JPH03200430A - Crawling travel motion control device of automobile - Google Patents

Abstract

PURPOSE:To carry out smooth crawling travel motion by controlling a clutch engagement amount on the basis of deflection between rotating speed of a transmission input shaft and a target rotating speed for crawling travel motion and rotating speed differential value after securing engine rotating speed for crawling travel motion in accordance with an axle pedal operating amount. CONSTITUTION:In a system to take out output of an engine 1 provided with a throttle actuator 11 from an output shaft 32 through an abrasion clutch 2 and a transmission 3, the abrasion clutch 2 is controlled to connect and disconnect by a controller 100 through a clutch actuator 21 in accordance with a travelling state of a car. That is, when it is judged as a time not to operate a brake pedal from output of a brake switch 42, after engine rotating speed for crawling travel motion is secured by way of controlling the throttle actuator 11 in accordance with an axle pedal operating amount obtained from output of an axle sensor 41, the clutch actuator 21 is controlled on the basis of deflection between input shaft rotating speed of the transmission 3 and target rotating speed for crawling travel motion and rotating speed differential value.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a slow-speed running control device for an automobile, and more particularly to a device for controlling slow-speed running of an automobile equipped with a transmission having a friction clutch.

[Conventional technology]

Conventionally, automobiles having a fluid torque converter in their transmissions have had a unique creep phenomenon, and the driver has been able to easily achieve slow speed driving by operating only the brake pedal.

However, a vehicle equipped with a transmission without a fluid torque converter, that is, a transmission with a friction clutch, does not have a slow speed driving phenomenon, that is, a creep phenomenon. The disadvantage is that the accelerator pedal, brake pedal, and clutch pedal (some models do not have a clutch pedal) must be operated delicately, and that the operation requires skill.

Therefore, in order to solve the above-mentioned drawbacks, the present applicant has
A device disclosed in Japanese Patent Publication No. -143140 was proposed.

This device is an automatic system that controls the clutch in a half-clutch condition on the condition that: ■ the gear of the transmission is in a predetermined low gear, ■ the accelerator pedal is within a slight depression angle, and ■ the vehicle speed is within a set range. Equipped with a clutch, this automatic half-clutch control enabled the driver to drive at very low speeds without requiring complicated pedal operations.

Furthermore, in Japanese Patent Application No. 63-321532, the present applicant has disclosed that the amount of clutch engagement is set based on information on the engine rotation speed, throttle opening, and input shaft rotation speed, as well as related information on the transmission gear stage and the amount of brake depression. is prepared in advance as a memory map, and based on this map, the plate clutch is controlled to a half-clutch state to cause the vehicle to creep (
We are proposing a slow speed control device that allows the vehicle to run at very low speeds.

[Problem to be solved by the invention]

However, in the device disclosed in JP-A No. 60-143140, the condition settings are limited, and in particular, the accelerator pedal depression amount θ only operates when the full stroke is 1716, so it is actually a delicate matter. In order to execute this control from a stopped state (usually when the brake pedal is pressed), it is necessary to move the foot from the brake pedal to the accelerator pedal, which is cumbersome. There was a problem in that it was not possible to drive at slow speeds only when the vehicle was off.

Furthermore, in the device of Japanese Patent Application No. 63-321532,
■Open-loop control that determines the clutch engagement amount for low-speed driving from a specified map, even if there are changes in conditions such as differences between paved roads, gravel roads, or snowy roads, or wear and deterioration of the clutch. There is no need to change the amount of clutch engagement in response to this, ■ It requires a brake depression amount sensor that normal vehicles do not have, which increases costs, and ■ Only the clutch position is controlled. The throttle amount under normal idling conditions may cause jerky driving or engine stall (hereinafter simply referred to as "engine stall").■ Even when the brake pedal is depressed (including while stopped), the clutch may be slightly engaged. There were problems such as accelerated wear of the clutch due to the condition in which the

Therefore, the present invention provides these I? An object of the present invention is to provide a slow speed running control device for an automobile that solves the problem of ia.

[Means to solve the problem]

(+) In order to achieve the above object, the vehicle slow running control device according to the present invention includes means for detecting the amount of depression of the brake pedal and the amount of depression of the accelerator pedal, means for detecting the number of rotations of the engine and the input shaft, and a rotational speed adjusting means, a clutch actuator, and an input shaft rotational speed after controlling the adjusting means in accordance with the amount of depression of the accelerator pedal when the brake pedal depression is off to ensure an engine rotational speed for slow running; means for controlling the clutch engagement amount by controlling the actuator based on the deviation and the rotation speed differential value so that the rotation speed becomes the target value for slow speed running;
It is equipped with

(2) Also, in the present invention, a vehicle speed detection means is provided in place of the impact shaft rotation speed detection means, and the control means sets the vehicle speed to an optimal target value for slow speed running corresponding to the amount of depression of the accelerator pedal. Thus, the amount of clutch engagement can be controlled.

(3) Furthermore, in the present invention, a drive torque detection means is provided in place of the input shaft rotation speed detection means, and the control means sets the drive torque to an optimum target value for slow speed running corresponding to the amount of depression of the accelerator pedal. Thus, the amount of clutch engagement can be controlled.

(4) Furthermore, in the present invention, when the brake pedal is depressed, the control means can control the actuator to bring the clutch to a completely disengaged position.

[Function] In the present invention, when the brake pedal depression is off (not depressed), the control means first secures the engine speed corresponding to the detected accelerator pedal depression amount, and then reduces the engine speed to a slow speed corresponding to the accelerator depression amount. target value of the controlled object that is optimal for driving,
In other words, the operation amount of the clutch position is calculated from the control deviation between the target value and the current value of (1) input shaft rotation speed, (2) vehicle speed, or (3) drive torque, and the differential value of the controlled object. Then, by operating the clutch position by this operation amount, slow speed running is performed.

To explain this in more detail, first of all, in conventional cars that do not run at slow speeds, the engine speed (engine output) increases from normal idling speed in proportion to the amount of accelerator pedal depression, as shown in Figure 3. do. However, in the present invention, in order to prevent the engine from stalling even if the clutch position is moved in the tangential direction with the accelerator pedal released for slow speed driving, the engine rotational speed is The adjustment means increases the rotation speed compared to conventional control to ensure engine output.

As shown in Figure 4, the relationship between the target value of the controlled object (input shaft rotational speed, vehicle speed, or drive torque) and the amount of accelerator pedal depression is determined by the accelerator pedal release position in conventional control that does not perform slow speed driving. The value of the controlled object increases linearly in proportion to the amount of accelerator depression from the vicinity, but in the present invention, for slow running control, the value is set so that it is not zero but the optimal target value even at the position where the accelerator pedal is released. .

For this reason, the control means first secures the engine speed corresponding to the accelerator pedal depression amount based on FIG. Control the amount of flanch engagement so that it reaches the target value.

In this case, the control means first calculates the difference (control deviation) X between the calculated target value U and the detected current value V, then calculates the differential value y of the controlled object, and calculates these x11! : Obtain the operation amount 2 of the clutch position from y.

Then, operate the clutch position by 2.

That is, as shown in FIG. 5, the target value U is determined by the control deviation
If the polarity of the differential value y of the controlled object is positive, it means that the controlled object is increasing, and if it is negative, it is decreasing. If it is a small value, it means that it has not increased or decreased, so it can be seen whether the current value V is approaching or moving away from the target value U, or whether it remains at the current value, and the Thalassotia actuator can be controlled accordingly. Therefore, the clutch position is controlled by 1Jz of operation.

This allows the car to run at a slow speed corresponding to the amount of accelerator pedal depression at that time.

Further, in the present invention (4), when the brake pedal is depressed (pedal depression detected), the control means can control the clutch actuator to bring the clutch to the completely disengaged position, so that the control means can control the clutch actuator to bring the clutch to the completely disengaged position. Clutch wear can be kept to a minimum.

〔Example〕

FIG. 1 shows an embodiment of the slow-speed running control device for an automobile according to the present invention, in which 1 is an engine, and 11 is a throttle of the engine 1 (in the case of a diesel engine, it is a fuel injection lever, but in the following embodiment). In this example, a throttle actuator is used as an engine rotation speed adjusting means for controlling the throttle (throttle), 12 is a rotation speed sensor as a rotation speed detection means of the engine 1, and 2 is a friction clutch (hereinafter simply referred to as a clutch). ), 21 is clutch 2
A clutch actuator 22 is a clutch sensor that detects the engaged state (engaged I) of the clutch 2.

Reference numeral 3 denotes a transmission, which changes the engine torque by meshing a gear mechanism controlled by the operation of a transmission actuator 31 to drive an output shaft (not shown) 32 of the transmission 3. The input shaft (input shaft) is provided with a rotation speed sensor 33 as input shaft rotation speed detection means, the transmission actuator 31 that selects and controls the gear speed is equipped with a gear speed sensor 34, and the output shaft 32 is equipped with a gear speed sensor 34.
A vehicle speed sensor 35 as a vehicle speed detection means and a torque sensor 36 as a drive torque detection means are provided.

Furthermore, 41 is an accelerator sensor as a means for detecting the amount of depression of the accelerator pedal, 42 is a brake switch as a means for detecting the amount of depression of the brake pedal, and 5 is a wheel brake mechanism, which is activated to maintain the braking force when starting on a slope. A holding actuator 51 is provided.

6 is a vehicle body (not shown) as road surface slope detection means.
A gradient sensor is attached to the vehicle to detect the gradient of the road surface on which the vehicle is traveling, and 7 is an indicator lamp that displays the slow running state;
8 is a key switch that detects the on/off state of the ignition key; 9 is a slow speed running switch that is turned on when the driver desires slow running (when disabling the braking force retention actuator 51); 10 is a switch at the front and rear of the vehicle; This is a short-range sensor that detects obstacles in close range.

In addition, 100 is a controller composed of a microcomputer, including a central control unit that performs arithmetic processing, various memories that store arithmetic processing procedures, control procedures, control maps described later, etc., a self-diagnosis function, a differential circuit, and input/output. It is equipped with a boat, etc., and when signals from the various sensors and switches mentioned above are input, commands are issued to related actuators etc. according to the results of the stored procedures, and engine 1, clutch 2, and gear change are activated. It controls the machine 3 or the brake mechanism 5.

FIG. 2 is a diagram showing a flowchart of a program executed by the controller 100, and the operation of the ultraspeed running control device for an automobile shown in FIG. 1 will be described below with reference to the flowchart of FIG.

When this program starts, the controller 100 first turns on the display lamp to inform the driver that slow speed driving control is in progress (step S in Figure 2).
1).

Next, the accelerator pedal depression amount is read from the output of the accelerator sensor 41 and stored in the built-in memory.
2) From this memory, it is determined whether the accelerator pedal is released (accelerator depression amount is zero) or not.
3) When released, continue to play kiss inches 42
The output is read and it is checked whether the brake pedal is depressed (brake switch off) (step S4).

Then, when it is determined that the brake pedal is depressed, clutch actuator 2 is activated since slow speed driving is not necessary.
1 to move the clutch 2 to the completely disengaged position and return the engine speed to the predetermined idling speed (step S5), then the control ends. This is to prevent stalling or abnormal engine speed during braking, and to minimize clutch wear.

On the other hand, when it is determined in step S3 that the accelerator pedal p<p is not released (normally, in this case, the brake pedal is not depressed), or when it is determined that the brake pedal is not depressed in step S4, the controller 100 In order to start speed traveling control, the throttle actuator 11 is operated to ensure an engine speed corresponding to the amount of depression of the accelerator pedal at this time (step S6). That is, as shown in the memory map of FIG. 3 stored in the controller 100, even when the accelerator pedal is released, it is "0"
Instead, raise the engine speed to the optimum speed for low-speed driving.

And the fourth one also stored in the controller 100.
From the memory map shown in the figure, calculate the target value U of the controlled object that is optimal for slow speed driving corresponding to the amount of accelerator pedal depression (step S7), and then read the current value V of the controlled object from the corresponding sensor (step S7). S8).

Here, as shown in FIG. 4, the target value U of the controlled object in the present invention differs from conventional control in which slow running control is not performed in that the target value does not become zero even when the accelerator pedal depression amount is zero. If the target to be controlled is the input shaft rotational speed, set it to about 100 to 300 rpm.

Also, to explain how to read the current value V of this controlled object, in the present invention, the controlled objects are (1) the input shaft rotation speed, (2) the vehicle speed from the vehicle speed sensor 35, and (3) the information from the drive torque sensor 36. Any drive torque may be used, and its current value V is read.

When the current value V is read in step S8, the controller 10
0, the control deviation X is obtained by subtracting the current value V from the target value U calculated in step S7 (step S9).

Next, calculate the differential value y of the controlled object in step 5I.
O), the operation amount z of the clutch position is derived from the control deviation X and the differential value y (step 511). Then, the clutch actuator 21 operates the clutch position by 2 (step 512), and the control ends.

Here, the operation amount 2 of the clutch position will be explained in more detail based on FIG. 5. Note that when operating the clutch position in the tangential direction, 2 is set to α, β (α>β>0).

That is, the clutch position is operated as follows.

■The current value V of the controlled object is almost the same as the target value U (Xξ0)
, and if there is almost no increase or decrease (differential value yZO), then
Since this is an ideal situation, do not move the clutch position (2)
=0); ■The current value V of the controlled object is almost the same as the target value U, which is X! =i
0), but if it is increasing (y > O), the clutch position is slightly moved in the disengaged direction to reduce the driving force (z = -β); ■The current value V of the controlled object is the target value Almost the same as U (XξO)
However, if it is decreasing (y<0), the clutch position is moved slightly in the tangential direction to increase the driving force (
2-β): ■The current value V of the controlled object is larger than the target value U (x>0)
, if there is almost no increase or decrease (y; O), move the clutch position slightly in the disengaged direction to reduce the driving force Cz=
-β): ■The current value V of the controlled object is larger than the target value U (x>0)
, is increasing (y>O), the clutch position is largely moved in the disengagement direction to reduce the driving force (z=-
α): ■The current value V of the controlled object is greater than the target value U (X>0)
is decreasing (y<O), the clutch position is not moved because it is approaching the target value (z=0)
; ■The current value V of the controlled object is smaller than the target (Mu (x〈0
), if there is almost no increase or decrease (y”; O), move the clutch position slightly in the tangential direction to increase the driving force (
2-β); ■The current value V of the controlled object is smaller than the target (1iu (X〈
0) is increasing (y > 0), the clutch position is not moved (z
=0); ■The current value V of the controlled object is smaller than the target value U (x<0)
, M is slightly increasing (y<O), the clutch position is largely moved in the tangential direction in order to quickly increase the driving force (z
= α).

Here, the methods for deriving the amount of operation of the clutch position are: - Create a map with X and y as parameters as shown in Figure 6, and refer to it. - Based on conventional linear control theory, Methods include finding a relational expression, and (2) finding 2 from X and y based on fuzzy theory.

Here, when the vehicle travels on a road surface with a slope, control that further takes this point into consideration is required.

Therefore, in the present invention, the control of the program shown in FIG. 2 is further corrected as described later based on the output of the slope sensor 6 to perform slow speed driving control that is optimal for the slope of the road surface on which the vehicle is traveling.

■Control cycle (program cycle! 1IJI) depending on the road surface slope
) to be variable.

This is to prevent the vehicle from sliding if the drive torque is not increased quickly when driving uphill, so the control cycle is made earlier than when driving on a flat road or downhill. The control period for executing the routine shown in the figure, which is normally about 200 ms, is reduced to about 1/2.

■Correct the target value of the controlled object according to the road surface slope.

This is for the same reason as mentioned in ■ above, and in order to increase the drive torque faster when going uphill, the step S is faster than when going downhill or on a flat road.
This is to slightly increase the target value U of the controlled object in step 7.

■Correct the amount of clutch position operation depending on the road slope.

This is also the same as mentioned above, in order to quickly increase the drive torque when going uphill, operate the clutch position 1z (α).

This is a control that increases β).

It goes without saying that only one of each of the above-mentioned to (2) may be incorporated into the control, or several may be incorporated into the control at the same time.

In the above case, the conditions for entering the control routine shown in Figure 2 are not a particular issue; however, as shown in Figure 7, when all of the following conditions are satisfied, the aforementioned slow running mode is executed. is necessary.

■When the ignition key is determined to be on based on the output of key switch 8.

This is to avoid the danger of the vehicle starting to move on its own due to slow speed control, since an abnormal situation may occur where the engine 1 continues to rotate even when the ignition key is off.

■The engine must be running.

Although this is a matter of course, in reality, it is usually determined that the engine is running when the engine speed is above a set value (500 to 700 rpm).

■The diagnosis result by the self-diagnosis function built into the controller 100 is normal.

This judgment is made because if there is an abnormality in the sensors, actuators, controllers, etc. necessary for slow-speed running control, performing slow-speed running control will cause danger. Normally, self-diagnosis is performed within the controller 100 from memory (not shown) and input values from various sensors.
Judgment will be made based on the results.

■Vehicle speed must be less than the set value (approximately 10 KM/H is appropriate).

This is because if the slow speed cruise control is performed when the vehicle speed is high, fuel efficiency will deteriorate and the effectiveness of the engine brake will deteriorate.

■The gear position is the starting position.

This is a starting gear (
This is because it is normally only necessary when in first or reverse gear for passenger cars and second gear for trucks.

Furthermore, since the vehicle does not run at a slow speed except in the starting gear, it is possible to solve problems such as shortening of clutch life and deterioration of fuel efficiency due to heavy use of the clutch in a half-way position.

On the contrary, as shown in FIG. 8, if any one of the conditions shown in FIG. 7 is not satisfied, it is necessary to cancel the slow running mode.

Furthermore, in addition to the conditions shown in FIG. 7, as shown in FIG. 9, if the slow speed drive switch 9 is operated only when the driver wants to drive at a slow speed, or if the amount of accelerator depression is less than the set value, the slow drive mode is set. can be configured to run.

This configuration will be explained based on FIG. 9. In this configuration, when all the conditions shown in FIG. 7 are satisfied and one or both of the following are satisfied, the vehicle enters the slow running mode.

■The slow speed switch 9 is on.

By adding to the setting conditions that the driver turns on the slow speed switch 9 when a slow speed driving mode is required, such as during traffic jams or when the garage is running out of control, the driver's will can be respected, reducing clutch life and reducing fuel consumption. deterioration can be prevented.

■The amount of accelerator pedal depression is less than the set value.

This assumes that when the amount of accelerator pedal depression is small, it means that the driver wants to drive at a slow speed, and adds to the setting condition that the amount of accelerator pedal depression is less than a set value, and the set value is equal to the accelerator pedal stroke. Approximately one-third of the amount
The degree is appropriate.

Accordingly, as shown in FIG. 1O, the slow running mode is canceled when any one of the cancellation conditions shown in FIG. 8 described above or any one of the following is satisfied.

The Φ slow speed switch 9 must be turned off.

This is due to the fact that the clutch is often used in a partially engaged state in low-speed driving mode, resulting in a slow start response.

Therefore, when the driver wants to start or accelerate the vehicle quickly, such as when entering a highway or entering a wide street, the driver can cancel the slow speed mode by turning off the slow speed switch 9.

■The amount of accelerator pedal depression is greater than or equal to the set value.

This assumes that when the driver depresses the accelerator pedal hard, it means that the driver wants to start or accelerate the vehicle quickly, and when the amount of accelerator pedal compression exceeds a set value, slow-speed driving mode is canceled. .

By performing the above control, it is determined whether the driver wants to drive at a slow speed or if he wants to start and accelerate quickly, and based on that judgment, the slow speed mode is set or canceled, thereby controlling the drive to suit the driver's will. becomes possible.

On the other hand, as shown in FIG. 1, when the short-range sensor 10 that detects obstacles in the front and rear of the vehicle is installed, all of the slow running mode setting conditions shown in FIG. 7 are satisfied, as shown in FIG. 11. In addition, the slow speed driving mode may be set only when an obstacle (another vehicle, a wall, etc.) is detected in the direction of travel of the vehicle.

This is because the situations where slow speed control ■ is required are when driving on a congested road or when parking in a garage, and in both cases there are obstacles nearby.
0 and automatically enters slow speed mode only when an obstacle is present. This is to set the vehicle to a slow running mode.

As a result, the vehicle automatically enters the slow speed mode only when the slow speed mode is necessary, thereby freeing the driver from the trouble of frequent switch operations. In addition, when there is an obstacle nearby, the vehicle automatically enters a low-speed driving control state, thereby avoiding the risk of the driver not noticing the obstacle and causing a collision.

In this case, the obstacle detection is based on the gear position to determine the vehicle's direction of travel (forward or backward depending on the 1st gear or reverse gear).
It is preferable to obtain information from a short-range sensor at the front of the vehicle when moving forward, and from a short-range sensor at the rear of the vehicle when reversing.

Further, the detection area of the sensor is suitably equal to that of the vehicle so as not to detect vehicles in adjacent lanes, oncoming vehicles, guardrails, etc. If the detection distance is short, the brakes must be applied immediately after detection, and there is no point in running at a slow speed, so this distance needs to be 5 meters or more.

In addition, the present invention can also be used in automobiles equipped with a braking force retention device. In this case, it is necessary that the slow running switch 9 is turned on as shown in FIG.

This operation will be explained based on the flowchart shown in FIG. Note that steps 5lot to 5104 in this program routine correspond to steps S1, S3 to S5 of the program shown in FIG. 2, and this routine is continued to step S6 in FIG. 2.

After setting the clutch to the disengaged position in step 3104 to prevent engine stalling and clutch wear, the control roller 100
The vehicle checks whether the vehicle is stopped based on the output of the vehicle speed sensor 35 (step 5105), and when it is determined that the vehicle is stopped, the braking force holding actuator 51 (see FIG. 2) is activated (step 5106), and the brake mechanism is activated. 5 to enter the braking force holding operating state (H3A) and end the program.

In the case of "rN" in step 5102 or 5103, the controller 100 checks whether or not the slow speed running shifter 9 is on (step 3107), and if it is on, step 3
Proceed to Step 106, but when it is off, continue to check whether the braking force retention actuator 51 is operating or not.
10B), if it is inactive, proceed to step Sl13.

If it is determined in step 5108 that the braking force holding actuator 51 is in operation, then the current value α of the driving torque or the flange position is detected from either the torque sensor 36 or the taranochi sensor 22 (step 5109),
Compare this current value α and the set value β when the braking force is released (
same step 5110). Here, the set value β is a value that corresponds to a driving torque to the extent that the vehicle does not slide down even on a slight slope.

When α<β, the driving torque is insufficient, so the flange actuator 21 is operated to move the clutch position a little in the tangential direction to increase the driving force (
The same step St 11) is, in this case, step 8
Since the clutch is completely disengaged in step 5104 before the braking force holding actuator 51 is activated in step 106, step 5ill will be repeated several times.

Then, as the clutch is gradually connected, α≧β, and since sufficient driving torque is obtained at this time, the braking force holding actuator 51 is deenergized and the holding braking force is released. The amount of accelerator pedal depression is detected from the output of the accelerator sensor 41 while the vehicle is kept in a state where it does not slide, and is stored in the memory (step 5112).

After this, the process advances to step S6 in FIG. 2 to execute slow running control, but by performing the control shown in FIG. Smooth, low-speed driving can be achieved simply by operating the driver's brake pedal.

〔Effect of the invention〕

As described above, in the vehicle slow running control device according to the present invention, when the brake pedal depression is off, the input shaft rotational speed (or vehicle speed The clutch engagement content is controlled based on the deviation and rotational speed differential value so that the drive torque (drive torque) reaches the target value for slow speed running, and the clutch is set to the fully disengaged position when the brake pedal is depressed. You can obtain unique effects such as:

i) It is possible to drive at a slow speed by simply turning the brake pedal on and off.

11) Since the controlled objects (input shaft rotational speed, vehicle speed, and drive torque) are controlled in a closed loop, it is possible to drive at very low speeds in response to road conditions and clutch wear conditions.

iii) Since both the clutch position and engine output are controlled, there is no risk of jerky running or engine stalling.

iv) When pressing the brake pedal, completely disengage the clutch.
Since the clutch is not frequently used in a half-clutch state, clutch wear, deterioration of fuel efficiency, and deterioration of engine braking effectiveness can be reduced.

[Brief explanation of drawings]

FIG. 1 is a hardware configuration diagram showing an embodiment of a slow speed cruise control device for an automobile according to the present invention, FIG. 2 is a flowchart of a program executed by the controller of the present invention, and FIG. 3 is an accelerator Fig. 4 is a graph showing the relationship between the amount of pedal depression and the engine speed (engine output), and Fig. 4 is a graph showing the relationship between the amount of accelerator pedal depression and the numerical value (target value) to be controlled. , a graph diagram for explaining the operation of the clutch position according to the present invention, FIG. 6 is an example diagram of a map for determining the operation amount of the clutch position used in the control of the present invention, and FIGS.
12 is a diagram for setting the slow running mode setting conditions of the present invention, and FIG. 12 is a flowchart of a program when the braking force holding operation (ISA) executed by the controller of the present invention is involved. be. In Fig. 1, 1 is an engine, 2 is a friction clutch, 1
1 is a throttle actuator, 12 is an engine rotation speed sensor, 21 is a flank actuator, 33 is an input shaft rotation speed sensor, 34 is a gear position sensor, 35
36 is a vehicle speed sensor, 36 is a torque sensor, 41 is an accelerator sensor, 42 is a brake sensor, and 9 is a controller, respectively. In the figures, the same reference numerals indicate the same or corresponding parts.

Claims (4)

[Claims] (1) Each detection means for the amount of brake pedal depression and accelerator pedal depression, each rotation speed detection means for the engine and input shaft, the engine rotation speed adjustment means, the clutch actuator, and the accelerator when the brake pedal depression is off. After controlling the adjustment means according to the amount of pedal depression to ensure the engine speed for slow speed running, the adjustment means is adjusted based on the deviation and the rotation speed differential value so that the input shaft rotation speed becomes the target value for slow speed running. A slow speed running control device for an automobile, comprising: means for controlling an actuator to control a clutch engagement amount. (2) A vehicle speed detection means is provided in place of the input shaft rotation speed detection means, and the control means adjusts the clutch engagement amount so that the vehicle speed becomes an optimal target value for slow-speed driving corresponding to the accelerator pedal depression amount. 2. The slow speed running control device for a motor vehicle according to claim 1, wherein (3) A drive torque detection means is provided in place of the input shaft rotation speed detection means, and the control means engages the clutch so that the drive torque reaches a target value optimal for slow speed running corresponding to the amount of depression of the accelerator pedal. 2. The micro-speed running control device for a motor vehicle according to claim 1, wherein the control device controls the amount. (4) The slow speed running control for a motor vehicle according to any one of claims 1 to 3, wherein when the brake pedal is depressed, the control means controls the actuator to bring the clutch to a completely disengaged position. Device.