JPH112259A - Automatic clutch control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic clutch control device to engage a clutch at an optimum engaging speed for meeting the intention of a vehicle driver. SOLUTION: An automatic clutch control device is formed such that when the starting of operation of a shift level is detected, a clutch between an engine and transmission is released. Thereafter, it is detected that the shift lever is engaged with some shift position, the engaging speed CV of a clutch is set based on a fundamental engaging speed CVB according to a difference (|Ne-Nc|) between the number Ne of revolutions of engine and the number Nc of revolutions of the input shaft of the transmission and the clutch is engaged at the engaging speed CV (S210, S240, and S250). In the device, the operation speed SV of a shift lever is detected, and the engaging speed CV of the clutch is increased by a method wherein the more the operation speed SV is increased, the higher correction factor KSV of the fundamental engaging speed CVB is set (S230). This constitution improves operability of a vehicle by engaging the clutch at an engaging speed CV matched with the shift operation speed SV of a driver.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic clutch control device for automatically releasing and engaging a clutch provided between an engine of a vehicle and a transmission in response to an operation of a shift lever.

[0002]

2. Description of the Related Art Conventionally, a clutch interposed between an output shaft of an engine and an input shaft of a manual transmission (manual transmission) having no torque converter has been used.
There has been proposed an automatic clutch control device in which an actuator automatically switches (disengages and engages) in response to an operation of a shift lever for changing a gear of a transmission.

Specifically, when it is detected that the driver has started operating the shift lever, the clutch is released, and thereafter,
When it is detected that the shift lever has been shifted to any one of the shift positions (that is, the end of the shift operation and the end of the gear change on the transmission side), the clutch is engaged at a predetermined speed. Then, when the clutch is completely engaged, a series of shift operations is completed.

[0004] Here, in a vehicle equipped with this type of automatic clutch control device, when the vehicle is upshifted while traveling uphill (when the transmission gear of the transmission is switched to a gear having a smaller gear ratio) or when traveling downhill. Downshift (when changing the transmission gear of the transmission to a gear with a large gear ratio)
When a quick shift operation is required, there is a demand to increase the speed at which the clutch is engaged (hereinafter, also referred to as the clutch engagement speed) to improve the drive feeling.

In other words, when shifting up on an uphill run, the vehicle speed decreases while the clutch is disengaged. Therefore, a decrease in the vehicle speed is prevented by increasing the clutch engagement speed. At the time of downshifting, the vehicle speed becomes excessive due to inertia while the clutch is disengaged, so that it is desired to increase the clutch engagement speed and quickly generate engine brake.

[0006] Conventionally, as a technique for changing the engagement speed of the clutch in accordance with the driving condition, for example, as described in "Isuzu Technical Report No. 72", the output of the engine is adjusted. It has been considered that the depression amount (operation amount) of the accelerator pedal is detected, and the clutch engagement speed increases as the depression amount of the accelerator pedal increases.

[0007]

However, in the above-mentioned prior art, the clutch engagement speed is changed only in accordance with the amount of depression of the accelerator pedal when the shift lever is operated to shift gears. However, it is impossible to optimize the clutch engagement speed by accurately grasping the driver's intention.

[0008] For example, when the driver performs a downshift operation while requiring a larger engine brake while traveling downhill, the driver does not normally depress the accelerator pedal. Therefore, in this case, the engagement speed of the clutch is set to a low value even though the engine brake is desired to be generated quickly.

On the other hand, it is conceivable to adopt a configuration in which the clutch engagement speed is increased as the depression speed is increased in accordance with the depression speed of the accelerator pedal. However, as described above, usually, the driver does not operate the accelerator pedal when downshifting while traveling downhill, so the above problem cannot be solved.

[0010] In addition, if the clutch engagement speed is changed only in accordance with the accelerator pedal depression speed, a problem arises when shifting up during uphill traveling. That is, the driver may operate the shift lever while depressing the accelerator pedal during upshifting while traveling uphill. Therefore, in such a case, the clutch engagement speed is set to a small value despite the fact that the clutch is to be quickly engaged to prevent the vehicle speed from lowering, and the driver's intention was also accurately grasped. There is no control.

SUMMARY OF THE INVENTION The present invention has been made in consideration of the above problems, and has as its object to provide an automatic clutch control device capable of engaging a clutch at an optimum engagement speed that meets the intention of a vehicle driver. I have.

[0012]

Means for Solving the Problems and Effects of the Invention In the automatic clutch control device of the present invention, the shift operation detecting means includes:
It detects that the operation of the shift lever for changing the gear of the transmission has started and that the shift lever has been put into any of the shift positions. And the control means,
When the shift operation detecting means detects that the operation of the shift lever has been started, the driving means is controlled to release the clutch interposed between the output shaft of the engine and the input shaft of the transmission, and thereafter, When the shift operation detecting means detects that the shift lever has been shifted to any of the shift positions, the driving means is controlled to engage the clutch at a predetermined speed.

Here, in particular, in the automatic clutch control device of the present invention, the operating speed detecting means detects the operating speed of the shift lever. Then, the control means, in accordance with the operation speed of the shift lever detected by the operation speed detection means, increases the clutch engagement speed (clutch engagement speed) as the detected shift lever operation speed increases. Enlarge.

In other words, the driver of the vehicle is required to perform upshifting while traveling uphill or downshifting while traveling downhill.
When quick shifting is required, the shift lever is generally operated quickly. Therefore, in the present invention, the operation speed of the shift lever is detected, and the higher the operation speed of the shift lever, the higher the clutch engagement speed is, so that the clutch is quickly engaged.

[0015] Therefore, according to the automatic clutch control device of the present invention, the clutch can be engaged at an optimal engagement speed that meets the driver's intention. By eliminating the problems described above, the driving performance (drive feeling) of the vehicle can be improved.

The control means may, for example, determine the basic value of the clutch engagement speed in accordance with the difference between the rotation speed of the output shaft of the engine (ie, the engine rotation speed) and the rotation speed of the input shaft of the transmission. Is set, and the set basic value is corrected in accordance with the operation speed of the shift lever detected by the operation speed detecting means.

On the other hand, in the automatic clutch control device according to the present invention, an accelerator operation amount detecting means for detecting an operation amount of an accelerator pedal for adjusting the output of the engine is provided. The higher the operation speed of the shift lever detected by the operation speed detection means,
In addition to increasing the engagement speed of the clutch, the clutch engagement speed increases as the operation amount of the accelerator pedal increases, depending on the operation amount of the accelerator pedal detected by the accelerator operation amount detection means. if,
A greater effect can be obtained.

That is, according to the automatic clutch control apparatus of the second aspect, the fact that the driver desires a quick shift operation can be more reliably reflected on the clutch engagement speed. Because you can. Specifically, for example, immediately after the driver slowly operates the shift lever to enter one of the shift positions, the driver also wants to accelerate rapidly and depresses the accelerator pedal greatly, the clutch release of the clutch is also performed. The engagement speed is increased, and it is possible to reliably reflect that the driver desires rapid acceleration in clutch control.

[0019]

Embodiments of the present invention will be described below with reference to the drawings. It is needless to say that the present invention is not limited to the embodiments described below, and can take various forms as long as it belongs to the technical scope of the present invention.

FIG. 1 is a block diagram showing the entire configuration of the automatic clutch control device according to the present embodiment. The automatic clutch control device according to the present embodiment includes an engine 2, a five-speed manual transmission 4 capable of mechanically switching gears according to an operation of a shift lever SL, and an output shaft 2 of the engine 2.
a flywheel 6a on the output shaft 2a side of the engine 2 and a well-known clutch 6 comprising a friction plate 6b on the input shaft 4a side of the transmission 4. It is applied to vehicles. Although not shown, in the vehicle, the transmission 4
The power of the output shaft 2a of the engine 2 is transmitted to wheels (drive wheels) via a propeller shaft, a differential gear (differential device), and a drive axle connected to the output shaft of the transmission 4.

As shown in FIG. 1, the automatic clutch control device according to the present embodiment includes a clutch actuator 8 for operating the clutch 6 in accordance with an operation command Sc, a clutch stroke of the clutch 6 (that is, a flywheel 6a side of the friction plate 6b). And the number of rotations of the output shaft 2a of the engine 2 (ie,
A rotation sensor 12 for detecting the engine speed (Ne), a rotation sensor 14 for detecting the rotation speed (hereinafter referred to as an intermediate shaft rotation speed) Nc of the input shaft 4a of the transmission 4, and a vehicle speed V based on the rotation speed of the driven wheels. The vehicle is provided with a vehicle speed sensor 16 for detecting, and an accelerator sensor 18 for detecting an operation amount (hereinafter referred to as an accelerator operation amount) T of an accelerator pedal AP operated to adjust the output of the engine 2.

Further, in the automatic clutch control device according to the present embodiment, the shift lever SL is in any one of the first to fifth speeds and the reverse position (R: reverse), or
A lever sensor 20 that outputs a shift operation detection signal Ps indicating whether the lever is in a neutral position (N: neutral) that is not any of them, and a well-known microcomputer including a CPU, a ROM, a RAM, and the like are mainly configured. An operation command Sc to the clutch actuator 8 based on the shift operation detection signal Ps from the ECU 20 and the accelerator operation amount T, clutch stroke C, engine speed Ne, intermediate shaft speed Nc, vehicle speed V, etc. detected by each of the above sensors. An electronic device (hereinafter, referred to as an automatic clutch ECU) 22 that outputs and controls the release and engagement of the clutch 6.

The vehicle also has an automatic clutch ECU 22
Similarly, a well-known microcomputer is mainly used, and the accelerator operation amount T, the engine speed Ne, the vehicle speed V, the automatic clutch ECU
An electronic device (engine ECU) 24 that generates various control signals Se based on the control information from the engine 2 and controls the fuel injection amount, ignition timing, and the like of the engine 2 is provided.

Here, as shown in FIG. 2, the lever sensor 20 determines whether the shift lever SL is in the first to fifth speeds in the shift gate SG forming the movable region of the shift lever SL.
And six detection switches 20-1 to 20-5, 20 which are turned on when the vehicle is in each of the reverse (R) shift positions.
-R, and each of the detection switches 20-1 to 20-
5, 20-R is turned on when the shift lever SL is within a region (hatched region in FIG. 2) from the end of each shift position in the shift gate SG to a predetermined detection threshold, and the shift lever is shifted from that region. It turns off when SL comes out. Each of the detection switches 20-1 to 20-20
An on / off signal of −5, 20-R is output to the automatic clutch ECU 22 as a shift operation detection signal Ps.

The detection threshold is determined by the shift lever S
Shift gear (shift gear) inside the transmission 4 with the operation of L
Is set immediately before the position where the gear shifts out (in other words, immediately after the position where the transmission gear is engaged). Therefore, for example, as shown by the arrow in FIG. 2, when the shift lever SL is operated from the fourth shift position to the third shift position, that is, the driver shifts the transmission 4 from the fourth speed to the third speed. In that case, first,
The detection switch 20-4 provided at the fourth gear shift position changes from the on state to the off state, and thereafter, the detection switch 20-3 provided at the third gear shift position changes from the off state to the on state. Becomes

Therefore, when any one of the detection switches 20-1 to 20-5 and 20-R changes from the on state to the off state, the automatic clutch ECU 22 starts operating the shift lever SL. It is determined that the driver intends to change gears, and thereafter, each of the detection switches 20-1 to 20-2
When any one of 0-5 and 20-R changes from the off state to the on state, the shift lever SL is shifted to any one of the first to fifth speeds and the reverse position, and the transmission 4
By determining that the shift has been completed, and by determining the detection switch that has been turned on, it is determined which shift position the shift lever SL has been shifted to (ie, what speed the transmission 4 has been shifted to). I have.

The automatic clutch ECU 22 sets the detection switch 20-1 after any of the detection switches 20-1 to 20-5 and 20-R changes from the on state to the off state.
The time t is measured until any one of 20-5 and 20-R changes from the off state to the on state. Then, the movement distance of the shift lever SL in the shift gate SG from the shift position corresponding to the detection switch that has changed to the off state to the shift position corresponding to the detection switch that has changed to the on state is determined by the above-described measured time t. By dividing, the operation speed of the shift lever SL by the driver (hereinafter, referred to as
SV (referred to as a shift operation speed).

The moving distance of the shift lever SL in the shift gate SG is stored in advance in the ROM of the microcomputer constituting the automatic clutch ECU 22 for each of the shift positions. Next, FIG. 3 is a hydraulic circuit diagram illustrating a configuration of the clutch actuator 8.

As shown in FIG. 3, the clutch actuator 8 includes a drain tank 30 for storing clutch oil,
A pair of pumps 32 for pumping the clutch oil of the drain tank 30 and a motor 34 for driving the pair of pumps 32
And a clutch release cylinder (hereinafter simply referred to as a cylinder) operated by pressure oil supplied from the pump 32.
36, a control valve 38 for increasing pressure provided in a hydraulic path from the pump 32 to the cylinder 36, and a control valve 40 for reducing pressure provided in a hydraulic path from the cylinder 36 to the drain tank 30.

The hydraulic paths on the input and output sides of each pump 32 are provided with check valves 42 for preventing backflow of clutch oil.
Are further provided between the input side of the pressure increasing control valve 38 (hereinafter, referred to as a pressure increasing path) and the output side of the pressure reducing control valve 40 (hereinafter, referred to as a pressure decreasing path). When the oil pressure in the pressure passage rises above the set value, the clutch oil in the pressure increase passage is released to the drain tank 30 via the pressure reduction passage, thereby preventing the oil pressure in the pressure increase passage from rising above the set value. Is provided.

In the clutch actuator 8, the push rod 36a of the cylinder 36 operates a clutch release fork (not shown) for separating the friction plate 6b of the clutch 6 from the flywheel 6a. . Each of the control valves 38 and 40 is a two-position valve including a communication position through which the clutch oil passes and a holding position where the passage of the clutch oil is shut off, and is controlled in response to an operation command Sc from the automatic clutch ECU 22. The position of the valve switches.

In the clutch actuator 8 configured as described above, the automatic clutch ECU 22 drives the motor 34 to operate the pump 32, and further sets the pressure-increasing control valve 38 to the communicating position, and also reduces the pressure-decreasing pressure. Control valve 40
Is set to the holding position, the clutch oil is supplied to the cylinder 36 and the push rod 36a operates the clutch release fork, whereby the friction plate 6 of the clutch 6
b operates in the direction away from the flywheel 6a (release direction), and the amount of engagement of the clutch 6 decreases.

Conversely, when the automatic clutch ECU 22 sets the pressure increasing control valve 38 to the holding position and sets the pressure decreasing control valve 40 to the communicating position, the clutch oil returns from the cylinder 36 to the drain tank 30. Accordingly, the friction plate 6b of the clutch 6 operates in a direction (engagement direction) approaching the flywheel 6a, and the engagement amount of the clutch 6 increases.

In order to engage the clutch 6 at the maximum speed when the clutch 6 is engaged in this manner, the automatic clutch ECU 22 keeps the pressure-reducing control valve 40 at the communication position, Otherwise, the control valve 40 is alternately set between the communication position and the holding position, and
The engagement speed (ie, the speed at which the friction plate 6b approaches the flywheel 6a) CV of the clutch 6 is adjusted by the ratio between the time set at the communication position and the time set at the holding position.

Next, the automatic clutch control performed by the automatic clutch ECU 22 will be described. In addition, automatic clutch EC
In the ROM of the microcomputer constituting U22,
A basic engagement speed setting map M1 (FIG. 6), a correction coefficient setting map M2 for the accelerator operation amount (FIG. 7), and a correction coefficient setting map M3 for the shift operation speed (FIG. 8), which will be described later, are prepared in advance. It is remembered.

FIG. 4 is a flowchart showing a main process executed by the automatic clutch ECU 22 to control the clutch 6. This main process is performed by operating an unillustrated ignition key and operating the automatic clutch ECU.
22 is executed when the power is turned on.

As shown in FIG. 4, in the main process, first, in step (hereinafter simply referred to as "S") 110, based on the shift operation detection signal Ps from the lever sensor 20,
It is determined whether or not the operation of the shift lever SL has been started,
The operation waits until the operation of the shift lever SL is started.
The operation of the shift lever SL is started as described above,
Detection switches 20-1 and 20-2 constituting lever sensor 20
The determination is made based on whether any of 0-5 and 20-R has changed from the on state to the off state.

Then, at S110, the shift lever SL
Is started (that is, if it is determined that any of the detection switches 20-1 to 20-5 and 20-R has changed from the on state to the off state), time measurement is started and S120 is started. Then, the operation command Sc for releasing the clutch 6 is output to the clutch actuator 8 to completely release the clutch 6 (that is, the friction plate 6b is completely separated from the flywheel 6a).

Next, the routine proceeds to S130, where the lever sensor 2
Based on the shift operation detection signal Ps from 0, it is determined whether or not the shift lever SL has been shifted to any one of the first to fifth speeds and the reverse position. Wait until it is put in. Incidentally, the fact that the shift lever SL has been shifted to any one of the shift positions means that, as described above, any of the detection switches 20-1 to 20-5, 20-R constituting the lever sensor 20 is switched from the off state. The determination is made based on whether the state has changed to the ON state.

Then, in S130, the shift lever SL
Is determined to be in any one of the first to fifth speeds and the reverse position (that is, the detection switch 20-).
If it is determined that any of 1 to 20-5 and 20-R has changed from the off state to the on state), the process proceeds to S140, and based on the current value t of the time at which the measurement was started when the affirmative determination was made in S110, The shift operation speed SV is calculated according to the procedure described above.

More specifically, from the shift position corresponding to the detection switch that has changed from the on-state to the off-state when the affirmative determination is made in S110, the change from the off-state to the on-state when the affirmative determination has been made in S130 is detected. The moving distance of the shift lever SL in the shift gate SG up to the shift position corresponding to the switch is determined by the current time value (that is,
After any of the detection switches 20-1 to 20-5 and 20-R changes from the on state to the off state, the detection switch 2
The shift operation speed SV is calculated by dividing the shift operation speed SV by the time t until any one of 0-1 to 20-5 and 20-R changes from the off state to the on state.

Then, in S150, a clutch engagement process for engaging the clutch 6 is executed.
It returns to S110 mentioned above. Next, S150 of the main processing
Will be described with reference to the flowchart shown in FIG.

As shown in FIG. 5, when the execution of the clutch engagement process is started, first, in S210, the rotation sensor 1 is started.
2 and 14, the current engine speed Ne and the intermediate shaft speed Nc are read, and the absolute value of the speed difference between the read engine speed Ne and the intermediate shaft speed Nc (| N
The basic engagement speed CVB, which is the basic value of the engagement speed of the clutch 6, is calculated based on e-Nc |).

When calculating the basic engagement speed CVB, a basic engagement speed setting map M1 previously stored in the ROM is used. That is, as shown in FIG. 6, the basic engagement speed setting map M1 has an absolute value (| Ne-Nc) of a rotational speed difference between the engine rotational speed Ne and the intermediate shaft rotational speed Nc.
|) And the basic engagement speed CVB, and is a two-dimensional data map. The larger the absolute value (| Ne-Nc |) of the rotational speed difference between the engine rotational speed Ne and the intermediate shaft rotational speed Nc, the larger the | , The basic engagement speed CVB is set to be large. Then, in S210, the absolute value of the rotational speed difference (| Ne-Nc) is displayed in the basic engagement speed setting map M1 of FIG.
The basic engagement speed CVB is calculated by substituting |).

Next, at S220, the accelerator sensor 18
From the accelerator operation amount T, a correction coefficient KT corresponding to the accelerator operation amount T of the basic engagement speed CVB is calculated based on the read accelerator operation amount T.
When calculating the correction coefficient KT, a correction coefficient setting map M2 for the accelerator operation amount stored in advance in the ROM is used. That is, as shown in FIG. 7, the correction coefficient setting map M2 is a two-dimensional data map representing the relationship between the accelerator operation amount T and the correction coefficient KT. As the accelerator operation amount T increases, the correction coefficient KT increases. Is set to be larger than the minimum value of 1. And S2
At 20, the correction coefficient KT is calculated by substituting the accelerator operation amount T into the correction coefficient setting map M2 of FIG.

Next, in S230, the main processing (FIG. 4)
The shift operation speed SV calculated in S140 is read,
Based on the read shift operation speed SV, a correction coefficient K corresponding to the shift operation speed SV of the basic engagement speed CVB.
Calculate SV. When calculating the correction coefficient KSV,
The correction coefficient setting map M3 for the shift operation speed stored in the ROM in advance is used. That is, as shown in FIG. 8, the correction coefficient setting map M3 is a two-dimensional data map representing the relationship between the shift operation speed SV and the correction coefficient KSV. As the shift operation speed SV increases, the correction coefficient KSV increases. Is set to be larger than the minimum value of 1. Then, in S230, the shift operation speed SV is substituted into the correction coefficient setting map M3 of FIG.
A correction coefficient KSV is calculated.

Next, in S240, the correction coefficient K calculated in S220 is added to the basic engagement speed CVB calculated in S210.
T is multiplied by the correction coefficient KSV calculated in S230 to obtain the actual engagement speed CV used for controlling the clutch 6.
Is calculated. Then, in S250, an operation command Sc is output to the clutch actuator 8, and the clutch 6 is output.
Is engaged by a predetermined amount at the engagement speed CV calculated in S240.

Next, the routine proceeds to S260, where the rotation sensor 1
2 and 14, the current engine speed Ne and the intermediate shaft speed Nc are read, and the absolute value of the speed difference between the read engine speed Ne and the intermediate shaft speed Nc (| N
e-Nc |) is “0”.

If it is determined in S260 that the absolute value of the rotational speed difference (| Ne-Nc |) is not "0", the processes in S210 to S250 are performed again to engage the clutch 6. The combined amount is further increased, and at S260,
If it is determined that the absolute value of the rotational speed difference (| Ne-Nc |) is "0", it is determined that no shock will occur even if the clutch 6 is engaged at once, and the process proceeds to S270, and the clutch actuator is operated. 8 to output the operation command Sc to completely engage the clutch 6 at the maximum speed.

Then, when the clutch 6 is completely engaged in S270, the clutch engagement process is terminated, and thereafter, the process returns to S110 of the main process (FIG. 4). That is,
When the automatic clutch ECU 22 of the present embodiment detects that the operation of the shift lever SL has been started (S11).
0: YES), the clutch 6 is released by the clutch actuator 8 (S120), and then the shift lever S
When it is detected that L has been shifted to any one of the first to fifth speeds and the reverse (S130: YES),
Basic engagement speed CVB according to the absolute value (| Ne-Nc |) of the difference between the engine speed Ne and the intermediate shaft speed Nc.
, The engagement speed CV of the clutch 6 is set, and the clutch 6 is engaged at the set engagement speed CV (S150).

In particular, the automatic clutch E of the present embodiment
The CU 22 calculates the operation speed (shift operation speed) SV of the shift lever SL based on the time t from when the operation of the shift lever SL is started to when the shift lever SL is shifted to any of the shift positions (S140). ), Using the correction coefficient setting map M3 in FIG.
By setting the correction coefficient KSV of the basic engagement speed CVB to a larger value as V is larger, the engagement speed CV of the clutch 6 is increased (S230, S240).

For this reason, the automatic clutch EC of this embodiment
According to U22, the clutch 6 can be engaged at an optimal engagement speed CV suited to the driver's intention, and the drivability of the vehicle can be improved. For example, when performing an upshift while traveling uphill, the vehicle speed decreases while the clutch 6 is disengaged, so that the driver generally operates the shift lever SL quickly. Clutch E
According to the CU 22, the engagement speed CV of the clutch 6 increases in response to the quick shift operation, and a decrease in vehicle speed is prevented.

Also, when downshifting while traveling downhill, the driver generally operates the shift lever SL quickly because the vehicle speed increases due to inertia while the clutch 6 is disengaged. According to the automatic clutch ECU 22 of the embodiment, the engagement speed CV of the clutch 6 increases according to the quick shift operation, and a sufficient engine brake can be immediately generated.

As described above, the automatic clutch E of this embodiment is
In the CU 22, the driver pays attention to the point that the driver operates the shift lever SL quickly when a quick shift is required. As the operation speed SV of the shift lever SL increases, the engagement speed CV of the clutch 6 increases. Since the clutch 6 is quickly engaged, a high level of drivability of the vehicle can be achieved.

Further, the automatic clutch E of this embodiment
The CU 22 detects not only the shift operation speed SV but also the accelerator operation amount T, and the correction coefficient setting map M shown in FIG.
2, the larger the accelerator operation amount T, the larger the correction coefficient KT of the basic engagement speed CVB is set to a larger value, thereby increasing the engagement speed CV of the clutch 6 (S
220, S240).

Therefore, the fact that the driver desires a quick shift operation can be more reliably reflected on the engagement speed CV of the clutch 6. Specifically, for example, immediately after the driver slowly operates the shift lever SL to enter any of the shift positions, the driver wants to accelerate rapidly and depresses the accelerator pedal AP greatly, The engagement speed CV of the clutch 6 increases, so that the driver's desire for rapid acceleration can be reliably reflected in the control of the clutch 6.

In this embodiment, the clutch actuator 8 corresponds to the driving means, and the lever sensor 20 (detection switches 20-1 to 20-5, 20-R) and S11 in FIG.
0 and S130 correspond to shift operation detecting means, and FIG.
S120 and S150 of FIG. 5 and the clutch engagement process of FIG.
10 to S270) correspond to the control means. The lever sensor 20 and S140 in FIG. 4 correspond to an operation speed detecting unit, and the accelerator sensor 18 corresponds to an accelerator operation amount detecting unit.

In the above embodiment, if the processing of S210 to S260 in FIG. 5 is executed at regular intervals, the following changes may be made. First, in S210, a basic value of the amount of engagement of the clutch 6 during the above-mentioned fixed time is set. Next, S220 to S240
Then, the basic value set in S210 is corrected in accordance with the accelerator operation amount T and the shift operation speed SV in exactly the same manner as in the above-described embodiment, and the engagement amount of the clutch 6 during the above-mentioned fixed time is determined. I do. Then, in S250, the clutch 6 is engaged by the determined engagement amount.

That is, in this way, the larger the shift operation speed SV and the larger the accelerator operation amount T, the larger the amount of engagement of the clutch 6 per fixed time is set. This is because the clutch engagement speed CV is set according to the accelerator operation amount T and the shift operation speed SV just like in the above-described embodiment.

On the other hand, in the above-described embodiment, S220 in FIG. 5 may be deleted, and the basic engagement speed CVB may be corrected only according to the shift operation speed SV.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating an entire configuration of an automatic clutch control device according to an embodiment.

FIG. 2 is an explanatory diagram illustrating a lever sensor.

FIG. 3 is a hydraulic circuit diagram illustrating a configuration of a clutch actuator.

FIG. 4 is a flowchart illustrating main processing of automatic clutch control.

FIG. 5 is a flowchart showing a clutch engagement process executed during the main process of FIG. 4;

FIG. 6 is an explanatory diagram illustrating a basic engagement speed setting map referred to in the clutch engagement process of FIG. 5;

FIG. 7 is an explanatory diagram illustrating a correction coefficient setting map for an accelerator operation amount, which is referred to in the clutch engagement process of FIG. 5;

FIG. 8 is an explanatory diagram illustrating a correction coefficient setting map for a shift operation speed, which is referred to in the clutch engagement process of FIG. 5;

[Explanation of symbols]

2 ... Engine 4 ... Transmission 6 ... Clutch SL
... Shift lever 8 ... Clutch actuator 10 ... Clutch stroke sensor 12,14 ... Rotation sensor 16 ... Vehicle speed sensor AP
... accelerator pedal 18 ... accelerator sensor 20 ... lever sensor 20-1 to 20-5, 20-R ... detection switch 22
... Automatic clutch ECU

Claims (2)

[Claims] 1. A driving means for operating a clutch interposed between an output shaft of an engine and an input shaft of a transmission; and an operation of a shift lever for changing a gear of the transmission has been started; A shift operation detecting means for detecting that the shift lever has been put into any of the shift positions; and a drive means for detecting that the operation of the shift lever has been started by the shift operation detecting means. To release the clutch, and thereafter, when the shift operation detecting means detects that the shift lever has been put into any of the shift positions, the driving means is controlled to release the clutch to a predetermined position. Control means for engaging at a speed, and an operation speed detection means for detecting an operation speed of the shift lever, wherein the control means An automatic clutch configured to increase the speed at which the clutch is engaged as the operation speed increases, in accordance with the operation speed of the shift lever detected by the operation speed detection means. Control device. 2. The automatic clutch control device according to claim 1, further comprising an accelerator operation amount detection unit that detects an operation amount of an accelerator pedal for adjusting an output of the engine, wherein the control unit performs the operation speed. As the operation speed of the shift lever detected by the detection means increases, the speed at which the clutch is engaged is increased, and the operation is performed in accordance with the operation amount of the accelerator pedal detected by the accelerator operation amount detection means. An automatic clutch control device, wherein the larger the amount, the higher the speed at which the clutch is engaged.