JPH01120438A - Clutch controller - Google Patents

Abstract

PURPOSE:To obtain smooth clutch control by obtaining clutch load characteristics from the motor load current in a clutch actuator and adopting the inflection point in the characteristic curve as the reference point for clutch control. CONSTITUTION:In a normal operation, an electronic controller 31 impresses the clutch position or the driving pulse having the duty corresponding to the load, which is detected by the signal from a decoder 29, to a motor 28. In order to control a clutch 13 by using an electric clutch actuator 14, the controller 31 measures the load current in the motor 28 and learns the clutch characteristics relating to the load current at each clutch position. When the decoder 29 is out of order, the controller 31 adopts the inflection point in the load characteristic curve, which the controller 31 learned in advance, as the reference point for clutch control and impresses the driving pulse having the duty corresponding to the load to the motor 28 in order to control the clutch position. With this contrivance, the completely coupled clutch position, half- coupled clutch position, and clutch operating speed can properly be controlled.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an automatic clutch control device using an electronic control method, and more particularly to an automatic clutch control device using an electronic control method using an electric motor as a drive source for a clutch.

(Prior Art) A clutch is a device that is located between an engine and a transmission and connects and disconnects engine power to drive wheels. Friction clutches, fluid clutches, and electric clutches have been put into practical use, but manual transmission vehicles usually use a parallel shaft gear transmission and a dry short plate clutch, which is a type of friction clutch. It is.

On the other hand, automatic driving devices for vehicles using electronic devices have been developed, but these types of automatic driving devices usually use a planetary gear type transmission and a fluid clutch.

One reason for this is that control is relatively simple. However, since the structure is different from manual transmission vehicles, it has the disadvantage that parts cannot be shared with manual transmission vehicles.

However, recently, automatic driving systems for vehicles have appeared that use the parallel shaft gear type transmission and dry type short plate clutch used in manual transmission vehicles, and drive them with hydraulic actuators controlled by an electronic control unit. It is described in Japanese Unexamined Patent Publication No. 11722/1983.

In dry single-plate clutches used in manual transmission vehicles and automatic driving devices such as those mentioned above, the half-clutch position and fully engaged clutch position fluctuate due to manufacturing variations, wear due to use, and other factors. In the automatic driving system, the half-clutch position and the fully engaged clutch position serve as reference positions for various operations, so it is desirable that these values be learned and constantly updated. Regarding such a learning method, the above-mentioned Japanese Patent Application Laid-Open No. 60-117
It is proposed in No. 22.

(Problem to be Solved by the Invention) However, the method of learning the half-clutch position and the fully engaged clutch position described in the above-mentioned publication is learning at the fully engaged point and the starting point, but it is not applicable to all cycles. Because this method is performed, abnormal values are learned, and since the learned values themselves are significantly changed in one learning, there is a problem in that they are greatly influenced by abnormal values.

Furthermore, in such a conventional clutch control device,
Dispersion in clutch plate dimensions (conical amount), wear,
Alternatively, due to changes in the coefficient of friction due to thermal deformation of the driven plate, the half-clutch position, which is the reference for controlling the clutch position M, changes, causing inconveniences such as a shock when starting or engine revving. was. The installation of sensors to measure such dimensional variations, amount of wear, and amount of thermal deformation has been considered, but there has been a problem in that they have not yet been integrated into a form that is premised on mass production.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to clarify a reference point for clutch control in a clutch control device that drives a vehicle clutch using a clutch actuator controlled by an electronic control device, so that the clutch control can be performed smoothly. It is about providing.

(Means for solving the problems) In order to achieve the objects of the present invention as described above, the present invention includes the following:
In a clutch control device that drives a clutch of a vehicle using a clutch actuator controlled by an electronic control device, the clutch actuator uses an electric motor as a drive source, a switching element that drives and controls the electric motor, and a means for measuring the current flowing through the switching element. a control means for controlling the current flowing through the switching element according to the clutch load characteristic based on the signal from the measuring means; and a control means for detecting an inflection point of the clutch load characteristic and controlling the inflection point by the clutch. A clutch control device is provided, characterized in that it has a means for executing clutch position control as a reference point.

(Operation) The load current of the electric motor that drives the clutch actuator is measured, a characteristic diagram showing the relationship between the load current of the electric motor at each clutch position is created, and this is substituted for the clutch load characteristic. Then, the inflection point in the load characteristic curve is used as a reference point for clutch control.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

In FIG. 1, 11 is an engine, 12 is a flywheel, 13 is a clutch, and 14 is an electric clutch actuator, the detailed structure of which will be described later. 15 is a piston rod, 16 is a release lever, and 117 is an engine rotation sensor.

19 is an input shaft, 20 is a transmission, 21a is an actuator of the transmission, 21b is a sensor that detects the gear position, 22 is an output shaft, 23 is a vehicle speed sensor, 24 is a select lever for driver operation, and 25 is a select lever. 26 is an accelerator pedal, 27 is an accelerator pedal sensor that detects the amount of depression of the accelerator pedal, and 31 is an electronic control device, which is configured with a microcomputer. That is, the electronic control unit 31 includes a read-only memory (ROM) 31a,
It has a readable/writable RAM memory 31b for storing calculation results, input data, etc., a human output interface 31c, and a processor 31d. (ROM)31a
Stores (a) a control program for clutch control, and (b) a clutch control pattern. 30 is an input shaft rotation sensor.

The electric clutch actuator 14 has a drive motor 28, as shown in FIG. The drive motor is a DC motor, and the direction of rotation can be changed by changing the polarity of the applied voltage. A rotary encoder 29 is attached to one end of the drive motor 28.

The rotary encoder 28 is, for example, made of a glass disc that is fixed to the rotating shaft of the drive motor and rotates together with the rotating shaft, and a glue code is printed on the glass disc. Then, a light detection device consisting of a light emitting element and a light receiving element reads the gray code that changes with the rotation of the rotation shaft of the drive motor 28, and sends this signal to the electronic control device 31, thereby detecting the rotation angle of the rotation shaft of the drive motor 28. , rotation speed, and rotation direction.

A deceleration mechanism 32 is coupled to the other end of the drive motor 28, and the rotation of the drive motor 28 is decelerated by this deceleration mechanism 32. The reduced rotational force of the drive motor 28 is transmitted to the actuator section. The actuator section 33 converts rotational force into linear driving force using, for example, a ball screw mechanism.

The linear motion converted by the actuator section 33 is transmitted to a rod 34 that operates the release lever 16 of the clutch 13, and the left and right movement of this rod 34 causes the clutch 14 to operate.

FIG. 2 shows a drive circuit for driving the drive motor 28. As shown in FIG.

The drive circuit includes a changeover switch SW that switches the rotation direction of the drive motor 28, a drive transistor Tr, and a resistor R1 that detects the load current of the drive motor 28. The rectifier circuit Rec
, an analog-to-digital converter A/D.

A pulse whose duty changes depending on the load of the drive motor 28 is applied to the base of the drive transistor Tr. The load current of the drive motor 28 is then converted into a digital value by an analog-to-digital converter A/D.
It is sent to the electronic control unit 31.

Note that, as will be described in detail later, this drive circuit is useful as a backup when the rotary encoder 29 breaks down.

Next, the present invention will be explained in detail.

FIG. 3 shows the position of the release lever 716 when the release lever 16 of the clutch 13 is operated from the fully engaged position to the fully disengaged position, and then returned from the fully disengaged position to the fully engaged position, that is, It shows the relationship between the clutch position and the load that operates the clutch. As is clear from Fig. 3, when the clutch is fully engaged and the clutch is driven in the disengaged direction from this position, the clutch load is heavy, and when the clutch is operated in the disengaged direction from that point, the clutch load becomes It can be seen that it increases linearly with a slope. Then, when the clutch is about to shift from the fully engaged position to the partially engaged state, the clutch load characteristic line bends at point A, and the slope becomes gentler than before. Then, it passes through the half-clutch position B, enters the clutch disengaged position, and reaches the clutch disengaged end position C.

When going to apply the clutch from the clutch disengaged position C, the clutch goes from point C to the closed position, passes through points E and F, and returns to point G, where the clutch becomes fully engaged.

By the way, it is generally known that the current flowing through a DC motor is proportional to the load on the motor.

In the present invention, as shown in FIG. 2, the drive motor that drives the clutch is controlled by a transistor Tr. Therefore, pulses having the same frequency and different duties depending on the load of the drive motor are applied to the base of the transistor Tr to control the drive current of the drive motor. In other words, the clutch is controlled by determining the load force in the connecting or disconnecting direction of the clutch body based on the load current of the drive motor.
8 is connected to the power source so as to act as a load resistance, the duty of the driving pulse is made commensurate with the load force, and the load current applied to the drive motor 28 when the clutch is engaged or disengaged is changed. .

In the present invention, a signal from a decoder 29 connected to the drive motor 28 is input to the electronic control device 31 during normal operation. In the electronic control device 31, a table of clutch positions corresponding to the rotational speed of the drive motor 28 is stored in an internal ROM. Then, the drive motor is rotated a desired number of times to perform clutch position control.

In the clutch control device as described above, there is no guarantee that the decoder 29 will fail due to vibrations of the vehicle or the like. When such an unexpected situation occurs, the clutch control circuit shown in FIG. 2 can be used as a backup system in case of decoder failure.

Next, a backup system in case of decoder failure will be explained.

According to experiments conducted by the present inventors, in the characteristic diagram shown in Fig. 3 showing the relationship between the clutch position and the load that operates the clutch, when the driven plate that constitutes the clutch wears out, It turns out that although the position of point A changes, the distance from inflection point A to point 0 does not change.

For this reason, the inflection point A is learned and stored in the memory in the electronic control unit 31 during normal or latched operation in which the decoder does not fail.
The clutch stroke from the position C to the clutch position C where the clutch is completely disconnected is also stored in the memory within the electronic control unit 31. If a failure occurs in the decoder 29 for some reason, the electronic control unit 31 detects this and deactivates the decoder 29.
At the same time as stopping the manual input of the signal from 9, the operation is switched to inputting the digital value output from the analog-to-digital converter A/D into the electronic control device. The electronic control device detects the load current of the drive motor 28 based on the digital value output from the analog-digital converter A/D, and determines the clutch position from this value using the characteristic diagram shown in FIG. . When the clutch is being driven from the disengaged position to the engaged direction, when the clutch reaches the inflection point A, the number of pulses N to operate the clutch up to point B is applied to the transistor Tr, and the clutch is completely driven. I refuse to do so. The operation from the clutch completely disengaged position to the fully engaged position is performed by detecting the load current of the drive motor 28 using the digital value output from the analog-to-digital converter A/D, and according to the characteristic diagram shown in FIG. The load current value is changed while changing the duty of the pulse, and the point C
A pulse necessary to move the load current from the load current to the inflection point F is applied to the drive motor 28, and after the load current value reaches the inflection point F, the clutch is continuously operated until the load current reaches the inflection point F.

The above control will be explained with reference to the flowchart of FIG. 4. The count number of the counter in the electronic control unit 31 is set to N=1 (step 1), and a set duty pulse is applied to the motor (step 2). It is determined whether the set time has elapsed (step 3), and if YES, the motor 28 is held and the clutch is stopped (step 4). Next, the current flowing through the motor 2 is detected (step 5) and stored in the RAM 3 lb as the Nth current data (step 6).

Determine whether the count number N = 1 (Step 7). If N = 1, find the difference between the Nth and N-1th currents (Step 8). Determine if the difference is smaller than the set value (Step 9).
), if YES, it is further determined whether the Nth current value is greater than or equal to the set value (step 10). If YES, apply a set duty pulse to the motor 2 (step 11), check whether the set time has elapsed (step 12), hold the motor 28, and stop the clutch (step 13).

Next, to explain the operation of clutch engagement control, check whether it is start control (step 14), and if YES, apply a set duty pulse to motor 2 (step 15), and check whether the set time has elapsed (step 16). . Said step 1
If NO in step 4, a set duty pulse is applied to the motor 2B (step 17), and it is checked whether the set time has elapsed (step 18).

When using the electric clutch actuator 14 shown in FIG. 1, the failure can be detected by measuring the load current flowing through the motor 28 and by learning the clutch disconnection load diagram that appears in the combination of the fluctuation elements. can be resolved. First, the load current is I=V/R as mentioned above.
It is. As already mentioned, the current flowing through a DC motor is generally proportional to the load on the motor. Therefore, by measuring the position of the piston rod 15 and the current of the motor, it is possible to learn the breaking load characteristics of the clutch. The load diagram shown in Fig. 3 appears as a result of a combination of factors such as variation in clutch plate dimensions, amount of wear, and thermal deformation, so if clutch control is performed based on this load diagram, The above-mentioned inconvenience will be resolved.

Hereinafter, FIG. 5 is a flowchart showing the process of half-clutch learning. First, it is determined whether or not the gear position sensor 21b is in neutral (step 1).

If YES, the half-clutch learning flag is determined to be 0N10FF (step 2). If YES, the clutch is set to a fully engaged control state (step 3), and the presence or absence of a voltage change in the clutch stroke sensor is determined (step 4). If there is a change, the process returns to step 3, but if there is no change, the voltage value of the clutch stroke sensor is set as the complete contact learning value (step 5). Step 6): Disengage the clutch by the set amount.
Detect the load current of the motor 28 (step 7), read the voltage value of the clutch stroke sensor 32 (step 8), store the voltage value of the clutch stroke sensor 32 and the current of the motor 28 in the RAM (step 9), In step 10, the voltage value of the clutch stroke sensor 32 is compared with a set value, and if it is larger than the set value, step 11 is performed.
Proceed to. The clutch is gradually engaged (step 11), the input rotational speed Ni and the engine rotational speed Ne are compared (step 12), and if Ni≧1/2·Ne, the clutch is stopped (step 13). It is determined whether the input shaft is rotating (step 14) and whether the set time has elapsed (step 15). If YES in both cases, the voltage value of the clutch stroke sensor 32 is set as the half-clutch learning value (step 16). ). Next, the gradient of change in the load current flowing through the motor 28 is determined from the stored value in the RAM, and the inflection point thereof is set as point A, and the corresponding current value and clutch position are set as the learned values at point A (step 17 ). The difference between the half-clutch learning value and the learning value at point A is calculated (step 18), and the half-clutch learning flag is turned on (step 19).

Furthermore, when it is determined in step 1 that the transmission is not in neutral, the half-clutch learning flag is cleared, steps 2 to 19 are all omitted, and the control ends.

As shown in FIG. 3, there is an inflection point A in the coil spring type clutch. Further, assuming that the half-clutch position is B, the slope of the clutch load is different between the A-8 control and the A-0 III control. Particularly in tangential direction control, near point A, the clutch load changes suddenly with respect to the unit clutch position, so it goes without saying that if the clutch is carelessly engaged, a shock or the like is likely to occur. Clutch control is configured based on eight half-clutch positions, but this point B is due to variations in clutch plate dimensions, thermal deformation,
It is also affected by changes in transmission drag torque. Therefore, the amount of engagement of the clutch is corrected based on the distance to the inflection point A. That is, clutch engagement amount = [f (accelerator) ÷ f (engine rpm) + f
(input rpm) ] x [(distance between AB 1Ii
ff)/(set value)]... (1) If the clutch body is of a non-adjustable type, the clutch actuator 14 includes clutch wear allowance, so it can cope with clutch wear, but it is not possible to replace the clutch plate. The driver must be notified in some way. In the present invention, when an electric clutch actuator is used, by measuring the current flowing through the motor, the clutch load and load current are proportional to each other. The principle of determining when it is time to replace the clutch and warning the driver can be explained with reference to Figure 6. As the clutch wears out,
The fully engaged position and partially engaged position of the clutch also move to the engaged side. Therefore, when the clutch plate wears beyond a certain value, the pressing force of the clutch also decreases. As shown in the figure, when the clutch is disengaged, if the clutch load at the inflection point A of the clutch load is less than the set value, it can be determined that it is time to replace the clutch. This operation will be explained below with reference to the flowchart in FIG. 7. The current value at point A is determined from the half-clutch learning flowchart in FIG. 5 (step 1), and the current value Ia at point A is compared with the set value Is. Step 2), if Ia<Is, the clutch replacement indicator is lit to warn the driver (Step 3); however, if Ia≧Is, it is assumed that there is no abnormality.

When the clutch plate wears, the clutch fully engaged position moves in the tangential direction as shown in FIG. Therefore, the clutch is engaged while the transmission gear is in neutral, and when the motor 28 becomes less than the set value, the motor is de-energized, and the clutch position where the number of pulses generated by the rotary encoder 29 no longer changes is completely engaged. At that point, the generated pulse counter value in the control unit is initialized to O. The clutch control drives the motor 28 so that the number of pulses generated from the rotary encoder 29 becomes equal immediately after the clutch counter reaches the fully engaged position.

The processing flowchart shown in FIG. 10 will be explained below. First, it is determined whether the transmission gear is in neutral or not (Step 1). If YES, it is determined whether the complete contact point learning flag is ON or OFF (Step 2). If it is OFF, perform clutch engagement control (step 3) and compare the motor current 1m with the set value Is (step 4), Im<Is
If so, the motor is de-energized (step 5), and changes in the number of pulses of the rotary encoder 29 are checked (step 6). If there is no change, check the elapse of the set time (Step 7), initialize the count value of the generated pulses of the rotary encoder to 0 (Step 8), and turn on the complete contact point learning flag (Step 9).

When it is determined in step 2 that the complete contact flag is ON, it is further determined whether the half clutch learning flag is ON or OFF.
Step 10) to determine if it is F, and if it is OFF,
A clutch disengagement control state is established (step 11). Furthermore, the number N of pulses generated by the rotary encoder 29 is compared with a set value Ns (step 12).

If N<Ns, step 11 is repeated until N≧Ns, and if N≧Ns, the clutch is gradually engaged (step 13), and then the rotation speed N of the input shaft 19 is increased.
is compared with 1/2 of the engine speed Ne (step 1
4). If N≧N e X 1/2, the clutch is stopped (step 15) and the input shaft 19
Check the rotation of the clutch (step 16), and check whether the set time has elapsed (step 17). If YES in both cases, set the current pulse number of the encoder 29 as the half-clutch learning value (step 18), and Turn on clutch learning flag
(Step 19).

If the transmission gear is not neutral in step 1, turn off the half-clutch learning flag and step 20
), and the number of pulses for the target clutch position is set (step 21). The current number of pulses N is compared with the target number of pulses Nt (step 22), and if they match, the process returns to step 1.

If they do not match, drive the motor (step 23), and repeat step 22 until they match.

Furthermore, the learned value of the half-clutch may vary from the normal value due to thermal deformation of the clutch plate, variation in dimensions, or increase in drag torque due to annual changes in transmission oil. Even in the case of such fluctuations, according to the present invention, it is possible to reduce problems such as engine revving and shock when starting, without adding sensors or switches to the basic clutch system. The principle will be explained below with reference to FIGS. 11 and 12.

As shown in Fig. 11, each curve A is used as a half-clutch learning value.
, B, and C, A is the case where the learned value is a normal value,
B shows the change over time in the engine speed when the engine is biased towards the new example, and C shows the change over time in the engine speed when the engine is biased towards the engagement side, and FIG. 12 shows the change over time in the clutch position at the time of starting. Since the amount of clutch engagement relative to the amount of depression of the accelerator pedal is the same for both A and B%C, the difference in the amount of clutch engagement is determined by the magnitude of the engagement amount depending on the engine rotation speed.

In the case of curve B, the engine speed increases, so the amount of welding increases. In this case, as expressed by the above equation (1), due to the increase in engine speed, there is a time delay in order to increase the amount of clutch engagement, resulting in engine revving. In the case of curve C, even if the amount of engagement of the clutch is reduced after a shock occurs and the engine speed decreases, the shock cannot be prevented from occurring. Therefore, by changing the equation as shown below, it is possible to eliminate the above-mentioned obstacle.

Clutch target position = f1 (accelerator) ◆ f2 (engine rotation speed) + f3 (input shaft rotation speed) 10 g (engine rotation speed change).

However, g is a function of the rate of change in engine speed, and if the change in engine speed is positive, g>Q, and if it is negative, g<Q. For example, the values shown in Figure 13 are taken. .

The processing flow based on the above principle will be explained with reference to FIG. 14. First, the accelerator opening degree and engine rotational speed are read (step 1.2), and the rate of change in the engine rotational speed is calculated (step 3). Read the rotational speed of the input shaft 19 (step 4) in Figure 1, calculate the value of f1 (step 5), and calculate the value of f2 (step 6).
), calculate the value of f3 (step 7), calculate the value of g (step 8), and finally calculate the clutch target position (step 9) and set the clutch at that position.

Although this invention has been described in some detail with respect to its most preferred embodiment, the description of the preferred embodiment does not imply any modification of the detailed structure unless it goes against the spirit of the invention as described in the claims. It is clear that various modifications or combinations of these can be made.

(Effects of the Invention) As explained above, according to the present invention, in the clutch control device, the system for electronically controlling the clutch applies a constant duty pulse to the drive motor by applying an electric actuator to the latch actuator. In addition, we have developed a clutch control device that can perform clutch disengagement control and appropriately control the clutch disengagement point, half-clutch position, and clutch operating speed by measuring the current flowing through the drive motor and determining the current change. Can be provided.

Therefore, according to the present invention, by learning the accurate latch reference position, inconveniences such as shocks when starting or engine revving can be prevented, and stable and safe vehicle operation can be performed at all times. It is.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of the clutch control device of the present invention, FIG. 2 is a drive circuit diagram of a clutch actuator drive motor, FIG. 3 is a clutch load characteristic diagram, and FIG. , a clutch control flow diagram, FIG. 5 is a half-clutch position learning flow diagram, FIG. 6 is an explanatory diagram explaining the state of clutch wear, FIG. 7 is a clutch replacement procedure flow diagram, and FIG. 8 is a clutch replacement procedure flow diagram. Clutch stroke control diagram at the time of wear; FIG. 9 is a clutch fully engaged position determination diagram; FIG. 10 is a clutch fully engaged position control flow diagram for clutch wear; FIG. 11 is a half clutch position learned value fluctuation diagram; The figure is a clutch engagement amount variation diagram, Figure 13 is a change table of the engine rotational speed change index g, and Figure 14 is a control flow diagram of the target position based on the engagement amount of each speed of the accelerator, engine, and input shaft. . 14... Clutch actuator, 17... Engine rotation sensor, 23... Vehicle speed sensor, 28... Drive motor, 29... Rotary encoder, 30...
Input shaft rotation sensor, 31... Electronic control device, 32... Clutch stroke sensor. Patent Applicant: Isu-X Automobile Co., Ltd. Agent: Patent Attorney: Mr. Tsuji, Mr. Tsuji, ``Shini;
Excretion - 10th figure 8th figure 9th figure Unico =;
0-Z Figure 11 Tuna South Figure 13 Procedural Amendment (1 citation January 28, 1984 JL Director General of the Patent Office Kunio Ogawa 1, Indication of the case -°. ^- 1988 Patent Application No. 276680 No. 2, Name of the invention Clutch control device 3, Relationship with the case of the person making the amendment Patent applicant address: 6-22-10 Minami-Oi, Tokyo Parts Store Name: Isu-X Automobile Co., Ltd. Tobya 7 Kas Representative: Tobiyama - 4, Agent address: 3-14 Kanda Ogawa-cho, Chiyoda-ku, Tokyo 11
6. Subject of amendment 7. Contents of amendment (1) The scope of claims will be corrected as shown in the attached sheet. (2) r rotary encoder 2 on page 7, line 20 of the specification
8'' is corrected to r rotary encoder 291. (3) R decoder J on page 11, line 13, page 12, lines 3-4, line 6, page 14, line 20, page 13, line 1. , r rotary encoder 291. (4) Lines 10-11 of page 13 of the specification, line 19 of the same page,
In line 20 of the same page, ``point of inflection'' is corrected to ``point of inflection r''. (5) r duty pulse 1 on page 15, line 6 of the specification
is corrected to r duty pulse 1. (6) r in the description from page 15, line 9 to page 25, line 3 of FIG. 1 is set. Delete J. (7) On page 25, line 14 of the specification, correct the ``slatch actuator J to r clutch actuator''. (8) r from page 26, line 12 to page 27, line 3 of the specification
, FIG. 5... Flow diagram 1 is deleted. (9) Figures 5 to 14 of the drawings attached to the application will be deleted. 2. Scope of Claims A clutch control device that drives a clutch of a vehicle with a clutch actuator controlled by an electronic control device, comprising: a clutch actuator whose drive source is an electric motor; a switching element that drives and controls the electric motor; means for measuring the current flowing through the element; control means for controlling the current flowing through the switching element in accordance with clutch load characteristics based on a signal from the measuring means; and detecting an inflection point of the clutch load characteristic. and means for executing clutch position control using the inflection point as a reference point for clutch control. Procedural amendment (method) % formula % 2, Name of the invention Clutch control device 3, Relationship with the case of the person making the amendment Patent applicant address 6-22-10 Minamiinui, Tokyo Parts Co., Ltd. Dokusha name Title Isuy Tobya'P Automotive Co., Ltd. Representative: Tobiyama-4, agent address: 3-146 Kanda Ogawa-cho, Chiyoda-ku, Tokyo 101
, Drawing subject to correction 7, Contents of correction

Claims (3)

[Claims] (1) In a clutch control device that drives a vehicle clutch with a clutch actuator controlled by an electronic control device, the clutch actuator uses an electric motor as a drive source, a switching element that drives and controls the electric motor, and a current flowing through the switching element. a control means for controlling the current flowing through the switching element according to the clutch load characteristic based on a signal from the measuring means; and a control means for detecting an inflection point of the clutch load characteristic and for detecting the inflection point. A clutch control device comprising means for controlling the position of the clutch using the reference point of the clutch as a reference point for clutch control. (2) The clutch control device according to claim (1), further comprising means for learning an inflection point of the clutch load characteristic. (3) The clutch control device according to claim (1), wherein the degree of wear of the clutch plate is detected based on the position of the inflection point of the clutch load characteristic.