JPS6248629B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to an automatic clutch control device that automatically controls the coupling of a driven shaft to a drive shaft of a clutch in response to determination by an electronic device. Conventional automatic clutch devices determine the degree of clutch engagement according to the engine speed only when the vehicle is started, and control the clutch on and off when shifting after the vehicle has started. Therefore, if there is a difference between the engine rotation speed and the clutch rotation speed, there is a risk that the driver will feel uncomfortable if the clutch is suddenly fully engaged. As a means of alleviating this,
Since the difference in rotation between the two can be determined by the value of negative pressure in the engine manifold, this was used to vary the clutch engagement speed, but with this method, the negative pressure differs depending on the individual car, and The drawback was that accurate control was not possible due to the large time delay. Therefore, in a clutch device that transmits rotational power to an output shaft by a clutch, a power rotation sensor detects the rotation speed of the power, a clutch rotation sensor detects the clutch rotation speed, and a rotation speed comparison to determine the magnitude of the rotation speed of both sensors. a power rotation speed follow-up control circuit that acts on the clutch in the engagement direction as the rotation speed of the power increases when the rotation speed of the power is higher according to the output of the rotation speed comparison circuit; If the clutch rotational speed is higher than the output, the power rotational speed follow-up control circuit is deactivated and the clutch engagement is automatically terminated within a predetermined time. If the engine speed is greater than the clutch rotation speed, the clutch is engaged in response to the engine rotation speed, and if the engine rotation speed is smaller than the clutch rotation speed, the clutch is engaged. engages the clutch according to the difference in rotation between the two to accurately
It has also been proposed to engage the clutch without receiving a shock (Special Publication No. 53-26020,
Published on July 31, 1973: Patent Application No. 17195, filed on March 26, 1971). This controls the clutch coupling force using the engine rotation speed as the main variable and the speed difference between the clutch output shaft (driven shaft) and the engine output shaft (clutch drive shaft) as a condition variable. Generally speaking, in a mode in which the vehicle is driven by engine power, the coupling force of the clutch is controlled in response to the engine rotational speed, and in an engine braking mode, the coupling force of the clutch is controlled as a function of a specific time. Therefore, the slip rate of the clutch depends on the rotational speed of the engine, and depending on the driving condition, it may not respond appropriately to the correlation between engine power and vehicle load. In order to properly engage the clutch in each of the various vehicle driving conditions, it is preferable to correlate the slip rate of the clutch with the vehicle driving conditions. Furthermore, there are conventional examples in which the degree of clutch engagement is determined according to the engine speed when starting the vehicle, and conventional examples in which the clutch coupling force is controlled according to the engine speed using the speed difference between the clutch input and output shafts as a condition variable. In either case, after the clutch engagement force becomes high to a certain extent, the engine speed changes in response to the vehicle load and engine power, so clutch engagement control is performed in response to the vehicle load and engine power. Become. However, some degree of shock is unavoidable at the start of clutch engagement and immediately thereafter, that is, until a certain engagement force is established.
For example, if the throttle is smoothly opened from idle after the shift lever is set to drive or reverse, the clutch will smoothly change its coupling force from the off state associated with idle rotation as the engine speed increases. However, if the shift lever is set to drive or reverse with the throttle opening more than idling, that is, with the engine speed higher than idling, the clutch will shift regardless of the vehicle load (road condition). is set to a relatively high coupling force, resulting in a start shock and a transient phenomenon in which the engine rotational speed rapidly decreases and the clutch coupling force rapidly decreases. A first object of the present invention is to provide an automatic clutch control device that makes the start of a vehicle, especially the increase in vehicle speed at the initial stage of start, smoother, and also controls clutch engagement in accordance with the running state of the vehicle based on the clutch slip rate. The second object is to provide an automatic clutch control device that controls clutch engagement according to engine power and vehicle load, and the third object is to provide an automatic clutch control device that controls clutch engagement according to vehicle running conditions and engine power. An object of the present invention is to provide an automatic clutch control device that properly engages the clutch. In order to achieve the above object, in the present invention,
At the start of clutch engagement, the clutch is set to a minute engagement force, the resulting rate of change in engine speed is detected, the correlation between vehicle load and engine power is determined, and time-series initial clutch control characteristics are determined accordingly. After the initial clutch control, the engagement of the clutch is controlled by the ratio of the rotational speed of the clutch drive shaft to the rotational speed of the driven shaft, that is, the actual slip rate of the clutch. In other words, a target slip rate is determined in advance relative to the actual slip rate, the actual slip rate is detected at predetermined time intervals, and the target slip rate that is associated with the actual slip rate is specified. A clutch control signal is applied to the clutch control biasing means. In a preferred embodiment of the present invention, the correlation between the actual slip rate and the target slip rate is changed by the throttle opening that can be correlated with the engine power. In other words, the actual slip rate and throttle opening are detected at predetermined intervals, the target slip rate is specified based on both the throttle opening and the actual slip rate, and a clutch control signal that sets the specified target slip rate is sent to the clutch control. force is applied to the force means. The number of combinations of engine power (throttle opening) and actual slip rate is infinite if both are analog quantities. Therefore, when using electronic control, both must be quantized and divided into several ranges, but even when quantized in this way, there are many combinations of throttle opening and actual slip rate. Also, depending on the correlation between engine power and vehicle running conditions, the rate of change in the slip rate should be reduced when the engine power is low and the vehicle load is large, and increased when the engine power is large and the vehicle load is small. preferable. Therefore, in a preferred embodiment of the present invention, the clutch control signal specified at each predetermined time is
A set (group) of a plurality of clutch control signals specified for each time unit obtained by subdividing the predetermined time,
Once the clutch control signal group is specified, each control signal therein is sequentially specified for each of the subdivided time units and is applied to the clutch control energizing means. Accordingly, an appropriate slip rate change rate is specified every predetermined time using the actual slip rate or the actual slip rate and throttle opening. The actual slip rate at a certain point in time and the number of times a predetermined period of time has passed (the number of clutch control signal changes) up to that point correspond to the engine power and vehicle load up to that point.
Therefore, the next clutch control signal group has a slip rate change rate that appropriately corresponds to the clutch control signal group, and by changing the clutch control signal group at predetermined intervals, the clutch can be smoothly engaged. is controlled. As the number of changes in the clutch control signal group increases, that is, as time elapses after starting the clutch engagement control, the actual slip rate increases successively, so the target slip rate increases successively. The number of clutch control signal groups may be small. Therefore,
Even when specifying a clutch control signal group using the actual slip rate and throttle opening, the control signal is much smaller than the value multiplied by the number of slip rate divisions, the number of throttle opening divisions, and the number of control signal group changes. A group can do it. Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of an apparatus according to an embodiment of the present invention, with emphasis placed on the combination with an engine and a clutch on a vehicle. engine 1
A throttle opening sensor 12 is connected to the rotating shaft of the throttle valve 11 of No. 0, a rotation sensor 20 is connected to the drive shaft (engine output shaft) of the clutch 30, and a rotation sensor 40 is connected to the driven shaft. combined. Clutch 30 is disclosed, for example, in U.S. Pat.
2738864 and U.S. Pat. No. 4,242,924, the piston is equipped with an electromagnetic pressure regulating valve 60 and an on-off valve 50.
Hydraulic pressure is applied according to the operating state of the Note that the on-off valve 50 is omitted and the pressure regulating valve 60 is fully closed (valve closed).
It may also be a controllable pressure regulating valve. Alternatively, the clutch 30 may be an electromagnetic clutch such as that disclosed in U.S. Pat. Other electrically controlled clutches may also be used. The shift lever that sets the operating mode of the transmission is equipped with a position sensor 1 that detects the set position.
3 are combined. The detection signal of the throttle opening sensor 12, the detection signal of the rotation sensors 20 and 40, and the shift lever position detection signal are subjected to digitization processing such as amplification, waveform shaping, and digital conversion at an interface (electrical processing circuit) 70. and applied to the microprocessor system 90. Connected to the interface 70 is a manual set switch 14 for instructing half-clutch operation, such as half-clutch operation during road congestion, and its set state signal is given to the microprocessor unit 90. The microprocessor unit 90 has a semiconductor read-only memory (ROM or PROM) that stores a group of clutch control signals, including clutch drive shaft rotation speed Ne, driven shaft rotation speed No, throttle opening T〓, and shift lever position. S _p , etc., the semiconductor read-only memory is accessed, the clutch control data is read out, and the pressure regulating valve 60 is controlled via the interface 70 . FIG. 2 shows the overall configuration of an embodiment of the present invention, and FIGS. 3a to 3e show details of each part. First, the clutch drive shaft rotational speed detection system will be explained with reference to FIGS. 2 and 3a. A permanent magnet gear is fixed to the clutch drive shaft, with a large number of teeth formed on the outer periphery, and adjacent teeth are magnetized with opposite polarities.A magnetic core around which a sensor coil is wound is placed opposite the teeth. The magnet gear, magnetic core, and sensor coil constitute a rotation sensor 20. When the magnetic gear rotates, an alternating voltage is induced in the sensor coil, which is applied to the amplification/waveform shaping circuit 72 of the interface 70 . In the circuit 72, the first operational amplifier OP1 inverts and amplifies the input alternating voltage, and the second operational amplifier OP1 inverts and amplifies the input alternating voltage.
2 performs inversion amplification and level shift adjustment, and the first and second transistors perform binarization and inversion amplification. As a result, a speed detection pulse having a frequency and a pulse width corresponding to the rotational speed of the magnet gear 20 is applied to the mono-multivibrator MM1. The mono-multivibrator MM1 is triggered by the rising edge of the speed detection pulse and outputs a high level "1" pulse with a constant short width. The output of mono-multivibrator MM1 thereby produces an engine speed detection pulse of constant pulse width and a frequency proportional to the rotational speed of the clutch drive shaft. The engine speed detection pulse is applied to counter latch circuit 74 of interface 70 via NAND gate NA1. Counter latch circuit 74
is 4-bit counter CO1, CO2, latch LA
1 and an OR gate OR1, a counter CO1 counts engine speed detection pulses, and a counter CO2 counts carry pulses of the counter CO1. i.e. counter CO
1 and CO2 make up an 8-bit counter.
The count codes of the counters CO1 and CO2 are updated and stored in the latch LA1 at a predetermined period, and the counters CO1 and CO2 are cleared every time the memory is updated.
Therefore, the memory data of latch LA indicates the number of engine speed detection pulses during a predetermined period, that is, the engine rotational speed. A timer circuit 73 controls updating of the memory of latch LA1 and clearing of counters CO1 and CO2. The timer circuit 73 counters the oscillation pulses of the pulse oscillator OSC.
The frequency is divided by CO3 and NAND gates NA2 and NA3 to form a latch instruction pulse and a counter clear instruction pulse, and the counter clear instruction pulse is converted into a short pulse by mono multivibrator MM2 to energize latch LA1 (memory update). Next, counters CO1 and CO2 are momentarily cleared. Next, the clutch driven shaft rotational speed detection system and the clutch driven shaft rotational direction detection system will be described with reference to FIGS. 2 and 3b. The clutch drive shaft has
A permanent magnet gear similar to the permanent magnet gear of the sensor 20 is connected, and two magnetic cores 41 and 42 each having a detection coil wound thereon are oppositely connected to the permanent magnet gear, and the two magnetic cores 41 and 42 have a π They are arranged in a relationship that produces an induced voltage having a phase difference of /2. The induced voltages of the detection coils wound around the magnetic cores 41 and 42 are applied to amplification/waveform shaping circuits 75 and 76, respectively. The configuration of the circuit 75 is the same as that of the circuit 72 described above, and the circuit 75
has a configuration in which the mono-multivibrator MM1 is omitted from the circuit 72. The output pulse of the circuit 75, that is, the clutch driven shaft rotational speed detection pulse, is applied to a counter latch circuit 77 having the same configuration as the counter latch circuit 74. The latch instruction pulse and the counter clear instruction pulse applied to the circuit 74 are similarly applied to the circuit 77 by the timer circuit 73. The latch memory data therefore indicates the clutch driven shaft rotational speed.
The rotation detection pulses Nop ₁ and Nop ₂ of the amplification/waveform shaping circuits 75 and 76 have a phase difference of π/2,
It is applied to the direction determining element FF2 of the rotation direction determining circuit 78. The direction determining element FF2 is a JK flip-flop, and depending on the phase difference between the rotation detection pulses Nop ₁ and Nop ₂ , it is set to a low level "0" when the rotation of the clutch driven shaft corresponds to the forward direction of the vehicle. When it corresponds to the reverse direction, a high level "1" output is produced. FIG. 3c shows an outline of the configuration of the throttle opening sensor 12 and a processing circuit 71 (part of the interface 70) that processes its detection signal. In the throttle opening sensor 12, there are 5
electrodes 12a ₁ to 12a ₅ are formed. A slider electrode formed with five radially extending brush arms 12b ₁ to 12b ₅ is fixed to a rotating shaft connected to the throttle valve rotating shaft and electrically connected to ground potential. Throttle valve opening 0
The rotation range from % to 100% is less than 360°/5, and the brush arms 12b ₁ -12b ₅ are separated from each other by an angle of 360°/5. The first electrode 12a ₁ is connected to the first arm 12 when the opening degree is from less than 0% to less than 5%.
b ₁ , and the second electrode 12a ₂ has a width of 5%
The third electrode 12a 3 has a width that contacts the second arm 12b ₂ from less than 35% to within 60%, and the third electrode 12a ₃ has a width that contacts the third arm 12b 3 from less than 35% to 60%, and the third electrode 12a 3 has a width that contacts the third arm 12b ₃ from less than 35% to 60%, Electrode 12a ₄ is less than 60% to 80%
The fifth electrode _{12a 5} has a width that contacts the fifth arm 12b ₅ from less than 60% to 100% or more. As described above, in order to avoid a situation in which none of the arms 12b ₁ to b ₅ comes into contact with any of the electrodes 12a ₁ to 12a ₅ , the arm 12b ₁ does not touch the electrodes at the opening degree of 5% and the slightly lower opening side. 12a ₁ , the arm 12b ₂ contacts the electrode 12a ₂ , and at the opening degree of 35% and the slightly lower opening side, the arms 12b ₂ and 12
b ₃ contact electrodes 12a ₂ and 12a ₃ , respectively;
Arm 1 at 60% opening and slightly lower opening
2b ₃ and 12b ₄ are electrodes 12a ₃ and 1, respectively.
The arms 12b ₄ and 12b ₅ contact _{the electrodes 12a 4 and} 12a ₅ , respectively, at the 80% opening and slightly lower opening. As a result, both electrodes may be at ground level at the same time. However, in order to uniquely determine the opening detection signal even in such a state, the processing circuit 71 amplifies the potential of the electrodes 12a ₁ to 12a ₅ and then uses inverters ZN1 to ZN4 and OR gates OR2 to OR5 to detect the low opening side. The detection signal is output with priority. Table 1 shows the throttle opening T〓 detection codes for the throttle opening T〓%.

[Table] Next, install the shift lever position detection system to the 3d
This will be explained with reference to the figures. The shift lever position sensor 13 is composed of a switch 13 that is closed when a neutral position is set to N, and a switch ₁₃₂ that is closed when a rebase position is set to R. These switches are connected to an amplifier circuit 79 of the interface 70. An instruction switch or manual set switch 14 for extending the half-clutch state is connected to flip-flop FF1. The correlation between the opening/closing of these switches and the status display code is shown in Table 2 below. In addition, flip-flop
FF1 is set by closing switch 14, and microprocessor unit 90 resets it.

【table】

[Table] Shown.
Next, the remaining parts of the interface 70, that is, the solenoid driver 80 and D/A converter 81 that energize the on-off valve 50, and the solenoid driver 82 that energizes the pressure regulating valve 60 are explained with reference to FIG. 3d. I will explain. Microprocessor unit 90 outputs and latches the clutch control signals to its output ports _O0 - _O12 . Of these, what is output to _O0 is the opening/closing control signal for the on-off valve 50, what is output to _O1 is the flip-flop FF1 reset control signal, and what is output to _O2 is the flip-flop FF1 reset control signal.
~ _O12 is a pressure regulating valve control signal, that is, clutch energization control data. In the solenoid driver 80, the on-off valve control signal _O0 is applied to the mono multivibrator MM3 and the NAND gate.
Applied to NA4. The timing pulse D and the output of the mono-multivibrator MM3 are further applied to the NAND gate NA4 from the timer circuit 73 (FIG. 3a). Therefore, when the signal _O0 becomes a high level "1" which instructs the opening of the valve 50, its output is at a low level "0" during the set time period of the mono multivibrator MM3, and the NAND gate NA
Since the output of Tr 4 is continuously at a high level "1", the transistor Tr ₃ is restrained off, and the transistor Tr 3 is turned off.
Both Tr ₄ and Tr ₅ are brought into conduction, and the solenoid of the on-off valve 50 is continuously energized, whereby the plunger of the on-off valve 50 is driven with a strong force in the valve opening direction, and the valve 50 is opened. When the output of the mono-multivibrator MM3 returns to the high level "1" after a predetermined period of time has elapsed, the output of the NAND gate NA4 changes in pulses from high to low in accordance with the timing pulse D. The duty of this pulse variation is 50%. Therefore, the transistor Tr ₅ is repeatedly turned on and off in synchronization with the pulse fluctuation of the timing pulse D, and the current flowing through the solenoid of the on-off valve 50 is reduced by half on a time average. However, since the plunger of the on-off valve 50 has already moved to the open position and is in contact with the suction yoke, it still remains in the valve open position. That is, at the beginning of driving the plunger, the solenoid energization level is increased to increase the driving force, and after the plunger is driven to open, the energization level is decreased to reduce the heat generation of the solenoid. An energization energizing analog signal instructed by a clutch control code (hereinafter referred to as a Cp code) is applied to the solenoid driver 82 from the D/A converter 81 . Transistor Tr ₆ controls the conductivity of transistor Tr ₇ according to the analog signal level. The solenoid of the pressure regulating valve 60 is therefore applied with a current at the level indicated by the Cp code, and the plunger of the valve 60, which has an aperture, remains in a position corresponding to the solenoid energization level. The configuration of the power supply device 110 is shown in FIG. 3d. The voltage of the main power battery on the vehicle, 12V, is determined by the constant voltage element 111.
The voltage is stepped down to 5V and made constant, and then DC/
The DC converter 112 boosts the voltage to 30V. the
The intermediate 15V between 30V and 15V is applied to the D/A converter 81 as the ground level. The configuration of the microprocessor unit 90 is
Shown in Figure e. This microprocessor unit 9
0 is a microprocessor (hereinafter referred to as CPU) 91, semiconductor read-only memory with input/output ports (hereinafter referred to as ROM) 92, 93, and semiconductor read/write memory with input/output ports (hereinafter referred to as RAM).
) 94. A power supply of 5V is applied to the reset circuit 100. The reset circuit 100 provides a reset instruction signal to the CPU 91 immediately after the power supply of 5V is applied, and thereafter when the reset switch 101 is closed.
The CPU 91 initializes the input/output ports in response to this reset instruction signal. Among the elements explained above, the main IC elements are shown in Table 3 below.

【table】

[Table] ROM9 of microprocessor unit 90
Clutch control program data and clutch energization control data are stored in memory in advance at 2 and 93. First, an outline of the clutch energization control data will be explained. The clutch energizing control data is first divided into units of 0.4 seconds (1=0 to 1=8), and several groups or one group of clutch energizing control data are assigned to each of these sections. In FIG. 4, 10 groups of clutch energizing control data are assigned to the section l=0, 15 groups to the section l=1, . . . 1 group to the section l=8. The clutch energization control data for each group is
Although it is shown in Figure 4 as a continuous value for time t, the period of 0.4 seconds is subdivided into 8 equal parts as shown by the black dots in the interval l = 0 in Figure 5a.
It is divided into 0.05sec units. In other words, the clutch energization control data for one group in each division l is as follows:
Eight pieces are read every 0.05 seconds.
These clutch energization control data are stored in ROMs 92 and 93, i=1 to 9, j=1
~4 and l = 0 to 8 to specify the clutch energization control data group, and k = 1 to 8 to specify 1 in the group.
Clutch biasing control data (one point in the graphs of FIGS. 4 and 5a) is specified. When the vehicle is set to start, l=0 is set, and then
1 is added to l every 0.4 seconds. In other words,
l is a time elapsed index for a predetermined time of 0.4 seconds, and at each value of l, k increases by 1 every 0.05 seconds.
When k=9, it is reset to k=1. In other words, k is used as a time elapsed index of the subdivision time. i is a vehicle load index, and at the start of vehicle start (l = 0), the rate of change in engine speed with the clutch slightly engaged is dNe/d
The vehicle load is determined at t, and i is determined according to the load, but after l=1, the actual slip rate e=
Defined by No/Ne. j is an engine power index, which is determined by the throttle opening T. That is, the clutch energization control data is divided into groups by 0.4 sec division l, vehicle load i, and engine power j from the start of the start until the clutch is fully engaged, and the data for each group (8
For each group specified by l (elapsed time), i and j, the level change rate (clutch engagement rate e/dt; t is k units, or 0.05 sec units) of the eight data in that group. ) has been established. In FIG. 4, the division of the part where data branches within each section is done by i and j. In FIG. 4, the shaded area indicates a range where the clutch slip rate e does not actually exist when the vehicle starts. Since clutch control data is not necessary in this range, no data is stored in the ROMs 92 and 93. However, in order to prevent erroneous access to this area, the data access program described later is designed to prevent address designation in the shaded range in FIG. 4. Therefore,
The clutch control data of ROM92, 93 is l=
0~8, i=1~9, j=1~4 and k=1~
8, there are many address parameters, but the number of data is small. To further explain the clutch control data shown in Fig. 4, it includes all data such as flat road start control, uphill start, severe uphill start, downhill road start, engine brake control, etc. It is. Fig. 5a shows several types for starting on a flat road. As shown in Figure 5a, throttle opening T
(In other words, when j) is small, the rate of change (dVs/dt) of clutch energizing control data (pressure regulating valve 60 control voltage) Vs is set small, but when T is large, it is set large. Figure 5b shows some examples of vehicles for starting uphill. In the case of an uphill road, the vehicle load is large, so the rate of change dVs/dt is set small. Fig. 5c shows a model for starting on steep slopes. On a steep uphill road, the vehicle load is large, so the time required to change the slip rate e from 0 to 1 is set to be the longest, and the rate of change dVs/dt is set to be the smallest. Fig. 5d shows two examples for downhill starting and engine braking. When starting on a downhill slope or during engine braking, the rate of change dVs/dt is set large because the vehicle can drive the engine. In addition to the clutch energizing control data described above, the ROMs 92 and 93 store clutch control program data for controlling the clutch. 6a to 6i show the clutch control operation of the CPU 91 based on the program data. The operation of the microprocessor unit 90 will be explained in detail below with reference to these drawings. (1) Vehicle load judgment at the start of clutch control and clutch control in the first section l=0: When the CPU 91 is powered on, it initializes the input/output ports I ₀ to I ₂₆ and O ₀ to O _12. , the output port _O0 to the on-off valve 50 is set to a low level "0" instructing the valve to close. Clutch control data is then applied to the output ports O ₂ to _{O 12} to the pressure regulating valve 60 to set a minute hydraulic pressure that is insufficient for clutch engagement, that is, capable of maintaining the clutch slip rate e at substantially zero.
Set Vs ₁ . Next, read the shift lever position (SP code), and if it is neutral N, just wait. When the drive becomes D or reverse R, a high level "1" is set at the output port _O0 and the on-off valve 50 is opened. As a result, a hydraulic pressure substantially corresponding to e=0 is applied to the clutch 30. The CPU 91 then controls the engine rotation speed (Ne).
If the engine speed Ne is less than 900 rpm, the engine is idling and there is no starting bias (accelerator pedal depressed), so wait for the engine to start biased (900 rpm or higher; accelerator pedal depressed). When the speed exceeds 900 rpm, the rotational speed (No code) of the clutch driven shaft is read and the actual slip rate e is calculated. Currently, if the vehicle is not on a downhill road, it is e0, and if the vehicle is on a downhill road, it is e0.
≧0. As shown in FIG. 6a above, when the vehicle is substantially stopped (e≦0.1→YES), the CPU jumps to the vehicle load detection flow (FIGS. 6b to 6d). In the vehicle load detection flow, the CPU 91 first reads the throttle opening (T code), and if the throttle opening θ is less than 60%, the engine power setting is relatively low, so it refers to the engine speed Ne and determines whether the engine will start. Check whether the possible speed is 1200 rpm or higher. If the speed is less than 1200rpm, it will not be possible to start, so
Wait for the throttle opening to be at least 60% or for the engine speed to be at least 1200 rpm. T〓
When ≧60% or Ne≧1200rpm, CPU9
1 reads the rotation speed (No code) of the clutch driven shaft, and if it is zero, predetermined control data is sent to the output ports O ₂ to _{O 12} to the pressure regulating valve 60 to make the slip rate e slightly larger than zero. Set Vs ₂ . Then, read the engine rotation speed Ne every 0.05 seconds, and the value Ne read this time is the value read 0.05 seconds earlier.
Compare with Ne ₁ and determine whether Ne−Ne ₁ ≦0. In other words, wait for the engine speed Ne to decrease due to the application of Vs ₂ . When Ne decreases, it is determined that the clutch has engaged slightly (clutch engagement has started), and the CPU registers the Ne code at that time.
Memory to Ne ₁ (engine speed update memory),
Clear count register l. Then, after 0.1 seconds, read the Ne code again and check the engine speed change rate dN.
Calculate e/dt=Ne ₁ −Ne. When the vehicle load is large (when the vehicle is heavy or when going uphill), dNe/dt is large, and when it is small, dNe/dt is small. Therefore, 1 (first data designation) is set in register k that determines the subdivision time address for clutch control in the first interval l = 0 (l is the content of register l), and the previously calculated dNe/dt, that is, the vehicle load A load display code i (i is the content of register i) is stored in register i in accordance with the above (Figs. 6b and 6c). The correlation between the timing of such load determination and the behavior of Ne is shown in FIGS. 7a, 7b, and 7c. Fig. 7a shows the case of starting on a flat road, Fig. 7b shows the case of starting on an uphill road, and Fig. 7c shows the case of starting on a steep uphill road. Incidentally, Fig. 7d shows the speed change of the clutch driven shaft in the engine braking mode during running, which will be described later. Next, the 6th
Referring to the flow shown in Figure d, the CPU 91:
The T〓 code is read and an engine power display code j (j is the content of register j) is stored in register j according to the T〓 code, that is, the engine power. In the above, the code that instructs register l to l = 0 (first section), the code that instructs register k to k = 1 (first data), the code that indicates vehicle load i to register i, and the code that instructs register A code j indicating engine power j is stored in j. This point is shown in Figures 4, 5a, and 5b.
This corresponds to the origin of the graphs in Figures 5c and 5d. Therefore, the CPU 91 determines the read address using the data in these registers i, j, k, and l, and reads one group (one group consists of eight (consisting of clutch energization control data), the first
Read the clutch control data (k=1) from the ROM 92 or 93 and store it in the output register Cp,
And the output is set to output ports _O2 to _O12 . This causes the _next clutch control voltage Vs ₃ (l=
0, k=1) is applied from the D/A converter 81 to the solenoid driver 82, the solenoid energization level of the pressure regulating valve 60 becomes high equivalent to Vs ₃ , the opening degree of the valve 60 increases, and the engagement pressure of the clutch 30 increases. becomes higher, and the slip rate e increases. CPU91
will then increment the contents of register k by 1 every 0.05 seconds and use i, j, k, and l.
Access ROM92 or 93, read the next clutch control code Vsx, and store it in register Cp.
Set the output to output ports _O2 to _O12 . Then, when the content k of register k becomes 9, the content l of register l is set to l=1. This completes the clutch control for the first section l=0. In addition, in the control of the first section (l=0) described above, the ROM
In data update readout (k=1 to 8), i,
Note that j and l are not updated. It should also be noted that vehicle load detection is performed by detecting a downward transition in engine speed, calculating dNe/dt, and classifying its values. (2) Selection and reset of the clutch control mode after starting clutch control: When the CPU 91 memorizes 1 in the number of times register l and sets l = 1, it reads the shift lever position (Sp code) and determines whether it is in neutral. N
Waiting for the start set shown in Figure 6a (this is when the drive is changed from neutral N to drive D while driving).
or return to (including waiting for change to reverse R).
If it is still drive D or reverse R,
The CPU 91 reads the throttle opening T〓 and determines that it is the idle instruction opening (less than 6%; accelerator open).
If so, it is determined that a start/stop (including vehicle stop and engine brake) is instructed, and the sixth
Return to reading the shift lever position in figure a.
When T〓 is the opening degree that instructs progression (T〓≧6%), the CPU 91 then resets the register k to k=1, reads the Ne code and the No code, and calculates the slip ratio e. Since the slip rate e at this time corresponds to the vehicle load, the value of i is determined according to the value of e and is stored in the register i. In the second section l = 1, as shown in Fig. 4, the slip rate setting value is 0.2 or more, so the slip rate of 0.2 or more is targeted for judgment, but in the section l = 2 or more, which will be described later. , l, the value of e to be determined is limited to the higher side as shown in Figure 4, so the lower limit of the slip rate to be determined is sequentially shifted to the higher side. (From the lower half of Fig. 6e to Fig. 6f). Continuing the explanation assuming that there is a flow in the second section where l=1, the CPU 91 then reads the throttle opening degree (T code), determines i according to the throttle opening degree, and stores it in the register i. And the judgment "I ₂₅ = "1" for half-cracking driving such as during road congestion, which will be described later. If half-clutch operation is set, the sampling time tt for k value update is set to a long value of 0.1 sec, and if half-clutch operation is not set, it is set to the standard value.
Set to 0.05sec. and registers i, j,
With the contents of k and l (i, j, k and l)
Determine the read address of ROM92 or 93, read the clutch control code Vsx, and output the output register.
Memory is stored in Cp and output is set to output ports _O2 to _O12 . Then, after taking the time limit of tt, set k to k=1
, change k to 2 and read the ROM data in the same way. From now on, increment k every tt time period, k
=9, the contents of the register I are incremented by 1 and the process returns to reading the shift lever position shown in FIG. 6d (from the lower part of FIG. 6d to FIG. 6g). In addition, each clutch energization control data group includes eight pieces of clutch control data in principle, and one of them is specified by k=1 to 8, but the clutch control data corresponding to e=1 data
After reading Vsm and setting the output, the clutch 30 is set to slip rate e=1, so
This means that the clutch on control from disengagement to full engagement of the clutch has been completed. Therefore, the 6th
Before the ROM data read step in figure f, the contents of the output register Cp are set to e=1 setting code.
Compared with Vsm, if the contents of the output register Cp are Vsm, reading of ROM data is skipped. As a result, when a data group includes Vsm for k=i and i<8, data for k=i+1 or higher is omitted. Therefore, after the output to the pressure regulating valve 60 reaches Vsm, it is maintained, and when the throttle opening becomes the idling opening (engine brake), the output is changed to Vsm in the third step of FIG. 6e.
Returning to the shift lever position detection shown in the figure, when the shift lever position becomes neutral N, the process returns to the clutch disengagement step of FIG. 6a at step No. 1 of FIG. 6e. As long as T≧6% and the shift lever position is drive D or reverse R, the clutch control code Vsm instructing e=1 continues to be set at _O2 to _O12 . In summary, the shift lever position
Sp, vehicle load i and engine power j are
0.4sec (when tt=0.05sec. When tt=0.01sec
Data groups i, j, and Output clutch control data Vsx in the selected group is selected at elapsed time l and is output every 0.05 seconds within a 0.4 second interval.
is changed. Therefore, if the vehicle load i or engine power j changes between starting clutch engagement control from e=0 and ending clutch engagement control at e=1, the rate of change in clutch engagement (de /dt, that is, dVs/dt, is changed, and the clutch engagement control is eventually performed appropriately depending on both the road condition and the driver's accelerator operation.This will be further explained with reference to the drawings, as shown in Fig. 8a. If the throttle opening is 50% at the clutch engagement control starting point (origin) and the slope is uphill with an inclination α = 14°, the throttle opening will increase by l = 1.
100%, and α=0°, then at the next l=1, the data group is specified with the opening degree of 100% and the current slip rate e according to α=0°, and dVs/dt
is set large, and the clutch engagement (e=1) becomes faster. In the opposite case, as shown in FIG. 8b, as the throttle opening degree decreases and the vehicle load increases, dVs/dt is set smaller and clutch engagement (e=1) becomes slower. (3) Clutch control during downhill starting and engine braking: When starting downhill, if the slope is gentle, this is similar to the normal starting described above, and the vehicle load
Since dNe/dt is small, in the l=0 interval, d
A data group with a large Vs/dt is identified, and similarly, e is large even with l = 1, 2,..., so a data group with a large dVs/dt is identified, and e = 1 at an early stage.
Clutch control is performed. If the slope is steep, the vehicle will start running even if the vehicle itself does not receive engine power at the time of starting, and the judgment "e≦0.1?" at the bottom of Fig. 6a will be NO, and the clutch control will start at 6h. Jump to the engine brake control flow in the diagram. In engine brake control, CPU91
If the actual slip rate e is less than 1 (since e > 0.1), it is determined that the slope is starting and the l=0 control section is skipped, and the l=1 and later portions of the rear part of Fig. 6d and Fig. 6e are Fly to clutch control. In other words,
If the clutch slip rate (No/Ne) has already increased to some extent, the control section where l=0 is skipped. During engine braking, since T≦5%, the third step in Fig. 6e jumps to the step in Fig. 6a, where the clutch is turned off.
The CPU 91 calculates the actual slip rate e, and if the engine brake is enabled state e>1, the CPU 91 calculates the actual slip rate e.
If <e≦2, the vehicle load is negative and the absolute value is small, and 10 is stored in register i, and 2<e
If so, it is assumed that the absolute value is large, and 11 is stored in register i. Then, the CPU 91 registers i,
Determine the read address based on the contents of j, k and l.
Clutch control data Vsx from ROM92 or 93
is read, stored in the output register Cp, and output is set to output ports _O2 to _O12 . In addition, the 6th h
Before entering the flow of the figure, the last step of the flow of Figure 6a is e≦0.1? = NO and registers i, j,
Since k, l, and Cp have been cleared, at this point, i=10or11, k=1, and l=0.
When the CPU finishes reading the data for k=1, it increments k by 1 every 0.05 seconds and reads the data from the ROM.
Read the data and update the memory of register Cp, and update the output ports _O2 to _O12 . Then, the value of k is monitored, and when k = 33, that is, 0.05 x 33 = 1.65 seconds have passed since the start of clutch engagement, clutch engagement control has ended in any engine brake control mode ( In other words, since Vsm is set in O ₂ to _{O 12} ), the shift lever position Sp is read, and if the shift lever position is neutral N, the process jumps to the step of FIG. 6a. If there is no change in the shift lever position, the throttle opening T
Read the engine rotation speed Ne, and if T≦60%, Ne
Vsm (e=1) is not changed as long as ≧900 rpm or T〓>60% and Ne≧1200 rpm. T〓
≧60% and Ne＜900rpm and T〓＞60% and Ne＜
At 1200 rpm, there is a risk of engine stall, so skip to step 6a of FIG. 6a to release the clutch. In other words, during engine braking,
A clutch release (OFF) region is defined as shown in FIG. 8e. (4) Clutch control when repeatedly driving forward and reverse: When pulling the vehicle out of mud, overcoming obstacles on the road, or when turning at a narrow T-junction, the clutch should be activated in forward and reverse motion (Drive D, Reverse) within a short period of time. R), and the shift lever position becomes the drive D setting when the clutch output shaft is rotating in reverse, or becomes the reverse R setting when it is rotating forward (drive). At this time, the CPU 91 sends the clutch driven shaft rotation direction signal (discrimination circuit 78 Output: Input port I ₁₆ ) and shift lever position Sp
Then, it is determined whether the rotation direction of the clutch driven shaft is the same as the shift lever position setting, and when switching between forward and reverse for a short time like this, in other words, the rotation direction of the clutch driven shaft is the same as the shift lever position setting. When the opposite is true, reduce the rotation of the clutch driven shaft.
After waiting 0.2 seconds, start clutch NO control.
Therefore, normally the slip rate (Vsx) of the clutch 30 is controlled as shown by the solid line in FIG. 8c, but when the clutch driven shaft is rotating in the opposite direction to the shift lever setting, the clutch is not engaged. If the signal is active, the signal is delayed by 0.2 seconds as shown by the dotted line. This prevents the engine from overloading and stalling. (5) Manual half-clutch setting: When the flip-flop FF1 is set by closing the manual set switch 14, the input port _I25 is at a high level "1". CPU91
In the clutch control after l=1 (from the bottom of Fig. 6d to Fig. 6g), after setting i and j, read the input port I ₂₅ (I 25 = I ₂₅ in Fig. 6f).
"1"? "), if _I25 is "1", the data update timing tt is set to 0.1 sec. As a result, when I ₂₅ is "1", k is incremented every 0.1 seconds, and one section (l = 1, l = 2, ...) is
It will be 0.8sec. When I ₂₅ is "0", the setting of tt is 0.05 sec, k is incremented every 0.05 sec, and one section is 0.4 sec. Therefore, when I ₂₅ is "0", the slip rate is set to 1 (Vsm) in t ₁ hour as shown in Figure 8d, but when I ₂₅ is "1", the slip rate is set to 1 (Vsm) in 2t ₁ hour. Rate is 1 (Vsm)
, the half-clutch time is doubled. Therefore, when the road is congested and the distance between vehicles is short, the driver only needs to close the manual set switch 14 momentarily before starting the vehicle. The flip-flop FF1 with I ₂₅ = "1" is reset once the clutch is set to e=1 (Vsm) in the engine brake mode in the engine brake control flow shown in FIG. 6h. This reset is performed by the CPU 91 outputting "0" to the output port _O1 . Therefore, manual set switch 14
Clutch ON control is performed for a long half-clutch time, from momentarily closing the clutch to applying engine braking, in other words, from escaping a traffic jam to accelerating and then decelerating with engine braking. The contents of (1) to (5) above are summarized as follows. (a) Clutch ON control is started on the condition that the shift lever is set to drive D or reverse R and the engine rotation speed Ne≧900 rpm. (b) At the starting point of clutch ON control, there are two states: one in which engine power is required to drive the vehicle and one in which engine power is required to brake the vehicle, at the actual slip rate e when the clutch slip rate is set to e = 0. people are classified. (c) The state in which engine power is required to drive the vehicle is that when the actual slip rate e>0.1, the first control section l=0 is skipped and the second control section l=0 is set.
The clutch is divided into a state in which the clutch should be turned on from 1 and a state in which the clutch should be turned on from the first control section l=0 where the actual slip rate e≦0.1. In the former case, the clutch ON control immediately proceeds to the second section l=1 in (e), which will be described later. (d) When performing clutch ON control from l = 0, since the actual slip rate e is small, first a certain minute clutch engagement level (Vs ₂ ) hydraulic pressure is applied to the clutch to detect the load, and then A fall in the engine speed Ne is detected, and after detecting the fall in Ne, dNe/dt is detected, and this dNe/dt is detected.
Vehicle loads such as vehicle weight and road slope are determined from Ne/dt. Furthermore, the engine power is determined based on the throttle opening T〓, and a data group (Vsx=f(t)) having an appropriate clutch ON change rate (dVs/dt) in the first section l=0 is determined using this vehicle load and engine power. specified, Δt=
The clutch control signal Vsx is changed in time units of 0.05 seconds. The l=0 interval is

[Formula]. After passing this interval l=0, the second interval l
Shifts to clutch ON control with =1. (e) In the clutch-on control in the second section l=1, the actual slip rate e is used as the vehicle load judgment index, and the throttle opening is used as the engine power judgment index as in the first section. A clutch control data group Vsx=f(t) having an appropriate clutch ON change rate (dVs/dt) in the second interval (l=1) is specified, and Δt=
The clutch control signal Vsx is changed in time units of ttsec. The l=1 interval is

[Formula] or 0.8sec. After passing this interval l=1, the third
Shift to clutch ON control in section l=2. The clutch ON control for the l=2 section is also the same as that for the l=1 section. Similarly, the clutches of l=3, 4,...
Performs ON control. However, when the clutch control signal reaches Vsm specifying e=1 in any period after l=0, the update of the clutch control data is stopped,

[Formula] (However, if half-clutch operation designation I ₂₅ = "1"

[Formula] Read the shift lever position Sp, actual slip rate e, and throttle opening T〓 at the interval, and when Sp=neutral N, the clutch returns to OFF (e=0 specified) and returns to (a) above, and then When 〓<6%, the process returns to the state determination in (b) above. (f) If it is determined in (b) above that engine power is required for vehicle braking, clutch ON control for engine braking is performed. In this case, the time from clutch disengagement to full engagement is set short, and after the clutch is fully engaged (Vs=Vsm), the shift lever position Sp, throttle opening T〓 and engine speed are continuously changed. The speed Ne is monitored and the clutch is turned off when the engine brake becomes impossible.
(e=0 designation) and return to (a) above. (g) In (d) above, if the rotational direction of the clutch driven shaft is different from the shift lever position Sp, the hydraulic pressure at the minute clutch engagement level (Vs ₂ ) is applied after a delay of a predetermined time of 0.2 seconds. (h) In the clutch ON control after l=1 in (d) above, if flip-flop FF1 is in the set state (I ₂₅ = "1"), Δt=tt=0.1sec, l
1 section of

The time from e≈0 (Vs=Vs ₂ ) to e=1 (Vs=Vsm) is twice that in the FF1 reset state (I ₂₅ =“0”). In other words, the half-clutch state is doubled. Flip-flop FF1 is set by momentary closing of manual set switch 14, and reset by setting Vs=Vsm during engine braking. As described above, according to this embodiment, the clutch
From the ON control starting point, a clutch control data group is specified using engine speed (Ne), actual slip ratio (e), vehicle load (dNe/dt), and engine power (T〓), and then for a predetermined period of time.

[Formula], the clutch control data group is updated according to the vehicle load (actual slip rate e), engine power (T〓), and clutch ON control elapsed time (l), and for a predetermined period of time.

Since the clutch ON control data is updated in the subdivision time unit Δt even in [Formula], the clutch slip rate is appropriately controlled according to the vehicle driving condition and road condition, and also according to the time transition, so that it is smoothly and quickly. Transition to .
Therefore, sudden changes in vehicle speed are eliminated, engine revving and engine stalling are eliminated, and clutch automatic ON control is performed extremely smoothly. Engine braking is likewise performed automatically, smoothly and quickly. Even if you frequently change the shift lever position between drives D and R for a short period of time, such as when overcoming obstacles on the road, escaping from mud, or making right-angle turns at narrow T-junctions, the engine will not start up or stall. do not have. In addition, a long half-clutch run can be manually set in case of road congestion. Note that although one specific embodiment has been referred to in the above description, the present invention may be implemented in other embodiments. For example, the throttle opening sensor 12 may be replaced with an absolute rotary encoder using a potentiometer, contact electrode, or photointerrupter, and an A/D converter may be used to convert the analog opening signal to digital if necessary. Good too. In any case, any device may be used as long as it can convert the throttle opening degree or a physical quantity associated therewith into an electrical signal. The same goes for detecting the rotational speed of the clutch drive shaft and driven shaft, and a photo encoder or finger speed generator may be used.
An integrating circuit may be used instead of a pulse counter, and the analog speed signal may be converted by an A/D converter. In the electronic control device, the microprocessor system 90 may be replaced by a combination of a ROM and a counter circuit for setting addresses, and reading of the ROM may be controlled by logic gates, flip-flops, counters, etc. As described above, the present invention achieves the intended purpose.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing an outline of the configuration of an embodiment of the present invention in combination with a vehicle; Fig. 2 is a block diagram showing the overall configuration of an embodiment of the invention in slightly more detail; Figs. 3a and 3a. 3b, 3c, 3d, and 3e are circuit diagrams showing in detail the respective configurations of the blocks shown in FIG. 2; FIG. 4 is a ROM block diagram.
Graphs showing the outline of the clutch control data stored in 92 and 93; Fig. 5a, Fig. 5b, Fig. 5
Figure c and Figure 5d are graphs showing part of the data shown in Figure 4, respectively, and are used for flat road start control, slope start control, severe uphill start control, and engine brake control, respectively. Figures 6a, 6b, 6c, 6d,
6e, 6f, 6g, 6h, and 6i are flowcharts showing the clutch control operation of the CPU 91 based on program data in the ROMs 92 and 93; FIGS. 7a and 7b.
Figure 7c shows the engine rotational speed when starting on a flat road, starting on an uphill road, and starting on a steep uphill road, respectively.
Graph showing changes in Ne; Figure 7d is a graph showing changes in clutch driven shaft rotational speed No during engine brake control; Figures 8a and 8b are graphs showing changes in vehicle load and throttle opening when the clutch is in a half-engaged state. Figure 8c is a graph showing the range in which the engine brake can be set and the range in which it cannot be set. Figure 8d is a graph showing the clutch ON control characteristic when the clutch is set to manual half. It is a graph showing the clutch ON-OFF region with respect to opening degree and engine rotation speed. 50: Opening/closing valve (clutch control means), 60: Pressure regulating valve (clutch control means), 12a ₁ to 12a ₅ : Fixed electrode, 12b ₁ to 12b ₅ : Slider arm, 2
0, 72, 73, 74: Ne speed detection means, 4
0, 73, 75, 77: No speed detection means, 4
0, 75, 76, 78: vehicle traveling direction determining means;
80, 81, 82: Clutch control biasing means, 9
0: Electronic control unit, 12, 71: Throttle opening detection means, 14, FF1: Clutch control mode designation means, 13, 79: Vehicle operation setting detection means.

Claims (1)

[Scope of Claims] 1. Speed detection means for detecting the rotation speed of the clutch drive shaft; Speed detection means for detecting the rotation speed of the clutch driven shaft; Clutch control means for controlling the engagement force of the clutch; energizing the clutch control means a clutch control biasing means for controlling the clutch; and detecting a rate of change in the rotational speed of the clutch drive shaft by applying a clutch engagement force control signal that generates a minute engagement force to the clutch biasing control unit; A predetermined clutch engagement force control signal is applied to the clutch control biasing means, and after this initial clutch control, a predetermined clutch engagement force control signal is applied to the clutch control biasing means according to the ratio of the rotational speed of the clutch drive shaft to the rotational speed of the driven shaft and the elapse of time. An automatic clutch control device comprising: an electronic control device for providing a clutch engagement force control signal to clutch control biasing means. 2. The electronic control device specifies a clutch engagement force control signal group based on the rate of change in the initial clutch control, and sequentially supplies each of the clutch engagement force control signals of the group to the clutch biasing control means every predetermined period of time. An automatic clutch control device according to claim 1. 3. The electronic control device monitors the rotational speed of the clutch drive shaft by giving a clutch control signal that generates a minute engagement force to the clutch biasing control means in the initial clutch control, and detects the rate of change in the rotational speed when there is a change in the rotational speed. An automatic clutch control device according to claim 1. 4. The electronic control device refers to the ratio of the rotational speed of the clutch drive shaft to the rotational speed of the driven shaft at predetermined time intervals, specifies the clutch engagement force control signal group associated with the ratio, and 2. The automatic clutch control device according to claim 1, wherein the clutch engagement force control signal of the group is sequentially applied to the clutch control biasing means in accordance with the passage of time in units of subdivided groups. 5. The electronic control device starts the clutch engagement control by applying a clutch engagement force control signal that generates a minute engagement force to the clutch control biasing means when the engine speed is equal to or higher than a set value. The automatic clutch control device according to item 1, 2, 3 or 4. 6 Speed detection means for detecting the rotation speed of the clutch drive shaft; Speed detection means for detecting the rotation speed of the clutch driven shaft; Clutch control means for controlling the engagement force of the clutch; Clutch control energizing means for energizing the clutch control means a throttle opening detection means for detecting the opening of the throttle valve; and a clutch engagement force control signal that generates a minute engagement force is applied to the clutch biasing control means to detect a rate of change in the rotational speed of the clutch drive shaft; A predetermined clutch engagement force control signal is applied to the clutch control biasing means in accordance with this rate of change and the passage of time, and after this initial clutch control, the ratio of the rotational speed of the clutch drive shaft to the rotational speed of the driven shaft is determined. An automatic clutch control device comprising: an electronic control device that applies a predetermined clutch engagement force control signal to a clutch control biasing means in accordance with the throttle opening degree and the passage of time. 7. The electronic control device specifies a clutch engagement force control signal group based on the rate of change in the initial clutch control, and sequentially supplies each of the clutch engagement force control signals of the group to the clutch biasing control means every predetermined period of time. An automatic clutch control device according to claim 6. 8. The electronic control device monitors the rotational speed of the clutch drive shaft by giving a clutch control signal that generates a minute engagement force to the clutch biasing control means in the initial clutch control, and detects the rate of change in the rotational speed when there is a change in the rotational speed. An automatic clutch control device according to claim 6. 9. The electronic control unit refers to the ratio of the rotational speed of the clutch drive shaft to the rotational speed of the driven shaft and the throttle opening at predetermined intervals, and identifies the clutch engagement force control signal group associated with the ratio. , the automatic clutch control device according to claim 6, wherein the clutch engagement force control signal of the group is sequentially applied to the clutch control biasing means in accordance with the passage of time in units obtained by subdividing the predetermined time. . 10. Claim 6, wherein the electronic control device starts clutch engagement control by applying a clutch engagement force control signal that generates a minute engagement force to the clutch control biasing means when the engine rotational speed is equal to or higher than a set value. Automatic clutch control device as described in Section 1. 11. Claim 6, wherein the electronic control device starts clutch engagement control by applying a clutch engagement force control signal that generates a minute engagement force to the clutch control biasing means when the throttle opening is greater than or equal to a set value. Automatic clutch control device as described in Section. 12. Claims 6, 7, 8, and 9, wherein the electronic control device provides a clutch disengagement signal to the clutch control biasing means when the throttle opening becomes less than a set value. 12. The automatic clutch control device according to item 10, item 10, or item 11.