JP3201199B2 - Start control device for clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch start control device, and more particularly to a clutch start control device capable of adjusting a feedforward amount upon entry of a clutch start control to perform clutch start control in accordance with a throttle opening. The present invention relates to a start control device.

[0002]

2. Description of the Related Art In a vehicle, a transmission is interposed in a power transmission system between an engine and wheels because the engine is not suitable when the characteristics of the engine remain unchanged. Some transmissions are provided with a clutch capable of electronically adjusting a clutch torque capacity.

[0003] A transmission equipped with a clutch capable of electronically adjusting the clutch torque capacity as described above is disclosed in, for example, Japanese Patent Application Laid-Open No. H3-125031.
This publication discloses a feedforward set according to the throttle opening when the engine speed is equal to or more than a certain amount with respect to a target engine speed and the time rate of change of the engine speed is negative. The amount of increase in the amount of feed is controlled, taking advantage of the feed forward control feature that there is no control delay or hunting. The control performance is improved, that is, when the engine stall tendency occurs during the start control, the increase in the feedforward amount is stopped to prevent the engine stall.

In such starting control of the clutch, in order to improve the driving performance at the time of starting, the clutch is operated until the engine reaches a state suitable for starting even if the driver performs the starting operation. The creep amount is set during the entry delay of the start control of the clutch to perform the feedback control at the time of entry of the clutch start control, and further, the initial value of the feed forward amount of the clutch start control is set at the time of entry of the clutch start control. For example, a filter process is performed as a target value of the clutch torque capacity or a value equivalent to the clutch torque capacity to set a feedforward amount (clutch control operation amount).

[0005]

However, in the above-described clutch start control, the clutch torque capacity at the time of entry into the clutch start control or the target value of the clutch torque capacity equivalent value is set to the creep state in preparation for the start control. Alternatively, a strong creep condition that suppresses a sudden increase in the engine rotation speed is used to improve the driving performance for a while after entering the start control.However, feedforward control estimates the engine generated torque and calculates the engine generated torque. Because it realizes a suitable clutch torque capacity,
When the target value for creep is set as the initial value of the feedforward amount, the torque generated by the engine cannot be faithfully reflected in the feedforward amount. In particular, when starting with a low throttle opening, there is a problem in that shock or engine blow-up occurs for a while after entering the clutch start control.

That is, for example, a continuously variable transmission (SCVT) as a transmission provided with a starting hydraulic clutch as a clutch capable of electronically adjusting the clutch torque capacity.
In, various control modes of the hydraulic clutch are set. The control mode includes, for example, a hold mode (HLD), a normal start mode (NST), a special start mode (SST), and a drive mode (DST).
RV).

In the hold mode (HLD), the hydraulic clutch is brought into a creep state and the vehicle is brought into a creep state to prepare for a start operation.

In the normal start mode (NST), the clutch pressure is set to an appropriate value in accordance with an engine generated torque capable of preventing the engine from blowing up and allowing the vehicle to operate smoothly when the vehicle starts moving. It is.

The special start mode (SST)
When the hydraulic clutch is to be connected again after the release of the hydraulic clutch, the clutch pressure is set to an appropriate value according to the engine generated torque that can prevent the engine from rising and allow the vehicle to operate smoothly. is there.

In the drive mode (DRV), when the vehicle shifts to a complete running state and the hydraulic clutch is completely connected, the clutch pressure is set to a value enough to withstand the engine torque. is there.

The start control of the hydraulic clutch from the hold mode is performed by turning on an accelerator pedal operation switch (DDT switch), that is, depressing an accelerator pedal.

In the start control of the hydraulic clutch of such a continuously variable transmission, as apparent from FIG. 16, after the start control (normal start mode: NST) is entered, the engine starts to rise for a while. Thereafter, the speed loop control for obtaining the engine rotation speed target value is affected by the blow-up, so that the engine rotation speed is reduced. The occurrence of this engine blow-up is caused by the feedforward amount (P
CLUNF) is smaller than the magnitude of the torque input to the hydraulic clutch, and the initial value of the feedforward amount after filtering after entering the normal start mode (NST) of the feedforward control is low. is there. If the initial value of the feedforward amount after the filtering process is low, even if the estimated torque value (TRQE, which is used for calculating the feedforward amount (PCLUN) before the filtering process) is high, the feedforward amount by the filtering process is normal. After entering the start mode, there was an inconvenience that the value became low for a while.

[0013]

SUMMARY OF THE INVENTION Therefore, in order to eliminate the above-mentioned inconvenience, the present invention is provided with a transmission connected to an engine mounted on a vehicle so that the clutch torque capacity can be electronically adjusted. A clutch is provided on the transmission, and after the vehicle is started, the throttle opening (THR) is set.
T), a clutch pressure target value (CPSP) is obtained, and at the time of entering the start control of the clutch, a clutch torque capacity corresponding to an expected clutch input torque at least according to the throttle opening (THRT) is obtained, and a feedforward amount ( PCLUN), and performs a filter process on the feedforward amount (PCLUN) to perform feedforward control.
The feedforward amount after the filter processing (PCLU
Control means for setting an initial value of NF) to a value commensurate with the clutch input torque at the time of entry into the starting control of the clutch according to the throttle opening (THRT) is provided.

[0014]

According to the structure of the present invention, the control means sets the initial value of the feedforward amount (PCLUNF) after the filter processing to the clutch input torque at the time of entry into the clutch start control according to the throttle opening (THRT). Set to a value that is appropriate. As a result, the start control of the clutch corresponding to the throttle opening (THRT) can be performed, the power characteristics at the start can be secured, and the driving performance immediately after entering the start control can be improved.

[0015]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; 1 to 15 show an embodiment of the present invention. In FIG. 15, reference numeral 2 denotes an engine mounted on a vehicle, and reference numeral 4 denotes, for example, a continuously variable transmission (SCVT) as a hydraulic transmission connected to the engine 2. A long travel damper 6 is interposed between the engine 2 and the continuously variable transmission 4.

The continuously variable transmission 4 includes a driving pulley (primary pulley) 8 and a driven pulley (secondary pulley) 10.
And a belt 12 wound around the driving pulley 8 and the driven pulley 10.

The drive pulley 8 includes a drive shaft 14 having one end connected to the long travel damper 6 and a drive-side fixed pulley piece 1 integrally provided at a central portion of the drive shaft 14.
6 and a drive-side movable pulley piece 18 provided on the drive shaft 14 so as to be movable in the axial direction and not to rotate. A drive housing 22 is provided on the drive shaft 14 on the back side of the drive-side movable pulley piece 18 to form a drive-side hydraulic chamber 20 in cooperation with the back face of the drive-side movable pulley piece 18. . A drive shaft rotation detection gear 24 is fixedly provided on the other end of the drive shaft 14.

The driven pulley 10 has a driven shaft 26 disposed in parallel with the driving shaft 14 and a driven side provided corresponding to the driving-side movable pulley piece 18 and provided integrally with the driven shaft 26. It has a fixed pulley piece 28 and a driven movable pulley piece 30 arranged corresponding to the drive fixed pulley piece 16 and axially movable on the driven shaft 26 and non-rotatably provided. ing. On the back side of the driven-side movable pulley piece 30, a driven-side housing 34 that forms a driven-side hydraulic chamber 32 in cooperation with the back face of the driven-side movable pulley piece 30 is provided on the driven shaft 26. . Driven shaft 26
A driven shaft rotation detecting gear 36 is fixedly mounted on one end of the driven shaft.

On the other end side of the driven shaft 26, a starting hydraulic clutch 38 as a clutch of the continuously variable transmission 4 is provided. The hydraulic clutch 38 is provided at the subsequent stage of the transmission section of the continuously variable transmission 4, is released and connected by hydraulic pressure acting on the clutch pressure chamber 40, and is connected to the output shaft 42 rotatably supported by the driven shaft 26. The power is intermittent.
The output shaft 42 is fixedly provided with a cluster gear 44 serving as an output shaft rotation detecting gear.

The continuously variable transmission 4 includes a hydraulic control mechanism 4
6 are provided. The hydraulic control mechanism 46 includes a line solenoid 48, a clutch solenoid 50, and a ratio solenoid 52.

The hydraulic clutch 38 has various control modes such as a hold mode (HLD), a normal start mode (NST), and a special start mode (SS).
T), drive mode (DRV) and the like.

In the hold mode, the hydraulic clutch 38 is in a creep state, and the vehicle is in a creep state to prepare for a start operation.

In the normal start mode (NST), the clutch pressure is set to an appropriate value in accordance with an engine generated torque which can prevent the engine from blowing up and operate the vehicle smoothly when the vehicle starts moving. It is.

The special start mode (SST)
When the hydraulic clutch 38 is to be connected again after the release of the hydraulic clutch 38, the clutch pressure is set to an appropriate value according to the engine generated torque that can prevent the engine from blowing up and allow the vehicle to operate smoothly. Things.

In the drive mode (DRV), when the vehicle shifts to a complete running state and the hydraulic clutch 38 is completely connected, the clutch pressure is set to a value enough to withstand the engine torque. It is.

The hydraulic control mechanism 46 receives oil for hydraulic pressure fed from the hydraulic pump 54 through the oil introduction passage 56, applies a line pressure to the driven hydraulic chamber 32 through the line pressure passage 58, and The clutch pressure is applied to the clutch hydraulic chamber 40 via the clutch pressure passage 60,
The ratio pressure is applied to the drive side hydraulic chamber 20 via the ratio pressure passage 62. The hydraulic pump 54 is driven as the engine 2 is driven.

The hydraulic control mechanism 46 is operated by control means 64.

The control means 64 includes, as inputs, a throttle opening sensor 66 for detecting the opening state (throttle opening) of a throttle valve (not shown), an accelerator pedal operation switch (DDT switch) 68, Has contacted. The accelerator pedal operation switch 68 is turned on when the accelerator pedal is depressed.

The control means 64 communicates with the line solenoid 48, the clutch solenoid 50, and the ratio solenoid 52, and sets the line solenoid 48, the clutch solenoid 50, and the ratio solenoid 52 to a duty value (U
r) (0 to 100%) for duty control. .

The control means 64 includes a drive shaft rotation speed sensor 70 provided near the drive shaft rotation detection gear 24 for detecting rotation of the drive shaft 14 as an engine rotation speed (NE), and a driven shaft rotation detection. Shaft speed sensor 72 provided near the gear 36 for detecting the rotation of the driven shaft 26 as the rotation speed on the clutch input side, and the rotation of the output shaft 42 provided near the cluster gear 44, that is, the clutch output side. An output shaft speed sensor 74 for detecting the rotational speed of the vehicle as a vehicle speed (NCO), a clutch pressure sensor 76 provided in the clutch pressure passage 60 for detecting the clutch pressure, and a hydraulic pressure sensor in an oil tank (not shown). An oil temperature sensor 78 for detecting the temperature of oil is in communication.

The control means 64 inputs various signals,
When the start operation of the vehicle is performed and the start control of the hydraulic clutch 38 is entered, a clutch torque capacity corresponding to an expected clutch input torque at least according to an engine required load amount (for example, a throttle opening degree or the like) is obtained and a feedforward amount (clutch) is determined. The amount of control operation is determined, the feedforward amount is filtered, and feedforward control is performed. The initial value of the feedforward amount after the filter process is set to the hydraulic clutch 38 in accordance with the required engine load.
Is set to a value commensurate with the clutch input torque at the time of entry into the start control, and the initial value of the feedforward amount after the filter processing is adjusted according to the belt speed ratio of the continuously variable transmission 4. . Specifically, after the start operation of the vehicle is performed, a clutch pressure target value (CPSP) is obtained from the throttle opening (THRT), and at least when the start control of the hydraulic clutch 38 enters, the throttle opening (THR) is obtained.
T), a clutch torque capacity commensurate with the expected clutch input torque is obtained, and the feedforward amount (P
CLUN) and determine the feedforward amount (PC
(LUN) is subjected to a filtering process to obtain a feedforward amount after the filtering process (PCLUNF), and an initial value of the feedingforward amount after the filtering process (PCLUNF) is set according to the throttle opening (THRT). The hydraulic clutch 38 is set to a value commensurate with the clutch input torque when entering the start control.
Also, the feedforward amount (P
CLUNF) is adjusted in accordance with the belt speed ratio (RATC) of the continuously variable transmission 4.

Next, the operation of this embodiment will be described.

In the control means 64, as shown in FIG. 5, the creep pressure setting section 64A and the feedforward control section 6
4B, a speed loop control unit 64C, and a pressure loop control unit 64D.

The creep pressure setting section 64A obtains a creep pressure (PCC) before the start operation from the engine speed (NE) using a creep pressure setting map before the start operation (see FIG. 6) (102). According to the creep pressure setting map (see FIG. 7) from the throttle opening (THRT) after the start operation, the creep pressure (PC
C ′) is obtained (104). Further, the limit value (DPCC) of the increase of the creep pressure (PCC) (CPSP-PCE) obtained by subtracting the clutch touch-off pressure (PCE) from the clutch pressure target value (CPSP) and the previous value of the creep pressure (PCC) based on the throttle opening degree. The value (Z ⁻¹ ) (106) is added (108), and the smaller value (MIN) of the value obtained by this calculation and the creep pressure (PCC ′) after the starting operation is adopted (1).
10) Obtain the creep pressure (PCC) based on the throttle opening. The creep pressure (PCC ') after the starting operation is
This is the creep pressure in the hold mode and when the accelerator pedal operation switch 68 is turned on. Engine speed (NE)
Pressure before starting operation (PCC)
And the creep pressure (PCC) obtained from the throttle opening (THRT) is switched by an accelerator pedal operation switch 68 in a switching section (112). When the accelerator pedal operation switch 68 is off, the engine speed (NE) is changed. ), The creep pressure (PCC) based on the throttle opening (THRT) when the accelerator pedal operation switch 68 is on.
CC) is adopted.

The feedforward control section 64B sets an estimated engine generated torque (TRQE) from a throttle opening (THRT) based on a feedforward amount setting map (see FIG. 8) (114). The torque / pressure is changed from the estimated value (TRQE) based on the throttle opening (THRT) and the belt speed ratio (RATC) (116).

This torque / pressure change (116) is performed according to FIG.
As shown in FIG. 2, the engine generated torque estimated value (TRQE)
Is defined as a belt speed ratio (RATC) (116A), and a torque / pressure conversion coefficient (Kc) is given to the belt speed ratio (RATC) (116B). The feedforward amount (PCLUN) is obtained by taking (Kf) into account (116C).

Then, the feedforward amount (PC
LUN), a filter coefficient (FCFI) is obtained from the throttle opening degree using a filter coefficient map for feedforward amount (see FIG. 9), and a filter process is performed, and a feedforward amount after filtering (PCLUNF) (clutch control operation) is performed. Amount) (118).

In the speed loop control section 64C,
An engine speed target value (NESPC) is obtained (120) from the throttle opening by a setting map (see FIG. 10) of an engine speed target value for clutch control, and the engine speed target value (NESPC) is calculated from the throttle opening. A filter coefficient (FCFI) is obtained from a setting map of a filter coefficient for an engine rotation speed target value of the clutch control (see FIG. 11), and a filtered engine rotation speed target value (NESPCF) is obtained (122). Then, the engine speed target value (N
ESPCF) and the actual engine rotation speed (NE) are calculated (124), and proportional integral control (PI control) is performed on the calculated value by the throttle opening (THRT) (126).

As shown in FIG. 13, the proportional integral control (126) is a proportional control (P control) for obtaining a speed loop control gain for clutch control, which is a proportional gain, from a calculated value from a proportional gain setting map (see FIG. 14). (12
6A) and integral gain (Ki) / complex variable (S)
Is performed (126B), and the value obtained by the integral control and the value obtained by the proportional control are calculated (1).
26C) The upper and lower limit processing is performed on the value obtained by this calculation to obtain the speed loop amount (126D).

The feedforward amount and the speed loop amount after the filter processing are calculated, and the creep pressure (PCC) is calculated.
Is determined (128).

The creep pressure (PCC) and the creep pressure of the creep pressure control section 64A are selectively used by the control switching section (130). This control switching unit selects the creep pressure of the creep pressure control unit 64A in the hold mode,
In the normal start mode, the creep pressure (PC
Select C).

One creep pressure selected by the control switching section (130) is added to the clutch touch-off pressure (PCE) (132). Thereby, a clutch pressure target value (CPSP) is obtained. This clutch pressure target value (C
PSP) is sent to the pressure loop control unit 64D.

The pressure loop control section 64D comprises a clutch pressure target value (CPSP) and a clutch pressure (PCLUTCH).
(134), and the value obtained by this calculation is subjected to proportional integral control (PI control) (136), and the value obtained by this proportional integral control is used as the duty value neutrality (NPC) of the clutch solenoid 50. ) Is calculated (138), and the calculated value is subjected to upper and lower limits processing (140) to determine the duty value (OPWCLU) of the clutch solenoid.

As shown in the flow chart of FIG. 1 and the time chart of FIG. 2, the control means 64 controls at least the required engine load (at least when the starting operation of the vehicle is performed and the starting control of the hydraulic clutch 38 enters the clutch control. (For example, throttle opening), a clutch torque capacity corresponding to an expected clutch input torque is obtained, a feedforward amount is determined, a filter process is performed on the feedforward amount, and feedforward control is performed. The initial value of the feedforward amount is set to a value commensurate with the clutch input torque at the time of entry into the start control of the hydraulic clutch 38 in accordance with the required load amount of the engine, and the initial value of the feedforward amount after filtering is set to the belt speed ratio. Adjust according to. Specifically, after the start operation of the vehicle is performed, the throttle opening (THR)
T), a clutch pressure target value (CPSP) is obtained, and at the time of starting control of the hydraulic clutch 38, a clutch torque capacity corresponding to an expected clutch input torque at least according to the throttle opening (THRT) is obtained to obtain a feedforward amount ( PCLUN) is determined, the feedforward amount (PCLUN) is filtered, and feedforward control for obtaining the feedforward amount after filtering (PCLUNF) is performed. In addition, the initial value of the feedforward amount after filtering (PCLUNF) is determined. The value is set to a value corresponding to the clutch input torque at the time of entry into the start control of the hydraulic clutch 38 according to the throttle opening (THRT). The initial value of the feedforward amount (PCLUNF) after this filtering is The belt speed ratio (R Adjusted in accordance with the TC).

[0045] That is, the program of the control means 64 is started (step 202), first, it is determined whether the normal start mode or special start mode (step 204), if in this step 1204 is YES, the previous (Z ^{- It} is determined whether ¹ ) is the normal start mode or the special start mode (step 206).

In the case of NO in step 206, the initial value (PCLUNI) of the feedforward amount after the filtering process is obtained from the throttle opening by using the map for setting the initial value of the feedforward amount (see FIG. 3) (FIG. 3). Step 208) A map for setting a correction coefficient for the initial value of the feedforward amount based on the belt speed ratio based on this value (FIG.
) To obtain a correction coefficient (Kr) for the initial value of the feedforward amount (step 210).

Then, the initial value of the feedforward amount after the filter processing is multiplied by a correction coefficient (PCLUNI × K
r), and corrects the initial value of the feedforward amount after the filter processing (PCLUNF) (step 212).

If YES in step 206,
An engine generated torque estimated value (TRQE) is obtained from a setting map (see FIG. 8) of the engine generated torque estimated value based on the throttle opening (step 214), and the belt speed ratio (TRQE) is added to the engine generated torque estimated value (TRQE). RATC), a torque / pressure conversion coefficient (Kc), and a torque / pressure conversion coefficient correction coefficient (Kf) to obtain a feedforward amount (PCLUN) (step 21).
6) Then, filter processing is performed to obtain a feedforward amount (PCLUNF) after the filter processing (step 218).

After the processing of steps 212 and 218, other start control is performed (step 220), and the program is returned (step 222).

On the other hand, if NO in step 204, other clutch control is performed (step 224).
The program is returned (step 222).

That is, in this embodiment, the torque value input to the hydraulic clutch 38 differs depending on the throttle opening, and the engine generated torque changes depending on the throttle opening. Is used to change the engine rotation speed, and the torque value input to the hydraulic clutch 38 changes accordingly. Further, the driver expects a different start control depending on the magnitude of the throttle opening, that is, expects a smooth start at a low throttle opening and a quick start at a high throttle opening. In consideration of the above-mentioned reasons, an initial value of the feedforward amount is set according to the throttle opening when entering the start control.

On the other hand, as the speed ratio (RATC) increases, the running resistance decreases as the engine load, and when the vehicle starts, the engine generated torque changes and the torque input to the hydraulic clutch 38 also changes. As a result, in this embodiment, the clutch input torque at the time of entry into the start control of the hydraulic clutch 38 is made appropriate, and the belt speed ratio (RATC) is set.
Feed-forward after filtering (PC
By calculating a correction coefficient of the initial value of the feed-forward amount (PCLUNF) after filtering, the initial value of the feed-forward amount after filtering (PCLUNF) is corrected. Adjust the initial value.

As a result, as shown in FIG. 2, the start control corresponding to the throttle opening (THRT) is performed, so that it is possible to prevent the engine 2 from being blown up or having a shock after entering the start control. Power performance at the time of starting can be ensured, and driving performance immediately after entering the start control can be improved.

Since the initial value of the feedforward amount after the filter processing is adjusted in accordance with the gear ratio (RATC), in the case of the continuously variable transmission 4, after the engine generated torque is increased or decreased in the gearshift portion, This is input to the hydraulic clutch 38, so that more precise start control can be realized.

Further, the starting control according to the present invention is realized with only a small change in the program of the control means 64, and the configuration is simple.

Furthermore, the starting control of the present invention can be applied to different types of electronic clutches, which is practically advantageous.

In this embodiment, the hydraulic clutch 38 is provided at the subsequent stage of the continuously variable transmission 4. However, the hydraulic clutch 38 is provided at the preceding stage of the continuously variable transmission 4, and the running resistance as viewed from the hydraulic clutch 38 is reduced. Is increased / decreased even in the speed change portion, so that even if the clutch input torque is the same, it is possible to prevent the occurrence of a shock or a blow-up of the engine 2 depending on the speed ratio.

[0058]

As is apparent from the above detailed description, according to the present invention, the initial value of the feedforward amount (PCLUNF) after the filter processing is set to the throttle opening (THR).
T) The start control of the clutch is provided in accordance with T) to provide a value commensurate with the clutch input torque at the time of entry, so that the start control of the clutch corresponding to the throttle opening (THRT) is performed, and Power characteristics can be ensured, and driving performance immediately after entering the start control can be improved.

Further, the configuration of the control means can be simplified by only slightly changing the program.

Further, the starting control of the clutch according to the present invention
It can be applied to different types of electronic clutches, which may be practically advantageous.

Further, the starting control of the clutch according to the present invention can be applied to all transmissions having an electronic clutch, which can be practically advantageous.

[Brief description of the drawings]

FIG. 1 is a flowchart of clutch control.

FIG. 2 is a time chart of clutch control.

FIG. 3 is a diagram of a setting map of an initial value of a feedforward amount.

FIG. 4 is a diagram of a setting map of a correction coefficient of an initial value of a feedforward amount.

FIG. 5 is a block diagram of clutch control at the time of starting.

FIG. 6 is a diagram of a creep pressure setting map before a start operation.

FIG. 7 is a diagram of a creep pressure setting map after a start operation.

FIG. 8 is a diagram of a setting map of a feedforward amount.

FIG. 9 is a diagram of a setting map of a filter coefficient of a feedforward amount.

FIG. 10 is a diagram of a setting map of a target value of the speed loop control.

FIG. 11 is a diagram of a setting map of a filter coefficient of an engine rotation speed target value for clutch control.

FIG. 12 is a block diagram of torque / pressure change of a feedforward control unit.

FIG. 13 is a block diagram of PI control of a speed loop control unit.

FIG. 14 is a diagram of a setting map of a proportional gain of a speed loop control unit.

FIG. 15 is a system configuration diagram of a continuously variable transmission.

FIG. 16 is a time chart of a conventional clutch start control.

[Description of Signs] 2 Engine 4 Continuously Variable Transmission 38 Hydraulic Clutch 64 Control Means 66 Throttle Sensor 68 Accelerator Pedal Operation Switch

────────────────────────────────────────────────── ─── Continuation of front page (56) References JP-A-1-119431 (JP, A) JP-A-1-297327 (JP, A) JP-A-60-183233 (JP, A) (58) Investigation Field (Int. Cl. ⁷ , DB name) F16D 48/00-48/12

Claims (2)

(57) [Claims] A transmission is connected to an engine mounted on a vehicle, and a clutch capable of electronically adjusting a clutch torque capacity is provided on the transmission, and a throttle is provided after the vehicle is started. Clutch from opening (THRT)
A pressure target value (CPSP) is obtained, and at least the throttle opening (THRT) is set when the start control of the clutch is entered.
A clutch torque capacity corresponding to the expected clutch input torque is obtained according to the feedforward amount (PCL).
UN) and determine the feedforward amount (PCLU).
In the start control apparatus of <br/> row cormorants clutch feed forward control by performing filter processing on N), the feedforward amount after the filtering process an initial value of (PCLUNF) in accordance with the throttle opening (THRT) starting clutch control apparatus is characterized in that a control means for setting a value commensurate with the clutch input torque during starting control input field of said clutch. 2. An initial value of the feedforward amount (PCLUNF) after the filtering process is a speed ratio of the transmission.
The clutch start control device according to claim 1, wherein the initial value is adjusted according to (RATC) .