mode SST), the pressure value PCC of the difference between the values obtained by the feed forward control unit 88 and the speed loop control unit 90 is selected.

The pressure value PCC selected according to the various control modes is added to the clutch touch-off pressure PCE to obtain a clutch pressure target value CPSP, which is input to the pressure loop control unit 92. The pressure loop control unit 92 calculates the difference between the clutch pressure target value CPSP and the clutch pressure PCLUTCH, performs proportional integral control, adds the neutral value NPC of the clutch solenoid duty OPWCLU, performs upper / lower limit processing, and performs the clutch solenoid duty OPWCLU. Is output to the clutch pressure solenoid valve 58 to control the clutch 46.

Thus, the clutch control device 6 controls the torque capacity or the torque capacity equivalent amount of the clutch 46 by the control means 8 so as to become the target value in various control modes.

The clutch control device 6 controls the torque capacity or the torque capacity equivalent amount (clutch pressure PCLU) of the clutch 46 before starting the vehicle by the control means 8.
TCH) is controlled so as to be a target value in the hold mode HLD in various control modes, and the target value in the hold mode HLD is transiently corrected according to the required engine load and / or the engine state to prevent a sudden increase. After the start operation of the vehicle, if at least the condition that the transient correction of the target value has been completed is satisfied, the vehicle enters the start mode NST from the hold mode HLD to enter the torque capacity of the clutch 46 or the torque capacity equivalent amount (clutch pressure PCLUTCH). Start mode NST
Is controlled so as to reach the target value.

Next, the operation will be described.

The control means 8 of the clutch control device 6 is shown in FIG.
As shown in (1), when the control is started (step 100),
It is determined whether the hold mode HLD flag is set (step 102).

In this determination (step 102), when the hold mode HLD flag is set, it is determined whether or not the driver demand switch (DDT SW) 84 is ON (step 104).

In this determination (step 104), the driver demand switch 8
4 is OFF, the pressure value PCC in the hold mode HLD is obtained from the engine rotation speed NE (step 1).
06).

The clutch pressure target value CPS is obtained by adding the clutch touch-off pressure PCE to the obtained pressure value PCC.
P (step 108), the clutch solenoid duty OPWCLU is obtained by pressure loop control (step 110), and the process is terminated (step 112) and the routine returns.

Thus, the clutch control device 6 controls the torque capacity or the torque capacity equivalent amount (clutch pressure PCLUTCH) of the clutch 46 to a target value in the hold mode HLD in the various control modes before the vehicle is started. I do.

In the above judgment (step 104), the driver demand switch 84
Is ON, the hold mode HLD is turned on with the throttle opening THRT, and the driver demand switch 84 is turned ON.
The pressure value PCC 'at the time is obtained (step 114), and the pressure value PCC' is compared with a value obtained by adding the limit value DPCC of increase to the pressure value PCC to determine whether the pressure value PCC 'is smaller than the value obtained by addition. It is determined whether it is the above (Step 11
6).

In this judgment (step 116), if the pressure value PCC 'is smaller than the added value, the pressure value PCC'
The value obtained by adding the increase limit value DPCC to the pressure value PCC is set as a pressure value PCC (step 118).
P (step 108), the clutch solenoid duty OPWCLU is obtained by pressure loop control (step 110), and the process is terminated (step 112) and the routine returns.

If the pressure value PCC 'is equal to or greater than the sum in the determination (step 116), this pressure value P
CC ′ is set as the pressure value PCC (step 120), and the engine speed NE is compared with the engine speed trigger NETR to determine whether the engine speed NE is lower than or higher than the engine speed trigger NETR (step 120). Step 122). The engine speed trigger NET
R is obtained from the throttle opening THRT.

In this judgment (step 122), the engine speed NE is set to the engine speed trigger NETR.
If it is less than the above, the clutch touch-off pressure PCE is added to the pressure value PCC in the above (Step 120) to obtain a clutch pressure target value CPSP (Step 108), and the clutch solenoid duty OPWC is obtained by the pressure loop control.
The LU is obtained (step 110), and the processing is terminated (step 1).
12) Return.

In the determination (step 122), the engine speed NE is set to the engine speed trigger NETR.
If so, the hold mode HLD flag is erased and the normal start mode NST flag is set (step 124), and the normal start mode NST is set.
(Step 126), the clutch touch-off pressure PCE is added to the pressure value PCC to obtain a clutch pressure target value CPSP (step 108), and the clutch solenoid duty OPWC is obtained by pressure loop control.
The LU is obtained (step 110), and the processing is terminated (step 1).
12) Return.

If the flag of the hold mode HLD is not set in the judgment (step 102), it is judged whether or not the flag of the normal start mode NST is set (step 128).

In this judgment (step 128), if the flag of the normal start mode NST is set, the above-mentioned step 126, steps 108 to 112 are executed, and the routine returns. If the flag of the normal start mode NST is not set in this judgment (step 128), other clutch control is executed (step 130), and the process is terminated (step 112) and the routine returns.

As described above, this clutch control device 6
When the driver performs a start operation, the driver demand switch 84
Is turned on, the clutch pressure target value CPSP is transiently corrected by PCC ′: PCC + DPCC before entering the normal start mode NST, so that the hold mode HLD is switched to the start mode NS as shown in FIG.
It is possible to ensure a delay portion before entering the T, and to reliably prepare for entry to the normal start mode NST.

When the driver demand switch 84 is turned on, the clutch controller 6 sets PCC ′ ≧ PCC +
It is determined by the DPCC that the transient correction of the clutch pressure target value CPSP has been completed, and by entering the start mode NST from the hold mode HLD, the torque capacity or torque capacity equivalent amount of the clutch 46 suitable for starting (clutch pressure PCLUTCH). Can be realized.

As a result, the clutch control device 6
Hold mode HLD to normal start mode NS
It is possible to reliably secure a delay portion when entering the T, and to realize a torque capacity or a torque capacity equivalent amount of the clutch 46 suitable for starting.

For this reason, the clutch control device 6 can realize optimal entry into the start mode NST according to the required engine load and the engine state when the vehicle starts moving.
A smooth start can be realized at a low load amount and a quick start can be realized at a high load amount, and the engine rotational speed NE in the first idle state or the like is particularly high for all engine load amounts and engine states. In this case, power performance and drivability at the time of starting can be ensured. Also, the clutch control device 6
Can be adopted in open loop control in which the torque capacity of the clutch 46 or the torque capacity equivalent amount is not fed back, the robustness (robustness: ROBUST) in the control of the normal start mode NST can be enhanced, and a small change in the program can be achieved. And can be used for various types of electronically adjustable clutches, and can be used for all types of transmissions with electronically adjustable torque capacity clutches. Things.

[0058]

As described above, according to the present invention, the clutch control device can reliably secure the delay portion when entering the start mode from the hold mode, and can appropriately secure the torque capacity of the clutch when starting. In addition, a torque capacity equivalent amount can be realized. For this reason, this clutch control device can realize optimal entry into the start mode according to the required engine load and the engine state when the vehicle starts, and can realize a smooth start at a low load and at the same time achieve a high start. Fast start can be realized in the load amount, and power performance and drivability at the time of start when the engine speed is high, especially in the fast idle state, can be secured for all engine required load amounts and engine states. , Can be adopted in open loop control that does not feed back the torque capacity of the clutch or the torque capacity equivalent, can improve the robustness (robustness) in the control of the start mode, can respond to small changes in the program, Electronically adjustable torque capacity of clutch It can be employed in the transmission of any type with adjustable clutch.

[Brief description of the drawings]

FIG. 1 is a control flowchart showing an embodiment of a clutch control device of the present invention.

FIG. 2 is a timing chart of clutch control at the time of starting.

FIG. 3 is a system configuration diagram of a clutch control device.

FIG. 4 is a block diagram of clutch control.

FIG. 5 is a diagram showing a creep pressure setting method before a start operation.

FIG. 6 is a diagram illustrating a creep pressure setting method after a start operation.

FIG. 7 is a diagram illustrating a method of setting a feedforward amount.

FIG. 8 is a diagram illustrating a method of setting a feedforward amount filter coefficient.

FIG. 9 is a diagram illustrating a method of setting a target value for speed loop control.

FIG. 10 is a diagram illustrating a method of setting a filter coefficient for an engine rotation speed target value.

FIG. 11 is a diagram showing a change in torque / pressure in feedforward control.

FIG. 12 is a diagram showing proportional integral control in speed loop control.

FIG. 13 is a diagram showing a proportional gain setting method for speed loop control.

FIG. 14 is a timing chart of clutch control at the time of starting showing a conventional example.

[Explanation of symbols]

 2 Engine 4 Continuously Variable Transmission 6 Clutch Control Device 8 Control Means 16 Drive Pulley 18 Driven Pulley 20 Belt 46 Clutch 54 Hydraulic Control Mechanism 56 Line Pressure Solenoid Valve 58 Clutch Pressure Solenoid Valve 60 Ratio Pressure Solenoid Valve 72 Drive Shaft Speed Sensor 74 Driven shaft speed sensor 76 Output shaft speed sensor 78 Clutch pressure sensor 80 Oil temperature sensor 82 Throttle opening sensor 84 Driver demand switch

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-1-119433 (JP, A) JP-A-1-119434 (JP, A) JP-A-61-235240 (JP, A) JP-A-1-119433 126438 (JP, A) JP-A-3-213730 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16D 48/00-48/12

Claims (1)

(57) [Claims] 1. A transmission having a clutch capable of electronically adjusting a torque capacity is connected to an engine mounted on a vehicle, and the clutch is provided with a torque capacity or a torque capacity of the clutch before starting operation of the vehicle. Controlling the amount to be a target value in a hold mode in various control modes, and controlling the target value in the hold mode in a transient manner in accordance with an engine required load amount and / or an engine state so as to prevent a sudden increase. After the start operation of the vehicle, if at least the condition that the transient correction of the target value is completed is satisfied, the vehicle enters the start mode from the hold mode and sets the torque capacity or torque capacity equivalent of the clutch to the target value in the start mode. A clutch control device for a vehicle, comprising control means for controlling Place.