JPH0737214B2 - Clutch control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch control device, and more specifically, to a clutch control device for performing connection control of a friction clutch for starting a vehicle.

(Prior Art) For example, when an actuator is attached to a gear-type transmission and an automatic transmission system is configured so that a transmission operation can be performed by an electric signal applied from the outside, clutch operation is also performed by an electric transmission. A configuration that can be performed according to the signal is required. By the way, in such a case, the most problematic problem is the operation of engaging the clutch when the vehicle starts. That is, when the vehicle is started, a half-clutch operation is usually required, but this kind of half-clutch operation changes the slip ratio from 1 to 0 at a predetermined rate according to the lapse of time from the start of the start. Or the clutch position is controlled, and in any case, the clutch connection operation is executed according to a predetermined constant operation pattern.

However, there are various conditions at the time of starting the vehicle, and it is not possible to always expect a smooth and reliable starting of the vehicle by the clutch connecting operation based on a single clutch connecting pattern. .

In order to solve this problem, either the target slip ratio start control mode or the half clutch start control mode can be selected, and in response to the accelerator operation amount being performed at a speed faster than a predetermined speed. Thus, there has been proposed a clutch control device in which the clutch connection control is performed in the target slip ratio start control mode so that the vehicle can be started (JP-A-62-103232).

(Problems to be Solved by the Invention) By the way, when the vehicle goes backward when attempting to start the vehicle uphill, most drivers tend to suddenly step on the accelerator pedal. In response to the sudden operation of the accelerator pedal, the target slip rate start mode is set, and further, the accelerator pedal is greatly depressed, resulting in a sudden start state, which is extremely dangerous. have.

An object of the present invention is to provide a clutch control device capable of solving the above-mentioned problems in the conventional art.

(Means for Solving the Problem) A feature of the present invention for solving the above-mentioned problem is that the connection control of a friction clutch for starting a vehicle is a target slip ratio start control mode or a target slip ratio start control mode depending on a stepping operation state of an accelerator pedal. In a clutch control device which is executed by switching to either one of the half-clutch start control modes, first means for detecting an actual moving direction of a vehicle, and a direction in which the vehicle should travel in response to a predetermined driving parameter of the vehicle. And a discriminating means for discriminating whether or not the vehicle is moving backward in the direction in which the vehicle should travel in response to the first and second means, and responds to the output of the discriminating means. When the vehicle is in the reverse direction, the clutch connection operation for starting is performed in the half-clutch start control mode regardless of the depression operation state of the accelerator pedal.

(Operation) When the vehicle is moving uphill, when the gear is set to the 1st position and the clutch is engaged, when the vehicle moves backward, the determining means determines that the direction in which the vehicle should move and the actual moving direction do not match. In response to this, the selecting means selects the half-clutch start control mode. Therefore, even if the driver suddenly depresses the accelerator pedal by reversing the vehicle, the vehicle will not switch to the slip rate start control mode and the vehicle will not suddenly start. Even if the slip rate of the clutch approaches "1" by suddenly depressing the accelerator pedal and the vehicle suddenly starts moving, the vehicle speed will be lowered by returning the accelerator pedal, so that safety can be ensured.

After the vehicle has moved forward and the direction in which it should move and the direction in which it is actually moving match, the clutch connection control for starting according to the accelerator pedal depressing operation state is the slip ratio start control mode or half clutch start control. It is executed by any of the modes.

(Example) Hereinafter, the present invention will be described in detail with reference to an illustrated example.

FIG. 1 shows an embodiment of the clutch control device according to the present invention. The clutch control device 1 is a device for controlling connection / disconnection (ON / OFF) operation of a known friction clutch 3 provided on the engine flywheel 2a of the internal combustion engine 2, and the clutch release lever 3a includes The piston rod 4a of the clutch actuator 4 is connected.
The clutch actuator 4 includes a clutch ON valve V _N for moving the pressure plate 3b of the clutch 3 in a direction in which the clutch 3 is engaged (on) and a direction in which the pressure plate 3b is disengaged (off) in the clutch plate 3. It is equipped with a clutch OFF valve V _F for moving. When the clutch ON valve V _N is opened in response to an electric signal given from the outside, the clutch actuator 4 drives to connect the clutch 3 while the clutch OFF valve V _F responds to the electric signal given from the outside. Then, the clutch actuator 4 drives the clutch 3 to disengage.

A stroke sensor 5 is provided to detect the position (clutch position) of the pressure plate 3b which is operated by the clutch actuator 4 as described above. From the stroke sensor 5, a clutch indicating the position of the pressure plate 3b at each moment is displayed. The signal CL is output.

The output side of the clutch 3 is connected to the transmission 7 by the rod 6, and the rotation output of the transmission 7 is transmitted to the wheel drive mechanism 9 via the propeller shaft 8. The rod 6 is provided with a first speed sensor 10 having a known structure for detecting the rotation speed of the clutch 3 on the output side.
Outputs a first speed signal NC related to the output side rotation speed of the clutch 3. A vehicle speed sensor 11 having a known structure is provided on the propeller shaft 8 to detect the vehicle speed. The vehicle speed sensor 11 outputs a first vehicle speed signal VS related to the vehicle speed.
₁ and the second vehicle speed signal VS ₂ are output.

Both the first and second vehicle speed signals VS ₁ and VS ₂ are pulse signals according to the vehicle speed at that time, but only their phases are different,
The phase difference carries information about the traveling direction of the vehicle. In order to detect the actual traveling direction of the vehicle based on the phase difference between the two signals, that is, whether the vehicle travels forward or backward, the first and second vehicle speed signals VS ₁ and VS ₂ are input to the traveling direction detector 46,
Here, it is determined whether the vehicle is moving forward or backward.

When the advancing direction of the vehicle is detected by the traveling direction detecting unit 46, the level of its output line 46a becomes "1", while when the backward state of the vehicle is detected, the level of its output line 46a becomes "0". .

The reverse determination unit 47 is for determining whether or not the vehicle is moving backward with respect to the direction in which the vehicle should travel, and the gear position from the gear position detector 45 that detects the gear position of the transmission 7 is detected. The above determination is performed in response to signal GP and the signal generated on output line 46a. The gear position signal GP is a signal indicating the gear position of the transmission 7 at that time and has information about the direction in which the vehicle should travel, while the level of the output line 46a indicates the actual traveling direction of the vehicle. Based on these two input information, it is determined whether or not the vehicle is moving backward in the direction in which the vehicle should travel. Only when it is determined by the retrograde determination section 47 that the vehicle is traveling backward in the direction in which the vehicle should travel, the retrograde determination section 47 outputs the determination signal RD that is at the "1" level.

The accelerator pedal 12 is connected to an accelerator sensor 13, and an accelerator signal A indicating the operation amount of the accelerator pedal 12 is output from the accelerator sensor 13 and input to the engine control unit 14. The engine control unit 14 receives a second speed signal NE output from a second speed sensor 15 for detecting the rotation speed of the internal combustion engine 2, that is, the rotation speed on the input side of the clutch 3, and receives the accelerator signal A and the second speed signal NE. 2 speed signal
In response to the NE, the speed control signal EC for controlling the supplied fuel is output so that the amount of fuel corresponding to the accelerator signal A is supplied to the internal combustion engine 2. The speed control signal EC is supplied to the throttle actuator 16, whereby a predetermined fuel adjustment operation is executed, and the speed of the internal combustion engine 2 is changed to the accelerator pedal.
It is controlled according to 12 manipulated variables.

Reference numeral 17 denotes a selector, and the operation position of the select lever 17a of the selector 17 is detected by the select position sensor 18, and a select position signal SL indicating the position of the select lever 17a at that time is output.

A start control unit 19 is provided to control the connection operation of the clutch 3 for starting the vehicle in consideration of the operating conditions of the vehicle driven by the internal combustion engine 2. The start control unit 19 includes an accelerator signal A, a first speed signal NC, and a second speed signal NC.
A speed signal N, a clutch signal CL, a first vehicle speed signal VS ₁ , a select position signal SL, and a discrimination signal RD are input, and based on these input signals, the vehicle can be smoothly started at any given time. The first drive signal VD ₁ and the second drive signal VD ₂ for controlling the operation of the clutch 3 are output. The first driving signal VD ₁ is a signal for controlling opening and closing of the clutch ON valve V _N, is applied to the clutch ON valve V _N. On the other hand, the second drive signal VD ₂ is the clutch OFF valve V _F
A signal for controlling opening and closing of the clutch OFF valve V _F
Is being applied to. In the illustrated embodiment, the valve is opened when the level of both the first and second drive signals VD ₁ and VD ₂ is “1” and closed when the level is “0”. Has become.

Therefore, when the level of the first drive signal VD ₁ becomes “1”, the clutch ON valve V _N is opened and the pressure plate 3b is moved in the direction for connecting the clutch 3.
On the other hand, when the level of the second drive signal VD ₂ becomes “1”, the clutch OFF valve V _F is opened and the pressure plate 3b is opened.
Is moved in the direction to disengage the clutch 3.

Next, the configuration of the start control unit 19 shown in FIG. 1 will be described with reference to FIG.

The start control unit 19 is a signal control circuit 21 for taking in the accelerator signal A only from the preparation to the completion of the start control.
Is equipped with. In response to the clutch signal CL, the signal control circuit 21 determines whether or not the clutch 3 is in the engaged state, and when the clutch 3 is in the engaged state, the clutch discriminating unit 22 having the output line 22a having the “1” level. And the level of the output line 22a is inverted by the inverter 23,
It is given to one input terminal of the AND gate 24. The first vehicle speed signal VS ₁ is input to the low vehicle speed determination unit 25,
It is determined whether the vehicle speed is equal to or lower than a predetermined value. When the vehicle speed is equal to or lower than the predetermined value, the level of the output line 25a becomes "1". The output line 25a is connected to the other input terminal of the AND gate 24. Therefore, when the clutch 3 is off and the vehicle speed is equal to or lower than a predetermined value, the level of the output line 24a of the AND gate 24 becomes "1", and the flip Flop 26 is reset. The Q output of the flip-flop 26 is given to the switch 27 as an opening / closing control signal of the normally closed switch 27. When the Q output level is "0", the switch 27 is closed, but the Q output level is In the case of "1", the switch 27 is opened. The accelerator signal A is applied to the movable contact of the switch 27, so that passage or interruption of the accelerator signal A is controlled according to the level of the Q output. A start end signal, which will be described later, is applied to the set input terminal S of the flip flop 26. When the start end signal becomes "1" when the start end of the vehicle is detected, the flip flop 26 is turned on. 26 is set,
The Q output level becomes "1" and the switch 27 is opened.

That is, when the clutch 3 is disengaged and the vehicle speed is equal to or lower than the predetermined value, the switch 27 is closed and the accelerator signal A is taken in. However, when the vehicle starts moving, the switch 27 is opened and the accelerator signal A The signal control circuit 21 operates so as to prohibit the capture.

The accelerator signal A fetched through the switch 27 of the signal control circuit 21 is input to the first and second accelerator discriminating units 28 and 29, respectively, and whether or not the operation amount of the accelerator pedal 12 has reached a predetermined value. Judgment is made. In the illustrated embodiment,
The first accelerator discriminating unit 28 discriminates whether or not the operation amount (ACC) of the accelerator pedal 12 is 5% or more of the maximum value, and when the level of the output line 28a is ACC <5%, it is "0" and ACC ≧
In the case of 5%, it is "1". On the other hand, the second accelerator discriminating unit 29 discriminates whether or not the operation amount (ACC) of the accelerator pedal 12 is 40% or less of the maximum value, and when the level of the output line 29a is ACC> 40%, it is "0". In the case of ACC ≦ 40%, it becomes “1”.

After passing through the switch 27, the accelerator signal A is also input to an accelerator speed detection circuit 30 for detecting the operation speed of the accelerator pedal 12 when the operation amount of the accelerator pedal 12 reaches 5% of its maximum operation amount. Has been done. The accelerator speed detection circuit 30 responds to the accelerator signal A and determines the operation speed (ΔACC) of the accelerator pedal 12 from the amount of change in the value per unit time.
The accelerator speed calculation unit 31 for calculating, the one-shot multivibrator 32 that outputs a pulse P having a short pulse width in response to the level of the output line 28a changing from “0” to “1”, and the output of the pulse P A switch 33 that is closed in response to take out the calculation result at that time in the accelerator speed calculation unit 31 and a latch unit 34 that latches the value of the operation speed (ΔACC) of the accelerator pedal 12 extracted through the switch 33.
The operation amount of the accelerator pedal 12 is 5
The value of the operation speed of the accelerator pedal 12 at the time of becoming% is latched.

The data latched by the latch unit 34 is input to the half-clutch determination unit 35, and based on the half-clutch start determination data HD supplied from the memory unit 36, it is determined whether or not the half-clutch start mode should be set. The memory part 36 indicates whether or not the half-clutch start mode, that is, the mode in which the vehicle is started while controlling the connection state of the clutch 3 according to the operation amount of the accelerator pedal 12, is used.
A plurality of sets of half-clutch start determination data for determining the operation speed of the accelerator pedal 12 when the operation amount of 12 reaches 5% are stored, and one set of them is stored in response to the select position signal SL. Data is selected, and the selected data is supplied to the half-clutch discrimination unit 35.

Based on the data HD supplied from the memory unit 36 as described above, the half-clutch determination unit 35 determines the half-clutch start mode from the operation speed of the accelerator pedal 12 when the operation amount of the accelerator pedal 12 becomes 5%. Whether or not should be determined. Here, it is determined whether the operation speed of the accelerator pedal 12 at that time is less than or equal to a predetermined value indicated by the data from the memory unit 36, and only when the operation speed is less than or equal to the predetermined value, it is determined that the half-clutch start mode should be set. To do. This predetermined value differs for each data selected by the select position signal SL. When the half-clutch discriminating unit 35 determines that the half-clutch start mode should be set, the output line
The level of 35a becomes "1".

The output lines 28a, 29a and 35a are respectively connected to the input terminals of the AND gate 37, and when the level states of these output lines 28a, 29a and 35a are all "1", the level of the output line 37a is It becomes "1". The output line 37a is connected to the other input terminal of the OR gate 44 to which the discrimination signal RD is applied to one input terminal, and the output line 44a of the OR gate 44 is connected to the first control unit 38. The first control unit 38 is an output line
It is configured to operate when the level of 44a is "1". Therefore, when the level of the output line 37a is "1" and / or the level of the discrimination signal RD is "1" due to the backward movement of the vehicle. The first control unit 38 operates, the clutch 3 is controlled in the half-clutch start control mode, and the pressure plate 3b of the clutch 3 is controlled to move in the on direction or the off direction according to the operation amount of the accelerator pedal 12. .

The configuration of the first control unit 38 is shown as a block diagram in FIG. Reference numeral 51 is a selector in response to the select position signal SL
17 shows a map memory for outputting clutch position-accelerator operation amount characteristic data according to the select position of 17, and the data read from the map memory 51 is supplied to the target clutch position calculation unit 52 to which the accelerator signal A is input. , Where target clutch position, ie pressure plate 3b
The target position of is calculated. The target position data TPD indicating the calculation result is compared with the actual position indicated by the clutch signal CL in the determination unit 53, and based on the comparison result, the pressure plate 3b should be sent (moved in the connecting direction) or Determine whether the pressure plate 3b should be returned (moved in the separating direction). If it is determined that the pressure plate 3b should be sent,
The level of the output line 53a becomes "1", the feed pulse generating section 54 connected thereto is operated, and a pulse is output at a predetermined time interval. This pulse is output as the first drive pulse DP ₁ , and is used to intermittently open the clutch ON valve V _N and send the pressure plate 3b, as described later. On the other hand, when it is determined that the pressure plate 3b should be returned, the level of the output line 53b becomes "1", and the return pulse generating section connected thereto
55 is activated and pulses are output at predetermined time intervals. This pulse is output as the second drive pulse DP ₂ , and the clutch OFF valve V _F is opened intermittently to open the pressure plate 3
Used to bring back b.

The slip ratio detector 56 calculates the slip ratio of the clutch 3 in response to the first and second speed signals NC and NE, and when the slip ratio becomes zero, the level of its output line 56a becomes "1". . The output line 56a has a selector 17 in response to the select position signal SL.
Is provided with a switch 57 that is opened when is set to the reverse position, and the output from the switch 57 is taken out as a half-clutch operation end signal E ₁ .

Returning to FIG. 2, the half-clutch operation end signal E ₁ is output line
The output of the inverter 39 which inverts the level of 37a is applied to the other input terminal of the OR gate 40 which is applied to one input terminal, and the output terminal of the OR gate 40 is connected to one input terminal of the AND gate 41. ing. The other input terminal of the AND gate 41 is connected to the output line 28a.
Therefore, when the level of the half-clutch operation end signal E ₁ becomes "1" or the level of the output line 37a becomes "0",
When the control unit 38 is not operating and the accelerator operation amount is 5% or more, the level of the output line 41a of the AND gate 41 becomes "1", which causes the slip ratio control of the clutch 3 to be performed. Second for controlling connection
The control unit 42A is activated.

FIG. 4 shows a detailed block diagram of the second control unit 42. Reference numeral 61 is a selector 17 in response to the selector position signal SL.
This is a map memory for selectively reading the target slip ratio characteristic data according to the selected position of and supplying it to the target slip ratio calculation unit 62. The target slip ratio calculating unit 62 responds to the accelerator signal A and the clock pulse CP from the clock generating unit 63, and based on the data supplied from the map memory 61, changes the target slip ratio at a predetermined rate. The target slip rate data SD indicating is calculated and output. The target slip ratio data SD is sent to the slip ratio calculator 64 in response to the signals NC and NE.
The actual slip ratio data AD indicating the actual slip ratio calculated in (1) is compared with the clutch feed calculation unit 65. In response to the output from the clutch feed calculation unit 65, the feed pulse generation unit 66 outputs a pulse for driving the clutch ON valve V _N , and this pulse is output as the third drive pulse DP ₃ .

The actual slip rate data AD is also input to the perfect connection detecting section 67, and it is determined here whether the slip rate has become zero. When the actual slip rate becomes zero, the end signal E ₂ Is output.

Returning to FIG. 2, the end signal E ₂ is applied to the other input terminal of the NOR gate 43 whose output line 28a is connected to one input terminal, and the output of the NOR gate 43 is the fourth drive pulse DP ₄ Is output as. The first drive pulse DP ₁ and the third drive pulse DP ₃ are input to the NOR gate 67, the output thereof is taken out as the first drive signal VD ₁ , and the clutch ON valve V _N
Applied to. On the other hand, the second drive pulse DP ₂ and the fourth drive pulse DP ₄ are input to the NOR gate 68 and the output thereof is the second
It is taken out as a drive signal VD ₂ and applied to the clutch OFF valve V _F. With this configuration, becomes "0" level of the output line 28a is when the accelerator operation amount is 5% or less, end signal E ₂ is "1" when (if the starting completion) to the NOR gate 43 is The output level is "0" and the clutch 3
Is never turned off, so that the clutch 3 is not turned off during traveling. However, if the accelerator operation amount becomes 5% or less before the clutch 3 is completely connected, the levels of the input signals of the NOR gate 43 are both "0" and the output level thereof is "1", The clutch 3 will be disengaged.

The end signal E ₂ is also input to the set input terminal S of the flip-flop 26. When the clutter 3 is completely connected, the flip-flop 26 is set, the switch 27 is opened, and the accelerator signal A is taken in. Is canceled. As a result, after the clutch 3 is completely connected, the operation of the start control unit 19 is stopped and the start control unit 19 does not disengage the clutch 3 during traveling.

According to the above configuration, when the vehicle is stopped, the signal control circuit 21
Of the accelerator signal A causes the first and second accelerator discriminating sections to operate.
When the accelerator operation amount is greater than 5%, the half clutch determination unit determines whether to perform half clutch control according to the accelerator operation speed at that time.
At 35. As a result, when it is determined that the half-clutch control should be executed, the first control unit 38 can be operated on condition that the accelerator operation amount is between 5% and 40% at that time. Thus, the engagement state (half clutch amount) of the clutch 3 is controlled according to the operation amount of the accelerator pedal 12.

When the slip ratio of the clutch 3 is 0 by the first control unit 38 or the level of the output line 37a is “0”, and the ACC ≧ 5%, the second control unit 42 operates. , A slip rate control for making the slip rate of the clutch 3 zero is executed in a pattern according to the operation state of the selector 17. That is, when the half-clutch control mode is not selected depending on the operation speed of the accelerator pedal 12 when the operation amount of the accelerator pedal 12 reaches 5%, the second control unit 42 operates and the clutch 3 operates in a predetermined manner. The slip rate is controlled to change from 1 to 0 according to the pattern (characteristic).

However, even when the connection control of the clutch 3 is executed in the slip rate start control mode by the second control unit 42, if the vehicle goes backward for some reason before the clutch 3 is completely connected, the level of the determination signal RD is changed. The value becomes "1", the operation of the second control unit 42 is stopped, and the first control unit 38 is forcibly switched to the half-clutch start control. As a result,
For example, if the vehicle goes backwards when starting uphill,
Since the vehicle is in the half-clutch start control mode, even if the driver suddenly depresses the accelerator pedal, the slip ratio start control mode does not occur.Therefore, even if the vehicle rapidly advances, by returning the accelerator pedal, the vehicle forward speed can be increased. Can be immediately lowered, and the start control can be performed in accordance with the feeling of the operation of the accelerator pedal.

The clutch control function described above is not provided only by the configuration of the illustrated embodiment. For example, the same clutch control function can be obtained by executing a predetermined control program using a microcomputer. It is a thing.

A flowchart showing an example of such a control program is shown in FIGS. 5A and 5B, and this flowchart will be described below. The program shown by this flow chart executes a clutch control function equivalent to that of the above-described embodiment by being executed by a microcomputer device having a known configuration provided in place of the start control unit 19 shown in FIG. It can be achieved.

After the start of the program, initialization is performed in step 71, and then necessary data indicated by various signals input to the start control unit 19 is input (step 72). After that, the output from the gear position detector 45 determines whether the gear set is completed or not.
If the determination result is NO in step 73, the process proceeds to step 74, where the vehicle stop control is performed, and then the process returns to step 72.

If the determination result in step 73 is YES, it is determined in step 75 whether or not the clutch 3 is ON.
When is ON, the routine proceeds to step 76, where the control for traveling is executed and then the routine returns to step 72.

If the clutch 3 is OFF, it is determined in step 77 whether or not ACC ≧ 5%. If the determination result is NO, the process proceeds to step 74, and if the determination result is YES, the step 7
At 8, the value of ΔACC is calculated. Then step 79
After the speed governing characteristic of the engine is changed to the all speed characteristic in, the clutch plate 3b is moved at high speed to the half clutch starting position (step 80).

In the next step 81, it is determined whether or not the vehicle is moving backward based on the determination signal RD. If it is determined in step 81 that the vehicle is not moving backward, the determination result is NO, and the process proceeds to step 82. In step 82, it is checked whether or not the half-clutch start should be performed. If the check result is YES, the process proceeds to step 83, where A
It is determined whether CC ≧ 40%. If ACC <40%, the routine proceeds to step 84, and thereafter, the half-clutch start control is entered, but if ACC ≧ 40%, the slip ratio start control is executed in steps 92 to 96.

When it is determined in step 81 that the vehicle is moving backward, the determination result is YES, and the process proceeds to step 84 without executing steps 82 and 83. That is, when the vehicle is moving in the reverse direction, the half-clutch start control is executed regardless of the amount of operation of the accelerator pedal 12. Of course, the functions of the traveling direction detection unit 46 and / or the backward movement determination unit 47 shown in FIG. 1 may also be incorporated in the control program shown in FIGS. 5A and 5B.

In step 85 following step 84, the target clutch position Pt calculated in step 84 is compared with the actual clutch position Pa indicated by the clutch signal CL. If Pt = Pa, the process proceeds to step 86, where Control is performed to close both the clutch ON valve V _N and the clutch OFF valve V _F. If Pt <Pa, proceed to step 87, where clutch
The control for opening the OFF valve V _F is performed, and the pressure plate 3b is returned. If Pt> Pa, proceed to step 88,
Here, control for opening the clutch ON valve V _N is performed, and the pressure plate 3b is sent. That is, when other than Pa = Pt, control is performed to control the required valve to obtain the state of Pa = Pt.

After the execution of any one of steps 86 to 88, the routine proceeds to step 89, where it is judged whether or not the select lever 17a is set to the retracted position. If the determination result is YES, the process returns to step 81,
If the determination result is NO, in the case of step 90, it is determined whether or not the slip ratio of the clutch 3 is zero. When the slip ratio is not zero, the process returns to step 81 and the half clutch control described above is repeatedly executed. When it is determined that the slip ratio is zero in step 90, the process proceeds to step 91,
Here, the speed control characteristic of the engine is changed to the limit characteristic, and the process returns to step 72, whereby the half clutch control ends.

If the determination result in step 82 is NO or the determination result in step 83 is
If YES, the slip rate control of the clutch 3 in steps 92 to 96 is executed.

In step 92, it is determined whether or not the slip ratio is zero. If the slip ratio is zero, the determination result is YES, the flow proceeds to step 91, and the slip ratio control is not executed.
If the determination result in step 92 is NO, the target slip ratio is calculated in step 93, and the clutch feed speed is determined in the next step 94. In step 95, it is checked whether or not a state in which the decrease in engine speed due to the clutch feed exceeds a predetermined value (engine loss state) has occurred. If the engine loss state is detected in step 95, the determination result is YES, and step 8
Return to 1. If the determination result in step 95 is NO, the process proceeds to step 96, in which the clutch feed operation, that is, the operation of opening the clutch ON valve V _N is performed, and then the step
Return to 81.

In this way, steps 81 to 96 are repeatedly executed, the connection of the clutch 3 is completed by the slip ratio control, and the slip ratio control ends when the determination result of step 92 is YES.

As can be seen from the above description, by executing the program according to the flow charts shown in FIGS. 5A and 5B, in the case of this embodiment, the half-clutch control can be executed when ACC ≦ 40% at the time of retrograde movement. Has become. Therefore, in such a case, fine speed adjustment according to the operation amount of the accelerator pedal becomes possible, and in particular, it is possible to effectively cope with a sudden start due to a sudden accelerator when the vehicle is going backwards, and a safe and reliable start control is possible. It will be possible.

(Effects of the Invention) According to the present invention, as described above, when it is determined that the vehicle is moving backward in the required traveling direction, the half-clutch start control mode is set regardless of the accelerator pedal depression operation state. The clutch connection operation is performed,
Even if the driver suddenly operates the accelerator pedal because the vehicle has traveled in a direction opposite to the direction in which the vehicle should travel on a slope or the like, the vehicle does not suddenly start. As a result, even if the vehicle travels in the opposite direction to the original direction, such as on a slope,
The vehicle can be started safely and reliably.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIG. 2 is a detailed block diagram of the start control unit 19 shown in FIG. 1, and FIG. 3 is a detailed block diagram of the first control section shown in FIG. FIG. 4 is a detailed block diagram of the second control unit shown in FIG. 2, and FIGS. 5A and 5B are control programs for realizing the same functions as the start control unit 19 of FIG. 1 by using a microcomputer. It is a flowchart which shows an example. 1 ... Clutch control device, 2 ... Internal combustion engine, 3 ... Clutch, 4 ... Clutch actuator, 11 ... Vehicle speed sensor, 13 ... Accelerator sensor, 17 ... Select position sensor, 19 ... Start control unit, 35 …… Semi-clutch discriminating unit, 38 …… First control unit, 46 …… Advancing direction detecting unit, 47 ……
Retrograde discriminator, RD ... discrimination signal, A ... accelerator signal.

Claims (1)

[Claims] 1. A clutch in which connection control of a friction clutch for starting a vehicle is executed by being switched to either a target slip ratio starting control mode or a half-clutch starting control mode according to a depression operation state of an accelerator pedal. In the control device, first detecting the actual moving direction of the vehicle
Means, second means for detecting a direction in which the vehicle should travel in response to a predetermined driving parameter of the vehicle, and the first means.
And a discriminating means for discriminating whether or not the vehicle is moving backward in the direction in which the vehicle should travel, in response to the second means, and the vehicle is in a retrograde state in response to the output of the discriminating means. In the clutch control device, a clutch connection operation for starting is performed in the half-clutch start control mode regardless of a depression operation state of the accelerator pedal.