JPH0737215B2 - 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, a clutch control device configured to control connection of a friction clutch in response to an electric signal. Regarding

(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, such as starting on a slope and starting on a snowy road. Therefore, depending on the clutch connection operation based on a single clutch connection pattern, the vehicle can be started smoothly and reliably. It has the drawback that it cannot always be expected to secure it.

In order to solve this problem, for example, Japanese Patent Laid-Open No. 62-103236 proposes a device in which the map for clutch control at the time of starting is changed depending on the position of the selector.

(Problems to be Solved by the Invention) However, in this proposed device, the time from when the clutch connection control is started to when the clutch slip rate becomes zero and the half-clutch control ends is changed. Therefore, there is a problem in that it is not possible to cope with different starting feelings such as forward and backward movements. That is, in the conventional device, when the vehicle starts, the slip rate of the clutch decreases from 1 to 0 according to a predetermined pattern with the passage of time, and the accelerator pedal depression amount after the clutch is completely connected is determined. Is adjustable to control the vehicle speed. However, in this case, the ratio of the change in the vehicle speed to the change in the accelerator operation amount is relatively large, so that the fine adjustment of the vehicle speed cannot be performed well especially in the case of the first speed start or the reverse start in which the fine speed adjustment of the vehicle speed is desired. There is a problem.

SUMMARY OF THE INVENTION An object of the present invention is to provide a clutch control device capable of finely adjusting the vehicle speed when the vehicle starts at the first speed or at the reverse speed according to the operation of the accelerator pedal.

(Means for Solving the Problems) A feature of the present invention for solving the above problems is to control a clutch provided on an output side of an internal combustion engine for driving a vehicle in a half-clutch start mode for starting control of the vehicle. In a clutch control device including a control unit, an accelerator amount detection means for detecting an operation amount of an accelerator operation member, and the operation amount in response to the accelerator amount detection means, the clutch control in the half-clutch start mode is stopped. Discriminating means for discriminating whether or not a predetermined operation amount sufficient for the vehicle is reached, position detecting means for detecting an operating position of the selector when the vehicle is started, and slip rate detection for detecting a slip rate of the clutch. Means, first means for terminating the clutch control by the control unit when the operation amount reaches the predetermined operation amount in response to the determination means, and the position detection Second means for ending the clutch control by the control unit when the slip ratio reaches zero when the operating position is other than the first speed position or the retracted position in response to the means and the slip ratio detecting means. It is equipped with and.

(Operation) After the control unit starts the clutch control for the vehicle start control in the half-clutch start mode, when it is determined by the determination means that the operation amount of the accelerator operation member has reached the predetermined operation amount, Alternatively, the slip ratio reaches zero before the operation amount of the accelerator operation member reaches a predetermined operation amount by the determination means and the operation position of the selector is other than the first speed position or the retracted position. When it is detected by the detection means, the clutch control in the half-clutch start mode ends.

When the selector operation position is in the first speed position or the reverse position, unless the operation amount of the accelerator operation member reaches a predetermined operation amount, even if the slip ratio becomes zero, that is, the clutch is completely released. The clutch can be controlled in the half-clutch start mode even after being connected.

(Examples) Hereinafter, the present invention will be described in detail with reference to illustrated examples.

FIG. 1 shows an embodiment of the clutch control device according to the present invention. The clutch control device 1 is a device for automatically performing connection / disconnection (ON / OFF) operation of a known friction clutch 3 provided on an engine flywheel 2a of an internal combustion engine 2, and a clutch release lever 3a. A piston rod 4a of the clutch actuator 4 is connected to the. The clutch actuator 4 includes a clutch ON valve V _N for moving the pressure plate 3b of the clutch 3 in the direction in which the clutch 3 is engaged, and a clutch OFF valve for moving the pressure plate 3b in the direction in which the clutch 3 is disengaged. With V _F. Clutch O
When the N-valve V _N is opened in response to an externally applied electrical signal, the clutch actuator 4 drives the clutch 3 to engage, while the clutch OFF valve V _F responds to an externally applied electrical signal. When it is opened, the clutch actuator 4 drives to disengage the clutch 3.

A stroke sensor 5 is provided in order to detect the position of the pressure plate 3b operated by the clutch actuator 4 as described above, and the stroke sensor 5 outputs a clutch signal CL indicating the position of the pressure plate 3b at each time. To be done.

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. Further, the propeller shaft 8 is provided with a vehicle speed sensor 11 having a known structure for detecting the vehicle speed, and the vehicle speed sensor 11 outputs a vehicle speed signal VS related to the vehicle speed.

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 outputs the accelerator signal A and In response to the second speed signal 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 controlled according to the operation amount of the accelerator pedal 12.

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 automatic 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 and a first speed signal N.
C, the second speed signal NE, the clutch signal CL, the vehicle speed signal VS, and the select position signal SL are input, and based on these input signals, the clutch 3 is provided so that the vehicle can be smoothly started at any given time. A control signal for controlling the operation of is output. In the illustrated embodiment, a first command signal M ₁ for turning off the clutch 3 and a second command signal for sending the pressure plate 3b in the direction in which the clutch 3 is engaged.
A third command signal M ₃ for sending M ₂ and the pressure plate 3b in the disengagement direction of the clutch 3 is output, and each of these command signals M _{1 to} M ₃ is input to the drive circuit 20.

In addition to this, the drive circuit 20 receives the clutch signal CL as a feedback signal, and the first and second drive signals VD for driving the clutch 3 according to the content commanded by any of the command signals M _{1 to} M _3. Outputs ₁ and VD ₂ . The first driving signal VD ₁ is applied and the clutch ON valve V _N a signal for controlling opening and closing of the clutch ON valve V _N. The second driving signal VD ₂ is applied to the clutch OFF valve V _F is a signal for controlling opening and closing of the clutch OFF valve V _F. In the illustrated embodiment, the first and second drive signals VD
_{Both 1} and VD ₂ are configured to open the corresponding valve when the level is “1” and close the corresponding valve when the level is “0”.

Therefore, the first drive signal VD output from the drive circuit 20
_When the level of 1 becomes "1", the clutch ON valve V _N is opened and the pressure plate 3b is moved in the direction to connect the clutch 3. On the other hand, when the second driving signal VD ₂ level is "1", the clutch OFF valve V _F is opened, the pressure plate 3b is moved in the direction of releasing 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 which becomes the “1” level is displayed. The level of the output line 22a is inverted by the inverter 23 and applied to one input terminal of the AND gate 24. The vehicle speed signal VS is input to the low vehicle speed determination unit 25, and it is determined whether or not 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 force 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 a normally closed switch 27.
The open / close control signal of
When the output level is "0", the switch 27 is closed, while when the Q output level is "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. In addition,
A start end signal, which will be described later, is applied to the set input terminal S of the flip-flop 26, and when the level of the start end signal becomes "1" upon detection of the end of the vehicle start, the flip-flop 26 is turned on. The Q output is set to "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”.

The accelerator signal A passing through the switch 27 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 the maximum operation amount. ing. 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 change amount of 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 3 that latches the value of the operation speed (ΔACC) of the accelerator pedal 12 extracted through the switch 33.
4, which latches the value of the accelerator operation speed when the operation amount of the accelerator pedal 12 becomes 5%.

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 the data is stored in response to the select position signal SL. Is selected, and the selected data is supplied to the half clutch determination 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%. Judge whether or not to do. Here, it is determined whether or not the accelerator operation speed is less than or equal to a predetermined value indicated by the data from the memory unit 36, and only when the accelerator operation speed is less than or equal to the predetermined value, it is determined that the half-clutch start mode should be set. This predetermined value differs for each data selected by the select position signal SL. When the half-clutch discriminating unit 35 judges that the half-clutch start mode should be set, the level of the output line 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 first control unit 38, and when the level of the output line 37a becomes "1", the first control unit 38 becomes operable.

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 is 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, Here, the target clutch position, that is, the target position of the pressure plate 3b 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). When it is determined that the pressure plate 3b should be sent, the level of the output line 53a becomes "1", the feed pulse generator 54 connected thereto is activated, and a pulse is output at a predetermined time interval. To do. This pulse is output as the first drive pulse DP _{1, and} as will be described later, the clutch ON valve V _N is intermittently opened to send the pressure plate 3b. 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", the return pulse generator 55 connected thereto is activated, and the pulse is generated at a predetermined time interval. Is output. This pulse is output as the second drive pulse DP ₂ and is used for intermittently opening the clutch OFF valve V _F and returning the pressure plate 3b.

The slip ratio detector 56 calculates the slip ratio of the clutch 3 in response to the signals NE and NC, and sets the level of the output line 56a to "1" when the slip ratio becomes zero. The output line 56a is provided with a switch 57 that is opened when the selector 17 is set to the retracted position in response to the select position signal SL, and the output from the switch 57 is taken out as the 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 is "1", and thus the clutch 3 connection control by the slip ratio control is performed. The second control unit 42 for performing the operation 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 select 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. 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 output as the fourth drive pulse DP ₄ . 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, the accelerator amount is 5
When it is less than%, the level of the output line 28a becomes "0",
When the end signal E ₂ is "1" (when the start is completed), the output level of the NOR gate 43 is "0", and the clutch 3 is never turned off. Therefore, the clutch 3 is turned off during traveling. It will not be done. However, when 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 clutch 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, the operation of the start control unit 19 is stopped after the clutch 3 is completely connected, and the clutch 3 is not disengaged by the half-travel control unit 19 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 35 determines whether to perform half clutch control according to the accelerator operation speed at that time.
Performed in. As a result, when it is determined that the half-clutch control should be executed, the first operation is performed on condition that the accelerator operation amount is between 5% and 40% at that time.
The control unit 38 is made operable, and the connection 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. , Clutch 3 in a pattern according to the select operation position
The slip rate control is performed so that the slip rate of 0 is zero. That is, when the half clutch control mode is not selected depending on the accelerator operation speed when the accelerator operation amount reaches 5%, the second control unit 42 operates and the clutch 3 slips according to a predetermined pattern (characteristic). The rate will be controlled to change from 1 to 0.

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 and after initialization has been carried out in step 71, the necessary data indicated by the various signals input to the start control unit 19 are input (step 72). Thereafter, the output from the gear position detector 45 determines whether or not the gear set is completed in step 73.If the determination result is NO, the process proceeds to step 74, where the stop control is performed. After that, return 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 checked whether or not the half clutch should be started. If the check result is YES, it is determined in step 82 whether ACC ≧ 40%, and if ACC <40%. In this case, the decision result in step 82 is NO.
And proceed to step 83. In step 83, the target clutch position is calculated based on the accelerator signal A.

In step 84 following step 83, the target clutch position Pt calculated in step 83 and the actual clutch position Pa indicated by the clutch signal CL are compared, and if Pt = Pa, the process proceeds to step 85, 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 86, where clutch
The control for opening the OFF valve V _F is performed, and the clutch plate 3b is returned. If Pt> Pa, the routine proceeds to step 87, where the clutch ON valve V _N is controlled to open and the clutch 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 completion of execution of any one of steps 85 to 87, the routine proceeds to step 88, 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 82,
When the result of the determination is NO, it is determined in step 89 whether or not the slip ratio of the clutch 3 is zero. If the slip ratio is not zero, the process returns to step 82 and the above-mentioned half clutch control is repeatedly executed. When it is determined in step 89 that the slip ratio is zero, the routine proceeds to step 90, where the adjustment characteristic of the engine is changed to the limit characteristic, and the routine returns to step 72, where the half-clutch control ends.

If the determination result in step 81 is NO or the determination result in step 82 is
If YES, the slip rate control of the clutch 3 is executed by steps 91 to 95.

In step 91, it is determined whether or not the slip ratio is zero. If the slip ratio is zero, the result of the determination is YES, the process proceeds to step 90, and the slip ratio control is not executed.
If the determination result in step 91 is NO, the target slip ratio is calculated in step 92, and the clutch feed speed is determined in the next step 93. In step 94, it is checked whether or not a state in which the engine speed decrease due to the clutch feed exceeds a predetermined value (engine loss state) has occurred. When the engine loss state is detected in step 94, the determination result is YES, and step 9
Return to 1. If the decision result in the step 94 is NO, the process advances to a step 95, where a clutch feeding operation, that is, an operation of opening the clutch ON valve V _N is performed, and then the step 91
Return to.

In this way, steps 91 to 95 are repeatedly executed, the connection of the clutch 3 is completed by the slip rate control, and the slip rate control ends when the determination result of step 91 becomes YES.

As can be seen from the above description, by executing the program according to the flowcharts shown in FIGS. 5A and 5B, in the case of this embodiment, it is possible to determine when ACC ≦ 40% at the time of reverse and at other gear positions. The configuration is such that clutch control can be executed. Therefore, in such a case, fine speed adjustment according to the accelerator operation amount becomes possible, and particularly the driving feeling at the time of reverse starting can be remarkably improved.

Advantageous Effects of Invention According to the present invention, as described above, the operation amount of the accelerator operation member is set to a predetermined value only when the gear is shifted to the first speed position or the reverse position where delicate vehicle speed adjustment is required at the time of starting. Even if the slip rate of the clutch becomes zero, the clutch control in the half-clutch start mode is not released, so even if the clutch is completely engaged, the operation amount of the accelerator operating member can be reduced even if the clutch is completely connected. For example, the clutch can be put in the half-clutch state again.

As a result, when the vehicle is in the first speed start or in the reverse start, if the accelerator operation amount is within the predetermined range, the vehicle speed is finely adjusted by the clutch control in the half-clutch start mode even after the clutch slip rate becomes zero. However, at other selector positions that do not require fine adjustment of the vehicle speed, if the slip rate of the clutch becomes zero, the half-clutch start mode control is immediately terminated and the vehicle start control is started. It is possible to realize lean control of completing the process.

[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 shown in FIG. 1, and FIG. 3 is a detailed block diagram of a first control unit shown in FIG. FIG. 4 is a detailed block diagram of the second controller shown in FIG. 2, FIG. 5A and FIG.
FIG. 5B is a flowchart showing an example of a control program for implementing the same function as that of the start control unit shown in FIG. 1 by using a microcomputer. 1 ... Clutch control device, 2 ... Internal combustion engine, 3 ... Clutch, 4 ... Clutch actuator, 13 ... Accelerator sensor, 18 ... Select position sensor, 19 ... Start control unit, 35 ... Half clutch discrimination Part, 38 ... First control part.

Claims (1)

[Claims] Claim: What is claimed is: 1. A clutch control device comprising a control unit for controlling a clutch provided on an output side of an internal fuel engine for driving a vehicle in a half-clutch start mode for vehicle start control, wherein an operation amount of an accelerator operation member is set. An accelerator amount detecting means for detecting whether or not the operating amount has reached a predetermined operating amount sufficient to stop the clutch control in the half-clutch starting mode in response to the accelerator amount detecting means. Means, position detecting means for detecting an operation position of the selector when the vehicle starts, slip rate detecting means for detecting a slip rate of the clutch, and the operation amount in response to the determining means is the predetermined amount. In response to the first means for ending the clutch control by the control unit when the operation amount is set, the position detection means and the slip ratio detection means, the operation position is changed. Clutch control device characterized by comprising a second means for terminating the clutch control by the control unit when the slip rate reaches zero in the case other than the first speed position or retracted position.