JP3438605B2 - Control device for automatic clutch vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic clutch vehicle, and more particularly to control for disengaging the automatic clutch at engine start.

[0002]

2. Description of the Related Art An automatic clutch, which is arranged in a path for transmitting power from an engine to a wheel and is always kept in an engaged state and is switched to a disengaged state by a fluid pressure, has an automatic clutch when shifting gears. There is known an automatic clutch vehicle that disconnects and connects the automatic clutch. The vehicle described in Japanese Patent Laid-Open No. 6-42624 is an example thereof. In order to control an automatic clutch, (a) an electric pump that generates a fluid pressure, (b) an accumulator that accumulates the fluid pressure, (c) A fluid circuit having an electromagnetic switching valve that outputs the fluid pressure of the accumulator to the automatic clutch is provided. The accumulator holds a sufficient amount of fluid (pressure) to disengage the automatic clutch a predetermined number of times, and the number of times the electric pump is operated is reduced to improve durability.

[0003]

By the way, in such an automatic clutch vehicle, unless the transmission is in neutral (power transmission cutoff state), it is necessary to turn off the automatic clutch when the engine is started. Regardless of the state, it is desirable to always disengage the automatic clutch at engine start. Therefore, when the ignition switch is turned ON, the electric pump is first operated to accumulate pressure in the accumulator, and then the electromagnetic switching valve is switched to output the accumulator hydraulic pressure to the automatic clutch, and the automatic clutch is disengaged to start the engine. It is possible.

However, when the electric pump is operated with the engine stopped in this way, the operating noise becomes annoying, and it takes time to accumulate pressure in the accumulator, which causes a time lag before the engine starts. Further, when the temperature is extremely low or when the amount of electricity stored in the electricity storage device is low, the electricity storage device may be consumed by the operation of the electric pump and the engine may not be started.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to reduce the operating time of the electric pump when the automatic clutch is disengaged before the engine is started.

[0006]

In order to achieve such an object, a first aspect of the invention is to: (a) be arranged in a path for transmitting power from an engine to a wheel and always keep the connection state; It has an automatic clutch that is switched to a disengaged state by pressure, and (b) has a fluid circuit that generates fluid pressure by an electric pump and outputs it to the automatic clutch, and (c) automatically starts the automatic clutch when starting the engine. In the automatic clutch vehicle control device that puts the clutch in the disengaged state, (d)
At a predetermined low temperature or when the amount of electricity stored in the electricity storage device is a predetermined value
In the following cases, it is preferable to have a pre-start pump control means for operating the electric pump by a minimum necessary amount capable of disengaging the automatic clutch before starting the engine.

A second invention is the control device for an automatic clutch vehicle according to the first invention, wherein (a) the fluid circuit comprises (a-1) the electric pump, and (a-2) an accumulator for accumulating the fluid pressure. And (a-3) an electromagnetic switching valve that outputs the fluid pressure of the accumulator to the automatic clutch, and (b) the pre-start pump control means causes the fluid pressure of the accumulator to shut off the automatic clutch. While the electric pump is operated and stopped until it reaches a predetermined minimum breaking pressure as low as possible, (c) the pre-start pump control means causes the fluid pressure of the accumulator to be the minimum breaking pressure. After the pressure is increased to the pressure, the shut-off minimum pressure output means for switching the electromagnetic switching valve to output the fluid pressure to the automatic clutch, and (d) the shut-off minimum pressure output means before the fluid pressure is output. Note: engine starting means for starting the engine after the automatic clutch is in the disengaged state, and (e) after the engine is started by the engine starting means, the electric pump is operated again and the fluid pressure of the accumulator is increased. Is increased to a predetermined normal set pressure higher than the cutoff minimum pressure, and a normal control preparation means is provided. The minimum disconnection pressure means the pressure (fluid amount) required to disengage the automatic clutch only once, and the normal set pressure is predetermined in consideration of the durability of the electric pump. Pressure (fluid amount) that can disengage the automatic clutch a specified number of times more than once
Is.

[0008]

A third invention is (a) an automatic clutch which is arranged in a path for transmitting power from an engine to a wheel and which is always kept in a connected state and is switched to a disengaged state by fluid pressure. It has an electric pump that generates a fluid pressure and a fluid circuit that includes a gas back pressure type accumulator that stores the fluid pressure, and (c) when the engine is started, the automatic clutch is disengaged in advance. In the control device of the automatic clutch vehicle to be, (d) a spring back pressure type auxiliary accumulator connected to the fluid circuit,
(e) When the engine is stopped, a pressure accumulation control means that puts the auxiliary accumulator in a pressure-accumulated state, and (f) prior to starting the engine, outputs fluid pressure from the auxiliary accumulator to the automatic clutch to automatically clutch the clutch. And an auxiliary accumulator pressure output means for making the shutoff state.

A fourth aspect of the invention is arranged in a path for transmitting power from the engine to the wheels, and is always frictionally engaged by a spring.
Which is held in the connection state, created by the fluid pressure
In a drive control device for a vehicle having an automatic clutch that is switched to a disengaged state by a clutch release cylinder that is operated, in a non-excited state, the disengaged position is maintained by an urging means.
Holds the fluid from the clutch release cylinder.
An open / close solenoid valve that blocks the lane allows
The present invention is characterized by having a clutch disengagement means at the time of stop for holding the automatic crack in the disengaged state when the engine is stopped .
A fifth aspect of the invention is a route for transmitting power from an engine to wheels.
Is always connected by friction with a spring.
Is held at the same time and switched to the shutoff state by fluid pressure
In the drive control device of the vehicle that has the automatic clutch
And lock the operation of the automatic clutch mechanically.
The automatic locking mechanism enables the automatic
Equipped with a clutch disengagement mechanism at stop that holds the clutch in the disengaged state.
It is characterized by doing.

[0011]

According to the first and second inventions, the predetermined
In low temperatures or when the amount of electricity stored in the electricity storage device is below a specified value
In addition, since the electric pump is operated only as much as necessary to disengage the automatic clutch, the operating time of the electric pump before engine start becomes the minimum necessary, and the operation noise of the electric pump and the time until engine start The feeling of discomfort caused by the time lag is reduced, the consumption of the power storage device due to the operation of the electric pump before the engine is started is suppressed to the necessary minimum, and the power storage device is erased due to the operation of the electric pump.
The engine may not start due to wear.
Avoided as much as possible.

In the second aspect of the present invention, when the fluid pressure of the accumulator reaches the cutoff minimum pressure, it is immediately output to the automatic clutch to bring it into the cutoff state, and after the engine is started, the electric pump is operated again to normally set the fluid pressure of the accumulator. Since the pressure is increased to one, the automatic clutch can be disengaged a predetermined number of times after the engine is started, and the durability is prevented from being lowered by the frequent operation of the electric pump. After the engine is started, the operating noise of the electric pump is canceled by the engine noise, so there is no problem.

[0013]

According to the third aspect of the present invention, a spring back pressure type auxiliary accumulator is provided in addition to the gas back pressure type accumulator which can be easily constructed with a large capacity, and when the engine is stopped, the auxiliary accumulator is in a pressure accumulation state. Since the hydraulic pressure is output from the auxiliary accumulator and the automatic clutch is disengaged prior to starting the engine, the engine can be started quickly. Further, since it is not always necessary to operate the electric pump before starting the engine, if the electric pump is operated after starting the engine and the output clutch disengages the automatic clutch, the operating noise of the electric pump can be eliminated. It is possible to avoid as much as possible the failure to start the engine when the temperature is low or when the amount of electricity stored in the power storage device is low.

The gas back pressure type accumulator is generally easy to be constructed with a large capacity and can store fluid pressure sufficient to disengage the automatic clutch a predetermined number of times, but if it is kept in a high pressure accumulated state for a long time, gas leakage will occur. Therefore, it is desirable that the fluid is gradually leaked and the pressure is reduced. On the other hand, the spring back pressure type accumulator is less likely to deteriorate the pressure accumulation performance (spring performance) even if it is kept in the pressure accumulation state for a long time.
If the pressure is such that the automatic clutch is disengaged only once, sufficient durability can be obtained even if the accumulated pressure is maintained when the engine is stopped.

In the fourth invention and the fifth invention, the engine
Since the opening / closing solenoid valve or the lock mechanism is provided with the clutch disengagement means at stop for keeping the automatic crack in the disengaged state at the time of stop, the engine can be quickly started. Further, since it is not always necessary to operate the electric pump before starting the engine, if the electric pump is operated after starting the engine and the output clutch disengages the automatic clutch, the operating noise of the electric pump can be eliminated.
It is possible to avoid as much as possible the failure to start the engine when the temperature is low or when the amount of electricity stored in the power storage device is low.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION The automatic clutch vehicle of the present invention does not necessarily require a transmission, but a transmission may be provided between the automatic clutch and the wheels. The transmission is a two-shaft mesh type transmission in which a plurality of speed change gear pairs having different gear ratios are arranged between two parallel shafts and a plurality of mesh clutches are provided corresponding to these speed change gear pairs. Or a planetary gear type transmission having a plurality of clutches and brakes for connecting a plurality of planetary gear devices and a part of their rotating elements to each other or to a fixed housing, or a belt-type continuously variable transmission. Various transmissions such as a transmission can be adopted. A transmission that simply switches between forward and reverse may be used. Further, the gear shift can be mechanically switched according to the driver's shift lever operation, the gear shift actuator can be used to shift the gear by detecting the driver's intention to shift, or the gear can be automatically changed according to a predetermined gear shift condition. The automatic clutch may be automatically disengaged and the connection is controlled when the gear is changed.

As the automatic clutch, a dry single plate type friction clutch which is frictionally engaged by a spring such as a diaphragm spring is preferably used. As a clutch actuator (fluid actuator) for disconnecting the automatic clutch by fluid pressure, a hydraulic direct clutch is used. A moving cylinder or the like is used. It is also possible to perform slip control if necessary. A hydraulic circuit that uses hydraulic oil as a medium is preferably used as the fluid circuit that disconnects the automatic clutch, but an air circuit that disconnects the automatic clutch with air pressure can also be used.

The fluid circuit of the second aspect of the invention is provided with an accumulator so that the fluid pressure of the accumulator is output to the automatic clutch after reaching the cutoff minimum pressure. The fluid pressure may act on the automatic clutch at the same time as the operation of, and the accumulator may not be provided. In the case of directly outputting to the automatic clutch, the electric pump may be stopped by detecting the disconnection of the automatic clutch. In the second invention, the electric pump is temporarily stopped when the engine is started. However, in carrying out the first invention, the engine start control is performed while the electric pump is operating when the automatic clutch is disengaged. Is also possible.

Further, in the second invention, the engine is automatically started by the engine starting means after the automatic clutch is disengaged. However, when the first invention is implemented, for example, the ignition switch is used until the automatic clutch is disengaged. In addition to disabling the engine start, let the driver know that the engine can be started when the automatic clutch is disengaged by visual or audio display, and start the engine according to the operation of the ignition switch to the "start" position. You can

[0021]

As the gas back pressure type accumulator of the third invention, a piston type and a bladder type are often used, but the bladder type is preferably used in order to prevent gas leakage. In other inventions, it is desirable to use a bladder type accumulator.

The clutch disengagement means for stopping the clutch according to the fourth aspect of the invention is provided with an opening / closing solenoid valve in the vicinity of the clutch release cylinder for disengaging the automatic clutch, for example. Opening and closing
Configured to close the noid valve . In addition, the fifth
As the clear lock mechanism, a cam mechanism or a link mechanism that mechanically locks (stops) the operation of the automatic clutch is used.
Can be

In the third invention to the fifth invention, it is not always necessary to operate the electric pump for generating the fluid pressure for disengaging the automatic clutch before starting the engine, but the electric pump is operated regardless of the start of the engine. It is desirable that the gas is accumulated in a gas back pressure type accumulator or the like to prepare for enabling normal automatic clutch disengagement and connection control. If the operation sound of the electric pump is jarring, the electric pump may be operated after the engine is started.

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a skeleton diagram for explaining a schematic configuration of a vehicle drive device 10, which is for an FF (front engine / front drive) vehicle, and includes an engine 12, a automatic clutch 14, a transmission 16 as a drive source for traveling. , A differential gear unit 18. The automatic clutch 14 is, for example, a dry single-plate friction clutch shown in FIG. 2, and includes a flywheel 22 attached to the crankshaft 20 of the engine 12, a clutch disc 26 disposed on the clutch output shaft 24, and a clutch housing 28. The pressure plate 30 provided, a diaphragm spring 32 that urges the pressure plate 30 toward the flywheel 22 to squeeze the clutch disc 26 to transmit power, and a clutch release cylinder 34 causes a release fork 36 to move leftward in the drawing. And a release sleeve 38 that displaces the inner end portion of the diaphragm spring 32 to the left in the drawing to disengage (release) the clutch. That is, the automatic clutch 14 is provided from the engine 12 to the front wheels (driving wheels) 8
The clutch release cylinder 34 is disposed in a path for transmitting power to the 4R and 84L and is always kept in the connected state according to the urging force of the diaphragm spring 32.
When the hydraulic pressure (fluid pressure) is supplied to the piston rod and the piston rod is projected, it is switched to the cutoff state.

Hydraulic pressure is supplied to the clutch release cylinder 34 by a hydraulic circuit 90 shown in FIG. The hydraulic circuit 90 includes an electric hydraulic pump (electric pump) 94 that pumps and discharges hydraulic oil from a reservoir 92, an accumulator 96 that accumulates hydraulic oil discharged from the hydraulic pump 94, and a clutch release cylinder 3.
4 is provided with a clutch solenoid valve 98 of a 3-port linear spool type or the like for switching the supply and discharge of hydraulic oil. In the figure, 106 is a relief valve, 108 is a check valve, and 110 is a hydraulic pressure sensor for detecting the hydraulic pressure P _O of the hydraulic oil.

The hydraulic circuit 90 corresponds to a fluid circuit, and the clutch release cylinder 34 corresponds to a clutch actuator (fluid actuator) that disconnects the automatic clutch 14 by fluid pressure. Also, the accumulator 96
The gas back pressure type bladder accumulator is equipped with a back pressure (gas pressure) and a volume that can store the hydraulic pressure (oil amount) required to disengage the automatic clutch 14 a predetermined number of times, and disengage the automatic clutch 14 only once. When the cut-off minimum pressure P _{Omin is reached} or less, the hydraulic pump 94 is operated to accumulate pressure, while the hydraulic pump 94 _{reaches a} maximum allowable pressure P _Omax that is predetermined considering the durability of the hydraulic pump 94 and the accumulator 96. Stopped. The maximum allowable pressure P _Omax corresponds to the _normal set pressure, and the accumulator 96 has the automatic clutch 1
A hydraulic pressure (amount of oil) capable of shutting off No. 4 twice or more a predetermined number of times is accumulated. When the accumulator 96 is maintained in a high pressure accumulation state, the working oil gradually leaks and the hydraulic pressure is lowered.

The clutch solenoid valve 98 shuts off the clutch release cylinder 34 and the drain position where the hydraulic fluid in the clutch release cylinder 34 is drained to connect (engage) the automatic clutch 14, and the hydraulic fluid is blocked from flowing. Circulation blocking position and clutch release cylinder 3
It is switched to three positions, namely, a hydraulic pressure supply position for supplying hydraulic oil to No. 4 and disengaging the automatic clutch 14, and in the non-excitation state, it is held at the drain position by a biasing means such as a spring. In addition, the flow rate (circulation cross-sectional area) can be continuously controlled at the drain position, and the connection speed (connection speed) can be changed according to the speed change type (up / down, etc.), vehicle speed V, engine speed N _E, and other gear change conditions. Required time) can be set appropriately. The clutch solenoid valve 98 corresponds to an electromagnetic switching valve.

Returning to FIG. 1, the transmission 16 and the differential gear unit 18 are arranged in a common housing 40 to form a transaxle, and the housing 40 is filled with a predetermined amount of lubrication. It is immersed in oil and lubricated with the differential gear unit 18. Transmission 16
(A) A plurality of transmission gear pairs 46a to 46e having different gear ratios are arranged between a pair of parallel input shafts 42 and output shafts 44, and corresponding to these transmission gear pairs 46a to 46e. 2 provided with a plurality of dog clutches 48a to 48e
A shaft meshing type speed change mechanism, and (b) a meshing clutch 48 for them.
a-48e three clutch hub sleeves 50a, 50
and a shift / select shaft 52 that selectively shifts either b or 50c to switch the shift speed,
Five forward gears G _i (i = 1 to 5) are established. A reverse gear pair 54 is further provided on the input shaft 42 and the output shaft 44, and a reverse shift stage is established by meshing with a reverse idle gear arranged on a counter shaft (not shown). . The input shaft 42 is connected to the clutch output shaft 24 of the automatic clutch 14 by a spline fitting 55, and an output gear 56 is disposed on the output shaft 44 to form a ring gear 58 of the differential gear device 18. It is meshed. FIG. 1 is a development view showing the axes of the input shaft 42, the output shaft 44, and the ring gear 58 in a common plane.

The clutch hub sleeve 50b is common to the dog clutches 48b and 48c, and the clutch hub sleeve 50c is common to the dog clutches 48d and 48e. The shift / select shaft 52 is
The clutch hub sleeve 50c is arranged so as to be rotatable around the axis and movable in the axial direction, and to be located at three positions around the axis by the select cylinder 76 (see FIG. 4), that is, the clutch hub sleeve 50c.
Is positioned at a first select position that can engage with the clutch hub sleeve 50b, and a third select position that can engage with the clutch hub sleeve 50a. In addition, the shift cylinder 78 (see FIG. 4)
3 axial positions, that is, the meshing clutch 48a
The central neutral position (state of FIG. 1) in which all of the 48e are cut off and the reverse speed is not established, and the first shift position (right side of FIG. 1) and the second shift position (FIG. 1) of both sides in the axial direction thereof. (Left side) and are positioned. In the neutral position,
The power transmission is cut off (neutral) in which the power transmission between the input shaft 42 and the output shaft 44 is cut off. The select cylinder 76 and the shift cylinder 78 correspond to shift actuators, and are connected to the hydraulic circuit 90 of FIG. 3 via the select solenoid valve 102 and the shift solenoid valve 104, respectively, and operate by controlling the hydraulic pressure P _O and switching the circuits. The state is controlled.

In the first shift position of the first select position, the gear ratio e (= rotational speed N _IN of the input shaft 42 / rotational speed N of the output shaft 44 is set by the engagement of the dog clutch 48e.
The first gear G ₁ having the largest _OUT ) is established, and in the second shift position of the first select position, the dog clutch 4 is engaged.
8d is the gear ratio e is second speed stage G ₂ is the second largest, is established by being connected. In the first shift position of the second select position, the third speed stage G ₃ speed ratio e is the third largest is caused to by mesh type clutch 48c is connected, at the second shift position of the second select position, the fourth gear position G ₄ gear ratio e is the fourth largest by clutches 48b is connected is established.
Speed ratio e ₄ of the fourth gear stage G ₄ are a substantially one. In the first shift position of the third select position, the dog clutch 48a
There fifth gear position G ₅ speed ratio e is smallest is is established by being coupled, the reverse shift stage is established in the second shift position of the third select position.

The differential gear device 18 is of a bevel gear type, and drive shafts 82R and 82L are connected to a pair of side gears 80R and 80L by spline fitting or the like, and left and right front wheels (driving wheels) 84R and 84L. To rotate.

FIG. 4 shows the vehicle drive device 10 of this embodiment.
FIG. 1 is a block diagram illustrating a control system, which is an engine ECU
(Electronic Control Unit) 114, transmission ECU 1
16, ABS (Antilock Brake System) ECU 118
And provide necessary information between them.
To take. These ECUs 114, 116, 118
Both are configured to include a microcomputer,
Pre-stored in ROM while using the temporary storage function of RAM.
Signal processing according to the programmed program. E for engine
The CU 114 has an ignition switch 120, an
Jin speed (N _E) Sensor 122, vehicle speed (V) sensor 1
24, throttle valve opening (θ_TH) Sensor 126, suction air
Air volume (Q) sensor 128, intake air temperature (T_A) Sensor 1
30, engine cooling water temperature (T_W) Sensor 132, access
Operation amount (θ_ACC) A sensor 162 or the like is connected, which
Operating position and engine of the ignition switch 120
Rotation speed N_E, Vehicle speed V (rotational speed N of the output shaft 44)_OUTAgainst
)), Throttle valve opening θ _TH, Intake air amount Q, intake air
Temperature (outside temperature) T_A, Engine cooling water temperature T_W, Axelpe
Operation amount of dull θ_ACCSo that the signal representing
And the ignition switch 120 is "ON".
Starter (electric motor) 1 when operated to position
34 is rotationally driven to start the engine 12 or fuel injection.
It controls the fuel injection amount and injection timing of the firing valve 136, and
The ignition timing of the spark plug was controlled by the night unit 138.
, Accelerator operation amount θ_ACCThrottle valve 1 according to
The opening degree of 64 is controlled. The throttle valve 16
4 is mechanically connected to the accelerator pedal to open and close
It may be like this.

The transmission ECU 116 includes a lever position (P _L ) sensor 140, a brake switch 144,
Input rotation speed (N _IN : rotation speed of input shaft 42) sensor 14
6, a gear position (P _G ) sensor 148, a clutch stroke (S _CL ) sensor 150, a seating sensor 166, a battery voltmeter 168, the hydraulic pressure (P _O ) sensor 110, etc. are connected, and each of them is a shift lever 160 (see FIG. 5). ) Lever position P _L , which is the operating position, brake ON,
OFF, input rotation speed N _IN , gear position P _G (= G _{1 to} G ₅ ), which is the shift stage of the transmission 16, stroke of the automatic clutch 14, that is, stroke S _CL of the clutch release cylinder 34, seated state of the driver seat ( seating: oN), the voltage E _B of the various battery for supplying electrical energy to the electric equipment, such as the starter 134 and the hydraulic pump 94, a signal representative of a hydraulic P _O of the hydraulic circuit 90 are supplied . Then, by taking in these signals and necessary signals from the engine control ECU 114 and the ABS ECU 118, the operation of the hydraulic pump 94 is controlled, the clutch solenoid valve 98, the select solenoid valve 102, the shift solenoid valve. By switching control of 104, the select cylinder 7
6 and the shift cylinder 78 are switched to perform shift control of the transmission 16 (including forward / reverse switching control), and the operating state of the clutch release cylinder 34 is switched to disconnect and connect the automatic clutch 14.
Further, when the engine 12 is started, the automatic clutch 14 is always disengaged regardless of the state of the transmission 16. The battery corresponds to a power storage device, and the battery voltage E _B corresponds to the amount of power storage.

The shift lever 160 is disposed, for example, beside the driver's seat, and as shown in FIG. 5, "R (reverse)", "N (neutral)", "D (drive)", and "S". (Sequential) ", and is positioned and held at four operating positions.
At the "S" position, the lever position sensor 140 is operated to the "(+)" position and the "(-)" position provided in the front-rear direction of the vehicle. The operating position (lever position) P _L is detected by the plurality of ON-OFF switches and the like. When the shift lever 160 is operated to the “R” position, the transmission 16 is switched to the reverse gear,
When operated to the "N" position, the power transmission is cut off.

The shift lever 160 is operated to the "D" position.
Automatically shifts to the automatic shift mode, and the throttle valve opening θ_THOh
And driving conditions such as vehicle speed V are set in advance as parameters.
A plurality of forward shifts of the transmission 16 according to the changed shift map
Step G_iAre automatically switched. Also, the "S" position is
Multiple forward gears G_iIs manually operated according to the driver's intention to shift.
"(+)" In manual shift mode
Position or the shift lever 160 is operated to the "(-)" position.
Then, the plurality of forward gears G of the transmission 16_iUpda
Will be released. The “(+)” position is the up position,
Gear position G for each work _iIs high, that is, the gear ratio e is small and high.
The speed is shifted one step at a time, while the "(-)" position is
Shift position G for each operation in the down position._iIs down
The speed is changed step by step to the low speed side where the gear ratio e is large.

Between the "R" position and the "N" position,
A detent mechanism is provided between the “N” position and the “D” position, and between the “D” position and the “S” position. By being added, a feeling of moderation is given to the shift lever operation. Further, the "(+)" position and the "(-)" position provided before and after the "S" position are unstable, and the operation is performed to the "(+)" position and the "(-)" position. The shifted shift lever 160 is automatically returned to the “S” position by a biasing device such as a spring.

Referring to FIG. 4, the ABS ECU 118 is used.
Is the wheel speed (N _W ) of each of the four wheels.
A signal representing the wheel speed N _W is supplied from the sensor 152, the presence or absence of slip is detected by comparing these wheel speeds N _W , and the brake oil pressure control valve 154 is controlled to control the brake oil pressure of each wheel. This suppresses the occurrence of slip.

Next, the disengagement control of the automatic clutch 14 controlled by the transmission ECU 116 when the engine 12 is started will be specifically described with reference to the flowchart of FIG. 6 and the time chart of FIG. 7. In addition, this shielding
The disconnection control is performed regardless of the outside temperature and the amount of electricity stored,
It is not an example of the present invention.

The flowchart of FIG. 6 is executed when the ignition switch 120 is operated to the "ON" position. In the initial state, the clutch solenoid valve 98 of the hydraulic circuit 90 is held at the drain position. Then, in step SA1 of FIG. 6, the hydraulic pressure P _O detected by the hydraulic pressure sensor 110 is the minimum shutoff pressure P _Om.
It is determined whether or not it is lower than in. If P _O ≧ P _Omin , step SA4 and _subsequent steps are immediately executed, but if P _O <P _Omin , steps SA2 and SA3 are executed to operate the hydraulic pump 94. Then, the hydraulic pressure P _O is increased until the cutoff minimum pressure P _Omin is _reached . When P _{O ≈P Omin} , the accumulator 96 accumulates a hydraulic pressure (oil amount) enough to disengage the automatic clutch 14 only once. Figure 7 (a)
Is a time chart showing changes in the hydraulic pressure P _O in this embodiment, time t ₁ is the operation start time of the hydraulic pump 94,
Time t ₂ is the time when P _O ≧ P _Omin and the determination in step SA3 is YES.

At step SA4, the operation of the hydraulic pump 94 is stopped and the clutch solenoid valve 98 is operated.
_Is switched to the hydraulic pressure supply position and the hydraulic pressure P _O ( _{≈P Omin} ) is output to the clutch release cylinder 34 to disconnect the automatic clutch 14. In the next step SA5, an engine start command is output to the engine ECU 114, whereby the starter 134 causes the engine 12 to operate.
The engine 12 is started by performing engine starting control such as cranking the engine and injecting fuel from the fuel injection valve 136. In steps SA6 to SA8, the hydraulic pump 94 is operated again, and this time the hydraulic pressure P
_Increase the pressure until _O reaches the maximum allowable pressure P _Omax . P _O ≈P
_{When reaching Omax} , the accumulator 96 accumulates a hydraulic pressure (oil amount) capable of disengaging the automatic clutch 14 a predetermined number of times.
The time t _{3 in} FIG. 7A is the time when the hydraulic pump 94 is started again after the engine is started, and the time t ₄ is P _O ≧ P
_This is the time when _Omax is reached and the determination in step SA7 is YES.

Here, in the control device for the automatic clutch vehicle according to the present embodiment, the hydraulic pump 94 is operated to the minimum necessary amount before the engine 12 is started so that the automatic clutch 14 can be disengaged. Therefore, the operating time (t _{1 to} t ₂ ) of the hydraulic pump 94 before the engine is started is minimized, and the operating noise of the hydraulic pump 94 and the discomfort caused by the time lag until the engine is started are reduced. The consumption of the battery due to the operation of the hydraulic pump 94 before the engine is started is suppressed to a necessary minimum. By the way,
FIG. 7B shows a case in which the clutch solenoid valve 98 is switched to disconnect the automatic clutch 14 to start the engine 12 after the hydraulic pressure P _O is increased to the maximum allowable pressure P _Omax , and the hydraulic pump 94 before the engine is started. Operating time (t ₁
Up to t ₅ ) becomes longer than in the present embodiment.

Immediately after the hydraulic pressure P _O reaches the cut-off minimum pressure P _Omin , the clutch solenoid valve 98 is switched to _bring the automatic clutch 14 into the cut-off state, the engine 12 is started, and then the hydraulic pump 94 is operated again to operate the hydraulic pressure P _{O. In} order to increase _O to the maximum allowable pressure P _Omax , the automatic clutch 1 is activated by one operation of the hydraulic pump 94 after the engine is started.
4 can be shut off a predetermined number of times, and durability deterioration due to frequent operation of the hydraulic pump 94 can be prevented. After the engine is started, the operating noise of the hydraulic pump 94 is canceled by the engine noise, so there is no problem.

[0044] In this embodiment, corresponds to the portion for switching the hydraulic pressure supply position blocking the minimum pressure output means clutch <br/> Chi solenoid valve 98 in a series of signal processing sac Chis step SA4 by transmission for ECU 116, Step SA6, S
The part that executes A7 and SA8 corresponds to normal control preparation means. Further, step SA5 of outputting an engine start command to the engine ECU 114 to start the engine 12
Together with the engine ECU 114 constitute an engine starting means.

Next, another embodiment of the present invention will be described. In the following embodiments, the parts substantially common to those in the above embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

[0046] Figure 8 is a flow chart for explaining an embodiment of a bright first shot, which is performed instead of the flow chart of FIG. 6, an ignition switch 120
Is operated to the “ON” position, step SB1
Do the following: In step SB1, the hydraulic pump 94
And the clutch solenoid valve 98 is switched to the hydraulic pressure supply position, and the hydraulic pressure P _O is applied to the clutch release cylinder 34. In step SB2, it is determined whether the pump operation permission flag F _P is “ON”,
If "ON", step SB3 is executed to increase the hydraulic pressure P _O until the maximum allowable pressure P _Omax is reached, but F _P = OFF
In case of, the step SB4 is immediately executed and the hydraulic pump 9
Stop 4

The pump operation permission flag F _P can be switched between "ON" and "OFF" according to the flow chart shown in FIG. 9, and is executed when the ignition switch 120 is operated to the "ON" position. To be done. In step SF1 of FIG. 9, it is determined whether or not the engine 12 is in operation, for example, whether or not the engine speed N _E is about 500 rpm or less. If in operation, the flag F _P is turned “ON” in step SF7. However, if it is not in operation, step SF2 and thereafter are executed. In step SF2, it is determined whether or not the outside air temperature, that is, the intake air temperature T _A detected by the intake air temperature sensor 130 is -20 ° C or less. If it is -20 ° C or less, step SF5 is executed, but -20 ° C. If it is higher, step SF3 is executed. In step SF3, the engine cooling water temperature sensor 13
The engine cooling water temperature T _W detected by 2 is -20 ° C.
It is judged whether or not it is below, and if it is below -20 ° C, step S
Execute F5, but if it is higher than -20 ℃, step S
Execute F4. In step SF4, it is determined whether or not the battery voltage E _B detected by the battery voltmeter 168 is 11 V or less, and if it is 11 V or less, step SF5.
If the voltage is higher than 11V, step SF
7 is executed to set the flag F _P to “ON”.

The above steps SF2 and SF3 are performed by the engine 1.
It is for judging whether starting of 2 is difficult,
Step SF4 is for determining whether or not the battery is in a depleted state, and in step SF5 executed when any of the determinations is YES, it is determined whether or not the automatic clutch 14 is disengaged. And the automatic clutch 1
4 is cut off, the flag F _P
Is turned on, but if the automatic clutch 14 is disengaged, step SF6 is executed to turn off the flag F _P.
To That is, when the engine is started, the automatic clutch 1
4 must be disengaged, but if the hydraulic pump 94 is operated more than necessary at low temperatures or when the battery is exhausted, the battery may be exhausted and the engine 12 cannot be started. Therefore, it is necessary to disengage the automatic clutch 14. The pump operation permission flag F _P to “OF
It is set to "F" to prohibit the operation of the hydraulic pump 94.

The disengagement determination of the automatic clutch 14 in step SF5 is performed according to the flowchart shown in FIG. 10 or 11, for example. In the case of FIG. 10, a clutch disengagement detection switch that switches from OFF to ON when the automatic clutch 14 is disengaged is provided based on, for example, the position of the piston or piston rod of the clutch release cylinder 34 or the position of the release sleeve 38, In step KA1, it is determined whether or not the clutch disengagement detection switch is ON, and when it is ON, a clutch disengagement determination indicating that the automatic clutch 14 is disengaged is made in step KA2, while when it is OFF, it is automatically made in step KA3. Clutch 1
A clutch engagement determination indicating that 4 is an engaged state (connected state) is performed. If the clutch disengagement determination is performed in step KA2, the determination in step SF5 of FIG. 9 is Y.
The status becomes ES, and the flag F _P is “OFF” in step SF6.
To be

In the case of FIG. 11, it is determined in step KB1 whether or not a clutch disengagement command, that is, a command to switch the clutch solenoid valve 98 to the hydraulic pressure supply position is output, and in step KB2, the hydraulic pressure P _O is the cutoff minimum hydraulic pressure P 0. _Judge whether it is _Omin or more. When the clutch disengagement command is output and P _O ≧ P _Omin , step K
The clutch disengagement determination is performed in B3, and if either one is not satisfied, the clutch engagement determination is performed in step KB4. If the clutch disengagement determination is made in step KB3, the above-mentioned FIG.
The determination in step SF5 is YES and step SF5
At 6, the flag F _P is turned “OFF”.

Therefore, when the automatic clutch 14 is disengaged at a low temperature or when the battery is exhausted, the pump operation permission flag F _P is set to "OFF" in step SF6 of FIG. 9, and the determination in step SB2 of FIG. 8 is made. Immediately after the determination becomes NO, the hydraulic pump 94 is stopped in step SB4.
In step SB5 of FIG. 8, an engine start command is output to the engine ECU 114, and engine start control is performed in the same manner as in step SA5, so that the engine 1 is executed.
2 is started. In step SB6, it is determined whether or not the hydraulic pressure P _O is _{equal to} or higher than the allowable maximum pressure P _Omax , and if P _O ≧ P _Omax , the process ends, but if the temperature is low or the battery is exhausted, the determination in step SB2 becomes NO. , Hydraulic pressure P _O
Is not increased to the allowable maximum pressure P _Omax , steps SB7 to SB9 are executed and the steps SA6 to S are executed.
The hydraulic pressure P _O is increased to the maximum allowable pressure P _{Omax in the same} manner as A8.

In this embodiment, at the same time as the hydraulic pump 94 is operated, the clutch solenoid valve 98 is switched to the hydraulic pressure supply position to output the hydraulic pressure P _O to the clutch release cylinder 34. At the time of exhaustion, if the automatic clutch 14 is disengaged as the hydraulic pressure P _O rises (flag F _P = OFF
Then, the hydraulic pump 94 is immediately stopped in step SB4, and the engine 12 is started in step SB5. That is, the hydraulic pump 94 before the engine is started
Of the hydraulic pump 94 before the engine is started because the operation of the hydraulic pump 94 is minimized to disengage the automatic clutch 14.
It is possible to avoid that the engine 12 cannot be started due to the exhaustion of the battery due to the operation of the.
Further, since the operating time of the hydraulic pump 94 before the engine is started is the minimum necessary, there is an advantage that the time lag until the engine is started is shortened.

When the temperature is low or the battery is not exhausted, the hydraulic pressure P _O is increased to the maximum allowable pressure P _Omax prior to starting the engine 12, while the engine 12 is started at the low temperature or when the battery is exhausted. After that, the hydraulic pump 94 is operated again to raise the hydraulic pressure P _O to the maximum allowable pressure P _{Omax. Therefore,} it is usually possible to disengage the automatic clutch 14 a predetermined number of times by one operation of the hydraulic pump 94. It is possible to prevent deterioration of durability due to frequent operation of the.

In this embodiment, steps SB1, SB2, SB of the series of signal processing by the transmission ECU 116 are performed.
The part that executes 4 corresponds to the pre-start pump control means.

12 to 14 show an embodiment of the third invention.
In the hydraulic circuit 174 of FIG. 12, an auxiliary accumulator solenoid valve 170 is provided between the clutch solenoid valve 98 and the clutch release cylinder 34, and a spring back pressure type auxiliary accumulator 172 is connected to the solenoid valve 170. . As shown in FIG. 12, the auxiliary accumulator solenoid valve 170 connects the clutch solenoid valve 98 and the clutch release cylinder 34 with each other, and connects the clutch release valve 34 and the auxiliary accumulator 172 with each other. The auxiliary accumulator pressure output position for connecting and disconnecting the clutch solenoid valve 98 and the accumulator connecting position for connecting the clutch solenoid valve 98 and the auxiliary accumulator 172 and disconnecting the clutch release cylinder 34 are switched to three positions. In the non-excitation state, the automatic clutch 14 is held at the cylinder connection position by a biasing means such as a spring, and the automatic clutch 14 is disengaged and the connection control is performed in the substantially same state as the hydraulic circuit 90 during gear shifting. Further, the auxiliary accumulator 172 has a back pressure (spring force) and a volume capable of accumulating hydraulic pressure (oil amount) enough to disengage the automatic clutch 14 at least once.

The hydraulic circuit 174 as described above is operated, for example, as shown in FIGS. 13 (a) and 13 (b).
FIG. 13A relates to control when the engine is stopped. In step SC1, the ignition switch 120
Is judged to have been operated to the “OFF” position, and “OF
When operated to the "F" position, the auxiliary accumulator pressure accumulation command is output in step SC2, the clutch solenoid valve 98 is switched to the hydraulic pressure supply position, the auxiliary accumulator solenoid valve 170 is switched to the accumulator connection position, and the auxiliary accumulator 172 is operated.
Is supplied with the hydraulic pressure P _O. Ignition switch 12
Since the engine 12 is stopped in response to the operation of the "0" to the "OFF" position, the stop of the engine 12 may be detected in step SC1. In step SC3, it is judged whether or not the pressure accumulation in the auxiliary accumulator 172 is completed, for example, whether or not a predetermined time has elapsed, or the detection result of the hydraulic pressure sensor, the position sensor, etc. provided in the auxiliary accumulator 172, and Is completed, the clutch solenoid valve 98 and the auxiliary accumulator solenoid valve 170 are both de-energized in step SC4 and are switched to the drain position and the cylinder connection position, respectively.
The pressure accumulation state of 2 is maintained. Since the hydraulic pressure _{equal to} or higher than the cutoff minimum pressure P _Omin is accumulated in the accumulator 96, normally, it is not necessary to operate the hydraulic pump 94 at this time, but the hydraulic pump 94 is operated as necessary to cause the auxiliary accumulator 172 to operate. The pressure may be stored.

FIG. 13 (b) relates to the control when the driver gets on the vehicle. In step SC11, it is judged whether or not the driver is seated in the driver's seat by the ON / OFF signal of the seating sensor 166. Then, when you sit down, step SC12
Do the following: In step SC12, the auxiliary accumulator hydraulic pressure output command is issued and the solenoid valve 170
Is switched to the auxiliary accumulator pressure output position, the hydraulic pressure of the auxiliary accumulator 172 is output to the clutch release cylinder 34, and the automatic clutch 14 is turned off. In steps SC13 and SC14, the hydraulic pump 94
To increase the hydraulic pressure P _O to the allowable maximum pressure P _Omax . When P _O ≧ P _Omax , the hydraulic pump 94 is stopped in step SC15 and the clutch solenoid valve 98 is switched to the hydraulic pressure supply position. . Further, in step SC16, the auxiliary accumulator solenoid valve 170 is switched to the cylinder connection position to set the hydraulic pressure P.
_O ( _{≈P Omax} ) is output to the clutch release cylinder 34, and the automatic clutch 14 is held in the disengaged state based on this hydraulic pressure P _O , and the auxiliary accumulator 172 is disengaged.

On the other hand, when the driver operates the ignition switch 120 to the "ON" position, the operation shown in FIG.
As shown in FIG. 4, it is determined in step SC22 whether the automatic clutch 14 is in the disengaged state.
The engine 12 is started by outputting an engine start command to the engine ECU 114 at C23. The determination in step SC22 as to whether or not the clutch is disengaged may be made, for example, according to the flow chart shown in FIG. 10 or FIG. 11, but in this embodiment, as is clear from FIG. Immediately after seated, the auxiliary accumulator 172 outputs hydraulic pressure to the clutch release cylinder 34 to disconnect the automatic clutch 14, so normally when the ignition switch 120 is operated to the “ON” position and the determination in step SC21 is YES. The clutch is disengaged, and step SC23 is immediately executed to promptly start the engine 12.

As described above, in this embodiment, the gas back pressure type accumulator 9 that can be easily constructed with a large capacity is used.
6 is provided with a spring back pressure type auxiliary accumulator 172, and the auxiliary accumulator 1 is provided when the engine 12 is stopped.
From the operation of the ignition switch 120 to the "ON" position to the engine start in order to put the pressure accumulation state in 72 and to output the hydraulic pressure from the auxiliary accumulator 172 with the seating in the driver's seat to turn off the automatic clutch 14. The time lag of is resolved.

The spring back pressure type accumulator 1 is used.
72 is less likely to deteriorate the pressure accumulating performance (spring performance) even if it is kept in the pressure accumulating state for a long time, and if the pressure is such that the automatic clutch 14 is disengaged only once, it is kept in the pressure accumulating state when the engine is stopped. Also has sufficient durability.

Further, step SC12 of FIG. 13B is executed immediately after sitting in the driver's seat. Before step SC13, a step of determining whether or not the engine 12 is started is provided, and steps SC13 and thereafter are executed. It is also possible to carry out after the engine is started. In that case, the operating noise of the hydraulic pump 94 before the engine is started is eliminated, and the engine 12 cannot be started when the temperature is low or the battery voltage E _B is lowered. Avoided.

In the present embodiment, steps SC1, SC2, SC of the series of signal processing by the transmission ECU 116 are performed.
The part that executes 3 and SC4 corresponds to the pressure accumulation control means, and the part that executes steps SC11 and SC12 corresponds to the auxiliary accumulator pressure output means.

FIGS. 15 and 16 show one embodiment of the fourth aspect of the invention. In the hydraulic circuit 176 of FIG. 15, an opening / closing solenoid valve 178 is provided between the clutch solenoid valve 98 and the clutch release cylinder 34. . The open / close solenoid valve 178 is switched between two positions, that is, a disconnection position that disconnects the clutch solenoid valve 98 and the clutch release cylinder 34, and a connection position that connects the clutch solenoid valve 98 and the clutch release cylinder 34. It is held in the blocking position by a biasing means such as a spring. At the connected position, the hydraulic circuit 90 is substantially in the same state, and the automatic clutch 14 is disengaged and the connection is controlled when shifting. When the vehicle is traveling, such as when the ignition switch 120 is operated to the “ON” position, the open / close solenoid valve 178 is held at the connection position.

The hydraulic circuit 176 as described above is operated, for example, as shown in FIGS. 16 (a) and 16 (b).
16A relates to control when the engine is stopped, and in step SD1, the ignition switch 120
Is judged to have been operated to the “OFF” position, and “OF
When operated to the "F" position, a command to disengage the automatic clutch 14 is output in step SD2, and the clutch solenoid valve 98 is switched to the hydraulic pressure supply position, so that the hydraulic pressure P _O is output to the clutch release cylinder 34. The automatic clutch 14 is disengaged. Since the engine 12 is stopped in response to the operation of the ignition switch 120 to the “OFF” position, the stop of the engine 12 may be detected in step SD1. Also,
Since the hydraulic pressure _{equal to} or higher than the cutoff minimum pressure P _Omin is accumulated in the accumulator 96, normally the hydraulic pump 94 is at this point.
It is not necessary to operate the
4 may be activated.

In step SD3, it is determined whether or not the automatic clutch 14 is in the disengaged state, and if it is in the disengaged state, step SD
In step 4, the open / close solenoid valve 178 is deenergized to be in the disengaged state, so that the drain of the hydraulic oil from the clutch release cylinder 34 is blocked and the automatic clutch 14 is held in the disengaged state. The clutch solenoid valve 98 also
It is de-excited and switched to the drain position. The clutch disengagement determination in step SD3 is performed in steps SF5 and S.
The determination can be made in the same manner as C22, but in this case, it is not always necessary to detect the clutch disengagement promptly, and the release sleeve 38 of the automatic clutch 14 and the piston of the clutch release cylinder 34 reach the stroke end on the shut-off side. It is desirable to move, and the clutch stroke sensor 150, ON-OFF switch, or the like can detect that the stroke end on the disengagement side has been reached,
It may be possible to measure that a predetermined time sufficient for moving to the stroke end on the cutoff side has elapsed. In steps SF5 and SC22 as well, the clutch disengagement determination may be performed based on whether or not the stroke end on the disengagement side has been moved in this way.

FIG. 16 (b) relates to the control when the driver gets on the vehicle. Steps SD11 and S
D12 to SD14 are the same as SC11 and SC13 to SC15 in FIG. 13 (b). Step SD15
Then, the open / close solenoid valve 178 is switched to the connection position, the hydraulic pressure P _O ( _{≈P Omax} ) is output to the clutch release cylinder 34, and the automatic clutch 14 is held in the disengaged state based on the hydraulic pressure P _O.

On the other hand, when the driver operates the ignition switch 120 to the "ON" position, the same signal processing as in FIG. 14 is performed, and it is confirmed that the automatic clutch 14 is in the disengaged state and the engine 12 To start. In that case, in the present embodiment, the automatic clutch 14 is disengaged when the engine is stopped, so that the ignition switch 120 is operated to the “ON” position to perform step SC.
When the determination in step 21 is YES, the clutch is disengaged, and step SC23 is immediately executed to set the engine 12
Can be quickly started.

Thus, in this embodiment, the engine 12
Since the automatic crack 14 is always held in the shut-off state when the engine is stopped, the time lag from the operation of the ignition switch 120 to the “ON” position to the engine start is eliminated.

It is also possible to provide a step for determining whether or not the engine 12 has been started before step SD12 in FIG. 16 (b), and to carry out steps SD12 and thereafter after the engine is started. The operation noise of the hydraulic pump 94 before starting is eliminated, and the failure to start the engine 12 when the temperature is low or the battery voltage E _B is reduced is avoided as much as possible.

In the present embodiment, steps SD1, SD2, SD of the series of signal processing by the transmission ECU 116 are performed.
3. The part that executes SD4 is the open / close solenoid valve 1
Together with 78, a clutch disengagement means at stop is configured.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, in steps SC11 and SD11 of FIGS. 13 (b) and 16 (b), the seating on the driver's seat is detected and the following control is started.
Other execution start conditions can be set, such as detecting that the ignition switch 120 has been operated to the "ON" position and starting execution of steps SC12 and SD12 and thereafter. In the case of FIG. 13 (b), the auxiliary accumulator 17
Since it is necessary to output the hydraulic pressure from 2 to the clutch release cylinder 34 to disengage the automatic clutch 14, if the solenoid valve 170 is switched after the ignition switch 120 is turned "ON", a time lag occurs before the engine 12 starts. The waiting time is shortened as compared with the case where the pump 94 is operated to disconnect the automatic clutch 14.

Further, in FIG. 16B, after the hydraulic pressure P _O is increased to the maximum allowable pressure P _Omax , the clutch solenoid valve 98 is switched to the hydraulic pressure supply position and the opening / closing solenoid valve 178 is switched to the connection position. The hydraulic pressure P _O ( _{≈P Omax} ) is output to the clutch release cylinder 34, but as shown in FIG. 17, the stage when the hydraulic pressure P _O reaches the cutoff minimum pressure P _Omin (the determination in step SD23 is YE.
In S), the clutch solenoid valve 98 may be switched to the hydraulic pressure supply position and the opening / closing solenoid valve 178 may be switched to the connection position to output the hydraulic pressure P _O ( _{≈P Omin} ) to the clutch release cylinder 34 (step SD24). . The same applies to FIG. 13 (b).

Although not illustrated one by one, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing a schematic configuration of a vehicle drive device to which the present invention is applied .

FIG. 2 is a diagram illustrating an example of an automatic clutch of the vehicle drive device of FIG.

FIG. 3 is a circuit diagram illustrating a hydraulic circuit for an automatic clutch provided in the vehicle drive device of FIG.

FIG. 4 is a block diagram illustrating a control system of the vehicle drive device of FIG. 1.

5 is a perspective view showing an example of a shift lever of the vehicle drive device of FIG. 1. FIG.

6 is a flowchart illustrating an example of hydraulic pressure control of an automatic clutch by the transmission ECU of FIG.

7 is an example of a time chart showing a change in hydraulic pressure when hydraulic pressure is controlled according to the flowchart of FIG. 6, (a) is a case of the present embodiment in which the maximum allowable pressure P _{Omax is} increased in two stages, and (b) ) Is a comparative example in which the maximum allowable pressure P _{Omax is} increased at a time.

FIG. 8 is a flowchart illustrating an embodiment of the first invention.

9 is a flowchart illustrating ON / OFF determination of a pump operation permission flag F _P in step SB2 of FIG.

FIG. 10 is a flowchart illustrating a specific example of determination of clutch disengagement in step SF5 of FIG.

FIG. 11 is a flowchart illustrating another example of determination as to whether or not clutch is disengaged in step SF5 of FIG.

FIG. 12 is a diagram for explaining one embodiment of the third invention, and is a circuit diagram showing a hydraulic circuit for gear shifting and automatic clutching.

FIG. 13 is a flowchart illustrating hydraulic control of the hydraulic circuit of FIG. 12, in which (a) is control when the engine is stopped,
(b) is the control during boarding.

FIG. 14 is a flowchart illustrating control when the ignition switch is operated “ON” in the embodiment of FIG.

FIG. 15 is a diagram for explaining an embodiment of the fourth invention and is a circuit diagram showing a hydraulic circuit for shifting and automatic clutch.

16 is a flowchart illustrating hydraulic control of the hydraulic circuit of FIG. 15, in which (a) is control when the engine is stopped,
(b) is the control during boarding.

FIG. 17 is a flowchart illustrating another example of FIG. 16 (b).

[Explanation of symbols]

12: engine 14: automatic clutch 34: clutch release cylinder 90, 174, 176: hydraulic circuit (fluid circuit) 94: hydraulic pump (electric pump) 96: gas back pressure type accumulator 98: clutch solenoid valve (electromagnetic switching valve) 114 : Engine ECU (engine starting means) 116: Transmission ECU 120: Ignition switch 172: Spring back pressure type auxiliary accumulator 178: _{Open /} close solenoid valve (clutch shutoff means at stop) P _O : Hydraulic pressure P _Omin : _Minimum shutoff pressure P _Omax: allowable maximum pressure (through permanent pressure) step S B1, SB2, SB4: pre-start pump control means step SA4: blocking lowest pressure output means step SA5: engine starting means step SA6～SA8: normal control preparation unit step SC1~ SC4: Accumulation control means step C11, SC12: auxiliary accumulator pressure generator step SD1 to SD4: stop declutching means

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Seiji Yoshimura 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (56) References JP 61-74916 (JP, A) JP 9-151963 (JP, A) JP-A 4-113032 (JP, A) JP-A 2-113167 (JP, A) JP-A 61-253226 (JP, A) JP-A 8-14076 (JP, A) Development 61-215125 (JP, A) Actual flat 1-104438 (JP, U) Actual 60-67239 (JP, U) Actual 62-139766 (JP, U) (58) Fields investigated ( Int.Cl. ⁷ , DB name) F16H 61/00-61/24 F16D 25/00-25/12 F16D 48/00-48/12

Claims (3)

(57) [Claims] 1. An automatic clutch, which is arranged in a path for transmitting power from an engine to wheels, is always kept in a connected state and is switched to a disconnected state by a fluid pressure, and a fluid pressure is generated by an electric pump. In a controller of an automatic clutch vehicle, which has a fluid circuit for outputting to the automatic clutch, and sets the automatic clutch to a disengaged state in advance when starting the engine, at a predetermined low temperature or the amount of electricity stored in the power storage device. Is less than or equal to a predetermined value, prior to starting the engine, it has pre-start pump control means for operating the electric pump by a necessary minimum amount capable of disengaging the automatic clutch. Control device. 2. The fluid circuit includes the electric pump, an accumulator that accumulates the fluid pressure, and an electromagnetic switching valve that outputs the fluid pressure of the accumulator to the automatic clutch. The pre-start pump control The means actuates and stops the electric pump until the fluid pressure of the accumulator reaches a predetermined disengagement minimum pressure that is as low as possible within a range in which the automatic clutch can be disengaged. Means for increasing the fluid pressure of the accumulator to the cutoff minimum pressure, and then switching the electromagnetic switching valve to output the fluid pressure to the automatic clutch; and the cutoff minimum pressure output means Engine starting means for starting the engine after fluid pressure is output and the automatic clutch is disengaged; After the engine is started by the engine starting means, the electric pump is operated again to increase the fluid pressure of the accumulator to a predetermined normal set pressure higher than the cutoff minimum pressure, and normal control preparation means. The control device for an automatic clutch vehicle according to claim 1, comprising: 3. An automatic clutch, which is disposed in a path for transmitting power from an engine to wheels, is always kept in a connected state and is switched to a cutoff state by fluid pressure, and an electric pump that generates fluid pressure. A gas back pressure type accumulator for accumulating the fluid pressure, and a fluid circuit having an accumulator, wherein the automatic clutch is disengaged in advance when the engine is started. A spring back pressure type auxiliary accumulator connected to the circuit, a pressure accumulation control means for putting the auxiliary accumulator in a pressure accumulation state when the engine is stopped, and a fluid pressure from the auxiliary accumulator to the automatic clutch prior to starting the engine. And an auxiliary accumulator pressure output means for outputting the automatic clutch to disengage the automatic clutch. Control apparatus for an automatic clutch vehicle.