JPH09193762A - Start assist device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To release brake fluid pressure on pertinent timing and prevent the occurrence of a backward travel or a sudden forward travel by making a correction for the standard clutch engagement position with an arithmetnc operation device in the direction for obtaining a drive force without any shortage or excess for the start of a vehicle on the basis of such detected data as varying depending on the inclination degree of a road or a vehicle weight. SOLUTION: An operation device 30 makes judgement on a start via a start detecting element 34, based on a signal from a travel speed sensor 22, and reads a signal X for a clutch position at the time of outputting a start detection signal S, thereby updating and registering the signal X as a signal X1 for a standard clutch engagement position via a clutch engagement position recording element 35. A correction amount H is computed with a correction computing element 37, based on a deceleration degree A1 from a deceleration computing element 36 according no a signal from the travel speed sensor 22 as well as brake fluid pressure B from a brake fluid pressure sensor 26. Then, the correction amount H is subtracted from the signal X1 through an adding element 38, and an adding element 39 subtracts a calculated result X2 from the clutch position X, thereby correcting the standard clutch engagement position X1, depending on the inclination degree of a road.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting assisting device for assisting starting of a vehicle on a slope or the like, and more particularly to a starting assisting device in which the timing for releasing the brake pressure is optimized.

[0002]

2. Description of the Related Art In order to avoid problems such as reverse, jump out, engine stall, etc. due to driver's operation mistake when starting a vehicle from a slope, etc., and to automatically maintain brake pressure when the vehicle is stopped even on a flat road surface. As such a device, a starting assistance device has been conventionally known. This is to maintain the brake pressure automatically even when the driver releases his / her foot from the brake pedal when the brake pressure exceeds a certain value and the vehicle speed becomes zero, that is, when the vehicle stops after traveling. When the driver selects the select lever to the starting position, engages the clutch and depresses the accelerator pedal, the device automatically detects it and releases the brake pressure retention. is there.

The timing relating to the clutch connection position for releasing the brake pressure holding is basically the time when it is detected that the clutch has been operated to a predetermined clutch connection position. That is, for example, as shown in the block diagram of FIG. 7, the clutch position signal X input from the clutch position sensor 1 to the arithmetic unit 2 via the input element 3 and the clutch connection reference position output from the element 4 are detected. With the signal X0 (constant), Y = X−X0 is calculated at the summing point 5, and when the sign of Y is positive, it is determined that the clutch is not connected, and the brake pressure is maintained.
When the sign of is negative, it is determined that the clutch is engaged and the brake pressure is released.

In the device shown in FIG. 7, when the driver performs an operation of returning the foot on which the clutch pedal is stepped on to the connecting direction at the time of starting, when the stepped position is returned to a fixed position every time, the starting assist device causes The held brake pressure is automatically released. In this device, when the position range in which the clutch is connected changes due to wear of the clutch or the like, for example, the brake pressure holding is released before the clutch is connected with an appropriate pressing force, and the vehicle moves on a slope ( If it is on an ascending slope, there is a possibility that a problem may occur such that the vehicle may reverse inadvertently due to gravity.

Therefore, for the purpose of preventing such a problem, there is also a starting assisting device provided with a control device as shown in the block diagram of FIG. 8, for example. This is based on the clutch position signal X input from the clutch position sensor 11 to the arithmetic unit 12 via the input element 13 and the clutch connection reference position signal X1 (variable) output from the element 14 and the addition point. When the sign of Y is positive, it is determined that the clutch is not connected and the brake pressure is held, and when the sign of Y is negative, it is determined that the clutch is connected and the brake pressure is increased. To cancel.
Then, in the element 16, the start detection is performed based on the vehicle speed signal input from the vehicle speed sensor 18 via the input element 17, and the start detection signal S is sent to the element 14 when the start is determined.
Is output and the element 14 reads the clutch position signal X at the time when the start detection signal S is input and updates and registers it as the clutch connection reference position signal X1.

In the apparatus of FIG. 8, the actual clutch position at the time of starting is detected every time and registered as the clutch connection reference position, and at the next start, when the clutch pedal is returned to this clutch connection reference position. In addition, the brake pressure held by the starting assistance device is automatically released. In other words, in this device, even if the position range where the clutch is connected changes due to wear of the clutch, the clutch connection reference position is updated so as to follow the change. Is expected to be resolved.

[0007]

However, the above-described conventional starting assistance device described with reference to FIG. 8 is always substantially appropriate when the inclination of the road, the vehicle weight or the road surface condition (road surface friction coefficient) is constant. It is possible to automatically release the brake pressure at various clutch positions, but if the road inclination, vehicle weight or road surface condition is different from the previous start, the clutch position for automatically releasing the brake pressure becomes incorrect, There was still a risk of problems such as reverse travel.

For example, when starting a hill on a slope with a certain degree of slope and then starting a hill on a steeper slope, the brake pressure is automatically released before the proper clutch position, and the vehicle is The phenomenon of reversing occurs. This is because the steeper the ascending slope, the more the driving force required to start (forward) will naturally increase, so the proper clutch position for starting accordingly is the stronger the clutch. It will be displaced in the direction in which it is pressed (that is, the direction in which the clutch pedal is returned more). However, in the conventional starting assist device shown in FIG. 8 that determines the timing for releasing the brake pressure based only on the clutch position at the time of the previous start, at the same clutch position where only the same driving force as that at the time of the previous start can be obtained. Since the rake pressure holding is automatically released, the force of backward movement (component force of gravity) overcomes due to the steep slope and the vehicle moves backward. If the vehicle starts on a slope with a certain degree of slope and then starts on a slope with a small slope or a flat road, the brake pressure will be automatically released after the proper clutch position. Therefore, in this case, on the contrary, the driving force is too large and the vehicle suddenly starts and flies out.

Further, when the vehicle weight including the number of passengers of the vehicle, the load capacity of the luggage, the fuel load capacity, etc. is light, the vehicle starts on a slope with a certain degree of slope, and thereafter the vehicle weight increases due to the increase of the load capacity of the luggage. Even when the vehicle starts on a slope with the same degree of inclination in a heavy state, the brake pressure holding is automatically released before the proper clutch position, and the vehicle reverses on an ascending slope. This is because the heavier the vehicle, the greater the driving force required to start (forward) on the uphill, so the proper clutch position for starting accordingly is It will be displaced in the direction in which it is strongly pressed. However, in the conventional starting assistance device shown in FIG. 8, the rake pressure holding is automatically released at the same clutch position where only the same driving force as when the vehicle was started last time can be obtained. The force (gravitational force component) overcomes and the vehicle reverses. If the vehicle starts with a constant vehicle weight and then starts with the vehicle weight lowered, the brake pressure holding will be automatically released after the proper clutch position. In this case, on the contrary, the driving force is too large and the vehicle suddenly starts to fly out.

Further, when the road surface condition changes from an ordinary paved road to a road surface with a low friction coefficient such as a snow surface and slippery, it is necessary to reduce the driving force at the time of starting to the minimum necessary from the viewpoint of slip prevention. preferable. However, in the conventional starting assist device shown in FIG. 8, the rake pressure holding is automatically released at the same clutch position where the driving force is the same as when the vehicle was started last time. Unless special driving such as starting is performed, it cannot contribute to slip prevention at all.

Therefore, an object of the present invention is to provide a starting assistance device capable of maintaining a substantially optimal clutch engagement position for releasing brake pressure retention even when the inclination of the road surface, the vehicle weight, or the road surface condition changes. There is.

[0012]

In order to achieve the above object, a starting assist device according to a first aspect of the present invention detects a clutch engagement position, and when the detection result is a reference clutch engagement position, a brake pressure is applied. In the starting assistance device that releases the holding, based on the detection data that changes according to the inclination of the road or the vehicle weight, the driving force that is sufficient for starting the vehicle with respect to the change of the inclination or the vehicle weight of the road is sufficient. An arithmetic unit for correcting the reference clutch engagement position is provided in the obtained direction.

The starting assist device according to a second aspect of the invention is characterized by detecting deceleration and brake pressure of the vehicle as the detection data. The starting assist device according to a third aspect of the invention is characterized by detecting a throttle position and acceleration of the vehicle as the detection data.

Further, according to a fourth aspect of the present invention, there is provided a starting assistance device for detecting a clutch engagement position and releasing the brake pressure holding when the detection result reaches a reference clutch engagement position. , The vehicle speed required by the driving wheels and the vehicle speed required by the driven wheels are respectively detected, and when the detected data is a value indicating that the slip of the driving wheels is larger than usual and is slippery, It is characterized in that a calculation device for correcting the reference clutch connection position is provided in a direction in which a minimum driving force required for starting is obtained.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. First Example First, a starting assistance device of a first example will be described with reference to FIGS. 1 and 2. FIG. 1 is a block diagram showing a main configuration of a control system of the starting assistance system of this example, and FIG. 2 is a diagram showing an example of calculation contents of a correction calculation element 37 described later of the control system. As shown in FIG. 1, the control system of this device includes a clutch position sensor 21, a vehicle speed sensor 22, a brake pressure sensor 23, and a computing device 30. The arithmetic unit 30
Is actually realized by an electronic circuit including, for example, a microcomputer.

The clutch position sensor 21 is a movable member (for example, a movable member that pushes a pressure plate pressed against a clutch plate by a force of a spring or the like in a clutch device in a vehicle in a direction of separating the pressure plate from the clutch plate against the force of the spring or the like. It is a position sensor that detects a moving position (hereinafter, referred to as a clutch position) of a release lever or the like or a member (for example, a clutch pedal) that moves in conjunction with the movable member. That is, the clutch position sensor 21 detects the clutch connection position in the present invention, and the clutch connection position in the present invention is in a state where the clutch is connected (a state where the pressure plate is in contact with the clutch plate). It means the clutch position.

That is, the driving force transmitted from the engine to the axle while the clutch is connected is such that the delicate operation amount of the clutch pedal (the magnitude of the force with which the pressure plate is pressed against the clutch plate is large even if the output torque of the engine is constant). However, the operation amount that determines the change in the driving force is the clutch engagement position. Inside the arithmetic unit 30, in this case, in the direction in which the pressure plate is pulled away (usually in the direction in which the clutch pedal is depressed), the clutch position signal X
The polarity of the signal is set so that the value of increases.

The vehicle speed sensor 22 is a sensor that detects the speed of the vehicle, and is, for example, an encoder that detects the rotational speed of the driven wheels. When the rotational speed of the drive wheel that easily slips is detected, the detected value of the vehicle speed is relatively inaccurate, so it is preferable to detect the rotational speed of the driven wheel. The brake pressure sensor 23 detects a hydraulic pressure (brake pressure) applied to a brake main body such as a drum brake or a disc brake, and a brake pressure signal B detected by the brake pressure sensor 23.
Represents the magnitude of the braking force of the vehicle.

Next, the arithmetic unit 30 inputs input elements 31, 32 and 33 for converting the signals respectively input from the clutch position sensor 21, the vehicle speed sensor 22 and the brake pressure sensor 23 into a form to be handled internally, and the vehicle speed sensor 22. Of the clutch connection reference position by which the start detection element 34 that makes a start determination based on the signal of the clutch connection reference position and the clutch detection signal X at the time when the start detection element 34 determines that the start has been detected and the start detection signal S is output. The clutch connection position recording element 35 that is updated and registered as the signal X1, the deceleration calculation element 36 that calculates the deceleration of the vehicle by the signal of the vehicle speed sensor 22, the deceleration A1 output from the deceleration calculation element 36, and the brake. A correction calculation element 37 for calculating a correction amount H based on the brake pressure B from the pressure sensor 23, and a signal X of the clutch connection reference position. From the clutch position X (Y2 = X1−H), and the calculation result X2 (clutch connection position estimated value) of the addition element 38 is subtracted from the clutch position X (Y). = X-
X2) is added.

When the sign of the calculation result Y is positive, it is determined that the clutch is not connected (inappropriate clutch connection position) and the brake pressure is held, and when the sign of Y is negative, the clutch is connected (clutch connection position). The brake pressure is released when it is determined to be appropriate). In addition, the correction calculation element 3
7 is a correction amount when, for example, the brake pressure B is smaller than the deceleration A1 compared to the previous stop, or the deceleration A1 is larger than the brake pressure B compared to the previous stop. 2 has the characteristic of increasing
Based on a preset relationship as shown in
To determine. For example, in FIG. 2, when the brake pressure B is the minimum and the deceleration A1 is the maximum, the correction amount H is “3”,
When the brake pressure B is the maximum and the deceleration A1 is the minimum, the correction amount H is "-3".

With the start assisting device constructed as described above, the vehicle can be started and driven properly based on the detection data (deceleration A1 and brake pressure B) that changes according to the inclination of the road. Since the clutch connection reference position X1 is corrected in the direction in which the force is obtained, the brake pressure is always released at substantially appropriate timing even when the inclination of the road changes, so that the vehicle may run backward or jump out. Certainly prevented.

That is, the deceleration A1 and the brake pressure B used for the calculation of the correction amount H in the correction calculation element 37 are based on the latest values (that is, those immediately before the stop when the vehicle is stopped before starting). Since it corresponds to the inclination of the road surface on which the vehicle is about to start, for example, when the vehicle stops on an ascending slope with a larger inclination than the previous start and tries to start from there. , The deceleration A1 becomes larger than the brake pressure B, and the correction calculation is performed based on the diagram shown in FIG. 2, the correction amount H becomes a larger positive value. Therefore, the clutch engagement position estimated value X2 is smaller than the clutch position X1 at the time of the previous start, and the clutch position X where the determination value Y is negative becomes a value smaller by the correction amount H than at the time of the previous start, The brake pressure is released more slowly (at a position where the clutch pedal is depressed). Therefore, the driving force when the holding of the brake pressure is released becomes larger than that at the time of the previous start by the correction amount H. By the way, when the vehicle stops on an ascending slope with a larger inclination than when it started last time and tries to start from there, if the larger driving force is not transmitted compared to the previous time, the vehicle will reverse However, in the case of the present example, the correction amount H changes in accordance with the change of the inclination degree, and the driving force becomes larger than that at the time of the previous start as much as described above. A smooth start is realized without any problems.

Conversely, for example, when the vehicle stops on a downhill having a larger inclination than the previous start and tries to start from there, the deceleration A1 with respect to the brake pressure B at the immediately preceding stop is the last time. When the correction calculation is performed based on, for example, the diagram shown in FIG. 2, the correction amount H becomes a smaller negative value. For this reason,
The estimated clutch engagement position X2 increases from the clutch position X1 at the previous start, and the determination value Y becomes negative. The clutch position X becomes larger than the previous start by the correction amount H, and the brake pressure It will be released earlier (at a position where the clutch pedal is depressed more). Therefore, the driving force when the holding of the brake pressure is released becomes smaller than that at the time of the previous start by the correction amount H. By the way, when the vehicle stops on a downhill with a larger inclination than when starting from the previous time and tries to start from there, if the driving force smaller than the previous time is not transmitted, the vehicle will jump out However, in the case of this example, the correction amount H changes according to the change of the inclination degree, and the driving force becomes smaller than that at the time of the previous start as described above, so that the jumping out problem occurs. A smooth start is realized without causing

Second Example Next, a starting assistance system of a second example will be described with reference to FIGS. 3 and 4. FIG. 3 is a block diagram showing a main configuration of a control system of the starting assistance system of the present example, and FIG. 4 is a diagram showing an example of calculation contents of a correction calculation element 43 described later of the control system. The same components as those in the first example shown in FIG. 1 are designated by the same reference numerals and the description thereof will be omitted. The control system of this device is
As shown in FIG. 3, the throttle position signal R input from the throttle position sensor 24 via the input element 41.
And a calculation device 40 having a correction calculation element 43 that determines and outputs a correction amount H based on the acceleration A2 of the vehicle obtained by the acceleration calculation element 42.

Throttle position sensor 24 in this example
Is for detecting the throttle position of the present invention. Here, the throttle position is a moving position of a throttle valve that controls the output torque of the engine or a movable member (for example, an accelerator pedal) that works in conjunction with the throttle valve, and corresponds to the opening degree of the stottle. In this case, the arithmetic unit 40
The polarity of the signal R indicating the throttle position is set so that its value increases in the direction in which the throttle opening increases. Further, the acceleration calculation element 42 calculates the acceleration A2 of the vehicle at the time of starting from the signal of the vehicle speed sensor 22 and outputs it to the correction calculation element 43.

The correction calculation element 43 is, for example, greater than the throttle position R with respect to the acceleration A2 as compared with the previous start, or the acceleration A2 with respect to the throttle position R as compared with the last start. If it is small, it has a characteristic of increasing the correction amount, and the correction amount H is determined based on a preset relationship as shown in FIG. 4, for example.
For example, in FIG. 4, the throttle position R is minimum and the acceleration A2 is
Is maximum, the correction amount H is “−3”, and when the throttle position R is maximum and the acceleration A2 is minimum, the correction amount H is “3”.

With the starting assistance device configured as described above, it is determined whether the vehicle is started or not based on the detection data (acceleration A2 and throttle position R) that changes according to the inclination of the road and the vehicle weight. Since the clutch connection reference position X1 is corrected in the direction in which a driving force that is not present is obtained, the brake pressure is always released at substantially appropriate timing even if the inclination of the road or the vehicle weight changes. Advancing and jumping out are surely prevented. In addition to the weight of the vehicle itself, the vehicle weight mentioned here includes the weight of fuel and passengers, the weight of cargo, and the like.

That is, the acceleration A2 and the throttle position R used for the calculation of the correction amount H in the correction calculation element 43 are based on the values immediately after the last start, and the change in the load amount after the last start, etc. If there is no change in vehicle weight or road surface inclination due to, the vehicle weight corresponds to the vehicle weight or road surface inclination at the time when the vehicle is about to start. For this reason, for example, the vehicle starts on an ascending slope with a larger inclination than the previous start, or starts with the vehicle weight increased from the previous start, and then tries to start from the same state. In this case, when the acceleration A2 with respect to the throttle position R in the correction calculation element 43 becomes smaller and the correction calculation is performed based on the diagram shown in FIG. 4, for example,
The correction amount H becomes a larger positive value. Therefore, the clutch engagement position estimated value X2 is smaller than the clutch position X1 at the time of the previous previous start, and the determination value Y is negative. The clutch position X is a value smaller than that at the previous previous start by a correction amount H. Therefore, the brake pressure is released more slowly (at a position where the clutch pedal is depressed by a smaller amount). Therefore, the driving force when the holding of the brake pressure is released is
The correction amount H is larger than that at the previous start. By the way, when the vehicle stops on an ascending slope with a larger inclination and tries to start from there, or when the vehicle starts with a higher vehicle weight, a larger driving force is transmitted compared to the previous time. If this is not done, the vehicle will reverse. However, in the case of this example, the correction amount H changes in accordance with the change in the inclination degree and the change in the vehicle weight, and the driving force is correspondingly changed as described above. Will be larger than when the vehicle was started last time, so a smooth start can be achieved without causing problems such as reverse movement.

On the contrary, for example, the vehicle starts on an ascending slope having a smaller inclination than the previous start, or starts with the vehicle weight reduced from the previous start, and then the same state. When the vehicle is about to start from the vehicle, the acceleration A2 with respect to the throttle position R in the correction calculation element 43 becomes larger than that at the previous previous start, and, for example, as shown in FIG.
When the correction calculation is performed based on the diagram shown in FIG.
Has a smaller negative value. Therefore, the value of the estimated clutch engagement position X2 is larger than the clutch position X1 at the previous start, and the clutch position X where the determination value Y is negative becomes larger than the previous start by the correction amount H. , The brake pressure will be released earlier (at a position where the clutch pedal is depressed more). Therefore, the driving force when the holding of the brake pressure is released becomes smaller by the amount of the correction amount H than at the time of the previous previous start. By the way, when the vehicle stops on an ascending slope with a smaller slope and tries to start from there, or when the vehicle starts with a reduced vehicle weight, the vehicle will jump out unless a smaller driving force is transmitted. However, in the case of this example, the correction amount H changes according to the change of the inclination degree and the change of the vehicle weight, and the driving force is smaller than that at the time of the previous start as much as described above. Therefore, a smooth start can be realized without causing problems such as jumping out.

Third Example Next, a starting assistance system of a third example will be described with reference to FIGS. 5 and 6. FIG. 5 is a block diagram showing a main configuration of a control system of the starting assistance system of this example, and FIG. 6 is a diagram showing an example of calculation contents of a correction calculation element 53 described later of the control system. The same components as those in the first example shown in FIG. 1 or the second example shown in FIG. 3 are designated by the same reference numerals and the description thereof will be omitted. As shown in FIG. 5, the control system of this device includes a throttle position signal R input from the throttle position sensor 24 via an input element 41 and a vehicle drive wheel speed obtained by a deviation rate calculation element 52. Driven wheel speed deviation rate ΔV
It is characterized in that it is provided with an arithmetic unit 50 having a correction arithmetic element 53 that determines and outputs a correction amount H based on

The deviation rate calculation element 52 is a driven wheel speed Vf input from the driven wheel vehicle speed sensor 22 via the input element 32 and a drive input from the driving wheel vehicle speed sensor 25 via the input element 51. Based on the wheel speed Vd, a predetermined calculation (ΔV = (Vd−Vf) / Vf) is performed to obtain the deviation rate ΔV (≧ 0) at the time of starting. In this case, the larger the deviation rate ΔV, the more the drive wheels are slipping.

The correction calculation element 53 has, for example, a throttle position R smaller than the normal road surface with respect to the deviation ratio ΔV, or a deviation ratio ΔV larger than the normal road surface with respect to the throttle position R. And has a characteristic of reducing the correction amount H to 0 or less. For example, the correction amount H is determined based on a preset relationship as shown in FIG. For example, in FIG. 6, when the throttle position R is minimum and the deviation rate ΔV is maximum, the correction amount H is “−3”, and when the throttle position R is maximum and the deviation rate ΔV is minimum,
The correction amount H becomes "0".

In the starting assistance device configured as described above, the detection data (deviation ratio ΔV and throttle position R) that changes according to the road surface condition (friction coefficient of the road surface) is detected,
When the detected data is a value indicating that the slip of the drive wheels is larger than usual and the road is slippery, the clutch engagement reference position X1 is corrected in the direction in which the minimum driving force necessary for starting the vehicle is obtained. Therefore, even if the road surface changes to a slippery state such as a snow surface, the brake pressure is always released at substantially appropriate timing, and slippage at the time of starting the vehicle is prevented.

That is, the deviation rate ΔV and the throttle position R used for the calculation of the correction amount H in the correction calculation element 53 are based on the values immediately after the last start, and the change in the road surface condition after the last start. If there is not, it corresponds to the road surface condition at the time when the vehicle is about to start.
Therefore, for example, when the vehicle starts on a slippery road surface having a smaller friction coefficient than the normal road surface and then tries to start on the same road surface, the deviation ratio ΔV with respect to the throttle position R in the correction calculation element 53 is larger. Then, for example, when the correction calculation is performed based on the diagram shown in FIG. 6, the correction amount H becomes a smaller negative value. For this reason,
The clutch connection position estimated value X2 increases from the clutch position X1 at the time of the previous previous start, and the determination value Y becomes negative. The clutch position X becomes a value larger by the correction amount H than at the time of the previous previous start, and the brake is applied. The pressure will be released earlier (at a position where the clutch pedal is depressed more). Therefore, the driving force when the holding of the brake pressure is released becomes smaller than that in the normal state by the correction amount H. By the way, when the vehicle tries to start on a road surface that is more slippery, the drive wheels will slip unless the vehicle starts with a smaller driving force. As a result, the correction amount H changes, and the driving force becomes smaller than that at the normal time as much as described above. Therefore, slipping does not occur and a smooth start is realized.

It should be noted that the present invention is not limited to the above-described examples, but may have various modes. For example, any one of the correction calculation element 37 shown in the first example, the correction calculation element 43 shown in the second example, and the correction calculation element 53 shown in the third example is provided, and the clutch is connected by each output. Reference position X
The configuration for correcting 2 may be used. In this way, the effect of providing each correction calculation element is realized at the same time.

[0036]

According to the starting assistance device of the first to third aspects of the present invention, the change in road inclination or vehicle weight is detected based on the detection data which changes according to the road inclination or vehicle weight. As a result, the reference clutch engagement position is corrected in a direction in which a driving force that is sufficient for starting the vehicle is obtained. Therefore, even if the inclination of the road or the vehicle weight changes, the brake pressure is always released at a substantially appropriate timing, and the reverse movement and the jumping out of the vehicle at the start can be reliably prevented.

According to another aspect of the invention, the throttle position, the vehicle speed obtained by the driving wheels, and the vehicle speed obtained by the driven wheels are respectively detected. Is a value indicating that the road surface is large and slippery, the reference clutch engagement position is corrected in a direction in which the minimum driving force necessary for starting the vehicle is obtained. Therefore, even if the road surface changes to a slippery snow surface or the like, the brake pressure is always released at substantially appropriate timing, and slippage at the time of starting the vehicle is prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a main configuration of a starting assistance device that is a first example of the present invention.

FIG. 2 is a diagram showing an example of a correction calculation in the starting auxiliary device that is the first example of the present invention.

FIG. 3 is a block diagram showing a main configuration of a starting assistance device that is a second example of the present invention.

FIG. 4 is a diagram showing an example of a correction calculation in a starting assistance device that is a second example of the present invention.

FIG. 5 is a block diagram showing a main configuration of a starting assistance device that is a third example of the present invention.

FIG. 6 is a diagram showing an example of a correction calculation in a starting assist system that is a third example of the present invention.

FIG. 7 is a block diagram showing the basic principle of a conventional starting assistance device.

FIG. 8 is a block diagram showing a main configuration of a conventional starting assistance device.

[Explanation of symbols]

 21 clutch position sensor 22 vehicle speed sensor (driven wheel speed sensor) 23 brake pressure sensor 24 throttle position sensor 25 driving wheel vehicle speed sensor 30, 40, 50 arithmetic unit 36 deceleration calculation element 37 correction calculation element 42 acceleration calculation element 43 correction calculation element 52 Deviation rate calculation element 53 Correction calculation element

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yoshiyuki Sumimoto, No. 10 Hanazono Dodo-cho, Ukyo-ku, Kyoto City, Kyoto Prefecture Omron Co., Ltd. Within Muron Co., Ltd.

Claims (4)

[Claims] 1. A starting assistance device that detects a clutch engagement position and releases the brake pressure retention when the detection result reaches a reference clutch engagement position, which changes according to the inclination of the road or the vehicle weight. On the basis of the detected data, a computing device for correcting the reference clutch connection position is provided in a direction in which a driving force that is sufficient for starting the vehicle with respect to changes in the road inclination or vehicle weight is obtained. Characteristic start assist device. 2. The starting assistance device according to claim 1, wherein deceleration and brake pressure of the vehicle are detected as the detection data. 3. The throttle position and acceleration of the vehicle are detected as the detection data.
Alternatively, the starting assistance device according to item 2. 4. A starting assistance device for detecting a clutch engagement position and releasing brake pressure retention when the detection result reaches a reference clutch engagement position, wherein a throttle position, a vehicle speed required by driving wheels, and a slave Each of the vehicle speeds obtained by the driving wheels is detected, and if these detection data are values indicating that the slip of the driving wheels is larger than usual and it is a slippery road surface, the minimum driving force necessary for starting the vehicle is obtained. A starting assist device, comprising: a computing device that corrects the reference clutch connection position in a predetermined direction.