WO2021153202A1 - Determination device, determination method, and vehicle - Google Patents

Determination device, determination method, and vehicle Download PDF

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Publication number
WO2021153202A1
WO2021153202A1 PCT/JP2021/000608 JP2021000608W WO2021153202A1 WO 2021153202 A1 WO2021153202 A1 WO 2021153202A1 JP 2021000608 W JP2021000608 W JP 2021000608W WO 2021153202 A1 WO2021153202 A1 WO 2021153202A1
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Prior art keywords
clutch
state
load
foot
determined
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PCT/JP2021/000608
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French (fr)
Japanese (ja)
Inventor
山下　晃弘
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いすゞ自動車株式会社
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Publication of WO2021153202A1 publication Critical patent/WO2021153202A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types

Definitions

  • the present disclosure is a technique relating to a determination device, a determination method, and a so-called foot-mounted operation determination in which a driver puts his / her foot on the clutch pedal of a clutch device to drive a vehicle.
  • Patent Document 1 discloses a technique in which a state in which a difference between the input rotation speed and the output rotation speed of the clutch device occurs is determined as a half-clutch state, and a warning is given when the integrated time of the half-clutch state reaches the upper limit threshold. It is disclosed.
  • a warning is given by counting all the states in which a difference occurs in the input / output rotation speeds of the clutch device as a half-clutch.
  • the clutch device may not be loaded (damaged) more than a predetermined value, such as when the transmission is in the neutral state. If the warning is given even in such a case, the driver may be uncomfortable due to the frequent occurrence of the warning.
  • an object of the present invention is to effectively determine between a footrest operation in which a load is applied to the clutch device and a footrest operation in which a load is not applied to the clutch device. ..
  • the device of the present disclosure is provided between the driving force source of the vehicle and the transmission, and cuts off the transmission of power from the contact state in which power is transmitted by the driver's depression operation of the clutch pedal through the half-clutch state.
  • the clutch device that can be switched to the disengaged state it is a determination device that determines whether or not the driver is in the foot-mounted operation state in which the driver puts his / her foot on the clutch pedal and operates, and acquires the half-clutch state of the clutch device.
  • the half-clutch acquisition means the load determination means for determining whether or not a load equal to or higher than a predetermined value is applied to the clutch device when the clutch device is in the half-clutch state, and the half-clutch state by the half-clutch acquisition means.
  • the load determining means determines whether or not a load equal to or higher than a predetermined value is applied to the clutch device when the clutch device is in the half-clutch state
  • the half-clutch state by the half-clutch acquisition means When it is determined by the load determining means that the load is applied, it is determined that the footrest operation state is obtained, while when the half-clutch acquiring means acquires the half-clutch state, the above-mentioned
  • the load determining means is provided with a footing operation determining means for determining that the vehicle is not in the footresting operation state.
  • the neutral state acquisition means for acquiring whether the transmission is in the neutral state is further provided, and the load determination means does not apply the load to the clutch device when the neutral state acquisition means acquires the neutral state. It is preferable to determine that.
  • the clutch device is further provided with a disengagement state acquisition means for acquiring whether or not the clutch device is in the disengaged state, and when the disengagement state acquisition means acquires the disengaged state, the load is applied to the clutch device. It is preferable to determine that there is no such thing.
  • a required torque acquisition means for acquiring the required torque for the driving force source is further provided, and the load determining means is provided to the clutch device when the required torque acquired by the required torque acquisition means is equal to or less than a predetermined value. It is preferable to determine that the load is not applied.
  • a warning means for notifying the driver of the information when the foot-mounted driving determination means determines the foot-mounted driving state.
  • the method of the present disclosure is provided between the driving force source of the vehicle and the transmission, and cuts off the transmission of power from the contact state in which power is transmitted by the driver's depression operation of the clutch pedal through the half-clutch state.
  • the clutch device that can be switched to the disengaged state, it is a determination method for determining whether or not the driver is in the foot-mounted operation state in which the driver puts his / her foot on the clutch pedal to operate, and acquires the half-clutch state of the clutch device. Then, when the clutch device is in the half-clutch state, it is determined whether or not a load equal to or higher than a predetermined value is applied to the clutch device, and when the half-clutch state is acquired, it is determined that the load is applied. On the other hand, when the half-clutch state is acquired, if it is determined that the load is not applied, it is determined that the vehicle is not in the footrest operation state.
  • the vehicle of the present disclosure is provided between the driving force source of the vehicle and the transmission, and cuts off the power transmission from the contact state in which the power is transmitted by the driver's depression operation of the clutch pedal through the half-clutch state.
  • a clutch device and a control device that can be switched to the disengaged state are provided, and the control device acquires a half-clutch state of the clutch device, and the clutch device is in the half-clutch state.
  • FIG. 1 is a schematic overall configuration diagram showing a power transmission system of a vehicle according to the present embodiment.
  • FIG. 2 is a schematic functional block diagram showing a control device according to the present embodiment and related peripheral configurations.
  • FIG. 3 is a flowchart illustrating a determination process of the footrest operation according to the present embodiment.
  • FIG. 1 is a schematic overall configuration diagram showing a power transmission system of the vehicle 1 according to the present embodiment.
  • the vehicle 1 is equipped with an engine 10 as an example of a driving force source.
  • the input shaft 62 of the transmission 60 is connected to the crankshaft 11 of the engine 10 via the clutch device 20.
  • a propeller shaft 13 is connected to the output shaft 63 of the transmission 60.
  • the differential gear device 14 and the left and right drive wheels 16L and 16R are connected to the propeller shaft 13 via the left and right drive shafts 15L and 15R, respectively.
  • the driving force source of the vehicle 1 is not limited to the engine 10, and a traveling motor or a combination thereof may be used. Further, the vehicle 1 may be any of a rear-wheel drive vehicle, a front-wheel drive vehicle, a four-wheel drive vehicle, and an all-wheel drive vehicle.
  • the clutch device 20 is, for example, a dry single plate clutch, and an output side end of the crankshaft 11 and an input side end of the input shaft 62 are arranged in the clutch housing 21.
  • a clutch disc 22 is provided at the input end of the input shaft 62 so as to be movable in the axial direction.
  • the clutch disc 22 includes a damper spring (not shown) and a clutch facing 23.
  • a flywheel 12 is fixed to the output end of the crankshaft 11, and a clutch cover 24 is provided on the rear side surface of the flywheel 12.
  • a pressure plate 25 and a diaphragm spring 26 are arranged between the flywheel 12 and the clutch cover 24.
  • the release fork 28 is provided so as to be swingable around the fulcrum 29.
  • One end side of the release fork 28 is housed in the clutch housing 21, and the other end side is projected to the outside of the clutch housing 21.
  • the release bearing 27 is provided between the inner peripheral edge of the diaphragm spring 26 and one end of the release fork 28, and enables the diaphragm spring 26 and the release fork 28 to rotate relative to each other.
  • the release bearing 27 is moved to the output side (to the right in the figure) by the elastic force of the diaphragm spring 26 when the clutch device 20 switches from the “disengaged state” in which the power transmission is cut off to the “contact state” in which the power is transmitted.
  • the clutch device 20 is switched from the “contact state” to the "disengaged state”
  • it is pushed by the release fork 28 and moved to the input side (leftward in the figure).
  • the clutch device 20 is not limited to the push type shown in the illustrated example, and may be a pull type.
  • a release cylinder 30 is provided on the outside of the clutch housing 21.
  • the release cylinder 30 has a piston 32 that is movably housed inside the cylinder body 31 to partition the hydraulic chamber, and a push whose base end side is fixed to the piston 32 and whose tip end side is in contact with the release fork 28. It includes a rod 33 and a spring 34 provided in the cylinder body 31 to hold the push rod 33 between the piston 32 and the release fork 28.
  • the release cylinder 30 is connected to the master cylinder 40 via a pipe 35.
  • the master cylinder 40 includes a reserve tank 41 for storing hydraulic oil, a piston 43 movably housed inside the cylinder body 42 to partition the hydraulic chamber, and a base end side fixed to the piston 43 and a tip side.
  • a rod 44 connected to the clutch pedal 80 and a return spring 45 provided in the hydraulic chamber to urge the piston 43 are provided.
  • the master cylinder 40 is provided with a clutch stroke sensor 94 (an example of disconnection state acquisition means) capable of detecting the clutch stroke amount S from the movement amount of the rod 44.
  • the transmission 60 is a manual transmission that shifts and operates in response to an operation by the driver of the transmission operating device 82 provided in the driver's cab, and the input shaft 62 and the output shaft 63 are mainly contained in the transmission case 61. , Counter shaft 64, input gear train 65, a plurality of output gear trains 66, a plurality of synchronization devices 70, and the like are provided.
  • the transmission 60 is not limited to the input reduction type shown in the illustrated example, and may be an output reduction type.
  • the input gear train 65 has an input main gear 65A rotatably provided on the input shaft 62 and an input counter gear 65B rotatably provided on the counter shaft 64 and constantly meshing with the input main gear 65A.
  • the input gear row 65 is not limited to one row in the illustrated example, and may be configured to include two rows that function as a splitter capable of switching between low speed and high speed. Further, at least one of the input main gear 65A and the input counter gear 65B may be idle gears that can rotate relative to the shafts 62 and 64. In this case, the synchronization device 70 described later may be provided.
  • the plurality of output gear trains 66 have an output main gear 67 rotatably provided on the output shaft 63 and an output counter gear 68 rotatably provided on the counter shaft 64 and constantly meshing with the output main gear 67. ..
  • the output main gear 67 is selectively synchronously coupled to the output shaft 63 by the synchronous device 70.
  • the output main gear 67 is an idle gear, but the output counter gear 68 may be an idle gear.
  • the synchronization device 70 may be provided on the counter shaft 64 side. Further, although not shown, a synchronization device 70 corresponding to a direct connection stage for connecting the input shaft 62 and the output shaft 63 may be further provided.
  • the synchronization device 70 includes a hub 71 rotatably provided on the output shaft 63, a sleeve 72 having inner peripheral teeth that constantly mesh with the outer peripheral teeth of the hub 71, and a dog gear rotatably provided on the output main gear 67. It includes a 73, a tapered cone portion 74 provided on the dog gear 73, and a synchronizer ring 75 provided between the hub 71 and the dog gear 73.
  • a shift fork 76 fixed to the shift rod 77 is integrally movably engaged with the sleeve 72.
  • the shift rod 77 is connected to the operation lever 83 of the speed change operation device 82 via a shift block 78, a shift lever 79, a link mechanism (not shown), and the like.
  • the shift thrust transmitted via the link mechanism, the shift block 78, the shift rod 77, and the shift fork 76 causes the synchronization device 70.
  • the sleeve 72 shifts in the shift direction.
  • the synchronizer ring 75 is pressed with the shift movement of the sleeve 72, a synchronous load is generated between the synchronizer ring 75 and the tapered cone portion 74.
  • the state in which the sleeve 72 meshes only with the hub 71 is referred to as the "neutral state” of the synchronization device 70. Further, the case where all the synchronization devices 70 are in the neutral state is referred to as the "neutral state" of the transmission 60.
  • the vehicle 1 is provided with various sensors and switches.
  • the engine speed sensor 90 detects the engine speed Ne (or the clutch input speed NC In ) from the flywheel 12 or the crankshaft 11.
  • the accelerator opening sensor 91 detects an accelerator opening Ac (required torque) according to the amount of depression of the accelerator pedal 81.
  • the transmission input rotation speed sensor 92 detects the transmission input rotation speed NT In (or the clutch output rotation speed NC Out ) from the input gear train 65 or the input shaft 62.
  • the transmission output rotation speed sensor 93 detects the transmission output rotation speed NT Out (or vehicle speed V) from the propeller shaft 13 or the output shaft 63.
  • the vehicle speed V may be obtained from the drive wheels 16L, 16R, steering wheels (not shown), or the like.
  • the clutch stroke sensor 94 detects the clutch stroke amount S from the movement amount of the rod 44.
  • the neutral switch 95 (an example of the neutral state acquisition means of the present disclosure) detects the neutral state (ON / OFF) of the synchronization device 70 from the shift movement of the shift rod 77.
  • the clutch switch 96 switches from OFF to ON when the clutch device 20 enters a half-clutch state in which the clutch device 20 begins to shut off power as the clutch pedal 80 is depressed.
  • the detection signals of the sensors 90 to 94 and the switches 95 and 96 are transmitted to the electrically connected control device 100.
  • the vehicle 1 has a shift stroke sensor capable of detecting the shift movement amount of the shift rod 77 or the shift block 78, and the sleeve 72 and the dog gear 73 are completely meshed with each other.
  • a detent switch capable of detecting (detent), a shift position sensor capable of detecting the operation position of the speed change operation device 82, and the like may be further provided.
  • FIG. 2 is a schematic functional block diagram showing the control device 100 according to the present embodiment and related peripheral configurations.
  • the control device 100 is, for example, a device that performs calculations such as a computer, and is a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, and an output port connected to each other by a bus or the like. And so on, and execute the program.
  • a CPU Central Processing Unit
  • ROM Read Only Memory
  • RAM Random Access Memory
  • control device 100 executes a program to execute a half-clutch determination unit 110 (an example of a half-clutch acquisition means), a clutch load determination unit 120 (load determination means), and a footrest operation determination unit 130 (footrest operation determination means). It also functions as a device (an example of a determination device) provided with a warning processing unit 140 (an example of a warning means).
  • a half-clutch determination unit 110 an example of a half-clutch acquisition means
  • clutch load determination unit 120 load determination means
  • footrest operation determination unit 130 footrest operation determination means
  • a warning processing unit 140 an example of a warning means
  • the half-clutch determination unit 110 determines whether the clutch device 20 is in the half-clutch state based on the detection signals of the engine rotation speed sensor 90, the transmission input rotation speed sensor 92, the transmission output rotation speed sensor 93, the clutch switch 96, and the like. Judge whether or not. Specifically, in the half-clutch determination unit 110, the vehicle speed V exceeds a predetermined threshold speed (for example, the speed during low-speed traveling using the half-clutch: about 15 km / h), and the engine speed Ne is predetermined. The rotation speed difference between the clutch input rotation speed NC In and the clutch output rotation speed NC Out is the predetermined threshold rotation speed (for example, about 50 rpm) or more. Moreover, when the clutch switch 96 is ON, the clutch device 20 is determined to be in the half-clutch state.
  • a predetermined threshold speed for example, the speed during low-speed traveling using the half-clutch: about 15 km / h
  • the engine speed Ne is predetermined.
  • the determination of the half-clutch state is not limited to the method using these detection signals, and various determination methods such as a method of determining based on other sensors such as the clutch stroke amount S can be used.
  • the determination result by the half-clutch determination unit 110 is transmitted to the footrest operation determination unit 130.
  • the clutch load determination unit 120 determines whether or not a predetermined load (damage) or more is applied to the friction engaging element such as the clutch facing 23 of the clutch device 20 when the clutch device 20 is in the half-clutch state.
  • the clutch load determination unit 120 does not apply a load exceeding a predetermined value to the clutch device 20 even in the half-clutch state.
  • the clutch load determination unit 120 determines whether a predetermined load or more is applied to the clutch device 20 due to the half-clutch state.
  • the detection signal of the neutral switch 95 is The determination may be made based on the switching from OFF to ON. Whether or not the transmission 60 is in the neutral state may be determined based on the detection signals of the detent switch, the shift stroke sensor, the shift position sensor, etc., or the input shaft and the output shaft of the transmission 60, respectively. The determination may be made based on the number of rotations.
  • the clutch device 20 when the clutch stroke amount S acquired by the clutch stroke sensor 94 is larger than a predetermined threshold stroke amount (for example, a value set based on the play of the clutch pedal 80), the clutch device 20 It may be determined that is completely disconnected. Whether or not the clutch device 20 is completely disengaged is determined based on the detection signals of the clutch switch 96 and other sensors capable of detecting the stroke amount of the clutch disc 22 or the release bearing 27. May be good.
  • a predetermined threshold stroke amount for example, a value set based on the play of the clutch pedal 80
  • the control device 100 changes to the engine 10. The determination may be made based on the transmitted instruction signal.
  • the determination result by the clutch load determination unit 120 (load is applied / no load is applied) is transmitted to the footrest operation determination unit 130.
  • the foot-mounted operation determination unit 130 drives the driver by placing his / her foot on the clutch pedal 80 while the vehicle is running. It is determined whether or not the vehicle is in the so-called footrest operation state.
  • the warning processing unit 140 transmits an instruction signal for displaying a warning on the display device 200 in the driver's cab.
  • the warning method is not limited to the display by the display device 200, and may be performed by voice from a speaker or the like.
  • the warning by the warning processing unit 140 preferably ends when the footrest operation determination unit 130 switches the footrest operation flag F from ON to OFF. In this way, by appropriately informing the driver of the footrest operation in which the clutch device 20 is damaged, early wear of the clutch facing 23 and the like can be effectively suppressed.
  • This routine preferably starts with the start of the engine 10 (or the running of the vehicle 1) and ends with the stop of the engine 10 (or the stop of the vehicle 1).
  • step S100 it is determined whether or not the clutch device 20 is in the half-clutch state. Specifically, the vehicle speed V exceeds a predetermined threshold speed, the engine speed Ne is equal to or higher than the predetermined threshold speed, and the clutch input speed NC In and the clutch output speed NC Out When the rotation speed difference is equal to or greater than a predetermined threshold rotation speed and the clutch switch 96 is ON, the clutch device 20 is determined to be in the half-clutch state. If the clutch device 20 is in the half-clutch state (Yes), this control proceeds to the process of step S110, and if the clutch device 20 is not in the half-clutch state (No), this control proceeds to step S120.
  • step S110 it is determined whether or not a predetermined load or more is applied to the clutch device 20 when the clutch device 20 is in the half-clutch state. Specifically, whether (1) the transmission 60 is in the neutral state, (2) the clutch device 20 is completely disengaged, or (3) there is no required torque for the engine 10 is satisfied. Is determined.
  • step S150 determines that a load equal to or greater than a predetermined value is applied to the clutch device 20, and in step S160, the footrest operation flag.
  • step S170 a warning is executed in step S170, and the process returns to the determination process in step S100.
  • the clutch device 20 exemplifies a dry single plate clutch, but it can be widely applied to other clutch devices that engage and disengage in response to a driver's operation.
  • the gear arrangement of the transmission 60 and the like are not limited to the illustrated examples, and can be widely applied to transmissions having other configurations.
  • the present invention has the effect of being able to effectively determine between a footrest operation in which a load is applied to the clutch device and a footrest operation in which a load is not applied to the clutch device. It is useful.

Abstract

The present invention is provided with: a half-engaged clutch acquisition unit 110 for acquiring a half-engaged clutch state of a clutch device 20; a load determination unit 120 for determining whether a greater-than-or-equal-to-prescribed load has been applied to the clutch device 20 when the clutch device 20 is in the half-engaged clutch state; and a foot-on-pedal driving determination unit 130 for determining that a foot-on-pedal driving state exists when a half-engaged clutch state has been acquired by the half-engaged clutch acquisition unit 110 and the load determination unit 120 determines that a load is being applied, and determining that a foot-on-pedal driving state does not exist when a half-engaged clutch state has been acquired by the half-engaged clutch acquisition unit 110 and the load determination unit 120 determines that a load is not being applied.

Description

判定装置、判定方法及び、車両Judgment device, judgment method, and vehicle
　本開示は、判定装置、判定方法及び、車両に関し、運転者がクラッチ装置のクラッチペダルに足を載せて運転する、いわゆる足載せ運転の判定に関する技術である。 The present disclosure is a technique relating to a determination device, a determination method, and a so-called foot-mounted operation determination in which a driver puts his / her foot on the clutch pedal of a clutch device to drive a vehicle.
　車両の運転者によっては、変速操作が不要な走行状態であるにもかかわらず、クラッチペダルに足を載せて運転する者もいる。このような場合、クラッチペダルが遊びを超えて僅かに踏み込まれることで、クラッチ装置は、入力側部材と出力側部材とが滑りを生じさせつつ係合するいわゆる半クラッチ状態となり、クラッチフェーシング等の摩耗を早めることになる。 Some vehicle drivers drive with their feet on the clutch pedal even though the vehicle is in a running state that does not require shifting. In such a case, when the clutch pedal is slightly depressed beyond the play, the clutch device is in a so-called half-clutch state in which the input side member and the output side member are engaged while causing slippage, and clutch facing or the like occurs. It will accelerate wear.
　例えば、特許文献１には、クラッチ装置の入力回転数と出力回転数とに差が生じた状態を半クラッチ状態と判定し、半クラッチ状態の積算時間が上限閾値に達すると警告を行う技術が開示されている。 For example, Patent Document 1 discloses a technique in which a state in which a difference between the input rotation speed and the output rotation speed of the clutch device occurs is determined as a half-clutch state, and a warning is given when the integrated time of the half-clutch state reaches the upper limit threshold. It is disclosed.
日本国実開平２－２５３２号公報Japan Real Kaihei No. 2-2532 Gazette
　上記文献１記載の技術では、クラッチ装置の入出力回転数に差が生じる状態を半クラッチとして全てカウントすることにより警告を行っている。しかしながら、クラッチ装置が半クラッチ状態とされても、変速機がニュートラル状態の場合等、クラッチ装置に所定以上の負荷（ダメージ）が掛からない場合もある。このような場合にまで警告を行うと、警告の頻発によって運転者に不快感を与えてしまう可能性がある。 In the technique described in Document 1 above, a warning is given by counting all the states in which a difference occurs in the input / output rotation speeds of the clutch device as a half-clutch. However, even if the clutch device is in the half-clutch state, the clutch device may not be loaded (damaged) more than a predetermined value, such as when the transmission is in the neutral state. If the warning is given even in such a case, the driver may be uncomfortable due to the frequent occurrence of the warning.
　本開示の技術は、上記事情に鑑みてなされたものであり、クラッチ装置に負荷が掛かる足載せ運転と、クラッチ装置に負荷が掛からない足載せ運転とを効果的に判定することを目的とする。 The technique of the present disclosure has been made in view of the above circumstances, and an object of the present invention is to effectively determine between a footrest operation in which a load is applied to the clutch device and a footrest operation in which a load is not applied to the clutch device. ..
　本開示の装置は、車両の駆動力源と変速機との間に設けられており、運転者のクラッチペダルの踏み込み操作により動力を伝達する接状態から半クラッチ状態を経て動力の伝達を遮断する断状態に切り替えられるクラッチ装置において、前記運転者が前記クラッチペダルに足を載せて運転する足載せ運転状態にあるか否かを判定する判定装置であって、前記クラッチ装置の半クラッチ状態を取得する半クラッチ取得手段と、前記クラッチ装置が半クラッチ状態となることにより、該クラッチ装置に所定以上の負荷が掛かるか否かを判定する負荷判定手段と、前記半クラッチ取得手段により前記半クラッチ状態が取得された際に、前記負荷判定手段により前記負荷が掛かると判定されると、前記足載せ運転状態と判定する一方、前記半クラッチ取得手段により前記半クラッチ状態が取得された際に、前記負荷判定手段により前記負荷が掛からないと判定されると、前記足載せ運転状態にないと判定する足載せ運転判定手段と、を備えることを特徴とする。 The device of the present disclosure is provided between the driving force source of the vehicle and the transmission, and cuts off the transmission of power from the contact state in which power is transmitted by the driver's depression operation of the clutch pedal through the half-clutch state. In the clutch device that can be switched to the disengaged state, it is a determination device that determines whether or not the driver is in the foot-mounted operation state in which the driver puts his / her foot on the clutch pedal and operates, and acquires the half-clutch state of the clutch device. The half-clutch acquisition means, the load determination means for determining whether or not a load equal to or higher than a predetermined value is applied to the clutch device when the clutch device is in the half-clutch state, and the half-clutch state by the half-clutch acquisition means. When it is determined by the load determining means that the load is applied, it is determined that the footrest operation state is obtained, while when the half-clutch acquiring means acquires the half-clutch state, the above-mentioned When it is determined by the load determining means that the load is not applied, the load determining means is provided with a footing operation determining means for determining that the vehicle is not in the footresting operation state.
　また、前記変速機がニュートラル状態にあるかを取得するニュートラル状態取得手段をさらに備え、前記負荷判定手段は、前記ニュートラル状態取得手段が前記ニュートラル状態を取得すると、前記クラッチ装置に前記負荷が掛からないと判定することが好ましい。 Further, the neutral state acquisition means for acquiring whether the transmission is in the neutral state is further provided, and the load determination means does not apply the load to the clutch device when the neutral state acquisition means acquires the neutral state. It is preferable to determine that.
　また、前記クラッチ装置が前記断状態にあるかを取得する断状態取得手段をさらに備え、前記負荷判定手段は、前記断状態取得手段が前記断状態を取得すると、前記クラッチ装置に前記負荷が掛からないと判定することが好ましい。 Further, the clutch device is further provided with a disengagement state acquisition means for acquiring whether or not the clutch device is in the disengaged state, and when the disengagement state acquisition means acquires the disengaged state, the load is applied to the clutch device. It is preferable to determine that there is no such thing.
　また、前記駆動力源に対する要求トルクを取得する要求トルク取得手段をさらに備え、前記負荷判定手段は、前記要求トルク取得手段により取得される前記要求トルクが所定値以下の場合に、前記クラッチ装置に前記負荷が掛からないと判定することが好ましい。 Further, a required torque acquisition means for acquiring the required torque for the driving force source is further provided, and the load determining means is provided to the clutch device when the required torque acquired by the required torque acquisition means is equal to or less than a predetermined value. It is preferable to determine that the load is not applied.
　また、前記足載せ運転判定手段により前記足載せ運転状態と判定されると、当該情報を運転者に知らせる警告手段をさらに備えることが好ましい。 Further, it is preferable to further provide a warning means for notifying the driver of the information when the foot-mounted driving determination means determines the foot-mounted driving state.
　本開示の方法は、車両の駆動力源と変速機との間に設けられており、運転者のクラッチペダルの踏み込み操作により動力を伝達する接状態から半クラッチ状態を経て動力の伝達を遮断する断状態に切り替えられるクラッチ装置において、前記運転者が前記クラッチペダルに足を載せて運転する足載せ運転状態にあるか否かを判定する判定方法であって、前記クラッチ装置の半クラッチ状態を取得し、前記クラッチ装置が半クラッチ状態となることにより、該クラッチ装置に所定以上の負荷が掛かるか否かを判定し、前記半クラッチ状態を取得した際に、前記負荷が掛かると判定すると、前記足載せ運転状態と判定する一方、前記半クラッチ状態を取得した際に、前記負荷が掛からないと判定すると、前記足載せ運転状態にないと判定することを特徴とする。 The method of the present disclosure is provided between the driving force source of the vehicle and the transmission, and cuts off the transmission of power from the contact state in which power is transmitted by the driver's depression operation of the clutch pedal through the half-clutch state. In the clutch device that can be switched to the disengaged state, it is a determination method for determining whether or not the driver is in the foot-mounted operation state in which the driver puts his / her foot on the clutch pedal to operate, and acquires the half-clutch state of the clutch device. Then, when the clutch device is in the half-clutch state, it is determined whether or not a load equal to or higher than a predetermined value is applied to the clutch device, and when the half-clutch state is acquired, it is determined that the load is applied. On the other hand, when the half-clutch state is acquired, if it is determined that the load is not applied, it is determined that the vehicle is not in the footrest operation state.
　本開示の車両は、車両の駆動力源と変速機との間に設けられており、運転者のクラッチペダルの踏み込み操作により動力を伝達する接状態から半クラッチ状態を経て動力の伝達を遮断する断状態に切り替えられるクラッチ装置と、制御装置と、を備え、前記制御装置は、前記クラッチ装置の半クラッチ状態を取得し、前記クラッチ装置が半クラッチ状態となることにより、該クラッチ装置に所定以上の負荷が掛かるか否かを判定し、前記半クラッチ状態を取得した際に、前記所定以上の前記負荷が掛かると判定すると、前記運転者が前記クラッチペダルに足を載せて運転する足載せ運転状態と判定する一方、前記半クラッチ状態を取得した際に、前記所定以上の前記負荷が掛からないと判定すると、前記足載せ運転状態にないと判定することを実行可能に構成されることを特徴とする。 The vehicle of the present disclosure is provided between the driving force source of the vehicle and the transmission, and cuts off the power transmission from the contact state in which the power is transmitted by the driver's depression operation of the clutch pedal through the half-clutch state. A clutch device and a control device that can be switched to the disengaged state are provided, and the control device acquires a half-clutch state of the clutch device, and the clutch device is in the half-clutch state. When it is determined whether or not the load is applied and the half-clutch state is acquired, it is determined that the load equal to or higher than the predetermined value is applied. On the other hand, when the half-clutch state is acquired, if it is determined that the load of the predetermined value or more is not applied, it is feasible to determine that the vehicle is not in the footrest operation state. And.
　本開示の技術によれば、クラッチ装置に負荷が掛かる足載せ運転と、クラッチ装置に負荷が掛からない足載せ運転とを効果的に判定することができる。 According to the technique of the present disclosure, it is possible to effectively determine between the footrest operation in which the clutch device is loaded and the footrest operation in which the clutch device is not loaded.
図１は、本実施形態に係る車両の動力伝達系を示す模式的な全体構成図である。FIG. 1 is a schematic overall configuration diagram showing a power transmission system of a vehicle according to the present embodiment. 図２は、本実施形態に係る制御装置及び、関連する周辺構成を示す模式的な機能ブロック図である。FIG. 2 is a schematic functional block diagram showing a control device according to the present embodiment and related peripheral configurations. 図３は、本実施形態に係る足載せ運転の判定処理を説明するフローチャートである。FIG. 3 is a flowchart illustrating a determination process of the footrest operation according to the present embodiment.
　以下、添付図面に基づいて、本実施形態に係る判定装置及び、判定方法を説明する。同一の部品には同一の符号を付してあり、それらの名称および機能も同じである。したがって、それらについての詳細な説明は繰返さない。 Hereinafter, the determination device and the determination method according to the present embodiment will be described based on the attached drawings. The same parts have the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.
　［全体構成］
　図１は、本実施形態に係る車両１の動力伝達系を示す模式的な全体構成図である。 [overall structure]
FIG. 1 is a schematic overall configuration diagram showing a power transmission system of the vehicle 1 according to the present embodiment.
　車両１には、駆動力源の一例としてエンジン１０が搭載されている。エンジン１０のクランクシャフト１１には、クラッチ装置２０を介して変速機６０のインプットシャフト６２が接続されている。変速機６０のアウトプットシャフト６３には、プロペラシャフト１３が接続されている。プロペラシャフト１３には、デファレンシャルギヤ装置１４及び、左右の駆動軸１５Ｌ，１５Ｒを介して左右の駆動輪１６Ｌ，１６Ｒがそれぞれ接続されている。 The vehicle 1 is equipped with an engine 10 as an example of a driving force source. The input shaft 62 of the transmission 60 is connected to the crankshaft 11 of the engine 10 via the clutch device 20. A propeller shaft 13 is connected to the output shaft 63 of the transmission 60. The differential gear device 14 and the left and right drive wheels 16L and 16R are connected to the propeller shaft 13 via the left and right drive shafts 15L and 15R, respectively.
　なお、車両１の駆動力源はエンジン１０に限定されず、走行用モータ、或いは、これらを併用するものであってもよい。また、車両１は、後輪駆動、前輪駆動、四輪駆動、全輪駆動車の何れであってもよい。 The driving force source of the vehicle 1 is not limited to the engine 10, and a traveling motor or a combination thereof may be used. Further, the vehicle 1 may be any of a rear-wheel drive vehicle, a front-wheel drive vehicle, a four-wheel drive vehicle, and an all-wheel drive vehicle.
　クラッチ装置２０は、例えば、乾式単板クラッチであって、クラッチハウジング２１内には、クランクシャフト１１の出力側端及び、インプットシャフト６２の入力側端が配されている。 The clutch device 20 is, for example, a dry single plate clutch, and an output side end of the crankshaft 11 and an input side end of the input shaft 62 are arranged in the clutch housing 21.
　インプットシャフト６２の入力端には、クラッチディスク２２が軸方向に移動可能に設けられている。クラッチディスク２２は、図示しないダンパースプリングと、クラッチフェーシング２３とを備えている。 A clutch disc 22 is provided at the input end of the input shaft 62 so as to be movable in the axial direction. The clutch disc 22 includes a damper spring (not shown) and a clutch facing 23.
　クランクシャフト１１の出力端には、フライホイール１２が固定され、フライホイール１２の後側面には、クラッチカバー２４が設けられている。これらフライホイール１２とクラッチカバー２４との間には、プレッシャープレート２５及び、ダイヤフラムスプリング２６が配されている。 A flywheel 12 is fixed to the output end of the crankshaft 11, and a clutch cover 24 is provided on the rear side surface of the flywheel 12. A pressure plate 25 and a diaphragm spring 26 are arranged between the flywheel 12 and the clutch cover 24.
　レリーズフォーク２８は、支点２９を中心に揺動可能に設けられている。レリーズフォーク２８は、その一端側をクラッチハウジング２１内に収容させると共に、その他端側をクラッチハウジング２１の外側に突出させている。 The release fork 28 is provided so as to be swingable around the fulcrum 29. One end side of the release fork 28 is housed in the clutch housing 21, and the other end side is projected to the outside of the clutch housing 21.
　レリーズベアリング２７は、ダイヤフラムスプリング２６の内周縁とレリーズフォーク２８の一端部との間に位置して設けられおり、これらダイヤフラムスプリング２６とレリーズフォーク２８とを相対回転可能にする。レリーズベアリング２７は、クラッチ装置２０が動力の伝達を遮断する「断状態」から動力を伝達する「接状態」に切り替わる際はダイヤフラムスプリング２６の弾性力により出力側（図中右方向）に移動され、クラッチ装置２０が「接状態」から「断状態」に切り替わる際はレリーズフォーク２８により押されて入力側（図中左方向）に移動される。なお、クラッチ装置２０は、図示例のプッシュタイプに限定されず、プルタイプであってもよい。 The release bearing 27 is provided between the inner peripheral edge of the diaphragm spring 26 and one end of the release fork 28, and enables the diaphragm spring 26 and the release fork 28 to rotate relative to each other. The release bearing 27 is moved to the output side (to the right in the figure) by the elastic force of the diaphragm spring 26 when the clutch device 20 switches from the “disengaged state” in which the power transmission is cut off to the “contact state” in which the power is transmitted. When the clutch device 20 is switched from the "contact state" to the "disengaged state", it is pushed by the release fork 28 and moved to the input side (leftward in the figure). The clutch device 20 is not limited to the push type shown in the illustrated example, and may be a pull type.
　クラッチハウジング２１の外側には、レリーズシリンダ３０が設けられている。レリーズシリンダ３０は、シリンダ本体３１の内部に移動可能に収容されて油圧室を区画するピストン３２と、基端側をピストン３２に固定されると共に、先端側をレリーズフォーク２８に当接させたプッシュロッド３３と、シリンダ本体３１内に設けられてプッシュロッド３３をピストン３２とレリーズフォーク２８との間に保持させるスプリング３４とを備えている。レリーズシリンダ３０は、配管３５を介してマスターシリンダ４０に接続されている。 A release cylinder 30 is provided on the outside of the clutch housing 21. The release cylinder 30 has a piston 32 that is movably housed inside the cylinder body 31 to partition the hydraulic chamber, and a push whose base end side is fixed to the piston 32 and whose tip end side is in contact with the release fork 28. It includes a rod 33 and a spring 34 provided in the cylinder body 31 to hold the push rod 33 between the piston 32 and the release fork 28. The release cylinder 30 is connected to the master cylinder 40 via a pipe 35.
　マスターシリンダ４０は、作動油を貯留するリザーブタンク４１と、シリンダ本体４２の内部に移動可能に収容されて油圧室を区画するピストン４３と、基端側をピストン４３に固定されると共に、先端側をクラッチペダル８０に連結されたロッド４４と、油圧室内に設けられてピストン４３を付勢するリターンスプリング４５とを備えている。また、マスターシリンダ４０には、ロッド４４の移動量からクラッチストローク量Ｓを検出可能なクラッチストロークセンサ９４（断状態取得手段の一例）が設けられている。 The master cylinder 40 includes a reserve tank 41 for storing hydraulic oil, a piston 43 movably housed inside the cylinder body 42 to partition the hydraulic chamber, and a base end side fixed to the piston 43 and a tip side. A rod 44 connected to the clutch pedal 80 and a return spring 45 provided in the hydraulic chamber to urge the piston 43 are provided. Further, the master cylinder 40 is provided with a clutch stroke sensor 94 (an example of disconnection state acquisition means) capable of detecting the clutch stroke amount S from the movement amount of the rod 44.
　クラッチ装置２０は、運転者がクラッチペダル８０を踏み込むと、マスターシリンダ４０からレリーズシリンダ３０に供給される作動油圧によりピストン３２がプッシュロッド３３と一体にストローク移動し、レリーズフォーク２８が図中反時計回りに回動してレリーズベアリング２７を押圧すことにより、「接状態」から「断状態」に切り替えられるようになっている。一方、クラッチ装置２０は、運転者がクラッチペダル８０を開放すると、ダイヤフラムスプリング２６の弾性力によりクラッチディスク２２のクラッチフェーシング２３がフライホイール１２に押し付けられることで、「断状態」から「接状態」に切り替えられるようになっている。なお、以下において、フライホイール１２とクラッチディスク２２とが異なる回転数で回転しつつ、フライホイール１２側からクラッチディスク２２側に動力（トルク）が伝達される係合状態をクラッチ装置２０の「半クラッチ状態」という。 In the clutch device 20, when the driver depresses the clutch pedal 80, the piston 32 strokes integrally with the push rod 33 due to the hydraulic pressure supplied from the master cylinder 40 to the release cylinder 30, and the release fork 28 moves counterclockwise in the drawing. By rotating around and pressing the release bearing 27, it is possible to switch from the "contact state" to the "disengaged state". On the other hand, in the clutch device 20, when the driver releases the clutch pedal 80, the clutch facing 23 of the clutch disc 22 is pressed against the flywheel 12 by the elastic force of the diaphragm spring 26, so that the clutch device 20 changes from the “disengaged state” to the “contact state”. It can be switched to. In the following, the engagement state in which power (torque) is transmitted from the flywheel 12 side to the clutch disc 22 side while the flywheel 12 and the clutch disc 22 rotate at different rotation speeds is described as “half” of the clutch device 20. It is called "clutch state".
　変速機６０は、運転室内に設けられた変速操作装置８２の運転者による操作に応じて変速作動する手動変速機であって、変速機ケース６１内には、主として、インプットシャフト６２、アウトプットシャフト６３、カウンタシャフト６４、入力ギヤ列６５、複数の出力ギヤ列６６及び、複数の同期装置７０等が設けられている。なお、変速機６０は、図示例のインプットリダクションタイプに限定されず、アウトプットリダクションタイプであってもよい。 The transmission 60 is a manual transmission that shifts and operates in response to an operation by the driver of the transmission operating device 82 provided in the driver's cab, and the input shaft 62 and the output shaft 63 are mainly contained in the transmission case 61. , Counter shaft 64, input gear train 65, a plurality of output gear trains 66, a plurality of synchronization devices 70, and the like are provided. The transmission 60 is not limited to the input reduction type shown in the illustrated example, and may be an output reduction type.
　入力ギヤ列６５は、インプットシャフト６２に一体回転可能に設けられた入力メインギヤ６５Ａと、カウンタシャフト６４に一体回転可能に設けられて、入力メインギヤ６５Ａと常時噛合する入力カウンタギヤ６５Ｂとを有する。 The input gear train 65 has an input main gear 65A rotatably provided on the input shaft 62 and an input counter gear 65B rotatably provided on the counter shaft 64 and constantly meshing with the input main gear 65A.
　なお、入力ギヤ列６５は、図示例の一列に限定されず、低速／高速を切り替え可能なスプリッタとして機能する二列を備えるように構成してもよい。また、入力メインギヤ６５Ａ及び、入力カウンタギヤ６５Ｂの少なくとも一方を、シャフト６２，６４に相対回転可能な遊転ギヤとしてもよい。この場合は、後述する同期装置７０を設ければよい。 The input gear row 65 is not limited to one row in the illustrated example, and may be configured to include two rows that function as a splitter capable of switching between low speed and high speed. Further, at least one of the input main gear 65A and the input counter gear 65B may be idle gears that can rotate relative to the shafts 62 and 64. In this case, the synchronization device 70 described later may be provided.
　複数の出力ギヤ列６６は、アウトプットシャフト６３に相対回転可能に設けられた出力メインギヤ６７と、カウンタシャフト６４に一体回転可能に設けられて、出力メインギヤ６７と常時噛合する出力カウンタギヤ６８とを有する。出力メインギヤ６７は同期装置７０によって、アウトプットシャフト６３と選択的に同期結合される。 The plurality of output gear trains 66 have an output main gear 67 rotatably provided on the output shaft 63 and an output counter gear 68 rotatably provided on the counter shaft 64 and constantly meshing with the output main gear 67. .. The output main gear 67 is selectively synchronously coupled to the output shaft 63 by the synchronous device 70.
　なお、図示例では、出力メインギヤ６７を遊転ギヤとしているが、出力カウンタギヤ６８を遊転ギヤとしてもよい。この場合は、カウンタシャフト６４側に同期装置７０を設ければよい。また、図示は省略するが、インプットシャフト６２とアウトプットシャフト６３とを結合させる直結段に対応する同期装置７０をさらに備えてもよい。 In the illustrated example, the output main gear 67 is an idle gear, but the output counter gear 68 may be an idle gear. In this case, the synchronization device 70 may be provided on the counter shaft 64 side. Further, although not shown, a synchronization device 70 corresponding to a direct connection stage for connecting the input shaft 62 and the output shaft 63 may be further provided.
　同期装置７０は、アウトプットシャフト６３に一体回転可能に設けられたハブ７１と、ハブ７１の外周歯と常時噛合する内周歯を有するスリーブ７２と、出力メインギヤ６７に一体回転可能に設けられたドグギヤ７３と、ドグギヤ７３に設けられたテーパコーン部７４と、ハブ７１とドグギヤ７３との間に設けられたシンクロナイザリング７５とを備えている。スリーブ７２には、シフトロッド７７に固定されたシフトフォーク７６が一体移動可能に係合する。シフトロッド７７は、シフトブロック７８、シフトレバー７９及び、不図示のリンク機構等を介して変速操作装置８２の操作レバー８３に連結されている。 The synchronization device 70 includes a hub 71 rotatably provided on the output shaft 63, a sleeve 72 having inner peripheral teeth that constantly mesh with the outer peripheral teeth of the hub 71, and a dog gear rotatably provided on the output main gear 67. It includes a 73, a tapered cone portion 74 provided on the dog gear 73, and a synchronizer ring 75 provided between the hub 71 and the dog gear 73. A shift fork 76 fixed to the shift rod 77 is integrally movably engaged with the sleeve 72. The shift rod 77 is connected to the operation lever 83 of the speed change operation device 82 via a shift block 78, a shift lever 79, a link mechanism (not shown), and the like.
　同期装置７０は、変速操作装置８２の操作レバー８３が運転者によってニュートラル位置からシフト操作されると、リンク機構やシフトブロック７８、シフトロッド７７、シフトフォーク７６を介して伝達されるシフト推力により、スリーブ７２がシフト方向へシフト移動する。スリーブ７２のシフト移動に伴いシンクロナイザリング７５が押圧されると、シンクロナイザリング７５とテーパコーン部７４との間に同期荷重が生じる。同期荷重によりスリーブ７２とドグギヤ７３とが回転同期すると、スリーブ７２がさらにシフト移動してドグギヤ７３と完全噛合することにより、出力メインギヤ６７をアウトプットシャフト６３と選択的に同期結合させるように構成されている。 In the synchronization device 70, when the operation lever 83 of the speed change operation device 82 is shifted from the neutral position by the driver, the shift thrust transmitted via the link mechanism, the shift block 78, the shift rod 77, and the shift fork 76 causes the synchronization device 70. The sleeve 72 shifts in the shift direction. When the synchronizer ring 75 is pressed with the shift movement of the sleeve 72, a synchronous load is generated between the synchronizer ring 75 and the tapered cone portion 74. When the sleeve 72 and the dog gear 73 rotate and synchronize with each other due to the synchronous load, the sleeve 72 further shifts and completely meshes with the dog gear 73, so that the output main gear 67 is selectively synchronously coupled with the output shaft 63. There is.
　なお、以下の説明では、スリーブ７２がハブ７１のみと噛合する状態を同期装置７０の「ニュートラル状態」という。また、全ての同期装置７０がニュートラル状態の場合を、変速機６０の「ニュートラル状態」という。 In the following description, the state in which the sleeve 72 meshes only with the hub 71 is referred to as the "neutral state" of the synchronization device 70. Further, the case where all the synchronization devices 70 are in the neutral state is referred to as the "neutral state" of the transmission 60.
　車両１には、各種センサ類及び、スイッチ類が設けられている。エンジン回転数センサ９０は、フライホイール１２又はクランクシャフト１１からエンジン回転数Ｎｅ（又は、クラッチ入力回転数ＮＣＩｎ）を検出する。 The vehicle 1 is provided with various sensors and switches. The engine speed sensor 90 detects the engine speed Ne (or the clutch input speed NC In ) from the flywheel 12 or the crankshaft 11.
　アクセル開度センサ９１（本開示の要求トルク取得手段の一例）は、アクセルペダル８１の踏み込み量に応じたアクセル開度Ａｃ（要求トルク）を検出する。変速機入力回転数センサ９２は、入力ギヤ列６５又は、インプットシャフト６２から変速機入力回転数ＮＴＩｎ（又は、クラッチ出力回転数ＮＣＯｕｔ）を検出する。変速機出力回転数センサ９３は、プロペラシャフト１３又はアウトプットシャフト６３から変速機出力回転数ＮＴＯｕｔ（又は、車速Ｖ）を検出する。なお、車速Ｖは、駆動輪１６Ｌ，１６Ｒや不図示の操舵輪等から取得してもよい。 The accelerator opening sensor 91 (an example of the required torque acquiring means of the present disclosure) detects an accelerator opening Ac (required torque) according to the amount of depression of the accelerator pedal 81. The transmission input rotation speed sensor 92 detects the transmission input rotation speed NT In (or the clutch output rotation speed NC Out ) from the input gear train 65 or the input shaft 62. The transmission output rotation speed sensor 93 detects the transmission output rotation speed NT Out (or vehicle speed V) from the propeller shaft 13 or the output shaft 63. The vehicle speed V may be obtained from the drive wheels 16L, 16R, steering wheels (not shown), or the like.
　クラッチストロークセンサ９４は、ロッド４４の移動量からクラッチストローク量Ｓを検出する。ニュートラルスイッチ９５（本開示のニュートラル状態取得手段の一例）は、シフトロッド７７のシフト移動から同期装置７０のニュートラル状態（ＯＮ／ＯＦＦ）を検出する。クラッチスイッチ９６は、クラッチペダル８０の踏み込みに伴いクラッチ装置２０が動力を遮断し始める半クラッチ状態になると、ＯＦＦからＯＮへと切り替わる。これらセンサ９０～９４及び、スイッチ９５，９６の検出信号は、電気的に接続された制御装置１００に送信される。 The clutch stroke sensor 94 detects the clutch stroke amount S from the movement amount of the rod 44. The neutral switch 95 (an example of the neutral state acquisition means of the present disclosure) detects the neutral state (ON / OFF) of the synchronization device 70 from the shift movement of the shift rod 77. The clutch switch 96 switches from OFF to ON when the clutch device 20 enters a half-clutch state in which the clutch device 20 begins to shut off power as the clutch pedal 80 is depressed. The detection signals of the sensors 90 to 94 and the switches 95 and 96 are transmitted to the electrically connected control device 100.
　なお、車両１は、これらセンサ９０～９４及び、スイッチ９５、９６の他に、シフトロッド７７又は、シフトブロック７８のシフト移動量を検出可能なシフトストロークセンサ、スリーブ７２とドグギヤ７３との完全噛合（ディテント）を検出可能なディテントスイッチ、変速操作装置８２の操作位置を検出可能なシフトポジションセンサ等をさらに備えてもよい。 In addition to these sensors 90 to 94 and switches 95 and 96, the vehicle 1 has a shift stroke sensor capable of detecting the shift movement amount of the shift rod 77 or the shift block 78, and the sleeve 72 and the dog gear 73 are completely meshed with each other. A detent switch capable of detecting (detent), a shift position sensor capable of detecting the operation position of the speed change operation device 82, and the like may be further provided.
　［制御装置］
　図２は、本実施形態に係る制御装置１００及び、関連する周辺構成を示す模式的な機能ブロック図である。 [Control device]
FIG. 2 is a schematic functional block diagram showing the control device 100 according to the present embodiment and related peripheral configurations.
　制御装置１００は、例えば、コンピュータ等の演算を行う装置であり、互いにバス等で接続されたＣＰＵ（Central Processing Unit）やＲＯＭ（Read Only Memory）、ＲＡＭ（Random Access Memory）、入力ポート、出力ポート等を備え、プログラムを実行する。 The control device 100 is, for example, a device that performs calculations such as a computer, and is a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, and an output port connected to each other by a bus or the like. And so on, and execute the program.
　また、制御装置１００は、プログラムの実行により、半クラッチ判定部１１０（半クラッチ取得手段の一例）、クラッチ負荷判定部１２０（負荷判定手段）、足載せ運転判定部１３０（足載せ運転判定手段）及び、警告処理部１４０（警告手段の一例）を備える装置（判定装置の一例）として機能する。これら各機能要素は、本実施形態では一体のハードウェアである制御装置１００に含まれるものとして説明するが、これらのいずれか一部を別体のハードウェアに設けることもできる。 Further, the control device 100 executes a program to execute a half-clutch determination unit 110 (an example of a half-clutch acquisition means), a clutch load determination unit 120 (load determination means), and a footrest operation determination unit 130 (footrest operation determination means). It also functions as a device (an example of a determination device) provided with a warning processing unit 140 (an example of a warning means). Each of these functional elements will be described as being included in the control device 100, which is integrated hardware in the present embodiment, but any part of these may be provided in separate hardware.
　半クラッチ判定部１１０は、エンジン回転数センサ９０、変速機入力回転数センサ９２、変速機出力回転数センサ９３、クラッチスイッチ９６等の検出信号に基づいて、クラッチ装置２０が半クラッチ状態にあるか否かを判定する。具体的には、半クラッチ判定部１１０は、車速Ｖが所定の閾値速度（例えば、半クラッチを用いる微速走行時の速度：約１５ｋｍ／ｈ）を超えており、且つ、エンジン回転数Ｎｅが所定の閾値回転数（例えば、約５００ｒｐｍ）以上であり、且つ、クラッチ入力回転数ＮＣＩｎとクラッチ出力回転数ＮＣＯｕｔとの回転数差が所定の閾値回転数（例えば、約５０ｒｐｍ）以上であり、且つ、クラッチスイッチ９６がＯＮの場合に、クラッチ装置２０を半クラッチ状態と判定する。 The half-clutch determination unit 110 determines whether the clutch device 20 is in the half-clutch state based on the detection signals of the engine rotation speed sensor 90, the transmission input rotation speed sensor 92, the transmission output rotation speed sensor 93, the clutch switch 96, and the like. Judge whether or not. Specifically, in the half-clutch determination unit 110, the vehicle speed V exceeds a predetermined threshold speed (for example, the speed during low-speed traveling using the half-clutch: about 15 km / h), and the engine speed Ne is predetermined. The rotation speed difference between the clutch input rotation speed NC In and the clutch output rotation speed NC Out is the predetermined threshold rotation speed (for example, about 50 rpm) or more. Moreover, when the clutch switch 96 is ON, the clutch device 20 is determined to be in the half-clutch state.
　なお、半クラッチ状態の判定は、これらの検出信号を用いる手法に限定されず、クラッチストローク量Ｓ等、他のセンサに基づいて判定する手法等、種々の判定手法を用いることができる。半クラッチ判定部１１０による判定結果は、足載せ運転判定部１３０に送信される。 The determination of the half-clutch state is not limited to the method using these detection signals, and various determination methods such as a method of determining based on other sensors such as the clutch stroke amount S can be used. The determination result by the half-clutch determination unit 110 is transmitted to the footrest operation determination unit 130.
　クラッチ負荷判定部１２０は、クラッチ装置２０が半クラッチ状態となることにより、クラッチ装置２０のクラッチフェーシング２３等の摩擦係合要素に所定以上の負荷（ダメージ）が掛かるか否かを判定する。 The clutch load determination unit 120 determines whether or not a predetermined load (damage) or more is applied to the friction engaging element such as the clutch facing 23 of the clutch device 20 when the clutch device 20 is in the half-clutch state.
　具体的には、クラッチ負荷判定部１２０は、以下の条件（１）～（３）の何れかが成立する場合には、半クラッチ状態となってもクラッチ装置２０に所定以上の負荷が掛からないと判定する一方、条件（１）～（３）の何れかもが不成立の場合には、半クラッチ状態に伴いクラッチ装置２０に所定以上の負荷が掛かると判定する。 Specifically, when any of the following conditions (1) to (3) is satisfied, the clutch load determination unit 120 does not apply a load exceeding a predetermined value to the clutch device 20 even in the half-clutch state. On the other hand, if any of the conditions (1) to (3) is not satisfied, it is determined that a predetermined load or more is applied to the clutch device 20 due to the half-clutch state.
　（１）変速機６０がニュートラル状態の場合
　（２）クラッチ装置２０が完全に断状態の場合
　（３）エンジン１０に対する要求トルクが無い場合
　上記条件（１）については、ニュートラルスイッチ９５の検出信号がＯＦＦからＯＮに切り替わることに基づいて判定すればよい。なお、変速機６０がニュートラル状態にあるか否かは、ディテントスイッチやシフトストロークセンサ、シフトポジションセンサ等の検出信号に基づいて判定してもよいし、変速機６０の入力軸と出力軸それぞれの回転数に基づいて判定してもよい。 (1) When the transmission 60 is in the neutral state (2) When the clutch device 20 is in the completely disengaged state (3) When there is no required torque for the engine 10 Regarding the above condition (1), the detection signal of the neutral switch 95 is The determination may be made based on the switching from OFF to ON. Whether or not the transmission 60 is in the neutral state may be determined based on the detection signals of the detent switch, the shift stroke sensor, the shift position sensor, etc., or the input shaft and the output shaft of the transmission 60, respectively. The determination may be made based on the number of rotations.
　上記条件（２）については、クラッチストロークセンサ９４により取得されるクラッチストローク量Ｓが所定の閾値ストローク量（例えば、クラッチペダル８０の遊びを基準に設定した値）よりも大きい場合に、クラッチ装置２０が完全に断状態にあると判定すればよい。なお、クラッチ装置２０が完全に断状態にあるか否かは、クラッチスイッチ９６や、クラッチディスク２２又はレリーズベアリング２７等のストローク量を検知可能な他のセンサ類の検出信号に基づいて判定してもよい。 Regarding the above condition (2), when the clutch stroke amount S acquired by the clutch stroke sensor 94 is larger than a predetermined threshold stroke amount (for example, a value set based on the play of the clutch pedal 80), the clutch device 20 It may be determined that is completely disconnected. Whether or not the clutch device 20 is completely disengaged is determined based on the detection signals of the clutch switch 96 and other sensors capable of detecting the stroke amount of the clutch disc 22 or the release bearing 27. May be good.
　上記条件（３）については、アクセル開度センサ９１により取得されるアクセル開度Ａｃが所定の閾値開度以下の場合に、エンジン１０に対する要求トルクが無いと判定すればよい。なお、エンジン１０に対する要求トルクが無いか否かは、例えば、変速機６０が機械式自動変速機であり、車両１がオートクルーズコントロール機能を備えている場合には、制御装置１００からエンジン１０に送信される指示信号に基づいて判定してもよい。 Regarding the above condition (3), when the accelerator opening degree Ac acquired by the accelerator opening degree sensor 91 is equal to or less than a predetermined threshold opening degree, it may be determined that there is no required torque for the engine 10. Whether or not there is a required torque for the engine 10 is determined by, for example, when the transmission 60 is a mechanical automatic transmission and the vehicle 1 has an auto cruise control function, the control device 100 changes to the engine 10. The determination may be made based on the transmitted instruction signal.
　クラッチ負荷判定部１２０による判定結果（負荷が掛かる／負荷が掛からない）は、足載せ運転判定部１３０に送信される。 The determination result by the clutch load determination unit 120 (load is applied / no load is applied) is transmitted to the footrest operation determination unit 130.
　足載せ運転判定部１３０は、半クラッチ判定部１１０及び、クラッチ負荷判定部１２０から送信される各判定結果に基づいて、運転者が車両走行中にクラッチペダル８０に足を載せて運転するしているいわゆる足載せ運転状態にあるか否かを判定する。 Based on the determination results transmitted from the half-clutch determination unit 110 and the clutch load determination unit 120, the foot-mounted operation determination unit 130 drives the driver by placing his / her foot on the clutch pedal 80 while the vehicle is running. It is determined whether or not the vehicle is in the so-called footrest operation state.
　具体的には、足載せ運転判定部１３０は、半クラッチ判定部１１０により半クラッチ状態と判定された際に、クラッチ負荷判定部１２０により負荷が掛かると判定されると、足載せ運転フラグＦをＯＮ（Ｆ＝１）とする。これにより、運転者の足載せ運転に伴う半クラッチを起因としたクラッチ装置２０のダメージを効果的に判定できるようになる。 Specifically, when the foot-mounted operation determination unit 130 determines that the half-clutch state is determined by the half-clutch determination unit 110 and the clutch load determination unit 120 determines that a load is applied, the foot-mounted operation determination unit F sets the foot-mounted operation flag F. It is set to ON (F = 1). This makes it possible to effectively determine the damage to the clutch device 20 caused by the half-clutch caused by the driver's footrest operation.
　一方、足載せ運転判定部１３０は、半クラッチ判定部１１０により半クラッチ状態と判定された際に、クラッチ負荷判定部１２０により負荷が掛からないと判定されると、足載せ運転フラグＦをＯＦＦ（Ｆ＝０）とする。これにより、クラッチ装置２０へのダメージが小さい条件下で足載せ運転と判定する誤検知を効果的に防止できるようになる。 On the other hand, the footrest operation determination unit 130 turns off the footrest operation flag F when the half-clutch determination unit 110 determines that the half-clutch state is not applied and the clutch load determination unit 120 determines that no load is applied. Let F = 0). This makes it possible to effectively prevent erroneous detection of determining foot-mounted operation under conditions where the damage to the clutch device 20 is small.
　足載せ運転判定部１３０による判定結果（Ｆ＝０／１）は、警告処理部１４０に送信される。 The determination result (F = 0/1) by the footrest operation determination unit 130 is transmitted to the warning processing unit 140.
　警告処理部１４０は、足載せ運転判定部１３０によって足載せ運転フラグＦがＯＦＦからＯＮに切り替えられると、運転室内の表示装置２００に警告を表示させる指示信号を送信する。なお、警告の手法は、表示装置２００による表示に限定されず、スピーカ等による音声で行ってもよい。警告処理部１４０による警告は、好ましくは、足載せ運転判定部１３０により足載せ運転フラグＦがＯＮからＯＦＦに切り替えられると終了する。このように、運転者に対して、クラッチ装置２０にダメージが付与される足載せ運転を適宜に知らせる警告を行うことにより、クラッチフェーシング２３等の早期摩耗を効果的に抑制できるようになる。 When the footrest operation flag F is switched from OFF to ON by the footrest operation determination unit 130, the warning processing unit 140 transmits an instruction signal for displaying a warning on the display device 200 in the driver's cab. The warning method is not limited to the display by the display device 200, and may be performed by voice from a speaker or the like. The warning by the warning processing unit 140 preferably ends when the footrest operation determination unit 130 switches the footrest operation flag F from ON to OFF. In this way, by appropriately informing the driver of the footrest operation in which the clutch device 20 is damaged, early wear of the clutch facing 23 and the like can be effectively suppressed.
　次に、図３に基づいて、本実施形態に係る足載せ運転の判定処理のフローを説明する。本ルーチンは、好ましくは、エンジン１０の始動（又は、車両１の走行）により開始し、エンジン１０の停止（又は、車両１の停車）により終了する。 Next, the flow of the determination process of the footrest operation according to the present embodiment will be described with reference to FIG. This routine preferably starts with the start of the engine 10 (or the running of the vehicle 1) and ends with the stop of the engine 10 (or the stop of the vehicle 1).
　ステップＳ１００では、クラッチ装置２０が半クラッチ状態にあるか否かを判定する。具体的には、車速Ｖが所定の閾値速度を超えており、且つ、エンジン回転数Ｎｅが所定の閾値回転数以上であり、且つ、クラッチ入力回転数ＮＣＩｎとクラッチ出力回転数ＮＣＯｕｔとの回転数差が所定の閾値回転数以上であり、且つ、クラッチスイッチ９６がＯＮの場合に、クラッチ装置２０を半クラッチ状態と判定する。クラッチ装置２０が半クラッチ状態の場合（Ｙｅｓ）、本制御はステップＳ１１０の処理に進み、クラッチ装置２０が半クラッチ状態でない場合（Ｎｏ）、本制御はステップＳ１２０に進む。 In step S100, it is determined whether or not the clutch device 20 is in the half-clutch state. Specifically, the vehicle speed V exceeds a predetermined threshold speed, the engine speed Ne is equal to or higher than the predetermined threshold speed, and the clutch input speed NC In and the clutch output speed NC Out When the rotation speed difference is equal to or greater than a predetermined threshold rotation speed and the clutch switch 96 is ON, the clutch device 20 is determined to be in the half-clutch state. If the clutch device 20 is in the half-clutch state (Yes), this control proceeds to the process of step S110, and if the clutch device 20 is not in the half-clutch state (No), this control proceeds to step S120.
　ステップＳ１１０では、クラッチ装置２０が半クラッチ状態となることにより、クラッチ装置２０に所定以上の負荷が掛かるか否かを判定する。具体的には、（１）変速機６０がニュートラル状態の場合、（２）クラッチ装置２０が完全に断状態の場合、（３）エンジン１０に対する要求トルクが無い場合の何れかが成立するか否かを判定する。 In step S110, it is determined whether or not a predetermined load or more is applied to the clutch device 20 when the clutch device 20 is in the half-clutch state. Specifically, whether (1) the transmission 60 is in the neutral state, (2) the clutch device 20 is completely disengaged, or (3) there is no required torque for the engine 10 is satisfied. Is determined.
　条件（１）～（３）の何れもが成立しない場合（Ｎｏ）、本制御はステップＳ１５０に進み、クラッチ装置２０に所定以上の負荷が掛かると判定し、ステップＳ１６０にて、足載せ運転フラグＦをＯＮ（Ｆ＝１）とする。足載せ運転フラグＦがＯＮ（Ｆ＝１）になると、ステップＳ１７０では警告を実行し、ステップＳ１００の判定処理に戻される。 If none of the conditions (1) to (3) is satisfied (No), this control proceeds to step S150, determines that a load equal to or greater than a predetermined value is applied to the clutch device 20, and in step S160, the footrest operation flag. Let F be ON (F = 1). When the footrest operation flag F is turned ON (F = 1), a warning is executed in step S170, and the process returns to the determination process in step S100.
　一方、条件（１）～（３）の何れかが成立する場合（Ｙｅｓ）、本制御はステップＳ１２０に進み、クラッチ装置２０に所定以上の負荷が掛からないと判定し、ステップＳ１３０にて、足載せ運転フラグＦをＯＦＦ（Ｆ＝０）とする。その後、本制御はエンジン１０が停止（又は、車両１が停車）するまで、上記各ステップを繰り返す。 On the other hand, when any of the conditions (1) to (3) is satisfied (Yes), this control proceeds to step S120, determines that the clutch device 20 is not loaded more than a predetermined amount, and in step S130, the foot The loading operation flag F is set to OFF (F = 0). After that, this control repeats each of the above steps until the engine 10 is stopped (or the vehicle 1 is stopped).
　以上詳述した本実施形態よれば、クラッチ装置２０を半クラッチ状態と判定した際に、クラッチ装置２０に所定以上の負荷が掛かると判定した場合には、足載せ運転状態と判定する一方、クラッチ装置２０を半クラッチ状態と判定した際に、クラッチ装置２０に所定以上の負荷が掛からないと判定した場合には、足載せ運転状態にないと判定するように構成されている。これにより、クラッチ装置２０へのダメージが小さい条件下で足載せ運転と判定する誤検知を効果的に防止できるようになり、誤警報の頻発により運転者に不快感を与えることも効果的に抑制することが可能になる。 According to the present embodiment described in detail above, when it is determined that the clutch device 20 is in the half-clutch state and it is determined that a load equal to or greater than a predetermined value is applied to the clutch device 20, it is determined that the clutch device 20 is in the footrest operation state, while the clutch is in the clutch state. When the device 20 is determined to be in the half-clutch state, if it is determined that a load equal to or greater than a predetermined value is not applied to the clutch device 20, it is determined that the device 20 is not in the footrest operation state. As a result, it becomes possible to effectively prevent false detection of determining foot-mounted operation under conditions where damage to the clutch device 20 is small, and it is also possible to effectively suppress discomfort to the driver due to frequent occurrence of false alarms. It becomes possible to do.
　［その他］
　なお、本開示は、上述の実施形態に限定されるものではなく、本開示の趣旨を逸脱しない範囲で、適宜に変形して実施することが可能である。 [others]
The present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.
　例えば、クラッチ装置２０は、乾式単板クラッチを例示したが、運転者の操作に応じて断接作動する他のクラッチ装置にも広く適用することが可能である。また、変速機６０のギヤ配列等は図示例に限定されず、他の構成の変速機にも広く適用することが可能である。 For example, the clutch device 20 exemplifies a dry single plate clutch, but it can be widely applied to other clutch devices that engage and disengage in response to a driver's operation. Further, the gear arrangement of the transmission 60 and the like are not limited to the illustrated examples, and can be widely applied to transmissions having other configurations.
　本出願は、2020年1月29日付で出願された日本国特許出願（特願2020-012167）に基づくものであり、その内容はここに参照として取り込まれる。 This application is based on a Japanese patent application (Japanese Patent Application No. 2020-012167) filed on January 29, 2020, the contents of which are incorporated herein by reference.
　本発明は、クラッチ装置に負荷が掛かる足載せ運転と、クラッチ装置に負荷が掛からない足載せ運転とを効果的に判定することができるという効果を有し、判定装置、判定方法及び車両等に有用である。 The present invention has the effect of being able to effectively determine between a footrest operation in which a load is applied to the clutch device and a footrest operation in which a load is not applied to the clutch device. It is useful.
　１　車両
　１０　エンジン（駆動力源）
　１１　クランクシャフト
　１６Ｌ，１６Ｒ　駆動輪
　２０　クラッチ装置
　６０　変速機
　７０　同期装置
　８０　クラッチペダル
　９０　エンジン回転数センサ
　９１　アクセル開度センサ（要求トルク取得手段）
　９２　変速機入力回転数センサ
　９３　変速機出力回転数センサ
　９４　クラッチストロークセンサ（断状態取得手段）
　９５　ニュートラルスイッチ（ニュートラル状態取得手段）
　９６　クラッチスイッチ
　１００　制御装置
　１１０　半クラッチ判定部（半クラッチ取得手段）
　１２０　クラッチ負荷判定部（負荷判定手段）
　１３０　足載せ運転判定部（足載せ運転判定手段）
　１５０　警告処理部（警告手段） 1 vehicle 10 engine (driving force source)
11 Crankshaft 16L, 16R Drive wheels 20 Clutch device 60 Transmission 70 Synchronous device 80 Clutch pedal 90 Engine rotation speed sensor 91 Accelerator opening sensor (required torque acquisition means)
92 Transmission input rotation speed sensor 93 Transmission output rotation speed sensor 94 Clutch stroke sensor (disengagement state acquisition means)
95 Neutral switch (neutral state acquisition means)
96 Clutch switch 100 Control device 110 Half-clutch determination unit (half-clutch acquisition means)
120 Clutch load determination unit (load determination means)
130 Foot-mounted operation determination unit (foot-mounted operation determination means)
150 Warning processing unit (warning means)

Claims (7)

  1. 　車両の駆動力源と変速機との間に設けられており、運転者のクラッチペダルの踏み込み操作により動力を伝達する接状態から半クラッチ状態を経て動力の伝達を遮断する断状態に切り替えられるクラッチ装置において、前記運転者が前記クラッチペダルに足を載せて運転する足載せ運転状態にあるか否かを判定する判定装置であって、
    　前記クラッチ装置の半クラッチ状態を取得する半クラッチ取得手段と、
    　前記クラッチ装置が半クラッチ状態となることにより、該クラッチ装置に所定以上の負荷が掛かるか否かを判定する負荷判定手段と、
    　前記半クラッチ取得手段により前記半クラッチ状態が取得された際に、前記負荷判定手段により前記負荷が掛かると判定されると、前記足載せ運転状態と判定する一方、前記半クラッチ取得手段により前記半クラッチ状態が取得された際に、前記負荷判定手段により前記負荷が掛からないと判定されると、前記足載せ運転状態にないと判定する足載せ運転判定手段と、を備える
    　ことを特徴とする判定装置。     A clutch that is installed between the vehicle's driving force source and the transmission and can be switched from a contact state in which power is transmitted by depressing the driver's clutch pedal to a disengaged state in which power transmission is cut off after a half-clutch state. In the device, it is a determination device for determining whether or not the driver is in a foot-mounted operation state in which the driver puts his / her foot on the clutch pedal to operate the clutch pedal.
    A half-clutch acquisition means for acquiring the half-clutch state of the clutch device, and
    A load determining means for determining whether or not a predetermined load or more is applied to the clutch device when the clutch device is in the half-clutch state.
    When the half-clutch state is acquired by the half-clutch acquisition means, if it is determined by the load determination means that the load is applied, it is determined that the foot-mounted operation state is applied, while the half-clutch acquisition means determines the half-clutch state. When the clutch state is acquired, if it is determined by the load determining means that the load is not applied, the determination is provided with a foot-mounted operation determining means for determining that the vehicle is not in the foot-mounted operating state. Device.
  2. 　前記変速機がニュートラル状態にあるかを取得するニュートラル状態取得手段をさらに備え、
    　前記負荷判定手段は、前記ニュートラル状態取得手段が前記ニュートラル状態を取得すると、前記クラッチ装置に前記負荷が掛からないと判定する
    　請求項１に記載の判定装置。     Further provided with a neutral state acquisition means for acquiring whether the transmission is in the neutral state,
    The determination device according to claim 1, wherein the load determination means determines that the load is not applied to the clutch device when the neutral state acquisition unit acquires the neutral state.
  3. 　前記クラッチ装置が前記断状態にあるかを取得する断状態取得手段をさらに備え、
    　前記負荷判定手段は、前記断状態取得手段が前記断状態を取得すると、前記クラッチ装置に前記負荷が掛からないと判定する
    　請求項１又は２に記載の判定装置。     Further provided with a disengagement state acquisition means for acquiring whether or not the clutch device is in the disengagement state,
    The determination device according to claim 1 or 2, wherein the load determination means determines that the load is not applied to the clutch device when the disconnection state acquisition unit acquires the disconnection state.
  4. 　前記駆動力源に対する要求トルクを取得する要求トルク取得手段をさらに備え、
    　前記負荷判定手段は、前記要求トルク取得手段により取得される前記要求トルクが所定値以下の場合に、前記クラッチ装置に前記負荷が掛からないと判定する
    　請求項１から３の何れか一項に記載の判定装置。     Further provided with a required torque acquisition means for acquiring the required torque for the driving force source,
    The load determining means according to any one of claims 1 to 3, wherein the load determining means determines that the load is not applied to the clutch device when the required torque acquired by the required torque acquiring means is equal to or less than a predetermined value. Judgment device.
  5. 　前記足載せ運転判定手段により前記足載せ運転状態と判定されると、当該情報を運転者に知らせる警告手段をさらに備える
    　請求項１から４の何れか一項に記載の判定装置。     The determination device according to any one of claims 1 to 4, further comprising a warning means for notifying the driver of the information when the foot-mounted operation determining means determines the foot-mounted driving state.
  6. 　車両の駆動力源と変速機との間に設けられており、運転者のクラッチペダルの踏み込み操作により動力を伝達する接状態から半クラッチ状態を経て動力の伝達を遮断する断状態に切り替えられるクラッチ装置において、前記運転者が前記クラッチペダルに足を載せて運転する足載せ運転状態にあるか否かを判定する判定方法であって、
    　前記クラッチ装置の半クラッチ状態を取得し、
    　前記クラッチ装置が半クラッチ状態となることにより、該クラッチ装置に所定以上の負荷が掛かるか否かを判定し、
    　前記半クラッチ状態を取得した際に、前記負荷が掛かると判定すると、前記足載せ運転状態と判定する一方、前記半クラッチ状態を取得した際に、前記負荷が掛からないと判定すると、前記足載せ運転状態にないと判定する
    　ことを特徴とする判定方法。     A clutch that is installed between the vehicle's driving force source and the transmission and can be switched from a contact state in which power is transmitted by depressing the driver's clutch pedal to a disengaged state in which power transmission is cut off after a half-clutch state. It is a determination method for determining whether or not the driver is in a foot-mounted operation state in which the driver puts his / her foot on the clutch pedal to operate the device.
    Obtaining the half-clutch state of the clutch device,
    When the clutch device is in the half-clutch state, it is determined whether or not a load equal to or higher than a predetermined value is applied to the clutch device.
    When it is determined that the load is applied when the half-clutch state is acquired, it is determined that the foot-mounting operation state is performed. A determination method characterized in that it is determined that the vehicle is not in an operating state.
  7. 　車両の駆動力源と変速機との間に設けられており、運転者のクラッチペダルの踏み込み操作により動力を伝達する接状態から半クラッチ状態を経て動力の伝達を遮断する断状態に切り替えられるクラッチ装置と、制御装置と、を備えた車両であって、前記制御装置は、
    　前記クラッチ装置の半クラッチ状態を取得し、
    　前記クラッチ装置が半クラッチ状態となることにより、該クラッチ装置に所定以上の負荷が掛かるか否かを判定し、
    　前記半クラッチ状態を取得した際に、前記所定以上の前記負荷が掛かると判定すると、前記運転者が前記クラッチペダルに足を載せて運転する足載せ運転状態と判定する一方、前記半クラッチ状態を取得した際に、前記所定以上の前記負荷が掛からないと判定すると、前記足載せ運転状態にないと判定する
    　ことを実行可能に構成される、車両。     A clutch that is installed between the driving force source of the vehicle and the transmission, and can be switched from a contact state in which power is transmitted by depressing the driver's clutch pedal to a disengaged state in which power transmission is cut off after a half-clutch state. A vehicle including a device and a control device, wherein the control device is
    Obtaining the half-clutch state of the clutch device,
    When the clutch device is in the half-clutch state, it is determined whether or not a load equal to or higher than a predetermined value is applied to the clutch device.
    When it is determined that the load equal to or higher than the predetermined value is applied when the half-clutch state is acquired, it is determined that the driver puts his / her foot on the clutch pedal to operate the vehicle. A vehicle configured so that it can be determined that the vehicle is not in the footrest operation state when it is determined that the load above the predetermined value is not applied at the time of acquisition.
PCT/JP2021/000608 2020-01-29 2021-01-12 Determination device, determination method, and vehicle WO2021153202A1 (en)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60234131A (en) * 1984-05-08 1985-11-20 Diesel Kiki Co Ltd Car clutch controller
JPH10318288A (en) * 1997-05-23 1998-12-02 Denso Corp Automatic clutch control device
JP2003254356A (en) * 2002-03-04 2003-09-10 Toyota Motor Corp Control apparatus for vehicular clutch
JP2018119665A (en) * 2017-01-27 2018-08-02 いすゞ自動車株式会社 Warning device
JP2019070411A (en) * 2017-10-10 2019-05-09 トヨタ自動車株式会社 Clutch controller

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60234131A (en) * 1984-05-08 1985-11-20 Diesel Kiki Co Ltd Car clutch controller
JPH10318288A (en) * 1997-05-23 1998-12-02 Denso Corp Automatic clutch control device
JP2003254356A (en) * 2002-03-04 2003-09-10 Toyota Motor Corp Control apparatus for vehicular clutch
JP2018119665A (en) * 2017-01-27 2018-08-02 いすゞ自動車株式会社 Warning device
JP2019070411A (en) * 2017-10-10 2019-05-09 トヨタ自動車株式会社 Clutch controller

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