JP2010038176A - Clutch stroke control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch stroke control device achieving smooth clutch connection and improving comfort during running of a vehicle. <P>SOLUTION: Even when a newly detected standby position (STB1) is different from a preset standby position (STB0) by thermal expansion of a clutch fluid, correction is performed during clutch torque transmission by a difference α between STB1 and STB0, and a stroke is adjusted, so that even when the stroke-torque characteristic fluctuates by thermal expansion of the clutch fluid, the stroke can be optimally controlled, engagement between a fly wheel 22 and a clutch disk 43, and transmission of clutch torque are controlled without insufficiency, to thereby achieve smooth clutch connection than before, and to improve comfort during running of the vehicle. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a clutch stroke control device that controls a stroke when a clutch is engaged.

2. Description of the Related Art Conventionally, a clutch control device that automatically controls a clutch mechanism for connecting / disconnecting power transmission from an engine to a transmission according to an operating state (vehicle speed, accelerator opening, engine speed, etc.) is known.
FIG. 7 shows a schematic block diagram of a vehicle equipped with a conventional clutch control device, and the conventional clutch control device will be described.

  As shown in FIG. 7, the clutch control device includes a clutch mechanism 240 that connects and disconnects power transmission from the engine 220 to the transmission 230, a hydraulic system 260 that operates the clutch mechanism 240, and a clutch that operates the hydraulic system 260. An actuator 280 and a vehicle electronic control unit (hereinafter referred to as ECU) 300 for controlling the entire vehicle 210 are provided.

  The clutch mechanism 240 is used to transmit the rotation of the crankshaft 221 that is the output shaft of the engine 220 to the input shaft 231 of the transmission 230 or to block the rotation transmission.

  In the clutch mechanism 240, the lever tip 245b of the diaphragm spring 245 is pressed in the direction of the engine 220 (left direction in the drawing) by the slave piston 264 of the hydraulic system 260. When the lever tip 245b of the diaphragm spring 245 is pressed in the direction of the engine 220, the outer peripheral portion 245a is in a direction opposite to the pressing direction, with the lever base 245c held at the inner end of the clutch cover 242 as a fulcrum, that is, Then, it is expanded in the direction of the transmission 230 (right direction in the figure). As a result, the pressing force from the diaphragm spring 245 to the pressure plate 244 is released, the frictional force between the clutch disk 243 and the flywheel 222 is eliminated, the engagement is released, and the rotation transmission is cut off (so-called clutch is disconnected). Is done.

  On the other hand, when the slave piston 264 of the hydraulic system 260 is pulled back in the direction of the transmission 230 (right direction in the figure), the diaphragm spring 245 returns to its original shape, and the clutch disc 243 is moved in the direction of the flywheel 222 (left direction in the figure). The rotation of the crankshaft 221 of the engine 220 is transmitted to the input shaft 231 of the transmission 230 (a so-called clutch is connected). Therefore, the distance and the pressing force between the flywheel 222 and the clutch disc 243 are determined by the position and pressing force of the slave piston 264 of the hydraulic system 260.

  In the hydraulic system 260, a master cylinder 261 and a slave cylinder 263 are communicated with each other through a fluid passage 265. The master cylinder 261 includes a master piston 262, and the slave cylinder 263 includes a slave piston 264. A space formed by the master cylinder 261, the master piston 262, the slave cylinder 263, the slave piston 264, and the fluid passage 265 is defined as a fluid chamber. The fluid chamber is filled with hydraulic oil (hereinafter referred to as clutch fluid).

When the master piston 262 of the master cylinder 261 is pushed in and moved in a direction in which the fluid chamber of the master cylinder 261 contracts (leftward in the figure), the oil supply port 267 that connects the master cylinder 261 and the reservoir tank 266 is closed. The When the oil supply port 267 is closed, the clutch fluid is pushed out from the master cylinder 261 through the fluid passage 265 to the slave cylinder 263 by the amount pushed into the master piston 262. As the clutch fluid flows into the slave cylinder 263, the slave piston 264 presses the lever tip 245 b of the diaphragm spring 245 of the clutch mechanism 240.
Therefore, the pressing force applied to the lever tip 245b of the diaphragm spring 245 is determined by the amount by which the master piston 262 of the master cylinder 261 is pushed.

  In addition, the clutch actuator 280 is controlled by the ECU 300 to move the moving rod 285 in the axial direction (left-right direction in the figure). The moving rod 285 is mechanically connected to the master piston 262 of the hydraulic system 260. For this reason, the master piston 262 of the hydraulic system 260 is moved by the moving rod 285 of the clutch actuator 280.

  As described above, the ECU 300 changes the amount of movement of the master piston 262, the pressure of the clutch fluid, and the pressure of the slave piston 264 of the hydraulic system 260 by controlling the amount of movement of the moving rod 285 of the clutch actuator 280. The distance between the flywheel 222 and the clutch disc 243 and the pressing force can be adjusted, and the power transmission of the clutch mechanism 240 can be controlled.

  Here, the amount of movement of the master piston 262 can be measured by providing a stroke sensor 312 that detects the amount of movement (hereinafter referred to as stroke) of the moving rod 285 of the clutch actuator 280. For this reason, the ECU 300 can control the position of the clutch disk 243 by controlling the clutch actuator 280 based on the value detected by the stroke sensor 312.

  In such a clutch control device, when the clutch is engaged, the clutch must be shifted from the released state to the engaged state in a short time. Therefore, when the clutch is disengaged, it is necessary to make it stand by as close as possible within the range in which the distance between the flywheel and the clutch disc is not in contact with, in preparation for the engagement of the next clutch. Such a standby position of the clutch disk when the clutch is released is called a standby position. Here, the movement to the standby position is realized by the ECU controlling the movement amount of the master piston by the detection value of the stroke sensor as described above.

  By the way, since the clutch disk is engaged with the flywheel by friction, the clutch disk is worn out for a long period of time, and its thickness changes. Therefore, the position where the clutch disk and the flywheel are actually engaged is shifted. For this reason, there is a problem that the clutch disc and the flywheel cannot be engaged with a desired pressing force (hereinafter referred to as clutch torque), or it takes a long time to engage with the desired clutch torque. It was.

In view of this, it has been proposed to be able to learn the standby position of the clutch disk at the time of starting the engine against such aging of the clutch disk.
The learning of the standby position is performed by first contacting the clutch disc and the flywheel, detecting a position separated from the contacted position by a predetermined amount as a standby position, and learning the detected standby position as a new standby position. Like to do.

  Specifically, when the shift lever is in a neutral (neutral) range, that is, the transmission does not transmit power and the input shaft of the transmission, that is, the rotational speed of the clutch disk is substantially zero, the flywheel and The position of the clutch disk is gradually shifted to the rotating flywheel side from the release (non-engaged state) where the transmission of rotation between the clutch disks is disconnected. Then, the transmission of rotation between the flywheel and the clutch disk is started, and the position of the clutch disk when the input shaft of the transmission starts to rotate is defined as the contact position, and the position returned by a predetermined amount from the position of the clutch disk. It is detected as a standby position, and this standby position is learned.

  As described above, the standby position is detected on the condition that the shift lever is in the neutral range. For this reason, the standby position is learned by using the engine start time when the shift lever is in the neutral range.

  By the way, when the engine is stopped by turning off the ignition switch at the time of parking or the like, it is common to keep the flywheel and the clutch disc engaged. Therefore, when starting the engine, the engine may start before the engagement between the flywheel and the clutch disc is released, and the input shaft of the transmission may rotate.

  However, in order to detect the standby position, the number of rotations of the input shaft of the transmission needs to be substantially zero. That is, the detection of the standby position must wait until the rotational speed of the input shaft of the transmission becomes substantially zero. Further, the vehicle cannot be started unless the detection of the standby position is finished.

Therefore, in the case of learning the standby position at the time of starting the engine as described above, if the input shaft of the transmission rotates at the time of starting the engine, the learning start time of the standby position is delayed. It takes time to start. For this reason, a clutch control device has been proposed in which the standby position is learned not when the engine is started but when the engine is stopped (see, for example, Patent Document 1).
JP 2003-65364 A

  However, in the conventional apparatus as described above, the standby position can be set only when the engine is started or when the engine is stopped. Therefore, for example, when the clutch fluid is thermally expanded due to a temperature change and deviates from an optimal position while the engine is operating, there is a problem that the clutch cannot be engaged comfortably.

  Specifically, if the oil supply port for communicating the master cylinder and the reservoir tank is closed for a long time (for example, 20 minutes) while the engine is running, the clutch fluid is thermally expanded and the slave The cylinder may be pushed out and the distance between the flywheel and the clutch disk may be increased. For this reason, if the master piston is controlled at a preset standby position, the distance between the flywheel and the clutch disk becomes larger than the desired distance, and even when the clutch is engaged, the distance to the desired engagement position is reached. There is a problem that the clutch disk does not move, the torque load applied to the engine side is reduced, and the engine blows up.

  Furthermore, if conventional standby position learning is applied when the fueling port is closed, the standby position after the fueling port is released will be greatly shifted even if the standby position at the time of learning can be set to an appropriate position. There is a problem.

  That is, when the clutch is completely engaged, referring to FIG. 7, the master piston 262 is pulled back in the direction in which the fluid chamber of the master cylinder 261 expands (the right direction in the figure), and the clutch disc 243 and the flywheel 222 are engaged. Further, the master piston 262 is pulled back and returned to a position where the oil supply port 267 communicating the master cylinder 261 and the reservoir tank 266 is opened. When the oil supply port 267 is thus opened, the clutch fluid enclosed in the fluid chamber is released to the reservoir tank 266, and the position of the slave piston 264 is expanded when the oil supply port 267 is closed last time. The position is almost the same as the previous position.

  When the clutch is engaged again after such a refueling port is released, the volume of the clutch fluid in the fluid chamber is the same as that at the previous closing of the refueling port 267, and the characteristics of the clutch torque with respect to the stroke have returned to the original state. . For this reason, the standby position must be returned to the original position. However, the standby position cannot be learned unless the vehicle stops before the next clutch engagement after the refueling port is released.

  Therefore, if the learning of the conventional standby position is applied when the oil supply port is closed, the position where the master piston set during the oil supply port is closed is controlled as the standby position even after the oil supply port is released. There is a problem in that the disc and the flywheel may stand by at a distance closer than the appropriate position, and the clutch disc and the flywheel may be engaged too early when the clutch is engaged, resulting in lack of running stability. there were.

  In addition, when the clutch fluid contracts due to heat, only the moving direction of the master piston and slave piston is reversed, causing problems similar to those described above, resulting in lack of running stability and engine run-up. There has been a problem in that there is a risk of occurrence.

  The present invention has been made to solve the above-described conventional problems, and it is an object of the present invention to provide a clutch stroke control device capable of realizing a smooth clutch connection and improving the comfort of vehicle travel. And

  In order to solve the above problems, the clutch stroke control device according to the present invention is (1) a first cylinder having a first piston and a second cylinder having a second piston communicated by an inter-cylinder oil passage, Hydraulic oil is enclosed in an oil chamber formed by the first piston, the first cylinder, the inter-cylinder oil passage, the second cylinder, and the second piston, and the movement of the first piston causes the hydraulic oil to pass through. The clutch mechanism is transmitted by pressing the cylinder mechanism for moving the second piston, the piston moving means for moving the first piston, the flywheel and the clutch disc, and the movement of the second piston A clutch mechanism for determining a distance and a pressing force between the flywheel and the clutch disc, and the flywheel and the front A stroke-torque characteristic map representing a correspondence relationship between clutch contact detection means for detecting contact with the clutch disk, a stroke indicating the amount of movement of the first piston from a specified position, and the magnitude of the clutch torque is stored. The position of the first piston corresponding to the position of the second piston, where the distance between the stroke-torque characteristic map storage means and the flywheel and the clutch disk is set as a predetermined standby separation distance, is defined as a first standby position. Based on the position of the first piston when the contact between the flywheel and the clutch disk is detected by the clutch contact detection means, the flywheel and the clutch disk, The position of the first piston is such that the distance of Calculated by the second standby position determination means for determining the machine position, the correction value calculation means for calculating the difference between the first standby position and the second standby position as a correction value, and the correction value calculation means The stroke corresponding to the magnitude of the clutch torque included in the transmission command obtained from the stroke-torque characteristic map based on the correction value storage means for storing the correction value and the clutch torque transmission command to the clutch mechanism Is corrected with a correction value stored in the correction value storage means, and a torque transmission stroke correction means is provided, and the piston moving means is configured to perform the first correction based on the stroke corrected by the torque transmission stroke correction means. It has a configuration characterized by moving one piston.

  With this configuration, even if the actually measured second standby position is different from the first standby position set in advance, the difference between the second standby position and the first standby position is calculated and the clutch torque is transmitted. Since the first piston is moved by correcting with the stroke correcting means at the time of torque transmission, even if the stroke-torque characteristic fluctuates due to the volume fluctuation in the hydraulic oil in the oil chamber, the stroke of the first piston is controlled, The pressing force between the flywheel and the clutch disc can be set to a magnitude corresponding to the pressing force when the clutch is engaged, and the engagement between the flywheel and the clutch disc and the transmission of the clutch torque can be controlled without excess or deficiency. Compared with the prior art, a smooth clutch connection can be realized, and the comfort of vehicle travel can be improved.

  The clutch stroke control device according to the present invention is the clutch stroke control device according to the above (1), wherein (2) an oil supply oil passage that communicates the reservoir tank filled with the hydraulic oil and the first cylinder is provided. And the cylinder mechanism closes the oil supply oil passage by the first piston, and the oil chamber in the first cylinder from a position where the flywheel and the clutch disk are engaged by the piston moving means. The oil supply passage can be opened by moving the first piston in a direction in which the oil supply passage is expanded, and the correction value storage means is configured to release the second standby position and the first standby when the oil supply passage is opened. The correction value indicating that the position is the same is stored.

  With this configuration, when the oil supply passage is once opened and then the oil supply passage is closed again and the oil chamber is sealed, the stroke-torque characteristics will be almost the same as in the initial state. When the oil passage is opened, the first standby position is the same as the second standby position and the correction position of the first piston is initialized, so the second standby position is not measured immediately after the oil passage for oil supply is closed. Even in this case, the stroke of the first piston can be obtained at the time of the clutch torque transmission command using the stroke-torque characteristic map of the original characteristic, and the fluctuation of the stroke-torque characteristic when the supply oil passage is opened can be dealt with. it can. Further, every time the oil supply oil passage is opened and closed, the correction amount is initialized, and the stroke of the first piston is obtained using the original stroke-torque characteristic map. Therefore, the oil supply oil passage is repeatedly opened and closed for correction. Even if it is broken, the correction error of the stroke of the first piston is not accumulated, and the error can be reduced.

  Furthermore, the clutch stroke control device according to the present invention is the clutch stroke control device according to (1) or (2), wherein (3) the piston moving means is the second standby position determined by the second standby position determining means. In accordance with the position determination, the first piston is moved to the set second standby position.

  With this configuration, the flywheel and the clutch disk are engaged with each other in order to move the first piston to the second standby position so that the distance between the flywheel and the clutch disk becomes the standby separation distance when the second standby position is determined. Engagement time at the time of joining can be shortened.

  Furthermore, the clutch stroke control device according to the present invention is the clutch stroke control device according to any one of (1) to (3) above. (4) A vehicle stop for detecting a stop of the vehicle provided with the clutch mechanism. Detecting means; and a transmission for inputting rotational torque from the clutch disk, shifting the speed, and outputting it to a power transmission shaft for transmitting power to the drive wheels of the vehicle; and the second standby position determination means, When the vehicle stop detection means detects the stop of the vehicle, the shift by the transmission is changed to a neutral range in which the rotational torque input from the clutch disk is blocked from being transmitted to the power transmission shaft, It has a configuration characterized by determining the standby position.

  With this configuration, when the second standby position is determined, the vehicle is stopped and the transmission is changed to the neutral range, so that the second standby position can be measured without affecting the travel of the vehicle. Since the clutch disk is stopped, the contact between the flywheel and the clutch disk can be detected with high accuracy, and the second standby position can be determined accurately. Further, the second standby position can be determined without the driver changing the transmission to the neutral range, and the comfort of traveling the vehicle can be improved without depending on the operation of the driver.

  According to the present invention, the pressing force between the flywheel and the clutch disk can be set to a magnitude corresponding to the pressing force when the clutch is engaged, and the engagement between the flywheel and the clutch disk and the transmission of the clutch torque can be performed. It is possible to provide a clutch stroke control device that can control without excess or deficiency, achieve a smooth clutch connection as compared with the prior art, and improve the comfort of vehicle travel.

Embodiments of the present invention will be described below with reference to the drawings.
First, the configuration will be described.
FIG. 1 is a schematic block diagram of a vehicle equipped with a clutch stroke control device according to an embodiment of the present invention.

  As shown in FIG. 1, the vehicle 10 includes an engine 20 as a power source, a transmission 30 that performs a shift, a clutch mechanism 40 that connects and disconnects power transmission from the engine 20 to the transmission 30, and a clutch mechanism 40. , A clutch actuator 80 for operating the hydraulic system 60, a vehicle electronic control unit (hereinafter referred to as ECU) 100 for controlling the entire vehicle 10, an input shaft rotational speed sensor 111, a stroke Sensor 112.

  The engine 20 is configured by a known power device that outputs power by burning a hydrocarbon fuel such as gasoline or light oil. The engine 20 includes a crankshaft 21 that outputs the generated power. A flywheel 22 that rotates integrally with the crankshaft 21 is attached to the crankshaft 21.

  Further, the engine 20 is provided with various sensors such as a throttle opening sensor (not shown) that detects the operating state of the engine 20. Detection signals detected by various sensors provided in the engine 20 are input to the ECU 100. The engine 20 is configured such that operation control such as fuel injection control, ignition control, intake air amount adjustment control, and the like is performed by the ECU 100 to which these detection signals and other signals are input.

  The transmission 30 has an input shaft 31 to which power is transmitted and an output shaft (not shown), and performs a shift between the input shaft 31 and the output shaft. The input shaft 31 rotates integrally with a clutch disk 43 of the clutch mechanism 40 described later. The output shaft is connected to drive wheels (not shown) via a plurality of gears, drive shafts, etc. (not shown). The power transmitted from the output shaft is transmitted to the drive wheels so that the vehicle 10 can travel.

  The transmission 30 is a stepped transmission including a plurality of gear trains (not shown) and a gear shift actuator (not shown), and the gear shift actuator selectively selects a combination of the gear trains under the control of the ECU 100. It is supposed to switch. The transmission 30 decelerates or speeds up the rotation input from the input shaft 31 at a predetermined gear ratio γ by the above control, so that the forward gear, the reverse gear, the parking range (parking position), and the neutral range ( (Neutral position) is selectively established (hereinafter, the established gear stage is referred to as a shift range), and speed conversion is performed in accordance with each gear ratio γ.

  An input shaft rotation speed sensor 111 is provided in the vicinity of the input shaft 31 of the transmission 30. The input shaft rotation speed sensor 111 detects the rotation speed of the input shaft 31 of the transmission 30. A detection signal detected by the input shaft rotation speed sensor 111 is input to the ECU 100.

  A vehicle speed sensor (not shown) is provided near the drive shaft. The vehicle speed sensor detects the rotational speed of the drive shaft. A detection signal detected by the vehicle speed sensor is input to the ECU 100.

  The clutch mechanism 40 is provided between the engine 20 and the transmission 30. The clutch mechanism 40 includes a clutch cover 42 that rotates integrally with the flywheel 22, a clutch disk 43 that rotates integrally with the input shaft 31 of the transmission 30, and an annular pressure plate that presses the clutch disk 43. 44 and a disk-shaped diaphragm spring 45 that applies a pressing force to the pressure plate 44.

The clutch cover 42 accommodates the clutch disk 43, the pressure plate 44, and the diaphragm spring 45 in the following order from the flywheel 22 side in the following order between the flywheel 22 and the flywheel 22.
The clutch disc 43 is splined to the input shaft 31 of the transmission 30. For this reason, the clutch disk 43 can slide in the axial direction of the input shaft 31 while rotating integrally with the input shaft 31 of the transmission 30.

  The pressure plate 44 is in contact with an outer peripheral portion 45 a of a diaphragm spring 45 described later, and is pressed toward the flywheel 22 by the diaphragm spring 45. By this pressing, a frictional force is generated between the pressure plate 44 and the clutch disk 43 and between the clutch disk 43 and the flywheel 22. Due to these frictional forces, the flywheel 22 and the clutch disc 43 are engaged (so-called clutch is engaged), and the flywheel 22 and the clutch disc 43 rotate together. In this way, power transmission from the engine 20 to the transmission 30 is performed.

  The diaphragm spring 45 has a disk shape with a raised central portion as a whole. The diaphragm spring 45 has an annular outer peripheral portion 45a, and has a structure in which a plurality of tongue-shaped levers toward the center are formed on the inner peripheral side of a member on the annular ring. The tip of the tongue-shaped lever corresponding to the center of the diaphragm spring 45 is a lever tip 45b, and the vicinity of the boundary between the annular outer peripheral portion 45a and the tongue-shaped lever is a lever base 45c. Thus, the diaphragm spring 45 has a structure in which the lever tip 45b is raised, and thus functions as a disc spring.

  The diaphragm spring 45 has a lever base 45c sandwiched by an end 42a of the clutch cover 42, an outer peripheral portion 45a abutting against the pressure plate 44, and a lever tip 45b at the tip of a slave piston 64 of a hydraulic system 60 described later. It is in contact.

  Here, when no force is applied from the slave piston 64 to the lever tip 45 b of the diaphragm spring 45, the outer peripheral portion 45 a of the diaphragm spring 45 presses the pressure plate 44. Therefore, the flywheel 22 and the clutch disc 43 are engaged as described above, and the flywheel 22 and the clutch disc 43 rotate together.

  On the other hand, when the slave piston 64 presses the lever tip 45b of the diaphragm spring 45 in the direction of the flywheel 22 (left direction in the figure), the lever base 45c held by the end 42a of the clutch cover 42 is used as a fulcrum. Thus, the outer peripheral portion 45a is pushed and expanded in the direction opposite to the pressing direction, that is, in the direction of the transmission 30 (right direction in the figure). As a result, the pressing force from the diaphragm spring 45 to the pressure plate 44 is released, the frictional force between the clutch disk 43 and the flywheel 22 is eliminated, and the engagement is released (so-called clutch is disconnected).

  When the slave piston 64 releases the pressing of the lever tip 45b of the diaphragm spring 45, the diaphragm spring 45 returns to its original shape, the lever tip 45b returns to the direction of the transmission 30 (right direction in the figure), and the outer peripheral portion. 45a returns to the flywheel 22 direction (left direction in the figure). Therefore, the outer peripheral portion 45a of the diaphragm spring 45 presses the pressure plate 44 again, the flywheel 22 and the clutch disc 43 are engaged, and the flywheel 22 and the clutch disc 43 rotate together.

  At this time, if the amount by which the slave piston 64 presses the lever tip 45b of the diaphragm spring 45 is adjusted, the amount by which the outer peripheral portion 45a of the diaphragm spring 45 presses the pressure plate 44 can be adjusted. When the pressing force of the diaphragm spring 45 is adjusted, the flywheel 22 and the clutch disc 43 can be rotated while sliding (so-called half-clutch). Therefore, the engagement force between the flywheel 22 and the clutch disk 43 can be adjusted by the pressing force of the slave piston 64, and the flywheel 22 and the clutch disk 43 are smoothly controlled by controlling the pressing force of the slave piston 64. Can be engaged.

  The hydraulic system 60 includes a master cylinder 61, a master piston 62, a slave cylinder 63, a slave piston 64, a fluid passage 65, a reservoir tank 66, and an oil supply port 67. The master cylinder 61 and the slave cylinder 63 are communicated with each other through a fluid passage 65, and are formed by the master cylinder 61, the master piston 62, the slave cylinder 63, the slave piston 64, and the fluid passage 65. The space is a fluid chamber 68. The fluid chamber 68 is filled with hydraulic oil (hereinafter referred to as clutch fluid). In the fluid chamber 68, the fluid chamber 68 formed in the master cylinder 61 is referred to as a master fluid chamber 68a, and the fluid chamber 68 formed in the slave cylinder 63 is referred to as a slave fluid chamber 68b.

  The master cylinder 61 includes a master piston 62. One end of the master piston 62 forms the inner wall of the fluid chamber 68, and the other end is connected to a moving rod 85 of a clutch actuator 80 described later. The master piston 62 is slid along the inner wall of the master cylinder 61 by the clutch actuator 80.

  The slave cylinder 63 includes a slave piston 64. The slave cylinder 63 and the slave piston 64 have an annular shape with the input shaft 31 of the transmission 30 opened at the center. Further, the slave cylinder 63 is attached and fixed to the clutch housing 41 of the clutch mechanism 40. Further, as described above, the slave cylinder 63 communicates with the master cylinder 61 through the fluid passage 65.

  One end of the slave piston 64 forms the inner wall of the fluid chamber 68, and the other end is in contact with the lever tip 45 b of the diaphragm spring 45 of the clutch mechanism 40. The slave piston 64 is slid along the inner wall of the slave cylinder 63.

  The fluid passage 65 communicates the master cylinder 61 and the slave cylinder 63. The reservoir tank 66 is a container for storing clutch fluid, and atmospheric pressure is applied to the clutch fluid. The oil supply port 67 is a clutch fluid passage that communicates the reservoir tank 66 and the master cylinder 61.

  Here, the inlet of the oil supply port 67 of the master cylinder 61 is switched between a sealed state and an open state depending on the position of the master piston 62 built in the master cylinder 61. When the inlet of the oil supply port 67 of the master cylinder 61 is blocked, the reservoir tank 66 and the fluid chamber 68 are shut off, the clutch fluid cannot enter and exit, and the fluid chamber 68 is sealed. When the inlet of the oil supply port 67 of the master cylinder 61 is opened, the reservoir tank 66 and the fluid chamber 68 communicate with each other, and the clutch fluid can freely enter and exit between the reservoir tank 66 and the fluid chamber 68.

  A state where the inlet of the oil supply port 67 of the master cylinder 61 is blocked by the master piston 62 and the clutch fluid of the reservoir tank 66 cannot enter and exit the fluid chamber 68 is referred to as a sealed state. The state in which the inlet of the oil supply port 67 of the master cylinder 61 is opened by the master piston 62 and the clutch fluid of the reservoir tank 66 can freely enter and exit the fluid chamber 68 is referred to as an open state.

  When the oil supply port 67 is sealed and sealed by the movement of the master piston 62, the fluid chamber 68 including the master fluid chamber 68a, the fluid passage 65, and the slave fluid chamber 68b is sealed, and the clutch fluid in the fluid chamber 68 can enter and exit outside. Disappear. Thus, when the master piston 62 is moved in the direction in which the master fluid chamber 68a becomes smaller (leftward in the figure) by the moving rod 85 of the clutch actuator 80, the clutch fluid is discharged from the master fluid chamber 68a to the fluid passage 65, It flows into the slave fluid chamber 68b through the fluid passage 65. When the clutch fluid flows into the slave fluid chamber 68b, the slave piston 64 is pushed out in the direction in which the slave fluid chamber 68b increases (leftward in the figure), and the slave piston 64 pushes the lever tip 45b of the diaphragm spring 45 to the flywheel 22. Press in the direction (left direction in the figure).

  Conversely, when the master piston 62 is moved in the direction in which the master fluid chamber 68a becomes larger (rightward in the figure) by the moving rod 85 of the clutch actuator 80, the pressure in the master fluid chamber 68a decreases, and the clutch fluid flows into the fluid passage. 65 flows from the slave fluid chamber 68b into the master fluid chamber 68a. In the slave fluid chamber 68b, the internal pressure decreases due to the outflow of the clutch fluid. Thereby, in the slave piston 64, the restoring force of the diaphragm spring 45 applied from the lever tip 45b of the diaphragm spring 45 is larger than the pressure applied from the slave fluid chamber 68b. Move in the direction of decreasing (right direction in the figure). Accordingly, the lever tip 45b of the diaphragm spring 45 moves in the direction of the transmission 30 (right direction in the drawing), and the outer peripheral portion 45a of the diaphragm spring 45 moves in the direction of the flywheel 22 (left direction in the drawing). The pressure plate 44 presses the clutch disc 43.

  On the other hand, when the master cylinder 61 and the oil supply port 67 communicate with each other depending on the position of the master piston 62, the fluid in the fluid chamber 68 and the reservoir tank 66 can enter and exit freely. Since the clutch fluid in the reservoir tank 66 is open to the atmosphere, the clutch fluid in the fluid chamber 68 is also at atmospheric pressure. Here, since the restoring force of the diaphragm spring 45 is larger than the atmospheric pressure, the slave piston 64 is returned to the position where it is in contact with the diaphragm spring 45 in the initial state and held at that position.

  The clutch actuator 80 is connected to the worm wheel 83 via a DC current motor 81 driven by the ECU 100, a worm gear 82 driven by the DC current motor 81, a worm wheel 83 rotated by the worm gear 82, and a pivot pin 84. Moving rod 85. The moving rod 85 moves the master piston 62 housed in the master cylinder 61 constituting the hydraulic system 60 in the axial direction (left-right direction in the figure).

  A stroke sensor 112 is provided in the vicinity of the moving rod 85. The stroke sensor 112 detects the amount of movement of the moving rod 85 of the clutch actuator 80. A detection signal detected by the stroke sensor 112 is input to the ECU 100.

  Here, since the moving rod 85 of the clutch actuator 80 and the master piston 62 housed in the master cylinder 61 are mechanically connected, the moving amount of the moving rod 85, the moving amount of the master piston 62, Are the same. Therefore, the stroke sensor 112 can detect the movement amount of the master piston 62, that is, the stroke of the master piston 62 by detecting the movement amount of the moving rod 85 of the clutch actuator 80.

  The ECU 100 includes a CPU (Central Processing Unit) that performs arithmetic processing of various data, a ROM (Read Only Memory) that stores various programs and maps, a RAM (Random Access Memory) that can read and write various data, and no backup power source It has an EEPROM (Electrically Erasable and Programmable Read Only Memory) capable of storing data and an input / output interface.

  The ECU 100 is connected to various sensors such as an input shaft speed sensor 111, a stroke sensor 112, a shift range sensor (not shown), a vehicle speed sensor, a parking brake sensor, a brake pedal sensor, an accelerator pedal sensor, and a throttle opening sensor. Various signals are input from these sensors. Based on the input signal, the ECU 100 determines the number of rotations of the input shaft 31, the amount of movement of the master piston 62, the selected shift range, the vehicle speed of the vehicle 10, the operating state of the parking brake, the operating state of the brake pedal, and the accelerator pedal. The operating state, the operating state of the engine 20 and the like are detected.

  The ROM of the ECU 100 executes a shipping stroke-torque characteristic map, a clutch stroke control processing program, a map representing a shift diagram based on the specification values of the vehicle 10, vehicle speed and throttle opening, and shift control. A program or the like is stored.

  The stroke-torque characteristic map indicates the correspondence between the stroke and the clutch torque, and details will be described later. The shipping stroke-torque characteristic map is a stroke-torque characteristic map when the vehicle 10 is shipped, and is a stroke-torque characteristic map when the clutch disk 43 is not deformed due to secular change or the like.

Here, a method for detecting the position of the clutch disk 43 and the pressing force between the clutch disk 43 and the flywheel 22 will be described.
The position of the clutch disk 43 and the pressing force between the clutch disk 43 and the flywheel 22 are determined by the position of the master piston 62, that is, the position of the moving rod 85 of the clutch actuator 80 mechanically connected to the master piston 62. Is done.

  As described above, when the clutch actuator 80 is driven by the ECU 100 and the moving rod 85 is moved, the master piston 62 is slid along the inner wall of the master cylinder 61. When the master piston 62 passes over the inlet of the oil supply port 67 of the master cylinder 61 and is slid in the direction in which the master fluid chamber 68a becomes smaller (left direction in the figure), the clutch fluid is pushed out of the master fluid chamber 68a, It flows into the slave fluid chamber 68b through the fluid passage 65.

  When the clutch fluid flows into the slave fluid chamber 68b, the pressure in the slave fluid chamber 68b increases. Therefore, the clutch fluid in the slave fluid chamber 68b presses the slave piston 64, and further presses the lever tip 45b of the diaphragm spring 45. When the force that presses the lever tip 45b of the diaphragm spring 45 increases, the force that the pressure plate 44 presses the clutch disk 43 decreases, and the pressing force between the clutch disk 43 and the flywheel 22 decreases.

  Further, when the master piston 62 is slid and the pressure in the slave fluid chamber 68b is increased, the clutch disk 43 and the flywheel 22 are separated, and the clutch disk 43 is moved in the direction of the transmission 30 (right direction in the figure). The

On the contrary, when the master piston 62 is pulled back in the direction in which the master fluid chamber 68a becomes larger (the right direction in the figure), the pressure in the slave fluid chamber 68b decreases, and the diaphragm spring 45 tries to return to the original state by the restoring force. . Thereby, the pressure plate 44 presses the clutch disc 43, and the clutch disc 43 is moved in the direction of the flywheel 22 (left direction in the figure).
Further, when the master piston 62 is pulled back and the pressure in the slave fluid chamber 68b is lowered, the clutch disk 43 and the flywheel 22 come into contact with each other, and the pressing force between the clutch disk 43 and the flywheel 22 is increased. .

  Therefore, the position of the clutch disk 43 and the pressing force between the clutch disk 43 and the flywheel 22 are detected by the stroke sensor 112 to detect the position of the moving rod 85 of the clutch actuator 80 (hereinafter referred to as the stroke of the master piston 62). Can be obtained.

  However, as will be described later, when the clutch fluid in the fluid chamber 68 expands or contracts, the position of the clutch disk 43 determined by the value detected by the stroke sensor 112 and the distance between the clutch disk 43 and the flywheel 22 are determined. And the actual position of the clutch disk 43 and the pressing force between the clutch disk 43 and the flywheel 22 are different.

  Here, if the stroke sensor 112 is provided on the slave cylinder 63 side to detect the position of the clutch disk 43 and the pressing force between the clutch disk 43 and the flywheel 22, the value detected by the stroke sensor 112 is The influence of expansion and contraction of the clutch fluid can be suppressed. However, if the stroke sensor 112 is provided on the slave cylinder 63 side, a detection error due to an increase in transmission size or vibration of the engine 20 is caused. On the other hand, in the present invention, the stroke sensor 112 is provided on the master cylinder 61 side, and the volume change due to expansion and contraction of the clutch fluid can be dealt with.

Next, the operation of changing the position of the clutch disk 43 and the pressing force between the clutch disk 43 and the flywheel 22 under the control of the ECU 100 will be described.
First, when the CPU of the ECU 100 moves the clutch disc 43 and the flywheel 22 so that the distance between the clutch disc 43 and the flywheel 22 increases, the CPU 85 moves the moving rod 85 in the direction of the master piston 62 (to the left in the drawing). An electric signal (a driving signal for the direct current motor 81) for movement is transmitted. The clutch actuator 80 that has received the electric signal drives the DC current motor 81 to rotate the worm gear 82 connected to the DC current motor 81, thereby causing the worm wheel 83 meshed with the worm gear 82 to move as shown in FIG. Turn counterclockwise.

  The worm wheel 83 rotated in the counterclockwise direction in FIG. 1 moves the moving rod 85 in the direction of the master piston 62 via the pivot pin 84. The moving rod 85 is moved in the direction of the master piston 62, thereby moving the master piston 62 connected to the moving rod 85 in a direction in which the master fluid chamber 68a becomes smaller (left direction in the figure).

  When the master piston 62 moves in the direction in which the master fluid chamber 68a becomes smaller, the fuel supply port 67 is closed, and the clutch fluid contained in the fluid chamber 68 cannot enter or exit outside. As described above, the master piston 62 further moves in the direction in which the master fluid chamber 68a becomes smaller, thereby pressing the slave piston 64 and increasing the distance between the clutch disc 43 and the flywheel 22. Move to become.

  On the other hand, when the clutch actuator 80 moves the clutch disk 43 so that the distance between the clutch disk 43 and the flywheel 22 becomes small, the CPU of the ECU 100 moves the moving rod 85 to the clutch actuator 80. An electric signal (a reverse rotation drive signal of the direct current motor 81) for moving in the reverse direction (right direction in the figure) to the master piston 62 is transmitted. Accordingly, the worm wheel 83 is rotated in the clockwise direction in FIG. 1, and the moving rod 85 is moved in the direction opposite to the master piston 62.

  The moving rod 85 is moved in the direction opposite to the master piston 62, thereby moving the master piston 62 in the direction in which the master fluid chamber 68a becomes larger (right direction in the figure). Hereinafter, as described above, the pressing force of the clutch fluid on the slave piston 64 is reduced, the clutch disk 43 and the flywheel 22 are brought closer, and the clutch disk 43 and the flywheel 22 are further pressed.

  Next, the standby position detection process will be described. The standby position (hereinafter referred to as “STB”) refers to a distance between the clutch disk 43 and the flywheel 22 in advance when the clutch is engaged by pressing the clutch disk 43 and the flywheel 22 to transmit clutch torque. Is a position for keeping the clutch disk 43 in a standby state so that the clutch can be quickly engaged.

  Further, the condition for executing the standby position detection process in the present embodiment is “the vehicle 10 is stopped and the brake is ON”. That is, it is assumed that the vehicle speed of the vehicle 10 is 0 and a parking brake or a brake pedal (not shown) is operated.

  Specifically, ECU 100 obtains the vehicle speed of vehicle 10 based on the detection value of a vehicle speed sensor (not shown), and determines whether or not the vehicle speed is zero. Further, ECU 100 determines whether or not a detection signal input from a parking brake sensor (not shown) is an ON signal, and whether or not a detection signal input from a brake pedal sensor (not shown) is an ON signal. When the vehicle speed of the vehicle 10 is 0 and the ON signal is detected from the parking brake sensor or the brake pedal sensor, the ECU 100 determines that “the vehicle 10 is stopped and the brake is ON”. Assume that the execution condition of the standby position detection process is satisfied.

  In this standby position detection process, the shift range of the transmission 30 is temporarily changed to the neutral range. Therefore, since the shift range of the transmission 30 becomes the neutral range and it is desirable to perform the standby position detection process while the vehicle 10 having the least influence is stopped even if power transmission is not performed, the standby position detection process is executed. The condition for this is “the vehicle 10 is stopped and the brake is ON”.

FIG. 2 shows a clutch change movement drawing when the standby position is detected in the clutch stroke control apparatus according to the embodiment of the present invention.
First, in the standby position detection process, the CPU of the ECU 100 controls the shift actuator of the transmission 30 regardless of the shift range selected by the driver using a shift lever or the like (not shown), and changes the shift range to the neutral range. To do. Then, the CPU of the ECU 100 controls the clutch actuator 80 so that the distance between the clutch disk 43 and the flywheel 22 is sufficiently separated.

  As shown in FIG. 2A, when the engine 20 is operating, the crankshaft 21 and the flywheel 22 are rotating. On the other hand, the clutch disc 43 is not in contact with the flywheel 22, and the clutch disc 43 and the input shaft 31 of the transmission 30 are detected by the input shaft revolution number sensor 111 to be substantially zero. . As described above, the clutch disk 43 is splined with the input shaft 31 of the transmission 30 and has the same rotational speed as the input shaft 31.

  Next, the CPU of the ECU 100 controls the clutch actuator 80 to move the clutch disk 43 in a direction in which the distance between the clutch disk 43 and the flywheel 22 is reduced.

  Next, as shown in FIG. 2B, when the clutch disk 43 comes into contact with the flywheel 22 and the pressing force becomes a certain amount or more, the clutch disk 43 and the input shaft 31 start to rotate. Here, the CPU of the ECU 100 determines the clutch disk 43 based on the fact that the rotational speed of the input shaft 31 detected by the input shaft rotational speed sensor 111 has increased by a predetermined rotational speed with respect to the substantially zero rotational speed. Is detected to be in contact with the flywheel 22.

Note that when the rotation speed of the input shaft 31 is not substantially zero at the start of the standby position detection operation, that is, even when the input shaft 31 is rotating, the CPU of the ECU 100 determines that the rotation speed of the input shaft 31 is high. It is possible to detect that the clutch disc 43 has come into contact with the flywheel 22 on the basis of a change by a predetermined number of revolutions.
The CPU of the ECU 100 that has detected that the clutch disc 43 has come into contact with the flywheel 22 detects the stroke at this time by the stroke sensor 112.

  Next, as shown in FIG. 2 (c), the CPU of the ECU 100 controls the clutch actuator 80 to detect the contact between the clutch disk 43 and the flywheel 22 from the state where the clutch disk 43 and the flywheel 22 are contacted. The clutch disk 43 is moved by moving the master piston 62 so that the distance between them is increased by a predetermined distance.

  Specifically, the CPU of the ECU 100 controls the clutch actuator 80 to move the moving rod 85 by a predetermined distance from the stroke of the master piston 62 at the time when contact between the clutch disk 43 and the flywheel 22 is detected. By controlling the stroke of the master piston 62 so as to move in the direction of the master piston 62, the distance between the clutch disk 43 and the flywheel 22 is increased by a predetermined distance.

  Then, the CPU of the ECU 100 sets the stroke of the master piston 62 in which the distance between the clutch disk 43 and the flywheel 22 is increased by a predetermined distance as the stroke corresponding to the STB of the clutch disk 43.

  In addition, the detection of the stroke by the stroke sensor 112 is not performed when the clutch disc 43 and the flywheel 22 are in contact with each other, so that the distance between the clutch disc 43 and the flywheel 22 is increased by a predetermined distance. You may make it detect, when the master piston 62 is moved only the predetermined distance.

Furthermore, the condition for continuing the clutch stroke control process in the present embodiment is that “the oil supply port 67 is closed”, that is, the inlet of the oil supply port 67 of the master cylinder 61 is blocked by the master piston 62, Assume that the chamber 68 is hermetically sealed.
The reason why the condition for continuing the clutch stroke control process is “the oil supply port 67 is closed” will be described below.

  When the refueling port 67 is closed, the fluid chamber 68 is sealed, and the outside and the clutch fluid do not enter or exit. Therefore, when the master piston 62 is moved, the slave piston 64 is also moved in proportion to the amount of movement, and the pressure plate 44 presses the clutch disc 43 against the flywheel 22 in accordance with the amount of movement. Therefore, there is a certain relationship (hereinafter referred to as “stroke”) between the stroke detected by the stroke sensor 112 and the pressing force generated between the clutch disc 43 and the flywheel 22 (hereinafter referred to as “clutch torque”). -"Torque characteristics").

  By the way, when the volume of the clutch fluid changes due to a change in the temperature of the clutch fluid, the stroke-torque characteristics also change. For example, when the volume of the clutch fluid expands due to an increase in temperature, even if the position of the master piston 62, that is, the stroke is the same as that before the temperature increase, the slave piston 64 is pushed out by the expansion of the clutch fluid (left in the figure). The pressure of the pressure plate 44 is reduced, and the clutch torque is reduced. In order to make this clutch torque the same as before the temperature rise, it is necessary to return the slave piston 64 (move in the right direction in the figure), that is, to pull back the position of the master piston 62 in the direction of the clutch actuator 80 (right direction in the figure). is there.

  Thus, when the fuel supply port 67 is closed, the stroke-torque characteristics change with the volume change of the clutch fluid. Accordingly, since the stroke corresponding to the required clutch torque changes, this clutch stroke control process is performed to correct the changed stroke, thereby ensuring an appropriate pressing force between the clutch disc 43 and the flywheel 22. And

  In contrast, when the oil supply port 67 is opened, the reservoir tank 66 and the master cylinder 61 communicate with each other, and the clutch fluid in the reservoir tank 66 and the clutch fluid in the fluid chamber 68 are free. Will go in and out. Here, the restoring force of the diaphragm spring 45 is applied to the slave cylinder 63, which is larger than the atmospheric pressure applied to the clutch fluid in the reservoir tank 66. Therefore, when the oil supply port 67 is open, the clutch fluid is released to the atmosphere by the reservoir tank 66, the slave cylinder 63 does not move regardless of the stroke, and the clutch mechanism 40 does not operate. That is, when the oil supply port 67 is opened, there is no point in correcting the change in the stroke-torque characteristic accompanying the change in the volume of the clutch fluid due to the change in temperature.

  For the above reasons, the clutch stroke control process according to the present embodiment sets “the oil supply port 67 is closed” as a condition for continuing the process.

  Further, when the fuel supply port 67 is opened from the closed state and then closed again, the volume of the clutch fluid enclosed in the fluid chamber 68 is substantially the same as the volume when the previous fuel supply port 67 was closed. Therefore, the stroke-torque characteristics are substantially the same as the characteristics when the last oil supply port 67 was closed.

  On the other hand, if the volume of the clutch fluid in the fluid chamber 68 has changed since the previous refueling port 67 was closed and before the refueling port 67 was opened, the stroke- Torque characteristics change. Therefore, the stroke-torque characteristic when the oil supply port 67 is opened from the closed state and then closed again is different from the characteristic before the oil supply port 67 is opened. That is, in this case, the stroke-torque characteristic changes abruptly. Such a change in the stroke-torque characteristic is not a change in the stroke-torque characteristic associated with a change in the volume of the clutch fluid due to a change in temperature.

  Conversely, since the stroke-torque characteristic at this time is almost the same as the characteristic when the previous oil supply port 67 was closed, the stroke-torque characteristic when the previous oil supply port 67 was closed is used. Therefore, it is desirable to control the clutch stroke.

  Hereinafter, a characteristic configuration of the vehicle 10 equipped with the clutch stroke control device according to the embodiment of the present invention will be described.

  The clutch mechanism 40 transmits the clutch torque by pressing the flywheel 22 and the clutch disc 43, and the distance and the pressing force between the flywheel 22 and the clutch disc 43 are determined by the movement of the slave piston 64. ing. That is, the clutch mechanism 40 constitutes a clutch mechanism in the present invention.

  In the hydraulic system 60, a master cylinder 61 having a master piston 62 and a slave cylinder 63 having a slave piston 64 communicate with each other through a fluid passage 65. The master piston 62, the master cylinder 61, the fluid passage 65, the slave cylinder 63, and the slave Clutch fluid is enclosed in a fluid chamber 68 formed by the piston 64, and the slave piston 64 is moved through the clutch fluid by the movement of the master piston 62.

  Further, the hydraulic system 60 closes the oil supply port 67 by the master piston 62, and the master fluid chamber 68a (the fluid chamber 68 in the master cylinder 61) from the position where the flywheel 22 and the clutch disc 43 are engaged by the clutch actuator 80. ) Is extended in a direction in which the master piston 62 is moved, so that the oil supply port 67 can be opened. That is, the hydraulic system 60 constitutes a cylinder mechanism in the present invention.

  The master cylinder 61 constitutes a first cylinder in the present invention, and the master piston 62 constitutes a first piston in the present invention. The slave cylinder 63 constitutes the second cylinder in the present invention, and the slave piston 64 constitutes the second piston in the present invention. The fluid passage 65 constitutes an oil passage between cylinders in the present invention.

  Further, the oil supply port 67 communicates with the reservoir tank 66 filled with the clutch fluid and the master cylinder 61, and constitutes an oil supply oil passage in the present invention. The fluid chamber 68 constitutes an oil chamber in the present invention.

The clutch actuator 80 moves the master piston 62. Further, the clutch actuator 80 moves the master piston 62 based on the stroke corrected by the ECU 100. In addition, the clutch actuator 80 moves the master piston 62 to the set second standby position as the ECU 100 determines the second standby position. That is, the clutch actuator 80 constitutes the piston moving means in the present invention.
Here, the second standby position (STB1) indicates the second standby position in the present invention. The first standby position (STB0) is the first standby position in the present invention.

  The transmission 30 receives rotational torque from the clutch disk 43, shifts it, and outputs it to an output shaft that transmits power to the drive wheels of the vehicle 10. That is, the transmission 30 constitutes a transmission in the present invention.

  The input shaft rotation speed sensor 111 detects contact between the flywheel 22 and the clutch disc 43. That is, the input shaft rotation speed sensor 111 constitutes a clutch contact detection means in the present invention.

  The vehicle speed sensor, the parking brake sensor, or the brake pedal sensor detects the stop of the vehicle 10 including the clutch mechanism 40. That is, the vehicle speed sensor, the parking brake sensor, or the brake pedal sensor constitutes a vehicle stop detection means in the present invention.

  The ECU 100 stores a stroke-torque characteristic map representing a correspondence relationship between the stroke indicating the movement amount of the master piston 62 from the specified position and the magnitude of the clutch torque. That is, the ECU 100 constitutes a stroke-torque characteristic map storage means in the present invention.

  In addition, the ECU 100 stores the position of the master piston 62 corresponding to the position of the slave piston 64 that sets the distance between the flywheel 22 and the clutch disk 43 as a predetermined standby separation distance as the first standby position. Yes. That is, the ECU 100 constitutes a first standby position storage unit in the present invention.

  Further, the ECU 100 determines that the distance between the flywheel 22 and the clutch disk 43 is determined based on the position of the master piston 62 when contact between the flywheel 22 and the clutch disk 43 is detected by the input shaft rotational speed sensor 111. The position of the master piston 62 as a distance is obtained and determined as the second standby position. Further, when the ECU 100 detects that the vehicle 10 has stopped, the ECU 30 changes the speed change by the transmission 30 to the neutral range in which the rotational torque input from the clutch disk 43 is blocked from being transmitted to the output shaft, and determines the second standby position. It is supposed to be. That is, the ECU 100 constitutes a second standby position determination unit in the present invention.

  Further, the ECU 100 calculates a difference between the first standby position and the second standby position as a correction value. That is, the ECU 100 constitutes a correction value calculation means in the present invention.

  Further, the ECU 100 is configured to store the calculated correction value. In addition, the ECU 100 is configured to initialize a correction value indicating that the second standby position and the first standby position are the same when the fuel supply port 67 is opened, that is, the correction value to 0. That is, the ECU 100 constitutes correction value storage means in the present invention.

  Further, the ECU 100 obtains a stroke according to the magnitude of the clutch torque included in the transmission command from the stroke-torque characteristic map based on a clutch torque transmission command to the clutch mechanism 40, and uses the stored correction value to determine the stroke. Stroke is corrected. That is, the ECU 100 constitutes a torque transmission stroke correction means in the present invention.

Next, the operation will be described.
3 and 4 are flowcharts showing a clutch stroke control process in the vehicle according to the embodiment of the present invention.

  The flowcharts shown in FIGS. 3 and 4 are clutch stroke control processing programs executed by the CPU of the ECU 100, and the clutch stroke control processing programs are stored in the ROM of the ECU 100. The clutch stroke control process is executed by the CPU of the ECU 100 at predetermined intervals. The execution timing of the clutch stroke control process may be executed when the inlet of the oil supply port 67 of the master cylinder 61 is sealed by the master piston 62 and the fluid chamber 68 is sealed. Good.

  As shown in FIGS. 3 and 4, first, the CPU of the ECU 100 determines whether or not the fuel supply port 67 is closed, and when the fuel supply port 67 is not closed, that is, when the fuel supply port 67 is open. When this clutch stroke control process is completed and the fuel supply port 67 is closed, the process proceeds to the standby position detection process execution condition determination process (step S11). For example, the CPU of the ECU 100 determines whether or not the fuel supply port 67 is closed based on the stroke detected by the stroke sensor 112.

Next, when the fuel supply port 67 is closed (YES in the determination in step S11), the CPU of the ECU 100 determines whether the vehicle 10 is stopped and the brake is ON, and detects the standby position. Processing execution condition determination is performed (step S12).
Specifically, as described above, the CPU of the ECU 100 determines whether or not the vehicle speed of the vehicle 10 is 0 based on a detection value input from a vehicle speed sensor (not shown). Further, the CPU of the ECU 100 determines whether or not a parking brake (hereinafter referred to as “PKB”) of the vehicle 10 is ON based on a detection signal input from a parking brake sensor (not shown). It is determined whether or not the brake is ON by determining whether or not a brake pedal (not shown) is depressed by a detection signal input from a brake pedal sensor (not shown).

  When the CPU of the ECU 100 determines that the vehicle 10 is stopped and the brake is ON, the subsequent processing is continued, and if the vehicle 10 is not stopped or no brake is ON, Again, whether the refueling port 67 is opened (NO in the determination in step S11), the vehicle 10 determines whether the refueling port 67 is opened / closed (step S11) and the standby position detection processing execution condition determination process (step S12). The process is repeated until it is determined that the vehicle is stopped and the brake is ON (YES in step S12).

  When the CPU of the ECU 100 determines that the vehicle 10 is stopped and the brake is ON (YES in step S12), the driver selects the shift lever position, that is, a shift lever (not shown). Regardless of the shift range, a control is performed to change the gear (not shown) built in the transmission 30 to neutral (step S13).

  Specifically, when the CPU of the ECU 100 determines that the vehicle 10 is stopped and the brake is ON, an electric signal for changing the shift range to the neutral range with respect to a shift actuator (not shown). Is output. The shift actuator that has received the electrical signal for changing the shift range to the neutral range changes the gear to neutral.

  Next, the CPU of the ECU 100 detects the initial standby position (hereinafter referred to as “STB0”) of the clutch disk 43 from the stroke detection position of the moving rod 85 in the stroke sensor 112, and stores the detected STB0 in the RAM (step S14). ). In addition, at this time, timing of time until resetting the standby position (hereinafter referred to as STB resetting time) is started.

Here, after detecting STB0, the CPU of ECU 100 updates the stroke-torque characteristic map at the time of shipment to a stroke-torque characteristic map corresponding to STB0 and stores it in the RAM of ECU 100. About the update method of this stroke-torque characteristic map, since it can update using the existing existing method, description is abbreviate | omitted. The update of the stroke-torque characteristic map may be performed only when the engine 20 is started, or the update of the clutch disk 43 due to a secular change or the like may be ignored and the update itself may not be performed. Details of the stroke-torque characteristic map will be described later.
Further, the CPU of the ECU 100 controls and drives the clutch actuator 80 in order to move the clutch disk 43 with the position of the master piston 62 as STB0.

  Next, after storing STB0, the CPU of the ECU 100 controls the shift actuator of the transmission 30 to select the shift range by the driver using the shift lever position, that is, a shift lever (not shown) or the like. Control to return to (step S15).

  Next, the CPU of the ECU 100 determines whether or not a clutch engagement instruction has been issued (step S16). Specifically, the CPU of the ECU 100 detects whether or not a driver has stepped on an accelerator pedal (not shown) by using an accelerator pedal sensor (not shown) and the like, and determines whether or not a clutch engagement instruction is issued. .

  When the clutch engagement instruction is issued, the CPU of the ECU 100 shifts to the clutch engagement process (step S17), and when the clutch engagement instruction is not issued, the clutch engagement is not performed. Since the fuel supply port 67 remains closed, the process proceeds to the elapsed time determination process (step S19) and the clutch stroke control process is continued.

When the clutch engagement instruction is issued (YES in step S16), the CPU of ECU 100 performs a clutch engagement process (step S17).
Here, the CPU of the ECU 100 uses the map or mathematical expression stored in advance in the ROM based on the output torque of the engine 20 detected by an output torque sensor (not shown) or the like (the running state of the vehicle). And a clutch torque T0 necessary for engaging the flywheel 22 with each other.

  Next, the CPU of the ECU 100 calculates the stroke of the master piston 62 in which the pressing force between the clutch disk 43 and the flywheel 22 becomes the clutch torque T0. The stroke-torque characteristic map is used to calculate this stroke.

  FIG. 5 shows and describes a stroke-torque characteristic map according to the embodiment of the present invention. The stroke-torque characteristic map shown in FIG. 5 is a stroke-torque characteristic map when the standby position is STB0. A curve indicated by C0 in FIG. 5 represents the magnitude of the clutch torque with respect to the stroke. The stroke-torque characteristics are unique to the vehicle 10 and vary depending on the vehicle type, the type of the clutch mechanism 40, and the like.

  That is, when the clutch torque necessary for engaging the clutch disk 43 and the flywheel 22 is obtained, the necessary stroke of the master piston 62 can be obtained from the stroke-torque characteristic map.

  For example, when the standby position is STB0 and the stroke of the master piston 62 is moved to St0, the clutch fluid pressing force against the slave piston 64 is reduced, and the restoring force of the diaphragm spring 45 causes the clutch disk 43 and the flywheel 22 to move. The clutch torque between is T0.

On the other hand, when the stroke of the master piston 62 is set to the STB0 side from St0, the rate at which the clutch fluid pressing force against the slave cylinder 63 decreases is smaller than in the case of St0, and the clutch between the clutch disk 43 and the flywheel 22 is reduced. Torque is smaller than T0. In addition, when the stroke of the master piston 62 is opposite to STB0 from St0, the rate at which the clutch fluid pressing force against the slave cylinder 63 decreases is larger than in St0, and the distance between the clutch disc 43 and the flywheel 22 is larger. The clutch torque of becomes larger than T0.
Thus, the stroke can be obtained from the clutch torque by using the stroke-torque characteristic map.

  Returning to the description of the clutch stroke control process, the CPU of the ECU 100 calculates the stroke St0 corresponding to the clutch torque T0 based on the stroke-torque characteristic C0, and moves the moving rod 85 to the position corresponding to the calculated St0. In addition, the clutch actuator 80 is controlled.

  Therefore, when the standby position is STB0, the clutch torque between the clutch disk 43 and the flywheel 22 can be set to T0 without excess or deficiency. Thereby, a clutch can be engaged.

  Here, when the clutch is engaged, the clutch disk 43 and the flywheel 22 are completely engaged to release the hydraulic pressure applied to the diaphragm spring 45, so-called complete engagement, and the clutch disk 43 and the flywheel 22. The pressing force with the wheel 22 may be kept at a predetermined value, or may be disconnected again after transmitting the power of the engine 20 from the flywheel 22 to the clutch disc 43. That is, there are a case where the master piston 62 is pulled back and the oil supply port 67 is opened, and a case where the master piston 62 is held or pushed in again at a predetermined position and the oil supply port 67 remains closed.

  Therefore, the CPU of the ECU 100 determines whether or not the fuel supply port 67 is closed after the clutch engagement process (step S17) (step S18). The CPU of the ECU 100 ends the clutch stroke control process when the fuel supply port 67 is not closed, that is, when the fuel supply port 67 is opened, and when the fuel supply port 67 is closed, the elapsed time determination process. The process proceeds to (Step S19), and the clutch stroke control process is continued.

  Next, when the clutch engagement instruction has not been issued (NO in step S16) or when the fuel supply port 67 is closed (YES in step S18), the CPU of the ECU 100 It is determined whether the STB resetting time has elapsed from the time when STB0 is stored (step S14) (step S19).

  If the STB reset time has elapsed, the process proceeds to the execution condition determination process (step S20) of the next standby position detection process. If the STB reset time has not elapsed, the time when STB0 is stored Until the STB resetting time elapses, the clutch engagement instruction determination process (step S16) to the fuel supply port opening / closing determination process (step S18) are repeated.

  When the STB resetting time has elapsed (YES in the determination in step S19), it is determined whether the vehicle 10 is stopped and the brake is ON, and the execution condition determination of the standby position detection process is performed. (Step S20). The standby position detection process execution condition determination process is the same as the standby position detection process execution condition determination process (step S12). That is, it is determined whether or not the vehicle speed of the vehicle 10 is 0 based on a detection value of a vehicle speed sensor (not shown), and further, whether PKB is ON or the brake pedal is depressed is shown in the figure. Whether the vehicle 10 is stopped and the brake is ON can be determined based on signals from the parking brake sensor, the brake pedal sensor, and the like.

  When the vehicle 10 is stopped and the brake is ON, the process proceeds to the next process (step S21) to detect the next standby position, and the vehicle 10 is not stopped or any brake is not ON. In this case, the STB resetting time elapse determination (step S19) is repeated from the clutch engagement instruction determination process (step S16) until it is determined that the vehicle 10 is stopped and the brake is ON.

  When the CPU of the ECU 100 determines that the vehicle 10 is stopped and the brake is ON (YES in the determination in step S20), regardless of the shift range selected by the driver using a shift lever (not shown) or the like. Then, the shift actuator of the transmission 30 is controlled to change the shift range to the neutral range (step S21).

  Next, the CPU of the ECU 100 detects the standby position (hereinafter referred to as “STB1”) of the clutch disk 43 after the STB resetting time has elapsed since the start of counting the STB resetting time, and stores the detected STB1 in the RAM. (Step S22). At this time, re-counting of the STB resetting time is started. That is, the CPU of the ECU 100 stores the STB1 after the STB reset time has elapsed from the time when the STB0 is stored as the first STB1, and the new STB1 after the STB reset time has elapsed from the time when the previous STB1 was stored. Is stored for each STB resetting time as the second and subsequent STB1 storage. The storage of STB1 in the RAM may be updated by overwriting, but STB0 is retained in the RAM.

  Next, after storing STB1, the CPU of the ECU 100 controls the shift actuator of the transmission 30 to return the shift range to the shift range selected by the driver using a shift lever (not shown) ( Step S23).

  Further, the CPU of the ECU 100 calculates a stroke correction amount α (= STB1−STB0) accompanying the change in the volume of the clutch fluid based on the difference between the newly detected STB1 and the initial standby position STB0 stored in the RAM. And stored in the RAM (step S24).

Here, the correction of the clutch stroke accompanying the change in the volume of the clutch fluid will be described.
FIG. 6 is a diagram illustrating a method for correcting a stroke in STB1 using a stroke-torque characteristic map corresponding to STB0 in the embodiment of the present invention.

  When the clutch disk 43 and the flywheel 22 are engaged, the CPU of the ECU 100 calculates a map or formula stored in advance in the ROM based on the output torque of the engine 20 detected by an output torque sensor or the like (not shown). By using this, the clutch torque T1 required to engage the clutch disc 43 and the flywheel 22 is calculated.

  Next, the CPU of the ECU 100 must calculate a stroke corresponding to the calculated clutch torque T1 using a stroke-torque characteristic map. However, the stroke-torque characteristic map stored in the RAM of the ECU 100 is a map corresponding to STB0. On the other hand, the standby position is STB1, which is shifted by α from STB0.

  Here, the stroke-torque characteristic C1 corresponding to STB1 can be regarded as substantially equivalent to a characteristic curve obtained by translating the stroke-torque characteristic C0 corresponding to STB0 in the direction from STB0 to STB1.

  Therefore, the stroke corresponding to the clutch torque T1 in STB1 is obtained from the clutch torque T1 using the stroke-torque characteristic map corresponding to STB0 stored in the RAM of the ECU 100, and STB1, STB0 Can be regarded as a stroke St1 to which the difference α is added.

  That is, the difference α between STB1 and STB0 is calculated as a stroke correction amount and stored in the RAM. When the clutch is engaged, the stroke (A) is calculated from the required clutch torque (T1) using the stroke-torque characteristic map corresponding to STB0, and the stroke correction amount α is added to calculate the stroke (St1). Can be sought. Therefore, even if the standby position is changed from STB0 to STB1, the stroke (which controls the clutch disk 43 and the flywheel 22 to the required clutch torque (T1) without having the stroke-torque characteristic map corresponding to STB1 ( St1) can be determined.

  Returning to the description of the clutch stroke correction control process, the CPU of the ECU 100 calculates a stroke correction amount α (step S24), and then determines whether or not a clutch engagement instruction is issued (step S25). The determination process for the presence / absence of the clutch engagement instruction is similar to the determination process for the presence / absence of the clutch engagement instruction (step S16). It is detected by an accelerator pedal sensor or the like (not shown) to determine whether or not a clutch engagement instruction is issued.

  When the clutch engagement instruction is issued, the CPU of the ECU 100 proceeds to the clutch engagement process (step S26), and when the clutch engagement instruction is not issued, the clutch engagement is not performed. Since the fuel supply port 67 remains closed, the routine proceeds to the elapsed time determination process (step S28), and the clutch stroke control process is continued.

When the clutch engagement instruction has been issued (YES in step S25), the CPU of ECU 100 engages the clutch (step S26).
Here, the CPU of the ECU 100 performs the clutch torque T1 necessary for engaging the clutch disk 43 and the flywheel 22 based on the traveling state of the vehicle 10 as in the above-described clutch engagement process (step S17). Is calculated.

  Next, the CPU of the ECU 100 calculates the stroke St1 of the master piston 62 in which the pressing force between the clutch disk 43 and the flywheel 22 becomes the clutch torque T1. As described above, the stroke St1 is calculated by calculating the stroke A from the clutch torque T1 using the stroke-torque characteristic map corresponding to STB0 and adding the stroke correction amount α. Accordingly, the stroke St1 can be obtained from the latest STB1 without having a stroke-torque characteristic map corresponding to STB1.

  Next, the CPU of the ECU 100 determines whether or not the fuel supply port 67 is closed after the clutch engagement process (step S26) (step S27). When the fueling port 67 is closed, the CPU of the ECU 100 proceeds to an elapsed time determination process (step S28), and when the fueling port 67 is not closed, that is, when the fueling port 67 is opened, the correction is performed. The process proceeds to the quantity initialization process (step S30).

  If the fuel supply port 67 is not closed (NO in step S27), the stroke correction amount stored in the RAM of the ECU 100 is cleared (α = 0) (step S30), and the clutch stroke control process is terminated.

  Next, when the clutch engagement instruction has not been issued (NO in step S25) or when the fuel supply port 67 is closed (YES in step S27), the CPU of the ECU 100 determines whether the clutch engagement instruction has not been issued. It is determined whether or not the STB resetting time has elapsed from the time when STB1 is stored (step S22) (step S28).

  If the STB reset time has elapsed, the process proceeds to the next standby position detection process execution condition determination process (step S29). If the STB reset time has not elapsed, the time at which STB1 is stored is stored. Until the STB resetting time elapses, the clutch engagement instruction determination process (step S25) to the fuel supply port opening / closing determination process (step S27) are repeated.

  If the STB resetting time has elapsed (YES in step S28), it is determined whether or not the vehicle 10 is stopped and the brake is ON, and an execution condition determination for the standby position detection process is performed. (Step S29). The standby position detection process execution condition determination process is the same as the standby position detection process execution condition determination process (steps S12 and S20). That is, it is determined whether or not the vehicle speed of the vehicle 10 is 0 based on a detection value of a vehicle speed sensor (not shown), and further, whether PKB is ON or the brake pedal is depressed is shown in the figure. Whether the vehicle 10 is stopped and the brake is ON can be determined based on signals from the parking brake sensor, the brake pedal sensor, and the like.

  When the vehicle 10 is stopped and the brake is ON, the process returns to the process for detecting the next standby position (step S21), and the vehicle 10 is not stopped or any brake is not ON. Until the vehicle 10 is stopped and the brake is determined to be ON, the STB resetting time elapse determination (step S28) is repeated from the clutch engagement instruction determination process (step S25).

  As described above, the clutch stroke control apparatus according to the present embodiment calculates the difference α between STB1 and STB0 even if STB1 is different from the preset STB0 due to thermal expansion of the clutch fluid, etc. Since the correction is performed and the stroke is adjusted when torque is transmitted, the stroke of the master piston 62 is controlled and the flywheel 22 is controlled even if the stroke-torque characteristic fluctuates due to the volume fluctuation in the clutch fluid in the fluid chamber 68. And the clutch disk 43 can be made to have a magnitude corresponding to the pressing force when the clutch is engaged, and the engagement between the flywheel 22 and the clutch disk 43 and the transmission of the clutch torque can be controlled without excess or deficiency. Compared with the conventional system, the clutch connection is smoother and the driving comfort is improved. It is possible.

  Further, in the clutch stroke control device according to the present embodiment, when the oil supply port 67 is opened once and then the oil supply port 67 is closed again and the fluid chamber 68 is sealed, the stroke-torque characteristics are almost the same as in the initial state. However, when the refueling port 67 is opened, the correction value of the master piston 62 is initialized with the STB0 and STB1 being at the same position, so the STB0 is not measured immediately after the refueling port 67 is closed. However, the stroke of the master piston 62 can be obtained at the time of clutch torque transmission command using the stroke-torque characteristic map of the original characteristic, and it can cope with a large change in stroke-torque characteristic when the oil supply port 67 is opened. Can do. In addition, every time the oil supply port is opened and closed, the correction amount is initialized, and the stroke of the master piston 62 is obtained using the original stroke-torque characteristic map. Therefore, even if the oil supply port 67 is repeatedly opened and closed, the correction is performed. The correction error of the stroke of the master piston 62 is not accumulated, and the error can be reduced.

  Furthermore, since the clutch stroke control apparatus according to the present embodiment can move the master piston 62 so that the clutch disk 43 is in the standby position in accordance with the setting of STB1, the flywheel 22 and the clutch disk 43 are connected to each other. The engagement time at the time of engaging can be shortened.

  Furthermore, the clutch stroke control apparatus according to the present embodiment is configured to measure STB1 without affecting the traveling of the vehicle 10 because the vehicle 10 is stopped and the transmission 30 is changed to the neutral range when STB1 is determined. Since the clutch disc 43 is stopped, contact between the flywheel 22 and the clutch disc 43 can be detected with high accuracy, and STB1 can be determined accurately. Further, STB1 can be determined without changing the transmission 30 to the neutral range by the driver, and the vehicle driving comfort can be improved without depending on the operation of the driver.

  As described above, the clutch stroke control device according to the present invention can set the pressing force between the flywheel and the clutch disk to a magnitude corresponding to the pressing force at the time of clutch engagement. The clutch engagement and clutch torque transmission are controlled without excess and deficiency, and a smooth clutch connection is realized compared to the conventional case, and the vehicle driving comfort can be improved. It is useful as a clutch stroke control device for controlling the stroke of the hour.

1 is a schematic block diagram of a vehicle equipped with a clutch stroke control device according to an embodiment of the present invention. It is a clutch change movement drawing at the time of standby position detection in the clutch stroke control device concerning an embodiment of the invention. It is a flowchart which shows the clutch stroke control process in the vehicle which concerns on embodiment of this invention. It is a flowchart which shows the clutch stroke control process in the vehicle which concerns on embodiment of this invention. It is a stroke-torque characteristic map concerning an embodiment of the invention. It is a figure explaining the correction method to the stroke in STB1 using the stroke-torque characteristic map corresponding to STB0 in the embodiment of the present invention. It is a schematic block block diagram of the vehicle carrying the conventional clutch control apparatus.

Explanation of symbols

10 Vehicle 20 Engine 21 Crankshaft 22 Flywheel 30 Transmission (Transmission)
31 Input shaft 40 Clutch mechanism 41 Clutch housing 42 Clutch cover 43 Clutch disk 44 Pressure plate 45 Diaphragm spring 45a Outer part 45b Lever tip 45c Lever base 60 Hydraulic system (cylinder mechanism)
61 Master cylinder (first cylinder)
62 Master piston (first piston)
63 Slave cylinder (2nd cylinder)
64 Slave piston (second piston)
65 Fluid passage (oil passage between cylinders)
66 Reservoir tank 67 Refueling port (oil supply passage)
68 Fluid chamber (oil chamber)
80 Clutch actuator (piston moving means)
81 direct current motor 82 worm gear 83 worm wheel 84 pivot pin 85 moving rod 100 ECU (stroke-torque characteristic map storage means, first standby position storage means, second standby position determination means, correction value calculation means, correction value storage means, torque Stroke correction means during transmission)
111 Input shaft rotational speed sensor (clutch contact detection means)
112 Stroke sensor

Claims (4)

A first cylinder having a first piston and a second cylinder having a second piston are communicated by an inter-cylinder oil passage, and the first piston, the first cylinder, the inter-cylinder oil passage, and the second cylinder, A cylinder mechanism in which hydraulic oil is sealed in an oil chamber formed by the second piston, and the second piston is moved via the hydraulic oil by movement of the first piston;
Piston moving means for moving the first piston;
A clutch mechanism for transmitting a clutch torque by pressing a flywheel and a clutch disc, and determining a distance and a pressing force between the flywheel and the clutch disc by movement of the second piston;
Clutch contact detection means for detecting contact between the flywheel and the clutch disc;
Stroke-torque characteristic map storage means for storing a stroke-torque characteristic map representing a correspondence relationship between a stroke indicating the amount of movement of the first piston from a specified position and the magnitude of the clutch torque;
First standby position storage means for storing, as a first standby position, the position of the first piston corresponding to the position of the second piston, wherein the distance between the flywheel and the clutch disk is a predetermined standby separation distance; ,
Based on the position of the first piston when contact between the flywheel and the clutch disk is detected by the clutch contact detection means, the distance between the flywheel and the clutch disk becomes the standby separation distance. Second standby position determining means for determining the position of the first piston and determining the position as the second standby position;
Correction value calculation means for calculating a difference between the first standby position and the second standby position as a correction value;
Correction value storage means for storing the correction value calculated by the correction value calculation means;
Based on a clutch torque transmission command to the clutch mechanism, the stroke corresponding to the magnitude of the clutch torque included in the transmission command obtained from the stroke-torque characteristic map is stored in the correction value storage means. A torque transmission stroke correction means for correcting by a value,
The clutch stroke control device according to claim 1, wherein the piston moving means moves the first piston based on the stroke corrected by the torque transmission stroke correcting means. An oil supply oil passage communicating the reservoir tank filled with the hydraulic oil and the first cylinder;
The cylinder mechanism expands the oil chamber in the first cylinder from a position where the oil supply passage is closed by the first piston and the flywheel and the clutch disk are engaged by the piston moving means. The oil supply passage can be opened by moving the first piston in the direction of
The correction value storage means stores the correction value indicating that the second standby position and the first standby position are the same when the oil supply oil passage is opened. Clutch stroke control device.   The piston moving means moves the first piston to the set second standby position in accordance with the determination of the second standby position by the second standby position determining means. Item 3. The clutch stroke control device according to Item 2. Vehicle stop detection means for detecting stop of the vehicle provided with the clutch mechanism;
A transmission that inputs rotational torque from the clutch disc, shifts it, and outputs it to a power transmission shaft that transmits power to the drive wheels of the vehicle;
The second standby position determination means shuts off the transmission by the transmission and the rotational torque input from the clutch disk to the power transmission shaft when the vehicle stop detection means detects the stop of the vehicle. The clutch stroke control device according to any one of claims 1 to 3, wherein the second standby position is determined by changing to a neutral range.

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