WO2020189426A1 - Clutch control device - Google Patents

Abstract

This clutch control device comprises: an engine (13); a transmission (21); a clutch device (26) that connects and disconnects power transmission between the engine (13) and the transmission (21); a clutch actuator (50) that drives the clutch device (26) to change the clutch capacity; a clutch operator (4b) for a driver to operate the clutch device (26); a clutch operation amount sensor (4c) that detects an operation amount with respect to the clutch operator (4b); and a control unit (60) that calculates a control target value of the clutch capacity. The control unit (60) calculates estimated engine torque and, in accordance with the estimated engine torque, sets a slip control target value at which the clutch device (26) starts slipping. When the control target value set in accordance with the operation amount of the clutch operator (4b) exceeds the slip control target value, the control unit (60) modifies the slip control target value in accordance with the operation amount of the clutch operator (4b).

Description

Clutch control device

The present invention relates to a clutch control device.
The present application claims priority based on Japanese Patent Application No. 2019-048398 filed in Japan on March 15, 2019, the contents of which are incorporated herein by reference.

Conventionally, in a clutch device provided in a torque transmission path between an engine and a wheel, there is a clutch device provided with a slipper cam mechanism that releases back torque by axially moving the clutch center (see, for example, Patent Document 1).
The clutch device in Patent Document 1 engages with a washer member until the rotation speed of the clutch center reaches a threshold value to regulate the axial movement of the clutch center, and when the rotation speed of the clutch center exceeds the threshold value, a centrifugal force is applied. It is equipped with a plunger mechanism that is activated by the clutch to release the engagement.
That is, Patent Document 1 describes that the clutch capacity of a mechanical slipper clutch is reduced when a predetermined number of revolutions is reached. The conventional mechanical slipper clutch has a mechanism to reduce the clutch capacity in the connected state (operate in the disconnecting direction) when the vehicle speed and the engine speed satisfy one predetermined condition. There is.

Japanese Patent Application Laid-Open No. 2016-145626

By the way, the timing of reducing the clutch capacity differs depending on the engine speed and the estimated torque according to the throttle opening, the vehicle condition such as the bank angle of the vehicle body, and the like. However, in the conventional mechanical slipper clutch, the clutch capacity cannot be freely changed according to the state of the vehicle or the like, so that the optimum clutch capacity may not be output.

Therefore, an object of the present invention is to enable the clutch control device to output an optimum clutch capacity.

As a means for solving the above problems, the aspect of the present invention has the following configuration.
(1) The clutch control device according to the aspect of the present invention drives the engine, the transmission, the clutch device for connecting and disconnecting the power transmission between the engine and the transmission, and the clutch device to obtain the clutch capacity. A clutch actuator to be changed, a clutch operator for the driver to operate the clutch device, a clutch operation amount sensor for detecting the operation amount for the clutch operator, and a control unit for calculating a control target value of the clutch capacity. The control unit calculates the engine estimated torque, sets the slip control target value at which the clutch device starts to slip according to the engine estimated torque, and the control unit sets the slip control target value of the clutch operator. When the control target value set according to the operation amount exceeds the slip control target value, the slip control target value is corrected according to the operation amount of the clutch operator.

(2) In the clutch control device according to (1) above, the control unit may correct the slip control target value by multiplying the slip control target value by a correction coefficient according to the operation amount of the clutch operator.

(3) In the clutch control device according to (1) or (2) above, the control unit may change the slip control target value according to the state of the vehicle.

(4) In the clutch control device according to any one of (1) to (3) above, the control unit has the slip control target value when the estimated engine torque is less than a predetermined value. May be set.

(5) In the clutch control device according to any one of (1) to (4) above, in the control unit, the clutch differential rotation, which is the difference between the upstream rotation and the downstream rotation of the clutch device, is predetermined. When the specified value is exceeded, the slip control target value may be set.

According to the clutch control device described in (1) above of the present invention, the control unit calculates the engine estimated torque, and the slip control target value of the clutch device can be set according to the engine estimated torque. As a result, the slip control target value at which the clutch device starts to slip can be optimally set according to the estimated engine torque. Further, when the control target value according to the operation amount of the clutch operator exceeds the slip control target value, the slip control target value can be corrected according to the operation amount of the clutch operator. As a result, when the driver operates the clutch operator to intentionally lower the clutch capacity, the slip control target value can be corrected by reflecting the driver's intention. In this way, the optimum clutch capacity can be output according to the estimated engine torque and the clutch operation.

According to the clutch control device described in (2) above of the present invention, the slip control target value set according to the estimated engine torque is corrected by multiplying the slip control target value which changes according to the operation amount of the clutch operator. Only by doing so, the slip control target value corrected according to the clutch operation amount can be set, and the control can be simplified and the cost can be reduced.

According to the clutch control device according to the above (3) of the present invention, the slip control target value is changed according to the state of the vehicle (bank angle of the vehicle body, etc.), so that the optimum slip control is performed according to the state of the vehicle. The target value can be set.

According to the clutch control device according to the above (4) of the present invention, when the engine estimated torque is less than a predetermined value, the slip control target value is set to set the optimum slip control target value. , It can be limited to the case where the estimated engine torque is less than a predetermined value (deceleration state of the vehicle).

According to the clutch control device according to the above (5) of the present invention, when the clutch differential rotation exceeds a predetermined value, the slip control target value is set to set the optimum clutch capacitance at the clutch difference. It can be limited to the case where the rotation exceeds a predetermined value (strong engine braking state).

It is a left side view of the motorcycle in embodiment of this invention. It is sectional drawing of the transmission and the change mechanism of the motorcycle. It is the schematic explanatory drawing of the clutch operation system including the clutch actuator. It is a block diagram of a speed change system. It is a graph which shows the change of the supply hydraulic pressure of a clutch actuator. It is explanatory drawing which shows the transition of the clutch control mode in embodiment of this invention. It is a flowchart which shows the control of the clutch capacity in embodiment of this invention. It is a figure which shows the engine estimated torque map in embodiment of this invention. It is a figure which shows the correlation between the clutch differential rotation and the bank angle, and the upper limit oil pressure in embodiment of this invention (at the time of LOW gear). It is a figure which shows the correlation between the clutch differential rotation and the bank angle and the upper limit oil pressure in embodiment of this invention (in MID gear). It is a figure which shows the correlation between the clutch differential rotation and the bank angle, and the upper limit oil pressure in embodiment of this invention (at the time of HIGH gear). It is a figure which shows an example of the correlation between the lever operation angle of a clutch lever and the correction coefficient of a control target value in embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Unless otherwise specified, the orientations such as front, rear, left, and right in the following description shall be the same as the orientations in the vehicle described below. Further, in the appropriate place in the figure used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upper part of the vehicle are shown.

<Whole vehicle>
As shown in FIG. 1, this embodiment is applied to a motorcycle 1 which is a saddle-riding vehicle. The front wheels 2 of the motorcycle 1 are supported by the lower ends of a pair of left and right front forks 3. The upper parts of the left and right front forks 3 are supported by the head pipe 6 at the front end of the vehicle body frame 5 via the steering stem 4. A bar-type steering handle 4a is mounted on the top bridge of the steering stem 4.

The vehicle body frame 5 includes a head pipe 6, a main tube 7 extending downward and rearward from the head pipe 6 in the vehicle width direction (left-right direction) center, and left and right pivot frames 8 connected below the rear end portion of the main tube 7. It includes a tube 7 and a seat frame 9 connected to the rear of the left and right pivot frames 8. The front end portion of the swing arm 11 is pivotally supported on the left and right pivot frames 8 so as to be swingable. The rear wheel 12 of the motorcycle 1 is supported at the rear end of the swing arm 11.

The fuel tank 18 is supported above the left and right main tubes 7. A front seat 19 and a rear seat cover 19a are supported side by side in front of and behind the seat frame 9 behind the fuel tank 18. The periphery of the seat frame 9 is covered with a rear cowl 9a. Below the left and right main tubes 7, the power unit PU, which is the prime mover of the motorcycle 1, is suspended. For example, the power unit PU is linked to the rear wheel 12 via a chain type transmission mechanism.

The power unit PU integrally has an engine (internal combustion engine) 13 located on the front side thereof and a transmission 21 located on the rear side thereof. For example, the engine 13 is a multi-cylinder engine in which the rotation axis of the crankshaft 14 (hereinafter, also referred to as “crankshaft 14”) is aligned in the left-right direction (vehicle width direction). The engine 13 has a cylinder 16 standing above the front portion of the crankcase 15. The rear portion of the crankcase 15 is a transmission case 17 that houses the transmission 21.

<Transmission>
As shown in FIG. 2, the transmission 21 is a stepped transmission having a main shaft 22, a counter shaft 23, and a transmission gear group 24 straddling both shafts 22, 23. The counter shaft 23 (hereinafter, also referred to as “counter shaft 23”) constitutes the output shaft of the transmission 21 and the power unit PU. The end of the counter shaft 23 projects to the left side of the rear part of the crankcase 15 and is connected to the rear wheel 12 via the chain type transmission mechanism.

The transmission gear group 24 has gears corresponding to the number of gears supported by both shafts 22 and 23, respectively. The transmission 21 is of a constant meshing type in which the corresponding gear pairs of the shifting gear group 24 are always meshed between the shafts 22 and 23. The plurality of gears supported by the shafts 22 and 23 are classified into a free gear that can rotate with respect to the corresponding shaft and a slide gear (shifter) that is spline-fitted to the corresponding shaft. One of the free gear and the slide gear is provided with a dog that is convex in the axial direction, and the other is provided with a slot that is concave in the axial direction so as to engage the dog. That is, the transmission 21 is a so-called dog mission.

With reference to FIG. 3, the main shaft 22 and the counter shaft 23 of the transmission 21 are arranged side by side behind the crankshaft 14. A clutch device 26 actuated by the clutch actuator 50 is coaxially arranged at the right end of the main shaft 22. For example, the clutch device 26 is a wet multi-plate clutch, which is a so-called normal open clutch. That is, the clutch device 26 is in a connected state in which power can be transmitted by supplying hydraulic pressure from the clutch actuator 50, and returns to a disconnected state in which power cannot be transmitted when the hydraulic pressure is not supplied from the clutch actuator 50.

With reference to FIG. 2, the rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and is transmitted from the main shaft 22 to the counter shaft 23 via any gear pair of the transmission gear group 24. .. The drive sprocket 27 of the chain type transmission mechanism is attached to the left end portion of the counter shaft 23 that protrudes to the rear left side of the crankcase 15.

A change mechanism 25 for switching gear pairs of the transmission gear group 24 is housed above the rear of the transmission 21. The change mechanism 25 operates a plurality of shift forks 36a according to the pattern of lead grooves formed on the outer circumference of the hollow cylindrical shift drum 36 parallel to both shafts 22 and 23, and the transmission gear group 24 The gear pair used for power transmission between both shafts 22 and 23 is switched.

The change mechanism 25 has a shift spindle 31 parallel to the shift drum 36. In the change mechanism 25, when the shift spindle 31 is rotated, the shift arm 31a fixed to the shift spindle 31 rotates the shift drum 36, and the shift fork 36a is axially moved according to the pattern of the lead groove to move the shift gear group. The power-transmitting gear pair of the 24 is switched (that is, the gear is switched).

The shift spindle 31 projects the shaft outer portion 31b to the outside (left side) of the crankcase 15 in the vehicle width direction so that the change mechanism 25 can be operated. A shift load sensor 73 (shift operation detecting means) is coaxially attached to the shaft outer portion 31b of the shift spindle 31 (see FIG. 1). A swing lever 33 is attached to the shaft outer portion 31b (or the rotation shaft of the shift load sensor 73) of the shift spindle 31. The swing lever 33 extends rearward from the base end portion 33a clamped and fixed to the shift spindle 31 (or the rotating shaft), and the upper end portion of the link rod 34 swings at the tip end portion 33b via the upper ball joint 34a. It is connected freely. The lower end of the link rod 34 is swingably connected to a shift pedal 32 operated by the driver with his / her foot via a lower ball joint (not shown).

As shown in FIG. 1, the front end portion of the shift pedal 32 is supported on the lower part of the crankcase 15 so as to be vertically swingable via an axis along the left-right direction. A pedal portion for hanging the toes of the driver placed on the step 32a is provided at the rear end portion of the shift pedal 32, and a lower end portion of the link rod 34 is connected to the front-rear intermediate portion of the shift pedal 32.

As shown in FIG. 2, a shift change device 35 for switching the transmission gear of the transmission 21 is configured including a shift pedal 32, a link rod 34, and a change mechanism 25. In the shift change device 35, an aggregate (shift drum 36, shift fork 36a, etc.) for switching the shift stage of the transmission 21 in the transmission case 17 is called a shift operation unit 35a, and a shift operation to the shift pedal 32 is input. An aggregate (shift spindle 31, shift arm 31a, etc.) that rotates around the axis of the shift spindle 31 and transmits this rotation to the shift operating unit 35a is called a shift operation receiving unit 35b.

Here, in the motorcycle 1, the driver only performs the shifting operation of the transmission 21 (foot operation of the shift pedal 32), and the clutch device 26 is automatically engaged and disconnected by electric control according to the operation of the shift pedal 32. The so-called semi-automatic transmission system (automatic clutch type transmission system) is adopted.

<Transmission system>
As shown in FIG. 4, the speed change system includes a clutch actuator 50, an ECU 60 (Electronic Control Unit), and various sensors 71 to 76.
The ECU 60 includes a bank angle sensor 71 that detects the bank angle of the vehicle body, a gear position sensor 72 that detects the shift stage from the rotation angle of the shift drum 36, and a shift load sensor 73 that detects the operating torque input to the shift spindle 31 ( For example, based on the detection information from the torque sensor) and various vehicle state detection information from the throttle opening sensor 74 for detecting the throttle opening, the vehicle speed sensor 75, the engine rotation speed sensor 76 for detecting the engine rotation speed, and the like. , The operation of the clutch actuator 50 is controlled, and the operation of the ignition device 46 and the fuel injection device 47 is controlled. Detection information from the hydraulic sensors 57 and 58, which will be described later, and the shift operation detection switch (shift neutral switch) 48 is also input to the ECU 60.
Further, the ECU 60 includes a hydraulic control unit (clutch control unit) 61 and a storage unit 62, and their functions will be described later.

With reference to FIG. 3, the clutch actuator 50 can control the hydraulic pressure for connecting and disconnecting the clutch device 26 by controlling the operation by the ECU 60. The clutch actuator 50 includes an electric motor 52 (hereinafter, simply referred to as “motor 52”) as a drive source, and a master cylinder 51 driven by the motor 52. The clutch actuator 50 constitutes an integrated clutch control unit 50A together with a hydraulic circuit device 53 provided between the master cylinder 51 and the hydraulic supply / discharge port 50p.
The ECU 60 calculates a target value (target oil pressure) of the hydraulic pressure supplied to the slave cylinder 28 to engage and disengage the clutch device 26 based on a preset calculation program, and the slave cylinder detected by the downstream oil pressure sensor 58. The clutch control unit 50A is controlled so that the hydraulic pressure on the 28 side (slave hydraulic pressure) approaches the target hydraulic pressure.

The master cylinder 51 strokes the piston 51b in the cylinder body 51a by driving the motor 52 so that the hydraulic oil in the cylinder body 51a can be supplied and discharged to the slave cylinder 28. In the figure, reference numeral 55 indicates a conversion mechanism as a ball screw mechanism, reference numeral 54 indicates a transmission mechanism straddling the motor 52 and the conversion mechanism 55, and reference numeral 51e indicates a reservoir connected to the master cylinder 51.

The hydraulic circuit device 53 has a valve mechanism (solenoid valve 56) that opens or shuts off an intermediate portion of a main oil passage (hydraulic oil supply / exhaust passage) 53 m extending from the master cylinder 51 to the clutch device 26 side (slave cylinder 28 side). are doing. The main oil passage 53m of the hydraulic circuit device 53 is divided into an upstream oil passage 53a on the master cylinder 51 side of the solenoid valve 56 and a downstream oil passage 53b on the slave cylinder 28 side of the solenoid valve 56. .. The hydraulic circuit device 53 further includes a bypass oil passage 53c that bypasses the solenoid valve 56 and connects the upstream oil passage 53a and the downstream oil passage 53b.

The solenoid valve 56 is a so-called normally open valve. The bypass oil passage 53c is provided with a one-way valve 53c1 that allows hydraulic oil to flow only in the direction from the upstream side to the downstream side. On the upstream side of the solenoid valve 56, an upstream oil pressure sensor 57 for detecting the oil pressure of the upstream oil passage 53a is provided. On the downstream side of the solenoid valve 56, a downstream oil pressure sensor 58 for detecting the oil pressure of the downstream oil passage 53b is provided.

As shown in FIG. 1, for example, the clutch control unit 50A is housed in the rear cowl 9a. The slave cylinder 28 is attached to the rear left side of the crankcase 15. The clutch control unit 50A and the slave cylinder 28 are connected via a hydraulic pipe 53e (see FIG. 3).

As shown in FIG. 2, the slave cylinder 28 is coaxially arranged on the left side of the main shaft 22. The slave cylinder 28 presses the push rod 28a penetrating the inside of the main shaft 22 to the right when the hydraulic pressure is supplied from the clutch actuator 50. By pressing the push rod 28a to the right, the slave cylinder 28 operates the clutch device 26 in the connected state via the push rod 28a. When the hydraulic pressure supply is cut off, the slave cylinder 28 releases the pressure on the push rod 28a and returns the clutch device 26 to the disengaged state.

It is necessary to continue the hydraulic pressure supply in order to maintain the clutch device 26 in the connected state, but power is consumed by that amount. Therefore, as shown in FIG. 3, a solenoid valve 56 is provided in the hydraulic circuit device 53 of the clutch control unit 50A, and the solenoid valve 56 is closed after supplying hydraulic pressure to the clutch device 26 side. As a result, the supply hydraulic pressure to the clutch device 26 side is maintained, and the hydraulic pressure is supplemented by the pressure drop (recharges by the leak amount) to suppress energy consumption.

<Clutch control>
Next, the operation of the clutch control system will be described with reference to the graph of FIG. In the graph of FIG. 5, the vertical axis represents the supply oil pressure detected by the downstream hydraulic pressure sensor 58, and the horizontal axis represents the elapsed time.
When the motorcycle 1 is stopped (idling), the solenoid valve 56 controlled by the ECU 60 is in the open state. At this time, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point hydraulic pressure TP, and the clutch device 26 is in a non-engaged state (disengaged state, released state). This state corresponds to region A in FIG.
When the vehicle is stopped in in-gear, electric power is supplied to the motor 52, and a small amount of hydraulic pressure is generated. This is to immediately continue the clutch and start the vehicle.

When the number of revolutions of the engine 13 is increased when the motorcycle 1 is started, electric power is supplied only to the motor 52, and hydraulic pressure is supplied from the master cylinder 51 to the slave cylinder 28 via the solenoid valve 56 in the valve open state. When the oil pressure on the slave cylinder 28 side (downstream side) rises above the touch point oil pressure TP, the clutch device 26 is started to be engaged, and the clutch device 26 is in a half-clutch state capable of transmitting a part of the power. This enables the motorcycle 1 to start smoothly. This state corresponds to region B in FIG.
Eventually, when the difference between the input rotation and the output rotation of the clutch device 26 narrows and the hydraulic pressure on the slave cylinder 28 side (downstream side) reaches the lower limit holding hydraulic pressure LP, the engagement of the clutch device 26 shifts to the locked state, and the engine 13 All the driving force of the above is transmitted to the transmission 21. This state corresponds to region C in FIG. Areas A to C are designated as starting areas.

When supplying hydraulic pressure from the master cylinder 51 side to the slave cylinder 28 side, the solenoid valve 56 is opened, the motor 52 is energized to drive the motor 52 in the forward rotation, and the master cylinder 51 is pressurized. As a result, the hydraulic pressure on the slave cylinder 28 side is adjusted to the clutch engagement hydraulic pressure. At this time, the drive of the clutch actuator 50 is feedback-controlled based on the detected hydraulic pressure of the downstream hydraulic pressure sensor 58.

When the hydraulic pressure on the slave cylinder 28 side (downstream side) reaches the upper limit holding hydraulic pressure HP, power is supplied to the solenoid valve 56, the solenoid valve 56 closes, and the power supply to the motor 52 is stopped. The generation of hydraulic pressure is stopped. That is, the hydraulic pressure on the upstream side is released to a low pressure state, while the downstream side is maintained in a high pressure state (upper limit holding hydraulic pressure HP). As a result, the clutch device 26 is maintained in the engaged state without generating hydraulic pressure in the master cylinder 51, enabling the motorcycle 1 to travel and suppressing power consumption.

Here, depending on the shifting operation, there may be a case where the shifting is performed immediately after the clutch device 26 is filled with hydraulic pressure. In this case, before the solenoid valve 56 closes and the upstream side is in the low pressure state, the motor 52 is reversely driven while the solenoid valve 56 is in the valve open state to reduce the pressure in the master cylinder 51 and communicate with the reservoir 51e. The hydraulic pressure on the clutch device 26 side is relieved to the master cylinder 51 side. At this time, the drive of the clutch actuator 50 is feedback-controlled based on the detected hydraulic pressure of the upstream hydraulic pressure sensor 57.

Even when the solenoid valve 56 is closed and the clutch device 26 is maintained in the engaged state, the hydraulic pressure on the downstream side gradually decreases (leaks) as shown in region D in FIG. That is, the hydraulic pressure on the downstream side gradually decreases due to factors such as hydraulic pressure leakage and temperature decrease due to deformation of the seals of the solenoid valve 56 and the one-way valve 53c1.

On the other hand, as in region E in FIG. 5, the hydraulic pressure on the downstream side may rise due to a temperature rise or the like. If the hydraulic pressure fluctuates on the downstream side, it can be absorbed by an accumulator (not shown), and the motor 52 and the solenoid valve 56 are not operated every time the hydraulic pressure fluctuates to increase the power consumption.
When the hydraulic pressure on the downstream side rises to the upper limit holding hydraulic pressure HP as in region E of FIG. 5, the solenoid valve 56 is gradually opened to the downstream side by reducing the power supply to the solenoid valve 56 or the like. Relieves the hydraulic pressure of the valve to the upstream side.

When the hydraulic pressure on the downstream side drops to the lower limit holding hydraulic pressure LP as in region F in FIG. 5, the solenoid valve 56 starts supplying power to the motor 52 while the valve is closed, and raises the hydraulic pressure on the upstream side. When the hydraulic pressure on the upstream side exceeds the hydraulic pressure on the downstream side, this hydraulic pressure is recharged to the downstream side via the bypass oil passage 53c and the one-way valve 53c1. When the hydraulic pressure on the downstream side reaches the upper limit holding hydraulic pressure HP, the power supply to the motor 52 is stopped to stop the generation of hydraulic pressure. As a result, the hydraulic pressure on the downstream side is maintained between the upper limit holding hydraulic pressure HP and the lower limit holding hydraulic pressure LP, and the clutch device 26 is maintained in the engaged state. Areas D to F are designated as cruise areas.

When the transmission 21 becomes neutral when the motorcycle 1 is stopped, the power supply to the motor 52 and the solenoid valve 56 is both stopped. As a result, the master cylinder 51 stops generating hydraulic pressure and stops supplying hydraulic pressure to the slave cylinder 28. The solenoid valve 56 is opened, and the hydraulic pressure in the downstream oil passage 53b is returned to the reservoir 51e. As a result, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point hydraulic pressure TP, and the clutch device 26 is in a non-engaged state. This state corresponds to the regions G and H in FIG. Areas G and H are designated as stop areas.
If the transmission 21 is in the neutral state when the motorcycle 1 is stopped, the power supply to the motor 52 is cut off and the motorcycle 1 is stopped. Therefore, the hydraulic pressure is close to zero.

On the other hand, if the transmission 21 remains in gear when the motorcycle 1 is stopped, the slave cylinder 28 is in a standby state in which the standby hydraulic pressure WP is applied.
The standby hydraulic pressure WP is a hydraulic pressure slightly lower than the touch point hydraulic pressure TP that starts the connection of the clutch device 26, and is a hydraulic pressure that does not connect the clutch device 26 (hydraulic pressure applied in regions A and H in FIG. 5). By applying the standby hydraulic pressure WP, it is possible to invalidate the clutch device 26 (cancellation of backlash and operating reaction force of each part, application of preload to the hydraulic path, etc.), and the operation responsiveness when the clutch device 26 is connected is enhanced.

<Shift control>
Next, the speed change control of the motorcycle 1 will be described.
The motorcycle 1 of the present embodiment changes from the first gear to the neutral with respect to the shift pedal 32 in the in-gear stopped state in which the gear position of the transmission 21 is in the in-gear state of the first gear and the vehicle speed is less than the set value corresponding to the stop. Control is performed to reduce the standby hydraulic pressure WP supplied to the slave cylinder 28 when the shift operation is performed.

Here, when the motorcycle 1 is in the stopped state and the gear position of the transmission 21 is in any of the gear positions other than neutral, that is, when the transmission 21 is in the in-gear stopped state, the slave cylinder 28 The standby hydraulic pressure WP set in advance is supplied to.

The standby hydraulic pressure WP is set to the first set value P1 (see FIG. 5), which is the standard standby hydraulic pressure, in the normal state (in the case of a non-detection state in which the shift operation of the shift pedal 32 is not detected). As a result, the clutch device 26 is put into a standby state in which the clutch device 26 is invalidated, and the responsiveness when the clutch is engaged is enhanced. That is, when the driver increases the throttle opening to increase the rotation speed of the engine 13, the clutch device 26 is immediately started to be engaged by supplying hydraulic pressure to the slave cylinder 28, and the motorcycle 1 is rapidly started and accelerated. It will be possible.

The motorcycle 1 is provided with a shift operation detection switch 48 in addition to the shift load sensor 73 in order to detect the driver's shift operation with respect to the shift pedal 32.
Then, when the shift operation detection switch 48 detects the shift operation from the first speed to the neutral state in the in-gear stopped state, the hydraulic pressure control unit 61 sets the standby hydraulic pressure WP from the first set value P1 before the shift operation. Control is performed to set the second set value P2 (low pressure standby hydraulic pressure, see FIG. 5), which is also low.

When the transmission 21 is in the in-gear state, the standard standby hydraulic pressure corresponding to the first set value P1 is normally supplied to the slave cylinder 28, so that the clutch device 26 is slightly dragged. At this time, the dogs and slots (dog holes) that mesh with each other in the dog clutch of the transmission 21 may press each other in the rotational direction, causing resistance to disengage and making the shift operation heavier. In such a case, if the standby hydraulic pressure WP supplied to the slave cylinder 28 is lowered to the low pressure standby hydraulic pressure equivalent to the second set value P2, the dog and the slot are easily disengaged, and the shift operation is lightened. Become.

<Clutch control mode>
As shown in FIG. 6, the clutch control device 60A of the present embodiment has three types of clutch control modes. The clutch control mode is a clutch control mode changeover switch 59 (FIG. 4) between three modes: an auto mode M1 for automatic control, a manual mode M2 for manual operation, and a manual intervention mode M3 for temporary manual operation. (See) and the clutch lever (clutch operator) 4b (see FIG. 1) are operated to make appropriate transitions. The target including the manual mode M2 and the manual intervention mode M3 is referred to as a manual system M2A.

The auto mode M1 is a mode in which the clutch device 26 is controlled by calculating the clutch capacity suitable for the running state by automatic start / shift control. The manual mode M2 is a mode in which the clutch capacity is calculated in response to a clutch operation instruction by the occupant to control the clutch device 26. The manual intervention mode M3 is a temporary manual operation mode in which the clutch operation instruction from the occupant is received during the auto mode M1, the clutch capacity is calculated from the clutch operation instruction, and the clutch device 26 is controlled. It is set to return to the auto mode M1 when the occupant stops (completely releases) the operation of the clutch lever 4b during the manual intervention mode M3.

The clutch control device 60A of the present embodiment drives the clutch actuator 50 (see FIG. 3) to generate clutch control hydraulic pressure. Therefore, when the system is started, the clutch control device 60A starts control from the clutch-off state (disengaged state) in the auto mode M1. Further, the clutch control device 60A is set to return to the clutch off in the auto mode M1 because the clutch operation is not required when the engine 13 is stopped.
In the embodiment, the clutch control device 60A constitutes a clutch control system together with the clutch lever 4b.

The auto mode M1 basically performs clutch control automatically, and enables the motorcycle 1 to run without lever operation. In the auto mode M1, the clutch capacity is controlled by the throttle opening, the engine speed, the vehicle speed, and the shift sensor output. As a result, the motorcycle 1 can be started by only the throttle operation without stalling (engine stop), and can be changed only by the shift operation. However, the clutch device 26 may be automatically disengaged at an extremely low speed equivalent to idling. Further, in the auto mode M1, the manual intervention mode M3 is set by grasping the clutch lever 4b, and the clutch device 26 can be arbitrarily disengaged.

On the other hand, in the manual mode M2, the clutch capacity is controlled by the lever operation by the occupant. The auto mode M1 and the manual mode M2 can be switched by operating the clutch control mode changeover switch 59 (see FIG. 4) while the vehicle is stopped. The clutch control device 60A may include an indicator indicating that the lever operation is effective at the time of transition to the manual system M2A (manual mode M2 or manual intervention mode M3).

In the manual mode M2, the clutch is basically controlled manually, and the clutch hydraulic pressure can be controlled according to the operating angle of the clutch lever 4b. As a result, the engagement and disengagement of the clutch device 26 can be controlled at the will of the occupant, and the clutch device 26 can be connected and traveled even at an extremely low speed equivalent to idling. However, depending on the lever operation, the engine may stall, and automatic starting is not possible only by operating the throttle. Even in the manual mode M2, the clutch control automatically intervenes during the shift operation.

In the auto mode M1, the clutch actuator 50 automatically engages and disengages the clutch device 26, but by manually operating the clutch lever 4b, the manual operation is temporarily intervened in the automatic control of the clutch device 26. It is possible (manual intervention mode M3).

<Manual clutch operation>
As shown in FIG. 1, a clutch lever 4b as a clutch manual operator is attached to the base end side (inside in the vehicle width direction) of the left grip of the steering handle 4a. The clutch lever 4b does not have a mechanical connection with the clutch device 26 using a cable, hydraulic pressure, or the like, and functions as an operator for transmitting a clutch operation request signal to the ECU 60. That is, the motorcycle 1 employs a clutch-by-wire system in which the clutch lever 4b and the clutch device 26 are electrically connected.

With reference to FIG. 4, the clutch lever 4b is integrally provided with a clutch lever operation amount sensor (clutch operation amount sensor) 4c for detecting the operation amount (rotation angle) of the clutch lever 4b. The clutch lever operation amount sensor 4c converts the operation amount of the clutch lever 4b into an electric signal and outputs it. In a state where the operation of the clutch lever 4b is effective (manual system M2A), the ECU 60 drives the clutch actuator 50 based on the output of the clutch lever operation amount sensor 4c. The clutch lever 4b and the clutch lever operation amount sensor 4c may be integrated or separate from each other.

The motorcycle 1 is provided with a clutch control mode changeover switch 59 for switching the control mode for clutch operation. The clutch control mode changeover switch 59 arbitrarily switches between an auto mode M1 that automatically performs clutch control and a manual mode M2 that manually performs clutch control in response to an operation of the clutch lever 4b under a predetermined condition. Make it possible. For example, the clutch control mode changeover switch 59 is provided on the handle switch attached to the steering handle 4a. As a result, the occupant can easily operate the vehicle during normal operation.

<Clutch capacity control>
The clutch control device 60A of the present embodiment calculates a control target value of the clutch capacity (hereinafter, also simply referred to as a “control target value”). The clutch control device 60A calculates the engine estimated torque by applying the engine speed and the throttle opening degree to the engine estimated torque map. Here, the engine estimated torque is an engine torque corresponding to the engine speed and the throttle opening degree, and is calculated from the engine estimated torque map (see FIG. 8). For example, the engine estimated torque map is created based on the measured values of the engine speed and the throttle opening. The engine estimated torque map is stored in advance in the storage unit 62 (see FIG. 4).

FIG. 8 shows an example of an engine estimated torque map according to the embodiment. In the map of FIG. 8, the vertical axis represents the throttle opening t1 to t10 [%], and the horizontal axis represents the engine speed r1 to r10 [rpm]. In the map of FIG. 8, q1 to q10 indicate the engine estimated torque [Nm] (hereinafter, also simply referred to as “torque value”), and when the torque value is minus (−) (hatched portion in the map of FIG. 8). It indicates the deceleration state (that is, the engine braking state).

As shown in FIG. 8, the estimated engine torque tends to increase as the throttle opening increases. The decelerated region (region where the torque value is negative) tends to gradually expand as the engine speed increases.

The ECU 60 calculates the engine estimated torque by applying the engine speed and the throttle opening to the engine estimated torque map. For example, in FIG. 8, when the engine speed is r5 and the throttle opening degree is t2, the estimated engine torque is calculated as −q4.

The clutch control device 60A sets the slip clutch capacity (slip control target value) of the clutch device 26 according to the estimated engine torque. Here, the slip clutch capacity corresponds to the upper limit of the clutch capacity in which the clutch device 26 slips. That is, the slip clutch capacity means the clutch capacity when the clutch device 26 starts to slip, out of the clutch capacity when the clutch device 26 is connected. When the control target value of the clutch device 26 is less than the slip clutch capacity, slip occurs in the clutch device 26.

The clutch control device 60A calculates the clutch difference rotation, which is the difference between the upstream rotation and the downstream rotation of the clutch device 26, and outputs different control target values according to the clutch difference rotation. The clutch control device 60A sets the slip clutch capacity when the clutch differential rotation exceeds a predetermined value (when the engine brake is strong).
Here, the upstream rotation of the clutch device 26 corresponds to the input rotation of the clutch device 26, and the downstream rotation of the clutch device 26 corresponds to the output rotation of the clutch device 26. That is, the clutch differential rotation corresponds to the difference between the input rotation and the output rotation of the clutch device 26. The clutch differential rotation increases as the engine brake is stronger.

For the clutch difference rotation, a value obtained by subtracting the clutch upstream rotation speed (crankshaft 14 rotation speed) from the clutch downstream rotation speed (counter shaft rotation speed in terms of crankshaft) is used. The counter shaft rotation speed Xc converted to the crankshaft is calculated by the following equation (1).
Xc = Rc × Gr × Pr ・ ・ ・ (1)
In the above formula (1), Rc is the rotation speed of the counter shaft 23, Gr is the gear ratio (reduction ratio from the main shaft 22 to the counter shaft 23), and Pr is the primary ratio (reduction ratio from the crankshaft 14 to the main shaft 22). (See FIGS. 1 and 2).

The clutch control device 60A of the present embodiment changes the timing at which the clutch device 26 is slipped according to the vehicle conditions such as the clutch differential rotation, the bank angle, and the gear position, in addition to the engine estimated torque. The clutch control device 60A changes the slip clutch capacity according to the vehicle conditions such as clutch differential rotation, bank angle, and gear position (see FIG. 9).

When the control target value set according to the operation amount of the clutch lever 4b exceeds the slip clutch capacity, the clutch control device 60A corrects the slip clutch capacity according to the operation amount of the clutch lever 4b. This correction is a correction (correction for reducing the capacity) in which the slip clutch capacity is multiplied by a correction coefficient of "1" or less, which changes according to the operation amount of the clutch lever 4b.

Next, an example of processing performed by the ECU 60 when controlling the clutch capacity will be described with reference to the flowchart of FIG. 7. This control flow is repeatedly executed in a specified control cycle (1 to 10 msec) when the auto mode M1 is selected.

As shown in FIG. 7, the ECU 60 determines whether or not the estimated engine torque is less than a predetermined value (step S1). In step S1, the ECU 60 determines whether or not the estimated engine torque is smaller than a predetermined value (hereinafter, also referred to as “torque threshold value”). For example, the torque threshold is set to 0 [Nm].

If YES (engine estimated torque is less than a predetermined value) in step S1, the process proceeds to step S2. In the embodiment, when the estimated engine torque is less than the torque threshold value (for example, 0 [Nm]) and the engine is in the deceleration state (engine braking state), the process proceeds to step S2.
On the other hand, if NO (engine estimated torque is equal to or higher than a predetermined value) in step S1, the process proceeds to step S5.

In step S2, the ECU 60 determines whether or not the clutch differential rotation exceeds a predetermined value (hereinafter, also referred to as “rotation speed threshold”). For example, the rotation speed threshold is set to 300 [rpm].

If YES in step S2 (the clutch differential rotation exceeds a predetermined value), the process proceeds to step S3. In the embodiment, when the clutch differential rotation exceeds the rotation speed threshold value (for example, 300 [rpm]) and the clutch downstream rotation speed is larger than the clutch upstream rotation speed, the process proceeds to step S3. That is, when the number of revolutions of the rear wheels is excessively high and the strong engine brake is applied, the process proceeds to step S3.
On the other hand, if NO (clutch differential rotation is equal to or less than a predetermined value) in step S2, the process proceeds to step S5.

In the embodiment, it is possible to intervene a manual operation (manual operation) in the automatic control of the clutch device 26. For example, at the time of manual operation intervention (when the driver himself intentionally adjusts the clutch capacity), NO (hydraulic pressure based on the lever angle is equal to or less than the upper limit hydraulic pressure) is set in step S3, and the process proceeds to step S5.
On the other hand, if the manual operation is not intervened, YES (the hydraulic pressure based on the lever angle exceeds the upper limit hydraulic pressure) in step S3, and the process proceeds to step S4.

In step S3, the ECU 60 determines whether or not the hydraulic pressure based on the lever angle exceeds the preset upper limit hydraulic pressure (hereinafter, also referred to as “hydraulic threshold”). For example, the oil pressure threshold is set to 500 [kPa].

Here, the hydraulic pressure based on the lever angle is the hydraulic pressure calculated based on the operating amount of the clutch lever 4b (clutch lever operating angle).
The upper limit hydraulic pressure is a hydraulic pressure that can be determined that the clutch device 26 is connected (torque is transmitted). The upper limit hydraulic pressure corresponds to the hydraulic pressure immediately before automatically limiting (releasing) the torque (back torque) transmitted from the rear wheels in order to suppress the slip of the rear wheels due to the engine brake. The upper limit hydraulic pressure corresponds to the hydraulic pressure (upper limit value at the time of slippers) immediately before the action of the back torque limiter (hereinafter, also referred to as “slippers”) occurs (immediately before slipping occurs).

In step S3, the ECU 60 determines whether or not the clutch lever 4b is operated based on the output from the clutch lever operation amount sensor 4c, and detects the operation amount. For example, if the operation amount (rotation angle) of the clutch lever 4b is "0" or more, it is determined that the clutch lever 4b is operated.

If YES in step S3 (the hydraulic pressure based on the lever angle exceeds the upper limit hydraulic pressure), the process proceeds to step S4. In this case, when there is no lever operation or the lever operation is shallow, the hydraulic pressure based on the lever angle does not fall below the hydraulic pressure threshold value (upper limit hydraulic pressure, for example, 500 [kPa]), and the slipper control by the ECU 60 is effective. Corresponds to. That is, when the engine torque and the clutch differential rotation satisfy the predetermined conditions (YES in step S1 and YES in step S2), the hydraulic pressure based on the lever angle exceeds the upper limit hydraulic pressure (YES in step S3). , Step S4, and preferentially outputs the clutch capacity specified by the ECU 60. At this time, the upper limit hydraulic pressure is corrected by multiplying it by a correction coefficient described later.
On the other hand, if NO in step S3 (the hydraulic pressure based on the lever angle is equal to or less than the upper limit hydraulic pressure), the process proceeds to step S5.

The upper limit hydraulic pressure has multiple set values depending on the condition of the vehicle. The upper limit oil pressure is set based on each element of clutch differential rotation, bank angle and gear position and a control target value map (see FIG. 9). The control target value map is a map related to clutch differential rotation, bank angle, gear position, etc. (vehicle condition). The control target value map is stored in advance in the storage unit 62 (see FIG. 4).

9A to 9C show an example of a control target value map according to the embodiment. 9A shows the LOW gear, FIG. 9B shows the MID gear, and FIG. 9C shows the HIGH gear. In each map of FIGS. 9A to 9C, the vertical axis represents the bank angles b1 to b8 [°], and the horizontal axis represents the clutch differential rotation v1 to v4 [rpm]. In each map of FIGS. 9A to 9C, when the upper limit hydraulic pressure is relatively high, "upper limit hydraulic pressure: high" (dark hatched portion), and when the upper limit hydraulic pressure is relatively low, "upper limit hydraulic pressure: low" (no hatching). , White part), when the upper limit hydraulic pressure is medium, it is set as "upper limit hydraulic pressure: medium" (thin hatched part), and the upper limit hydraulic pressure is shown in three stages of "high", "medium", and "low".

As shown in FIGS. 9A to 9C, the upper limit hydraulic pressure tends to decrease as the bank angle increases. The region of "upper limit hydraulic pressure: high" (the region where the upper limit hydraulic pressure is relatively high) tends to gradually expand as the gear becomes HIGH.

As an example, a case where the bank angle and the clutch differential rotation are under the same conditions (when only the gear position is different) will be described.
For example, in the LOW gear of FIG. 9A, when the bank angle is b3 and the clutch differential rotation is v3, "upper limit hydraulic pressure: low" is set as the clutch target hydraulic pressure.
For example, in the MID gear of FIG. 9B, when the bank angle is b3 and the clutch differential rotation is v3, "upper limit hydraulic pressure: medium" is set as the clutch target hydraulic pressure.
For example, in the HIGH gear of FIG. 9C, when the bank angle is b3 and the clutch differential rotation is v3, "upper limit hydraulic pressure: high" is set as the clutch target hydraulic pressure.

The upper limit hydraulic pressure has multiple set values depending on the driving mode of the vehicle. For example, the traveling mode includes a "high-speed mode" in which the vehicle speed is relatively high, a "low-speed mode" in which the vehicle speed is relatively slow, and a "normal mode" in which the vehicle speed is medium. The ECU 60 may output different control target values depending on the traveling mode. The ECU 60 may output a control target value based on the travel mode and the control target value map.

In step S5, the hydraulic pressure based on the lever angle is set as the clutch target hydraulic pressure. That is, the clutch capacity is controlled by the lever operation by the occupant.

In step S4, the ECU 60 sets the upper limit hydraulic pressure (clutch capacity) based on the vehicle state and the lever operating angle of the clutch lever 4b as the clutch target hydraulic pressure. The ECU 60 outputs different clutch target hydraulic pressures as control target values according to the vehicle state and the lever operation angle of the clutch lever 4b.

In the embodiment, the ECU 60 acquires different control target values according to the clutch differential rotation, the bank angle, and the gear position. The ECU 60 acquires the control target value based on the clutch differential rotation, the bank angle, the gear position, and the control target value map.
Further, in step S4, the ECU 60 corrects the acquired control target value according to the lever operation angle of the clutch lever 4b. The ECU 60 acquires a correction coefficient α (see FIG. 10) according to the lever operation angle based on the correlation data between the lever operation angle and the correction coefficient of the control target value stored in the storage unit 62 in advance (however, 0 ≦). α ≦ 1).

The ECU 60 sets the clutch target hydraulic pressure based on the acquired control target value and the correction coefficient α according to the lever operating angle of the clutch lever 4b (clutch target hydraulic pressure = control target value × correction according to the lever operating angle). Coefficient α). The ECU 60 corrects the clutch target hydraulic pressure by multiplying the threshold value by a correction coefficient (slip clutch capacity multiplier) of "1" or less determined according to the operation amount of the clutch lever 4b.

FIG. 10 is a diagram showing an example of the correlation between the lever operating angle of the clutch lever 4b according to the embodiment and the correction coefficient of the control target value. As shown in FIG. 10, the correction coefficient α of the control target value is 1 (α = 1) from the lever operating angle of the clutch lever 4b from 0 (zero) to the angle θ1. When the lever operating angle of the clutch lever 4b exceeds θ1, the correction coefficient α of the control target value gradually decreases. When the lever operating angle of the clutch lever 4b exceeds θ2, the correction coefficient α of the control target value becomes 0 (zero).

As described above, in the above embodiment, the engine 13, the transmission 21, the clutch device 26 for connecting and disconnecting the power transmission between the engine 13 and the transmission 21, and the clutch device 26 are driven to increase the clutch capacity. The clutch actuator 50 to be changed, the clutch lever 4b for the driver to operate the clutch device 26, the clutch lever operation amount sensor 4c for detecting the operation amount for the clutch lever 4b, and the ECU 60 for calculating the control target value of the clutch capacity. In the clutch control device 60A including the above, the ECU 60 calculates the engine estimated torque, sets the slip clutch capacity at which the clutch device 26 starts to slip according to the engine estimated torque, and operates the clutch lever 4b. When the control target value set according to the above exceeds the slip clutch capacity, the slip clutch capacity is corrected according to the operation amount of the clutch lever 4b.

According to this configuration, the ECU 60 calculates the engine estimated torque, and the slip clutch capacity of the clutch device 26 can be set according to the engine estimated torque. As a result, the slip clutch capacity at which the clutch device 26 starts slipping can be optimally set according to the estimated engine torque. Further, when the control target value according to the operation amount of the clutch lever 4b exceeds the slip clutch capacity, the slip clutch capacity can be corrected according to the operation amount of the clutch lever 4b. As a result, when the driver operates the clutch lever 4b to intentionally lower the clutch capacity, the slip clutch capacity can be corrected by reflecting the driver's intention. In this way, the optimum clutch capacity can be output according to the estimated engine torque and the clutch operation.

Further, in the above embodiment, the ECU 60 corrects the slip clutch capacity by multiplying the slip clutch capacity by a correction coefficient according to the operation amount of the clutch lever 4b. As a result, the slip control target value corrected according to the clutch operation amount can be set only by multiplying the slip clutch capacity by the correction coefficient according to the clutch operation amount, and the control is simplified and the cost is reduced. Can be planned.

Further, in the above embodiment, the ECU 60 can set the optimum slip clutch capacity according to the state of the vehicle by changing the slip clutch capacity according to the state of the vehicle (bank angle, etc.).

Further, in the above embodiment, when the engine estimated torque is less than the predetermined value, the ECU 60 sets the slip clutch capacity to set the optimum slip clutch capacity at the timing when the engine estimated torque is less than the predetermined value. It can be limited to a certain case (deceleration state of the vehicle).

Further, in the above embodiment, when the clutch differential rotation exceeds a predetermined value, the ECU 60 sets the slip clutch capacity so that the optimum clutch capacity is output when the clutch differential rotation exceeds the predetermined value ( It can be limited to a strong engine braking condition).

The present invention is not limited to the above embodiment, and is not limited to the application to a configuration in which a clutch is connected by increasing the hydraulic pressure and the clutch is disengaged by decreasing the hydraulic pressure. It may be applied to the configuration in which the clutch is connected by reducing the pressure.
The clutch operator is not limited to the clutch lever, but may be a clutch pedal or various other operators.
The application is not limited to the saddle-riding vehicle in which the clutch operation is automated as in the above embodiment, and while the manual clutch operation is the basis, the driving force is adjusted without performing the manual clutch operation under predetermined conditions to shift gears. It is also applicable to saddle-riding vehicles equipped with a so-called clutch operation-less transmission that enables this.
In addition, the above-mentioned saddle-riding type vehicle includes all vehicles in which the driver rides across the vehicle body, and includes not only motorcycles (including motorized bicycles and scooter type vehicles) but also three wheels (one front wheel and two rear wheels). In addition, vehicles with two front wheels and one rear wheel) or four-wheeled vehicles are also included, and vehicles including an electric motor as a prime mover are also included.
The configuration in the above embodiment is an example of the present invention, and various modifications can be made without departing from the gist of the present invention.

1 Motorcycle (saddle-riding vehicle)
4b Clutch lever (clutch operator)
4c Clutch lever operation amount sensor (clutch operation amount sensor)
13 Engine 21 Transmission 26 Clutch device 50 Clutch actuator 60 ECU (control unit)
60A Clutch controller α correction coefficient

Claims (5)

1. With the engine
   With the transmission
   A clutch device that connects and disconnects the power transmission between the engine and the transmission,
   A clutch actuator that drives the clutch device to change the clutch capacity,
   A clutch operator for the driver to operate the clutch device, and
   A clutch operation amount sensor that detects the operation amount for the clutch operator and
   A control unit for calculating a control target value of the clutch capacity is provided.
   The control unit calculates the estimated engine torque, sets the slip control target value at which the clutch device starts to slip, and sets the slip control target value according to the estimated engine torque.
   When the control target value set according to the operation amount of the clutch operator exceeds the slip control target value, the control unit determines the slip control target value according to the operation amount of the clutch operator. A clutch control device characterized by correcting.
2. The clutch control device according to claim 1, wherein the control unit corrects the slip control target value by multiplying the slip control target value by a correction coefficient according to the operation amount of the clutch operator.
3. The clutch control device according to claim 1 or 2, wherein the control unit changes the slip control target value according to a state of the vehicle.
4. The clutch control device according to any one of claims 1 to 3, wherein the control unit sets the slip control target value when the estimated engine torque is less than a predetermined value. ..
5. Claim 1 is characterized in that the control unit sets the slip control target value when the clutch differential rotation, which is the difference between the upstream rotation and the downstream rotation of the clutch device, exceeds a predetermined predetermined value. 4. The clutch control device according to any one of 4.

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