JP6098530B2 - Clutch control device - Google Patents

Description

  The present invention relates to a clutch control device. In particular, the present invention relates to a clutch control device that can switch an operation mode. The operation mode includes a plurality of modes having different operating conditions of the clutch mechanism. For this reason, in this specification, it is assumed that the switching control of these modes is performed by the clutch control device.

  Conventionally, actuators (clutch actuators and shift change actuators) such as hydraulic cylinders have been added to the configurations of general clutch mechanisms and manual transmission mechanisms, and the engagement and disengagement of the clutch mechanism and the gear stage switching operation of the transmission mechanism are performed by these actuators. The structure which performs is known (for example, refer patent document 1).

  In addition, in a configuration including such an actuator, an operation mode that can be switched between a “2-pedal mode” and a “3-pedal mode” is also known (see, for example, Patent Document 2). In the 2-pedal mode, it is not necessary to depress the clutch pedal at the time of shifting operation, and each actuator is operated only by operating the shift lever to release the clutch mechanism, switch the gear stage of the shifting mechanism, and engage the clutch mechanism. This mode is performed in order. In the 3-pedal mode, the clutch pedal must be depressed when shifting, and the clutch actuator is actuated by releasing the clutch pedal, the clutch mechanism is released, and the shift change actuator is activated by operating the shift lever. In this mode, the gear mechanism of the speed change mechanism is switched, and the clutch actuator is operated in accordance with the depressing release operation of the clutch pedal to engage the clutch mechanism. As described above, in the 2-pedal mode, the clutch mechanism is operated according to the operation of the shift lever, whereas in the 3-pedal mode, the clutch mechanism is operated according to the depression operation of the clutch pedal.

JP 2010-65731 A JP 2005-83562 A Utility Model Registration No. 2585682

  The inventors of the present invention have studied to increase the practicality of the configuration capable of switching the operation mode described above. In the prior art, it has been noted that the operation mode can be switched only by manual operation such as a mode selection dial, and the operation is complicated.

  Further, as a configuration that eliminates the need for manual operation of a mode selection dial or the like, it is proposed that when the 2-pedal mode is selected, the mode is switched to the 3-pedal mode when the clutch pedal is depressed. (For example, refer to Patent Document 3). However, in this technique, when the driver accidentally steps on the clutch pedal while traveling in the two-pedal mode, the mode is switched to the three-pedal mode simultaneously with the depression of the clutch pedal. That is, although the driver is requesting the two-pedal mode, the switching to the three-pedal mode not required by the driver is performed due to the erroneous operation. Therefore, there is a demand for a configuration in which mode switching that accurately reflects the driver's intention is performed.

  The present invention provides a clutch control device capable of switching the operation mode accurately reflecting the driver's intention and without requiring a complicated operation.

-Solution principle of the invention-
The solution principle of the present invention devised to achieve the above object is that the two-pedal mode (the mode in which the clutch mechanism operates according to the operation of the shift operation unit such as a shift lever) is selected. The reaction force against the depression when the clutch pedal is depressed is adjusted so that the driver can recognize that the operation mode is the two-pedal mode. In spite of this, when the depression of the clutch pedal is continued, it is determined that the driver has requested to change the mode, and the mode is changed from the 2-pedal mode to the 3-pedal mode (the mode in which the clutch mechanism operates according to the depression operation of the clutch pedal). ).

-Solution-
Specifically, the present invention relates to a first operation mode (the three-pedal mode) in which the clutch mechanism operates in accordance with the depression operation of the clutch pedal by the driver, and a driver for the speed change operation unit for switching the gear position of the speed change mechanism. It is assumed that the clutch control device can switch the operation mode between the second operation mode (the two-pedal mode) in which the clutch mechanism automatically operates in accordance with the above operation. The clutch control device is provided with an actuator that can change a reaction force with respect to a depressing force for depressing the clutch pedal. In addition, when the second operation mode is selected, the controller sets the reaction force by the actuator to be larger than the reaction force when the first operation mode is selected. Further, the controller sets the operation mode to the second operation mode on condition that a state where the depression amount of the clutch pedal is equal to or greater than a predetermined mode switching determination stepping amount continues for a predetermined mode switching determination time. To the first operation mode.

  When the second operation mode is selected according to this specific matter, the controller uses the reaction force by the actuator (reaction force against the pedaling force when the driver depresses the clutch pedal) as the first operation mode. Set larger than the reaction force when is selected. That is, a large pedaling force is required to depress the clutch pedal. This makes it possible for the driver to easily recognize that the current operation mode is the second operation mode. For this reason, if the current operation mode is the second operation mode and the driver requests the second operation mode, even if the clutch pedal is depressed due to an erroneous operation of the driver, etc. Since the pedaling force required for stepping is increased, the driver recognizes that the current operation mode is the second operation mode, and immediately releases the stepping. Thereby, the second operation mode is maintained.

  On the other hand, when the driver continues to depress the clutch pedal despite the fact that the reaction force has increased, a state in which the depressing amount of the clutch pedal is greater than or equal to a predetermined mode switching determination depressing amount If the mode switching determination time is continued, the controller determines that there is a request for mode switching, and the controller switches the operation mode from the second operation mode to the first operation mode. That is, instead of immediately switching to the first operation mode when the clutch pedal is depressed, the operation mode requested by the driver (the first operation is required on the condition that the depression operation of the clutch pedal by the driver is continued). Automatically switch to the operation mode). That is, by switching the operation mode after the driver continues to depress the clutch pedal even though the reaction force is increased, the driver is required to switch the mode. The operation mode can be switched only by depressing the clutch pedal. Therefore, the operation mode can be switched without accurately reflecting the driver's intention and requiring a complicated operation (a special operation other than the depression of the clutch pedal).

  As a configuration for shortening the time from when the clutch pedal is depressed until the mode is switched according to the driver's intention, the following may be mentioned. That is, when the second operation mode is selected, the controller determines that the amount of depression of the clutch pedal is equal to or greater than the amount of determination of the mode switching determination until the mode switching determination time elapses. When at least one of the accelerator operation amount and the brake operation amount by the driver changes, the operation mode may be switched from the second operation mode to the first operation mode.

  According to this configuration, the first operation from the second operation mode is performed on the condition that the change in the accelerator operation amount or the brake operation amount by the driver has occurred without waiting for the elapse of the mode switching determination time. It will switch to the mode. In other words, the driver is performing an operation (accelerator operation or brake operation) intended to travel in the first operation mode, and the accelerator operation or brake operation is performed assuming that the current operation mode is the first operation mode. There is a high possibility that the user is performing or is requesting switching to the first operation mode. Therefore, in order to respond quickly, the controller switches to the first operation mode without waiting for the elapse of the mode switching determination time. As a result, it is possible to quickly switch to the operation mode intended by the driver.

  Further, as a configuration for allowing the driver to surely recognize that the current operation mode is the second operation mode, when the second operation mode is selected by the controller, the clutch pedal It is good also as a structure which sets the said reaction force by the said actuator large, so that the depression amount of is large.

  According to this, the driver feels that as the clutch pedal is depressed, the pedal force required for the depression increases. As a result, the driver can be surely recognized that the current operation mode is the second operation mode.

  In the present invention, in the second operation mode, when the depression of the clutch pedal is continued despite the fact that the reaction force against the depression force of depressing the clutch pedal is large, the operation mode is changed to the second operation mode. The mode is switched to the first operation mode. Therefore, the operation mode can be switched without accurately reflecting the driver's intention and requiring a complicated operation.

It is a figure which shows schematic structure of the power train and control system of the vehicle which concerns on embodiment. It is a figure which shows schematic structure of a clutch mechanism. It is a block diagram which shows the structure of the control system relevant to engine ECU and ECT-ECU. It is a figure which shows the hydraulic circuit for adjusting a clutch pedal reaction force. It is a flowchart figure which shows the procedure of clutch pedal reaction force control. FIG. 6A shows a clutch pedal reaction force setting map for the 3-pedal mode, and FIG. 6B shows a clutch pedal reaction force setting map for the 2-pedal mode. It is a flowchart figure which shows the procedure of mode switching control. FIG. 10 is a timing chart showing a mode switching operation when a timer expires in a state where the depression amount of the clutch pedal is equal to or more than the depression amount of the mode switching determination. FIG. 6 is a timing chart showing a mode switching operation when an accelerator pedal depression amount is changed before a timer expires.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to an FR (front engine / rear drive) type vehicle will be described.

(Powertrain and control system configuration)
FIG. 1 is a diagram illustrating a schematic configuration of a power train and a control system of a vehicle according to the present embodiment. As shown in FIG. 1, a transmission mechanism 3 is connected via a clutch mechanism 2 to a crankshaft 11 that is an output shaft of an engine 1 as a power train of a vehicle. Further, the output side of the speed change mechanism 3 is connected to drive wheels 44 and 44 via a propeller shaft 41, a differential gear 42 and drive shafts 43 and 43.

  The engine 1 is an internal combustion engine such as a gasoline engine or a diesel engine. Engine 1 is controlled by engine ECU 100. Specifically, information on the operation amount of the accelerator pedal 51 detected by the accelerator pedal position sensor 101, information on the engine speed calculated based on an output signal from the crank position sensor 102 (see FIG. 3), and the like. Is input to the engine ECU 100, and based on these, the engine output requested by the driver is obtained. Accordingly, an opening degree control signal is transmitted to the throttle motor 13 that adjusts the opening degree of the throttle valve 12, and the amount of fuel injection from an injector (fuel injection valve) (not shown) and the opening and closing of intake and exhaust valves are opened and closed. Control the timing, spark plug ignition timing, etc.

  The clutch mechanism 2 is configured as a so-called automatic clutch including a friction clutch 21 (see FIG. 2) and a clutch actuator 22. The clutch actuator 22 operates according to the hydraulic pressure supplied from the hydraulic circuit 201 and changes the engagement state of the friction clutch 21.

  Specifically, as shown in FIG. 2, the friction clutch 21 includes a clutch disk 23, a pressure plate 24, and a diaphragm spring 25. Further, the clutch actuator 22 includes a release bearing 26.

  The clutch disk 23 is spline-fitted to the distal end portion of the input shaft 31 of the speed change mechanism 3, can rotate integrally with the input shaft 31, and can move in the axial direction. The clutch disk 23 is disposed to face the flywheel 14 fixed to the rear end of the crankshaft 11. The pressure plate 24 is disposed between the outer peripheral portion of the diaphragm spring 25 and the clutch disk 23. The diaphragm spring 25 presses the pressure plate 24 toward the clutch disc 23 in a natural state (a state in which no external force is received), thereby pressing the clutch disc 23 against the flywheel 14. A release bearing 26 is disposed opposite to the inner peripheral portion of the diaphragm spring 25. The hydraulic circuit 201 is connected to the release bearing 26, and a clutch control unit 200A (see FIG. 1) inside an electronically controlled transmission ECU (hereinafter referred to as ECT-ECU; “controller” in the present invention) 200. The hydraulic pressure supplied from the hydraulic circuit 201 to the release bearing 26 is controlled by the clutch control signal from In a state where the clutch disc 23 is in pressure contact with the flywheel 14 by the pressing force from the diaphragm spring 25 (engagement state of the clutch mechanism 2), the release bearing 26 is moved into the diaphragm spring 25 by the supply of hydraulic pressure from the hydraulic circuit 201. When the peripheral portion is pressed, the diaphragm spring 25 is reversed, and the pressing force of the pressure plate 24 against the clutch disk 23 is released. As a result, the clutch disc 23 is pulled away from the flywheel 14 and the clutch mechanism 2 is released.

  As described above, the clutch mechanism 2 is operated between the engaged state and the released state by the operation of the clutch actuator 22 by the hydraulic pressure supplied from the hydraulic circuit 201 regardless of whether the driver depresses the clutch pedal 52 or not. The power transmission state can be changed as a so-called clutch-by-wire system.

  The transmission mechanism 3 is a constantly meshing parallel gear mechanism with a synchromesh mechanism that is basically the same as a known manual transmission. For example, it is possible to establish six forward speeds and one reverse speed. The speed change mechanism 3 is a so-called automated manual transmission (AMT), and is operated by a speed change control signal from a speed change control unit 200B in the ECT-ECU 200.

  Specifically, the transmission mechanism 3 includes a plurality of gears (not shown) that establish a reverse gear stage and a plurality of forward gear stages, a select actuator 32, and a shift actuator 33. These actuators 32 and 33 are controlled by the hydraulic pressure supplied from the hydraulic circuit 201 in accordance with a shift control signal from the shift control unit 200B of the ECT-ECU 200. That is, by driving these actuators 32 and 33, the mechanism is configured to switch the gear meshing state (power transmission path) in each gear stage (each shift stage).

  Specifically, a fork shaft (not shown) that transmits an operating force (an operating force generated by hydraulic pressure) is selected by the operation of the select actuator 32. Thereby, the synchromesh mechanism operated by the shift actuator 33 is selected. Then, the fork shaft is moved by the operation of the shift actuator 33, and the sleeve of the selected synchromesh mechanism is moved accordingly, and the synchronizer ring is slid in the axial direction so that the power transmission path between the gears is changed. Switch. Thereby, a predetermined gear stage is established. Since the configuration for establishing the gear stage in accordance with the slide movement of the synchronizer ring is well known, the description thereof is omitted here.

  As described above, the speed change mechanism 3 is configured as a so-called shift-by-wire system in which the actuators 32 and 33 are added on to the configuration of the manual transmission and the speed change operation is executed by the actuators 32 and 33.

  Due to the speed change operation of the speed change mechanism 3, the rotation of the engine 1 input to the speed change mechanism 3 via the clutch mechanism 2 is transmitted to the propeller shaft 41 after being changed by the speed change mechanism 3 at a predetermined speed ratio. . Then, the rotation of the propeller shaft 41 is transmitted to the left and right drive wheels 44, 44 via the differential gear 42 and the drive shafts 43, 43 so that the vehicle travels.

  On the other hand, the center console portion in the passenger compartment is provided with a shift lever operation unit 6 having a shift lever 65 (indicated by a virtual line in FIG. 1) that can be operated by the driver. FIG. 1 shows the shape of the shift gate that guides the operation of the shift lever 65. As shift patterns of the shift gate, there are provided a reverse travel position (R position), a neutral position (N position), an automatic transmission position (E position), and a manual transmission position (M position). In the M position, the driver can select upshift (+) and downshift (−). At this time, the operation to the upshift position “+” in the forward direction of the driver is the upshift operation of the speed change mechanism 3 (operation for outputting an upshift request signal to the ECT-ECU 200), and the downshift in the opposite direction. The operation to the shift position “−” is a downshift operation of the transmission mechanism 3 (an operation for outputting a downshift request signal to the ECT-ECU 200). Then, after the shift lever 65 is operated to the upshift position “+” or the downshift position “−”, the driver releases the shift lever 65 to return to the neutral M position.

  Note that the shift pattern of the shift gate is not limited to that described above, and can be arbitrarily set. For example, a shift mechanism that does not have an “automatic shift mode” has a shift pattern that does not include the automatic shift position (E position). Moreover, the shift pattern provided with the parking position (P position) on the shift gate may be sufficient.

  Further, an upshift paddle switch 62 and a downshift paddle switch 63 are provided on the steering wheel 61 installed in front of the driver's seat.

  These paddle switches 62 and 63 have a lever shape. The upshift paddle switch 62 is given a symbol “+”, and the downshift paddle switch 63 is given a symbol “−”. The upshift paddle switch 62 is for outputting an upshift request signal, and the downshift paddle switch 63 is for outputting a downshift request signal.

  When the shift lever 65 is operated to the M position, when the upshift paddle switch 62 is operated (pulling forward), the upshift is performed to increase the gear position by one step for each operation. A request signal is output. When the downshift paddle switch 63 is operated (pulled forward), a downshift request signal for reducing the gear position by one step is output for each operation.

  The operation information of the shift lever 65 and the operation information of the paddle switches 62 and 63 as described above are given to the ECT-ECU 200. The shift lever 65 and the paddle switches 62 and 63 are the “shift operation unit” in the present invention. The ECT-ECU 200 controls the actuators 22, 32, 33 based on the operation information of the shift lever 65 and the operation information of the paddle switches 62, 63.

  That is, when the shift lever 65 is in the automatic transmission position (E position), the clutch actuator 22 of the clutch mechanism 2 and the actuators 32 and 33 of the transmission mechanism 3 are operated in accordance with traveling conditions such as the accelerator opening degree and the vehicle speed. Then, an automatic shift change operation is performed (automatic shift mode).

  On the other hand, when the shift lever 65 is in the manual shift position (M position), the driver's operation (for example, the depression of the clutch pedal 52, the operation of the shift lever 65 to the upshift position or the downshift position, the paddle, A shift change operation is performed in response to the operation of the switches 62 and 63 (manual shift mode).

  As the operation mode when the shift lever 65 is operated to the manual shift position (M position), there are a “2-pedal mode” and a “3-pedal mode” which will be described later. The “two-pedal mode” is a mode in which the clutch mechanism 2 is automatically operated in accordance with the operation of the shift lever 65 to the upshift position or the downshift position or the operation of the paddle switches 62 and 63. The “3-pedal mode” is a mode in which the clutch mechanism 2 operates according to the depression operation of the clutch pedal 52. The shifting operation in these modes will be described later.

  In addition, a display device 71 (see FIG. 3) is provided on the meter panel in front of the driver's seat, and in the manual shift mode, the current operation mode is displayed (2 pedal mode or 3 pedal mode is displayed), The gear stage required by the operation of the shift lever 65 and the paddle switches 62 and 63 is displayed.

  Hereinafter, the configuration of the control system related to engine ECU 100 and ECT-ECU 200 will be described using FIG. 3.

  The engine ECU 100 and the ECT-ECU 200 have a known configuration including a CPU (central processing unit), a ROM (program memory), a RAM (data memory), a backup RAM (nonvolatile memory), and the like. The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores calculation results in the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory that stores data to be saved when the engine 1 is stopped.

  An accelerator pedal position sensor 101, a crank position sensor 102, a throttle opening sensor 103, a water temperature sensor 104, an engine torque sensor 105, and the like are connected to an input interface (not shown) of the engine ECU 100. The accelerator pedal position sensor 101 outputs a detection signal corresponding to the depression amount of the accelerator pedal 51. The crank position sensor 102 outputs a pulse signal every time the crankshaft 11 rotates by a predetermined rotation angle. The throttle opening sensor 103 outputs a detection signal corresponding to the opening of the throttle valve 12. The water temperature sensor 104 outputs a detection signal corresponding to the coolant temperature of the engine 1. The engine torque sensor 105 outputs a signal corresponding to the output (torque) of the engine 1.

  A throttle motor 13, an injector 15, an ignition plug igniter 16, and the like are connected to an output interface (not shown) of the engine ECU 100.

  The input interface (not shown) of the ECT-ECU 200 includes a clutch pedal position sensor 202, a shift lever position sensor 203, an upshift switch 204, a downshift switch 205, an upshift paddle switch 62, a downshift paddle switch 63, and an input. A shaft rotation speed sensor 206, a vehicle speed sensor 207, a brake pedal sensor 208, a gear position sensor 209, a mode selection dial 64, and the like are connected. The clutch pedal position sensor 202 outputs a detection signal corresponding to the depression amount of the clutch pedal 52. The shift lever position sensor 203 outputs a detection signal corresponding to the operation position (R, N, E, M positions) of the shift lever 65. The upshift switch 204 outputs an upshift request signal every time the shift lever 65 is operated from the M position to the upshift position “+”. The downshift switch 205 outputs a downshift request signal every time the shift lever 65 is operated from the M position to the downshift position “−”. The upshift paddle switch 62 outputs an upshift request signal each time it is operated. The downshift paddle switch 63 outputs a downshift request signal each time it is operated. The input shaft rotation speed sensor 206 outputs a detection signal corresponding to the rotation speed of the input shaft 31 of the speed change mechanism 3. The vehicle speed sensor 207 outputs a speed signal corresponding to the rotational speed of the drive wheels 44 (for example, a rotational speed signal of the output shaft of the transmission mechanism 3). The brake pedal sensor 208 outputs a detection signal corresponding to the operation state of the brake pedal 53 (brake ON / OFF). The gear position sensor 209 outputs a gear position detection signal established in the transmission mechanism 3. The mode selection dial 64 is disposed at the center console portion in the vehicle interior and is used to manually select “2-pedal mode” and “3-pedal mode” in the manual transmission mode.

  The hydraulic circuit 201, the display device 71, the warning device 72, and the like are connected to an output interface (not shown) of the ECT-ECU 200. As described above, the display device 71 is requested by displaying the current operation mode (displaying the 2-pedal mode or the 3-pedal mode) when the manual transmission mode is selected, or by operating the shift lever 65 or the paddle switches 62 and 63. Display the gear position. When an abnormality occurs in the system, the warning device 72 issues a warning to the driver by turning on or blinking a warning lamp.

  The engine ECU 100 and the ECT-ECU 200 are connected by a bidirectional bus so as to perform communication for transmitting and receiving necessary information bidirectionally.

  The engine ECU 100 detects the operating state of the engine 1 based on various input information, controls the throttle motor 13 that adjusts the opening degree of the throttle valve 12, and controls each of the fuel injection amount from the injector 15 and the intake and exhaust. By controlling the valve opening / closing timing and the ignition timing of the ignition plug (control of the igniter 16), the operation of the engine 1 is comprehensively controlled.

  The ECT-ECU 200 executes a process for operating the clutch mechanism 2 and a process for changing the gear stage of the speed change mechanism 3 to the required gear stage based on various pieces of input information. These processes are performed by controlling the supply and recovery of the hydraulic pressure from the hydraulic circuit 201 to the clutch actuator 22, the select actuator 32, and the shift actuator 33.

(Shift mode)
Next, each shift mode will be described. As described above, the automatic transmission mode and the manual transmission mode can be selected as the vehicle transmission mode according to the present embodiment. In addition, as the manual transmission mode, two pedal modes (second operation mode in the present invention) and three pedal mode (first operation mode in the present invention) are provided as operation modes having different operating conditions of the clutch mechanism 2. Can be selected. This will be specifically described below.

−Automatic shift mode−
When the shift lever 65 is operated to the “E position”, the “automatic transmission mode” is selected. When this automatic shift mode is selected, the ECT-ECU 200 automatically selects and establishes the optimum gear stage according to the vehicle running state based on the shift map. This shift map is a map for obtaining an optimum gear stage using the vehicle speed and the accelerator opening as parameters, and is stored in the ROM of the ECT-ECU 200.

  The vehicle speed is detected by the vehicle speed sensor 207. The accelerator opening is detected by the accelerator pedal position sensor 101.

  In the downshift and upshift in the automatic transmission mode, a clutch release operation, a gear stage switching operation, and a clutch engagement operation are continuously performed.

  Specifically, in the clutch release operation, the clutch control unit 200A of the ECT-ECU 200 controls the hydraulic circuit 201 to operate the clutch actuator 22, thereby releasing the friction clutch 21. In this clutch release operation, engine control is performed to prevent the engine speed from being increased due to the reduction in engine load. For example, the engine output is reduced by controlling the opening of the throttle valve 12 or the like.

  In the gear stage switching operation, the transmission control unit 200B of the ECT-ECU 200 controls the hydraulic circuit 201 to operate the synchromesh mechanism of the transmission mechanism 3 via the select actuator 32 and the shift actuator 33, so that the transmission mechanism 3 is Once the neutral state is established, the required gear is obtained from the shift map.

  In the clutch engagement operation, the clutch control unit 200A of the ECT-ECU 200 controls the hydraulic circuit 201 to operate the clutch actuator 22, whereby the friction clutch 21 is gradually engaged.

  As described above, in the automatic transmission mode, the gear stage is switched without the driver depressing the clutch pedal 52 or operating the shift lever 65 and the paddle switches 62 and 63.

−Manual shift mode−
As described above, in the manual transmission mode, the “2-pedal mode” and the “3-pedal mode” can be selected as operation modes in which the operating conditions of the clutch mechanism 2 are different from each other.

  The two-pedal mode is a mode in which the clutch mechanism 2 is automatically engaged and disengaged without requiring the depression of the clutch pedal 52 at the time of shifting operation (also referred to as an automatic clutch mode). On the other hand, the three-pedal mode is a mode that requires the depression of the clutch pedal 52 at the time of a shifting operation, and the clutch actuator 22 is operated according to the operation of the clutch pedal 52 and the clutch mechanism 2 is engaged / disengaged ( It can also be called manual clutch mode). Switching between these operation modes is basically performed by manual operation of the mode selection dial 64.

<2 pedal mode>
First, the 2-pedal mode will be described. When the two-pedal mode is selected by manual operation of the mode selection dial 64 and the shift lever 65 is operated to the “M position” by the driver, the shift lever 65 is operated to the upshift position or the downshift position. When any paddle switch 62, 63 is operated to request a downshift or upshift, the ECT-ECU 200 recognizes whether the request is a downshift or an upshift, The control to change the gear stage to the required gear stage is performed.

  In the shift operation in the two-pedal mode, the clutch release operation, the gear stage switching operation, and the clutch engagement operation are continuously performed in the same manner as the shift operation in the automatic shift mode described above.

  Specifically, in the clutch release operation, the clutch control unit 200A of the ECT-ECU 200 controls the hydraulic circuit 201 to operate the clutch actuator 22, thereby releasing the friction clutch 21.

  In the gear stage switching operation, the transmission control unit 200B of the ECT-ECU 200 controls the hydraulic circuit 201 to operate the synchromesh mechanism of the transmission mechanism 3 via the select actuator 32 and the shift actuator 33, so that the transmission mechanism 3 is Once in the neutral state, the gear is changed to the required gear by operating the shift lever 65 or the paddle switches 62 and 63.

  In the clutch engagement operation, the clutch control unit 200A of the ECT-ECU 200 controls the hydraulic circuit 201 to operate the clutch actuator 22, whereby the friction clutch 21 is gradually engaged.

<3 pedal mode>
Next, the 3-pedal mode will be described. When the three-pedal mode is selected by manual operation of the mode selection dial 64 and the shift lever 65 is operated to the “M position” by the driver, if the clutch pedal 52 is depressed, the ECT is performed according to this operation. -The clutch control unit 200A of the ECU 200 controls the hydraulic circuit 201 to operate the clutch actuator 22, thereby releasing the friction clutch 21.

  Thereafter, when the driver operates the shift lever 65 to the upshift position or the downshift position, or operates one of the paddle switches 62 and 63 to request the downshift or the upshift, the ECT-ECU 200 The shift control unit 200B recognizes whether the request is a downshift or an upshift, and controls the hydraulic circuit 201 to change the gear stage of the transmission mechanism 3 via the select actuator 32 and the shift actuator 33 to the required gear. Control to change to the stage.

  Thereafter, when an operation for releasing the depression of the clutch pedal 52 is performed, the clutch control unit 200A of the ECT-ECU 200 controls the hydraulic circuit 201 and operates the clutch actuator 22 according to this operation, thereby gradually engaging the friction clutch 21. I will let you.

  As described above, in the 2-pedal mode, the clutch mechanism 2 operates according to the operation of the shift lever 65 and the paddle switches 62 and 63, whereas in the 3-pedal mode, the clutch mechanism 2 operates according to the operation of the clutch pedal 52. The mechanism 2 operates.

(Clutch pedal reaction force control)
Next, clutch pedal reaction force control, which is one of the features of this embodiment, will be described. In this clutch pedal reaction force control, the pedal force required to depress the clutch pedal 52 is made different between the 2-pedal mode and the 3-pedal mode. Specifically, when the 2-pedal mode is selected, the ECT-ECU 200 sets the clutch pedal reaction force larger than that when the 3-pedal mode is selected. As a result, when the 2-pedal mode is selected, the pedaling force required to depress the clutch pedal 52 is greater than when the 3-pedal mode is selected.

  First, a configuration for changing the clutch pedal reaction force will be described. FIG. 4 is a diagram illustrating a hydraulic circuit for adjusting the clutch pedal reaction force. As shown in FIG. 4, the hydraulic circuit includes a clutch pedal reaction force actuator 8 that makes the clutch pedal reaction force variable, a solenoid valve 81, an accumulator 82, a pressure sensor 83, and the like.

  The clutch pedal reaction force actuator 8 is composed of a hydraulic cylinder having a piston (not shown) therein, and a rod 8a extending from the piston is connected to the vicinity of the base end portion of the clutch pedal 52. When the hydraulic pressure in the direction in which the rod 8a advances (protrudes) acts from the solenoid valve 81, an urging force is generated in the direction in which the rod 8a pushes up the clutch pedal 52, thereby increasing the clutch pedal reaction force. Further, when the hydraulic pressure inside the actuator is drained by the solenoid valve 81, the hydraulic pressure in the direction in which the rod 8a advances is reduced and the clutch pedal reaction force is reduced. The solenoid valve 81 incorporates a spool (not shown) for switching the internal oil passage, and the position of the spool is changed according to a control signal from the clutch control unit 200A of the ECT-ECU 200. Specifically, the spool collects and drains oil from the position where the oil passage is switched so that the discharge pressure from the oil pump P is supplied to the clutch pedal reaction force actuator 8 and from the clutch pedal reaction force actuator 8. Thus, it can move between positions where the oil passage is switched. Further, the spool position can be continuously changed by duty control based on a control signal from the clutch control unit 200A of the ECT-ECU 200. As a result, the amount of oil supplied to the clutch pedal reaction force actuator 8 and the amount of oil discharged from the clutch pedal reaction force actuator 8 can be continuously changed, and the clutch pedal reaction force can be continuously changed. It is possible. The accumulator 82 temporarily accumulates the discharge pressure from the oil pump P. Further, the pressure sensor 83 detects the internal hydraulic pressure of each hydraulic line connecting the solenoid valve 81 and the clutch pedal reaction force actuator 8. The detected hydraulic pressure information is used for control (feedback control) of the clutch pedal reaction force. The oil pump P may be a mechanical pump that operates by receiving rotational force from the crankshaft 11 of the engine 1 or may be an electric pump provided with an electric motor. In addition, as a structure which can adjust a clutch pedal reaction force, it is not limited to what was mentioned above. For example, instead of a configuration in which the reaction force is adjusted by hydraulic pressure, a structure in which the reaction force is adjusted by electromagnetic force may be used. That is, the reaction force may be increased by increasing the electromagnetic force. In addition, a configuration that adjusts the reaction force using gas pressure, or a configuration that uses a biasing force of a biasing means such as a spring as a reaction force and a mechanism that makes the reaction force variable may be used. Good.

  Next, clutch pedal reaction force control will be described along the flowchart of FIG. This flowchart is executed every predetermined time (several msec) in the ECT-ECU 200 in a state where the shift lever 65 is operated to the manual shift position (M position) and is in the manual shift mode.

  First, in step ST1, information on the mode selection dial 64 and clutch pedal stroke information are acquired. That is, information on whether the mode currently selected by the mode selection dial 64 is the 2-pedal mode or the 3-pedal mode and information on the depression amount of the clutch pedal 52 are acquired.

  Thereafter, the process proceeds to step ST2, and it is determined whether or not the current mode is the 3-pedal mode. That is, it is determined whether or not the 3-pedal mode is selected based on the acquired information of the mode selection dial 64.

  If the current mode is the 3-pedal mode, a YES determination is made in step ST2 and the process proceeds to step ST3. On the other hand, if the current mode is the two-pedal mode, NO is determined in step ST2, and the process proceeds to step ST4.

  In step ST3, a clutch pedal reaction force setting map for the 3-pedal mode is selected as a map used for clutch pedal reaction force control. FIG. 6A shows a clutch pedal reaction force setting map for the 3-pedal mode. This clutch pedal reaction force setting map is for setting the clutch pedal reaction force according to the stroke (depression amount) of the clutch pedal 52. That is, the clutch pedal reaction force generated by the clutch pedal reaction force actuator 8 is controlled according to this clutch pedal reaction force setting map. As shown in FIG. 6A, in the clutch pedal reaction force setting map for the 3-pedal mode, the clutch pedal reaction force at the start of depression of the clutch pedal 52 is set to be relatively small. Further, the clutch pedal is increased as the amount of depression of the clutch pedal 52 increases until the stroke of about half of the entire stroke of the clutch pedal 52 (until the clutch pedal 52 is depressed to about half of the total stroke). The reaction force is also set to gradually increase. The clutch pedal reaction force is set to gradually decrease as the amount of depression of the clutch pedal 52 increases further as the amount of depression of the clutch pedal 52 increases. This characteristic approximates that of a general clutch mechanism (a clutch mechanism that does not include a clutch actuator and that operates a release bearing by converting a pedal effort into hydraulic pressure). That is, when the clutch pedal reaction force control is performed according to the reaction force setting map, the driver performs the depression operation of the clutch pedal 52 without feeling uncomfortable.

  On the other hand, in step ST4, a clutch pedal reaction force setting map for the two-pedal mode is selected as a map used for clutch pedal reaction force control. FIG. 6B shows a clutch pedal reaction force setting map for the two-pedal mode. This clutch pedal reaction force setting map is also for setting the clutch pedal reaction force according to the stroke (depression amount) of the clutch pedal 52. That is, the clutch pedal reaction force generated by the clutch pedal reaction force actuator 8 is controlled according to this clutch pedal reaction force setting map. As shown in FIG. 6B, in the clutch pedal reaction force setting map for the two-pedal mode, the clutch pedal reaction force at the start of the depression of the clutch pedal 52 is the clutch pedal reaction force for the three-pedal mode. This is significantly larger than the clutch pedal reaction force at the start of depression of the clutch pedal 52 in the force setting map. For example, the clutch pedal reaction force is set to about 5 times larger. This value is not limited to this and is set as appropriate. The clutch pedal reaction force is set to gradually increase as the amount of depression of the clutch pedal 52 increases. That is, when the two-pedal mode is selected, the ECT-ECU 200 increases the clutch pedal reaction force as the depression amount of the clutch pedal 52 increases. The clutch pedal reaction force set by the clutch pedal reaction force setting map for the two-pedal mode is determined by the clutch pedal reaction force setting map for the three-pedal mode over the entire stroke of the clutch pedal 52. It is larger than the set clutch pedal reaction force.

  The clutch pedal reaction force setting map for the two-pedal mode has characteristics for allowing the driver to recognize that the current mode is the two-pedal mode. That is, when the clutch pedal reaction force is set by the reaction force setting map for the two-pedal mode, the pedaling force required for the depression of the clutch pedal 52 becomes remarkably large (in the depression of the clutch pedal 52 in the three-pedal mode). The driver feels uncomfortable because it is significantly larger than the required pedaling force, and can easily recognize that the current mode is the 2-pedal mode.

  After the clutch pedal reaction force setting map is selected as described above, in step ST5, the clutch pedal reaction force corresponding to the current clutch pedal stroke is extracted from the selected clutch pedal reaction force setting map, and in step ST6. Then, clutch pedal reaction force control (control of the clutch pedal reaction force generated by the clutch pedal reaction force actuator 8) is executed so that the extracted clutch pedal reaction force is obtained.

  Thus, the clutch pedal reaction force is adjusted according to the operation mode and the clutch pedal stroke. As described above, when the two-pedal mode is selected, the clutch pedal reaction force is remarkably large, so that the driver feels uncomfortable with the depression of the clutch pedal 52, and the current mode is the two-pedal mode. That will be easily recognized. If the current operation mode is the two-pedal mode and the driver requests the two-pedal mode, even if the driver depresses the clutch pedal 52 due to an erroneous operation of the driver, the pedaling force required to depress the pedal By increasing the size, the driver recognizes that the current operation mode is the 2-pedal mode, and immediately releases the depression. As a result, the two-pedal mode requested by the driver is maintained.

(Mode switching control)
Next, the mode switching control characteristic of the present embodiment will be described. First, an outline of this mode switching control will be described.

  As described above, when the 2-pedal mode is selected, the clutch pedal reaction force is set larger than when the 3-pedal mode is selected. That is, the driver is made to recognize that the current mode is the two-pedal mode. In spite of such a situation, when the driver continues to depress the clutch pedal 52, it is determined that the driver has a request for mode switching. That is, although the current mode is the two-pedal mode, the driver determines that the switch to the three-pedal mode is requested, and the ECT-ECU 200 automatically switches the operation mode to the three-pedal mode. ing. More specifically, when the two-pedal mode is selected, the depression amount of the clutch pedal 52 by the driver is equal to or greater than a predetermined mode switching determination stepping amount, and this state continues for a predetermined mode switching determination time. Under the condition, the driver determines that the switch to the three-pedal mode is requested and automatically switches the operation mode to the three-pedal mode.

  Further, when the two-pedal mode is selected, the ECT-ECU 200 passes the mode switching determination time in a state where the depression amount of the clutch pedal 52 by the driver is equal to or greater than the mode switching determination depression amount. By the way, when at least one of the accelerator operation amount and the brake operation amount by the driver has changed, the operation mode is automatically switched to the 3-pedal mode without waiting for the elapse of the mode switching determination time. .

  Since such switching control of the operation mode is performed, the “clutch control device” according to the present invention includes the ECT-ECU 200 and the clutch pedal reaction force actuator 8. As input signals to the clutch control device, a signal of the operation position of the shift lever 65, a mode selection signal from the mode selection dial 64, a signal of the depression amount of the clutch pedal 52, a signal of the depression amount of the accelerator pedal 51, a brake Various signals such as a signal indicating a depression state of the pedal 53 are included. And this clutch control apparatus is the structure which calculates | requires the operation mode which should be selected based on these signals, and outputs a control signal to the hydraulic circuit 201 according to the selected operation mode.

  Next, the procedure of the mode switching control will be specifically described with reference to the flowchart of FIG. This flowchart is also executed every predetermined time (several msec) in the ECT-ECU 200 in a state where the shift lever 65 is operated to the manual shift position (M position) and is in the manual shift mode.

  First, in step ST11, various information from each sensor or the like is acquired. For example, information on the mode selection dial 64, information on the depression amount of the clutch pedal 52, information on the depression amount of the accelerator pedal 51, information on the depression state of the brake pedal 53, and the like are acquired.

  Thereafter, the process proceeds to step ST12, and it is determined whether or not the current mode is the two-pedal mode. That is, it is determined whether or not the two-pedal mode is selected based on the acquired information of the mode selection dial 64.

  If the current mode is the two-pedal mode, YES is determined in step ST12 and the process proceeds to step ST13. In step ST13, it is determined whether or not the depression amount of the clutch pedal 52 is equal to or greater than a predetermined mode switching determination depression amount A. This mode switching determination stepping amount A is set to 80% as the stepping amount of the clutch pedal 52. This value is not limited to this and is set as appropriate.

  If the amount of depression of the clutch pedal 52 is equal to or greater than the mode switching determination stepping amount A and YES is determined in step ST13, the process proceeds to step ST14, and the mode switching determination flag provided in advance in the ECT-ECU 200 is “ It is determined whether or not “1”. When the mode is switched to the two-pedal mode, the mode switching determination flag is “0”. For this reason, when the depression amount of the clutch pedal 52 is equal to or greater than the predetermined mode switching determination stepping amount A for the first time in the current routine, the mode switching determination flag is “0”, and NO determination is made in step ST14. It moves to step ST15.

  In step ST15, counting of a timer provided in advance in the ECT-ECU 200 is started. This timer is time-up when a predetermined mode switching determination time (for example, 3 sec) elapses from the start of counting, for example. This value is not limited to this and is set as appropriate. In step ST15, the mode switching determination flag is set to “1”.

  Thereafter, the process proceeds to step ST16, and it is determined whether or not at least one of the change in the operation amount of the accelerator pedal 51 and the change in the operation amount of the brake pedal 53 has occurred. The determination of whether or not there is a change in the operation amount here is a change in the operation amount within a preset range (for example, an operation amount change within 5% of the entire stroke of the pedal stroke). Judged “None”. This value can be set arbitrarily. Only when the change in the operation amount is “0”, it may be determined that “there is no change in the operation amount”.

  If the amount of operation of any of the pedals 51 and 53 has not changed and a NO determination is made in step ST16, the process proceeds to step ST17 to determine whether or not the timer has timed out. That is, it is determined whether or not the state where the depression amount of the clutch pedal 52 is equal to or greater than the predetermined mode switching determination stepping amount A continues for a predetermined time (the mode switching determination time).

  Immediately after the depression amount of the clutch pedal 52 becomes equal to or greater than the mode switching determination depression amount A, the timer has not yet timed up, and NO is determined in step ST17 and the process returns.

  In the next routine, if the selection of the two-pedal mode is still maintained and the depression amount of the clutch pedal 52 is greater than or equal to the mode switching determination depression amount A, YES is determined in steps ST12 and ST13, respectively. The Since the mode switching determination flag is already set to “1”, a YES determination is made in step ST14 and the process proceeds to step ST16. As described above, when neither the operation amount of the accelerator pedal 51 nor the operation amount of the brake pedal 53 is changed, NO is determined in step ST16 and the process proceeds to step ST17.

  Thus, in the situation where the selection of the two-pedal mode is maintained and the depression amount of the clutch pedal 52 is equal to or greater than the depression amount A of the mode switching determination, the operation amount of the accelerator pedal 51 and the brake pedal 53 When the state in which none of the manipulated variables is changing continues, the processes of steps ST11 to ST14, ST16, ST17 are repeated, and the timer waits for time-up (the mode switching determination time elapses). Wait for

  When the timer expires (when the mode switching determination time has elapsed) and a YES determination is made in step ST17, the process proceeds to step ST18 and the operation mode is automatically switched to the 3-pedal mode. That is, in the subsequent operations, the release and engagement operations of the clutch mechanism 2 are performed according to the operation of the clutch pedal 52. Specifically, in this shifting operation, the shift lever 65 is in the upshift position or downshift until YES is determined in step ST17 (until the timer expires and the mode is switched to the 3-pedal mode in step ST18). When the downshift or the upshift is requested by operating the position or any of the paddle switches 62 and 63, the shift operation in the two-pedal mode described above is performed. On the other hand, in this speed change operation, if YES is determined in step ST17 and a downshift or an upshift is requested after switching to the 3-pedal mode in step ST18 (the shift lever 65 is moved to the upshift position or the downshift position). When either the paddle switch 62 or 63 is operated), the shift operation in the above-described 3-pedal mode is performed. That is, the clutch mechanism 2 is released at the time of switching to the 3-pedal mode at step ST18, and the gear position switching operation is performed in response to a request for subsequent downshift or upshift.

  Further, simultaneously with switching the operation mode to the 3-pedal mode in this way, the mode switching determination flag is reset to “0”, and the timer is reset.

  When the operation mode is switched to the 3-pedal mode in this way, the operation mode displayed on the display device 71 is switched from the 2-pedal mode display to the 3-pedal mode display. Further, the mode selection dial 64 is provided with an actuator that can change the rotation position of the mode selection dial 64, and the mode selection dial 64 is switched when the operation mode is switched to the three-pedal mode as described above. It is preferable to switch from the switching state to the two-pedal mode (turning position at which the two-pedal mode is selected) to the switching state to the three-pedal mode (turning position at which the three-pedal mode is selected).

  On the other hand, if at least one of the operation amount of the accelerator pedal 51 and the operation amount of the brake pedal 53 has changed before the timer expires (before YES is determined in step ST17), YES is determined in step ST16. If it is determined, the process proceeds to step ST18. In this case, the operation mode is automatically switched to the 3-pedal mode. That is, switching to the 3-pedal mode is performed without waiting for the timer to expire. Further, the mode switching determination flag is reset to “0”, and the timer is reset. Also in this case, the operation mode displayed on the display device 71 is switched from the 2-pedal mode display to the 3-pedal mode display. Further, it is preferable that the mode selection dial 64 is switched from the switching state to the two-pedal mode to the switching state to the three-pedal mode.

  Furthermore, when the mode selection dial 64 is operated to switch from the 2-pedal mode to the 3-pedal mode before the timer expires (until YES is determined in step ST17) (when NO is determined in step ST12). If the amount of depression of the clutch pedal 52 is less than the mode switching determination stepping amount A (when NO is determined in step ST13), the process proceeds to step ST19 to reset the timer and set the mode switching determination flag to “ Reset to “0”. In this case, the operation mode is the 3-pedal mode.

  By repeating the above operation, not only when the mode selection dial 64 is switched to the three-pedal mode, but also when the depression amount of the clutch pedal 52 is equal to or greater than the mode switching determination stepping amount A, the mode switching determination time continues. In this case, the 2-pedal mode is switched to the 3-pedal mode.

  FIG. 8 is a timing chart showing a mode switching operation in the case where the timer times out in a state where the depression amount of the clutch pedal 52 is equal to or larger than the depression amount of the mode switching determination.

  In the situation where the two-pedal mode is selected and the vehicle is traveling, the depression operation of the clutch pedal 52 is started at the timing t1 in the figure, and the depression amount of the clutch pedal 52 is the depression amount of the mode switching determination at the timing t2. A has been reached. At this time, the mode switching determination flag is set to “1” and the timer starts counting. Then, the state in which the depression amount of the clutch pedal 52 does not fall below the mode switching determination depression amount A, and neither the depression amount of the accelerator pedal 51 nor the depression amount of the brake pedal 53 is continued. When the timer expires at timing t3, the operation mode is switched from the 2-pedal mode to the 3-pedal mode. Simultaneously with the switching of the operation mode, the mode switching determination flag is reset to “0”, and the timer is also reset.

  FIG. 9 is a timing chart showing the mode switching operation when the amount of depression of the accelerator pedal 51 changes before the timer expires.

  In the situation where the two-pedal mode is selected and the vehicle is traveling, the depression operation of the clutch pedal 52 is started at the timing t1 in the figure, and the depression amount of the clutch pedal 52 is the depression amount of the mode switching determination at the timing t2. A has been reached. At this time, the mode switching determination flag is set to “1” and the timer starts counting. Then, at the timing t4 in the figure, which is the timing until the timer expires, the depression amount of the accelerator pedal 51 changes (changes by a predetermined amount or more). In the example shown in FIG. 9, the amount of depression of the accelerator pedal 51 changes in the direction of decreasing. At this time, the operation mode is switched from the 2-pedal mode to the 3-pedal mode. Simultaneously with the switching of the operation mode, the mode switching determination flag is reset to “0”, and the timer is also reset.

  As described above, in the present embodiment, when the 2-pedal mode is selected, the clutch pedal reaction force is increased as compared with the case where the 3-pedal mode is selected. The driver can easily recognize that it is the two-pedal mode. In spite of this, when the state where the depression amount of the clutch pedal 52 is equal to or greater than the depression amount of the mode switching determination continues for the mode switching determination time, the mode is automatically switched from the 2-pedal mode to the 3-pedal mode. ing. That is, instead of switching to the 3-pedal mode when the driver depresses the clutch pedal 52, the mode is switched to the 3-pedal mode on condition that the depression of the clutch pedal 52 has continued for a predetermined time. Therefore, the operation mode can be switched without accurately reflecting the driver's intention and requiring a complicated operation (a special operation other than the depression of the clutch pedal 52).

  In the present embodiment, when at least one of the operation amount of the accelerator pedal 51 and the operation amount of the brake pedal 53 changes before the timer expires, the operation mode is automatically changed to the 3-pedal mode. To switch to. In other words, the driver is performing an operation intended to travel in the 3-pedal mode, and the driver is performing an accelerator operation or a brake operation assuming that the current operational mode is the 3-pedal mode, Since there is a high possibility of requesting switching, switching to the 3-pedal mode is performed without waiting for the timer to expire in order to respond quickly. As a result, it is possible to quickly switch to the operation mode intended by the driver.

  Furthermore, in this embodiment, when the two-pedal mode is selected, the clutch pedal reaction force is set to gradually increase as the amount of depression of the clutch pedal 52 increases (FIG. 6B). ) (See the clutch pedal reaction force setting map). For this reason, the driver feels that as the clutch pedal 52 is depressed, the pedaling force required for the depression increases. As a result, the driver can be surely recognized that the current operation mode is the two-pedal mode.

(Other embodiments)
In addition, this invention is not limited only to the said embodiment, All the deformation | transformation and application included in the range equivalent to the claim and the said range are possible. Examples are given below.

  In the above embodiment, the case where the present invention is applied to an FR vehicle has been described. However, the present invention can also be applied to an FF (front engine / front drive) vehicle and a midship vehicle. In addition, although the transmission mechanism 3 has an example of six forward gears, the present invention is not limited to this, and the number of gears can be arbitrarily set.

  In the above-described embodiment, the case where each of the clutch actuator 22, the select actuator 32, and the shift actuator 33 is hydraulically operated has been described. The present invention is not limited to this, and these actuators may be electrically operated using an electric motor or a speed reduction mechanism.

  Further, in the above-described embodiment, the configuration for switching the gear stage of the speed change mechanism 3 is a so-called shift-by-wire system including the select actuator 32 and the shift actuator 33. The present invention is not limited to this, and the configuration may be such that the driver's operating force on the shift lever is directly transmitted to the synchromesh mechanism via a fork shaft or the like.

  Furthermore, in the above embodiment, the clutch pedal reaction force is increased as means for allowing the driver to recognize that the current mode is the two-pedal mode. In addition to this, the driver may be surely recognized that the current mode is the two-pedal mode by blinking the display portion of the operation mode on the display device 71.

  In the above-described embodiment, when the two-pedal mode is selected, the accelerator operation amount and the brake operation by the driver in a state where the depression amount of the clutch pedal 52 by the driver is equal to or greater than the depression amount of the mode switching determination. When at least one of the amounts changes, the two-pedal mode is switched to the three-pedal mode. Not limited to this, when the two-pedal mode is selected, and the depression speed when the depression amount of the clutch pedal 52 by the driver is greater than or equal to the depression amount of the mode switching determination, You may make it switch from 2 pedal mode to 3 pedal mode.

  The present invention can be applied to a clutch control device capable of switching between a 2-pedal mode and a 3-pedal mode as an operation mode of the clutch mechanism.

2 Clutch mechanism 22 Clutch actuator 51 Accelerator pedal 52 Clutch pedal 53 Brake pedal 62 Upshift paddle switch (shift operation section)
63 Paddle switch for downshift (shift operation part)
65 Shift lever (shift operation section)
8 Clutch pedal reaction force actuator 200 ECT-ECU (controller)
200A Clutch control unit (clutch control device)

Claims (3)

A first operation mode in which the clutch mechanism is operated in accordance with the depression operation of the clutch pedal by the driver, and a second mechanism in which the clutch mechanism is automatically operated in accordance with the driver's operation on the speed change operation unit for switching the gear position of the speed change mechanism. In the clutch control device that can switch the operation mode between the operation modes,
An actuator that varies a reaction force with respect to a depression force that depresses the clutch pedal; and when the second operation mode is selected, the controller selects the reaction force by the actuator in the first operation mode. The controller is set to be larger than the reaction force when the clutch pedal is depressed, and the controller is on condition that the state where the depression amount of the clutch pedal is equal to or larger than the predetermined mode switching determination depression amount is continued for a predetermined mode switching determination time. The clutch control device switches the operation mode from the second operation mode to the first operation mode. The clutch control device according to claim 1, wherein
When the second operation mode is selected, the controller allows the driver to wait until the mode switching determination time elapses in a state where the amount of depression of the clutch pedal is equal to or greater than the amount of determination of the mode switching determination. The clutch control device, wherein when at least one of an accelerator operation amount and a brake operation amount is changed, the operation mode is switched from the second operation mode to the first operation mode. The clutch control device according to claim 1 or 2,
When the second operation mode is selected, the controller sets the reaction force by the actuator to be larger as the depression amount of the clutch pedal is larger.

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