JPH03200431A - Crawling travel motion control device of automobile - Google Patents

Abstract

PURPOSE:To carry out smooth crawling travel motion by controlling engine output on the basis of deflection between input shaft rotating speed of a transmission and target rotating speed for crawling travel motion and rotating speed differential value after securing a half-clutch state for crawling travel motion by way of controlling a clutch in accordance with an axle pedal operating amount. CONSTITUTION:In a device to take out output of an engine 1 provided with a throttle actuator 11 from an output shaft 32 through an abrasion clutch 2 and a transmission 3, the abrasion clutch 2 is controlled to be connected and disconnected by a controller 100, through a clutch actuator 21 in accordance with a travelling state of a vehicle. That is, when it is judged as a time not to operate a brake pedal from output of a brake switch 42, the clutch actuator 21 is actuated in accordance with an axle pedal operating amount obtained from the output of an axle sensor 41 and the abrasion clutch 2 is made in a half-clutch state. Additionally, the throttle actuator 11 is controlled on the basis of deflection between input shaft rotating speed of the transmission 3 and target rotating speed for crawling travel motion and rotating speed differential value.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a slow-speed running control device for a motor vehicle, and more particularly to a device for controlling slow-speed running of a motor vehicle equipped with a transmission having a friction clutch.

[Conventional technology]

Conventionally, automobiles having a fluid torque converter in their transmissions have had a unique creep phenomenon, and the driver has been able to easily achieve slow speed driving by operating only the brake pedal.

However, a vehicle equipped with a transmission without a fluid torque converter, that is, a transmission with a friction clutch, does not have a slow speed driving phenomenon, that is, a creep phenomenon. The disadvantage is that the accelerator pedal, brake pedal, and clutch pedal (some models do not have a clutch pedal) must be operated delicately, and that the operation requires skill.

Therefore, in order to solve the above-mentioned drawbacks, the present applicant has
A device disclosed in Japanese Patent Publication No. -143140 was proposed.

This device is an automatic system that controls the clutch to a half-clutch condition on the following conditions: ■ The gear of the transmission is in a predetermined low gear, ■ The accelerator pedal is within a slight depression angle, and ■ The vehicle speed is within a set range. Equipped with a clutch, this automatic half-clutch control enabled the driver to drive at very low speeds without requiring complicated pedal operations.

Furthermore, in Japanese Patent Application No. 63-321532, the present applicant has disclosed that clutch engagement is set based on information on the engine rotation speed, throttle opening, and input shaft rotation speed, as well as related information on the transmission gear stage and the amount of brake depression. We have proposed a slow speed control device that prepares the amount in advance as a memory map and controls the plate clutch to a half-clutch state based on this map to cause the vehicle to creep (run at slow speed).

[Problem to be solved by the invention]

However, in the device disclosed in Japanese Patent Application Laid-open No. 60443140, the condition settings are limited, and in particular, the accelerator pedal depression amount θ only operates when 0 and θ are 1/I6 of the full stroke, so it is actually a little difficult to set. In order to execute this control from a stopped state (usually when the brake pedal is pressed), it is necessary to move the foot from the brake pedal to the accelerator pedal, which is cumbersome and requires only the brake pedal to be turned on and off. The problem was that it was not possible to run at very low speeds.

Furthermore, in the device of Japanese Patent Application No. 63-321532,
■Open-loop control determines the amount of clutch engagement for slow speed driving from a specified map, so even if there are changes in conditions such as differences between paved roads, gravel roads, or snowy roads, or latch wear and deterioration, ■The clutch engagement amount does not change in response to The throttle amount under normal idling conditions may cause jerky running or engine stall (hereinafter simply referred to as engine stall).
■If you press the brake pedal (
Even when the vehicle is stopped (including when the vehicle is stopped), the clutch remains slightly engaged, causing problems such as accelerated wear of the clutch.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a slow speed cruise control device for an automobile that solves these problems.

[Means to solve the problem]

(1) In order to achieve the above object, the slight drift control device for a motor vehicle according to the present invention includes means for detecting the amount of brake pedal depression and accelerator pedal depression, and means for detecting the number of revolutions of the engine and input shaft, An engine rotation speed adjusting means, a clutch actuator, and the input shaft rotation speed after controlling the actuator according to the amount of depression of the accelerator pedal when the brake pedal depression is off to ensure a half-clutch state for slow speed running. and means for controlling the adjusting means based on the deviation and the rotational speed differential value so that the engine output becomes the target value for slow speed running.

(2) Furthermore, in the present invention, vehicle speed detection means is provided in place of the input shaft rotation speed detection means, and the control means is configured to set the vehicle speed to an optimal target value for slow running corresponding to the accelerator pedal depression amount. The amount of clutch engagement can be controlled.

(3) Furthermore, in the present invention, a drive torque detection means is provided in place of the input shaft rotation speed detection means, and the control means sets the drive torque to an optimum target value for slow speed running corresponding to the amount of depression of the accelerator pedal. Thus, the amount of clutch engagement can be controlled.

(4) Furthermore, in the present invention, when the brake pedal is depressed, the control means can control the actuator to bring the clutch to a completely disengaged position.

(Function) In the present invention, when the brake pedal depression is off (not depressed), the control means first secures a half-clutch position corresponding to the detected accelerator pedal depression amount, and then maintains a slow speed corresponding to the accelerator depression amount. target value of the controlled object that is optimal for driving,
That is, the engine rotation speed (engine output ) is determined, and the engine speed is controlled by this control amount to perform slow running.

To explain this in more detail, first, the engine speed is
In conventional automobiles that do not run at slow speeds, the rotation speed increases from normal idle rotation in proportion to the amount of depression of the accelerator pedal, as shown in FIG.

However, in the present invention, in order to travel at very low speeds, even when the accelerator pedal is released, the position of the clutch is moved in the engagement direction in advance to bring the clutch into a half-clutch state corresponding to the amount of depression of the accelerator pedal.

As shown in Figure 4, the relationship between the target value of the controlled object (input shaft rotational speed, vehicle speed, or drive torque) and the amount of accelerator pedal depression is determined by the accelerator pedal release position in conventional control that does not perform slow speed driving. The value of the controlled object increases linearly in proportion to the amount of accelerator depression from the vicinity, but in the present invention, for slow running control, the value is set so that it is not zero but the optimal target value even at the position where the accelerator pedal is released. .

For this reason, the control means first secures a half-clutch state corresponding to the accelerator pedal depression amount based on FIG. The engine speed is controlled by the engine speed adjustment means so that it reaches the target value.

In this case, the control means first calculates the difference (control deviation) X between the calculated target value U and the detected current (av), then calculates the differential value y of the controlled object, and from these X and y. Find the engine speed limit Ji[tz.

Then, operate the engine speed by 2.

That is, as shown in FIG. 5, the target value U is determined by the control deviation
The magnitude relationship between the current value V and the current value V is known, and if the polarity of the differential 4ay of the controlled object is positive, the controlled object is increasing.
If it is negative, it means that there is a decreasing trend, or the differential value y
If is a small value, it means that there is no increase or decrease, so whether the current value V is approaching or away from the target value U,
Or, since it can be seen whether the current state remains, the engine speed adjustment means can be controlled accordingly to control the engine speed (engine output)? 3m! Only z will be controlled.

This allows the car to run at a slow speed corresponding to the amount of accelerator pedal depression at that time.

Further, in the present invention (4), when the brake pedal is depressed (pedal depression detected), the control means can control the clutch actuator to bring the clutch to the completely disengaged position, so that the control means can control the clutch actuator to bring the clutch to the completely disengaged position. Bakura 7
Wear of the chi can be kept to a minimum.

[Embodiment] Fig. 1 shows an embodiment of an automobile slight drift control system according to the present invention, in which 1 is an engine, 11 is a throttle of the engine 1 (in the case of a diesel engine, a fuel injection lever). However, in the following embodiments, a throttle will be used as an example. 2 is a friction clutch (hereinafter simply referred to as a clutch), 21 is a clutch actuator that controls the clutch 2 to be in the engaged state/half-launched state/disengaged state, and 22 is a thalassochi sensor that controls the clutch 2 in the engaged state (engaged M ).

Reference numeral 3 denotes a transmission, which changes the engine torque by meshing a gear mechanism controlled by the operation of a transmission actuator 31 to drive an output shaft (not shown) 32, which is an input (not shown) of the transmission 3. The shaft (input shaft) is provided with a rotation speed sensor 33 as an input shaft rotation speed detection means, a gear position sensor 34 is provided on the transmission actuator 31 that selects and controls the gear position, and a gear position sensor 34 is provided on the output shaft 32.
A vehicle speed sensor 35 as a vehicle speed detection means and a torque sensor 36 as a drive torque detection means are provided.

Furthermore, 41 is an accelerator sensor as means for detecting the amount of depression of the accelerator pedal, 42 is a brake switch as a means for detecting the amount of depression of the brake pedal, and 5 is a brake mechanism for the wheels, which is activated to maintain braking force when starting on a slope. A braking force holding actuator 51 is provided.

6 is a vehicle body (not shown) as road surface slope detection means.
A gradient sensor is attached to the vehicle to detect the gradient of the road surface on which the vehicle is traveling, and 7 is an indicator lamp that displays the slow running state;
8 is a key switch that detects the on/off state of the ignition key, 9 is a slow speed running switch that is turned on when the driver desires slow running (when disabling the braking force retention actuator 51), and IO is a switch near the front and rear of the vehicle. It is a short-range sensor that detects obstacles at a distance.

In addition, 100 is a controller composed of a microcomputer, including a central control unit that performs arithmetic processing, various memories that store arithmetic processing procedures, control procedures, control maps to be described later, etc., a self-diagnosis function, a differential circuit, and input/output. It is equipped with a boat, etc., and when signals from the various sensors and switches mentioned above are input, commands are issued to related actuators etc. according to the results of the stored procedures, and the engine 1, clutch 2, and gear change are controlled. It controls the machine 3 or the brake mechanism 5.

FIG. 2 is a diagram showing a flowchart of a program executed by the controller 100, and the operation of the microspeed cruise control device for an automobile shown in FIG. 1 will be described below with reference to the flowchart of FIG. 2.

When this program starts, the controller 100 first turns on the display lamp to inform the driver that slow speed driving control is in progress (step S in Figure 2).
l).

Next, the accelerator pedal depression amount is read from the output of the accelerator sensor 41 and stored in the built-in memory.
2) From this memory, it is determined whether the accelerator pedal is released (accelerator depression amount is zero) or not.
3), when it is released, continue to press the brake switch 42
The output is read and it is checked whether the brake pedal is depressed (brake switch off) (step S4).

Then, when it is determined that the brake pedal is depressed, clutch actuator 2 is activated since slow speed driving is not necessary.
1 to move the clutch 2 to the completely disengaged position and return the engine speed to the predetermined idling speed (step S5), then the control ends. This is to prevent stalling or abnormal engine speed during braking, and to minimize clutch wear.

On the other hand, when it is determined in step S3 that the accelerator pedal is not released (usually, in this case, the brake pedal is not depressed), or when it is determined that the brake pedal is not depressed in step s4, the controller 100 Clutch actuator 2 to start driving control
1 to create a half-clutch state B (WA application range) according to the amount of accelerator pedal depression at this time (step S6
).

That is, as shown in the memory map of FIG. 3 stored in the controller 100, even when the accelerator pedal is released, "
Ensure that the clutch is in a half-clutch state, which is optimal for slow speed driving, rather than 0".

And the fourth one also stored in the controller 100.
From the memory map shown in the figure, calculate the target value U of the controlled object that is optimal for slow speed driving corresponding to the amount of accelerator pedal depression (step S7), and then read the current value V of the controlled object from the corresponding sensor (step S7). 3B).

Here, as shown in FIG. 4, the target value U of the controlled object in the present invention is different from conventional control that does not perform slow running control in that the target value does not become zero even when the accelerator pedal depression amount is zero. If the target to be controlled is the input shaft rotational speed, set it to about 100 to 300 rpm.

Also, to explain how to read the current value V of this controlled object, in the present invention, the controlled objects are (1) the input shaft rotation speed, (2) the vehicle speed from the vehicle speed sensor 35, and (3) the information from the drive torque sensor 36. Any drive torque may be used, and its current value V is read.

After reading the current value V in step S8, the controller 100 subtracts the current value V from the target value U calculated in step S7 to obtain the control deviation X (step S9).

Next, the differential value y of the controlled object is calculated in step 31.
0), the control Mz of the throttle opening (i.e. engine speed) is derived from the control deviation X and the differential value y (step 5).
ll). Then, the throttle opening degree is operated by 2 (step 512), and the control is ended.

Here, the manipulated variable 2 of the throttle opening degree will be explained in more detail based on FIG. 5. Note that when operating the throttle opening in the tangential direction, 2 is set to α and β (α>β>0).

That is, the throttle opening degree is operated as follows.

■The current value V of the controlled object is almost the same as the target value U, X', 0
), and there is almost no increase or decrease (differential value y′).

0), the throttle is not moved because it is in an ideal state (2=0); ■The current value V of the controlled object is almost the same as the target value U, so XZO)
However, if it is increasing (y>0), close the throttle a little more than the current level to reduce the driving force (z=
-β); ■The current value ■ of the controlled object is almost the same as the target value U, X', 0
), but if it is decreasing (y<O), open the throttle a little more than the current level to increase the driving force (z
=β); ■The current value V of the controlled object is larger than the target value U (x>0)
, if there is almost no increase or decrease (y'; 0), close the throttle a little more than the current level to reduce the driving force (z = -
〇); ■The current value V of the controlled object is larger than the target value U (x>0)
, is increasing (y>0), close the throttle more than the current level to reduce the driving force (z=-α)
; ■The current value V of the controlled object is greater than the target value U (X>0)
is decreasing (y<O), the throttle is not moved because it is approaching the target value (2=0); ■The current value V of the controlled object is smaller than the target (iu) (x
), if there is almost no increase or decrease (y”; O), open the throttle a little more than the current level to increase the driving force (z=
β); ■The current value ■ of the controlled object is smaller than the target value U (X<O)
is increasing (y>0), the throttle is not moved because it is approaching the target value (2=0); ■The current value V of the controlled object is smaller than the target value U (x<0 )
, if it is decreasing (y<O), open the throttle wider than the current level in order to increase the driving force quickly<(z-α).
.

Here, the methods for deriving the manipulated variable of the throttle opening are: - Create a map with X and y as parameters as shown in Figure 6, and refer to it. - Create the xyz relationship based on conventional linear control theory. Methods include finding a formula, and (2) finding 2 from X and y based on fuzzy theory.

Here, when the vehicle travels on a road surface with a slope, control that further takes this point into consideration is required.

Therefore, in the present invention, the control of the program shown in FIG. 2 is further corrected as described later based on the output of the slope sensor 6 to perform slow speed driving control that is optimal for the slope of the road surface on which the vehicle is traveling.

■Make the control cycle (program cycle uJI) variable depending on the road surface gradient.

This is to prevent the vehicle from sliding if the drive torque is not increased quickly when driving uphill, so the control cycle is made earlier than when driving on a flat road or downhill. The control period for executing the routine shown in the figure, which is normally about 200 μs, is made to be about 172.

■Correct the first value of the controlled object according to the road surface slope.

This is for the same reason as mentioned above, and in order to increase the drive torque faster when going uphill, the step S is faster than when going downhill or on a flat road.
This is to slightly increase the target value U of the controlled object in step 7.

■Correct the amount of clutch position operation depending on the road slope.

As mentioned above, this is also the throttle opening operation amount 2 (α) in order to quickly increase the drive torque when going uphill.

This is a control that increases β).

It goes without saying that only one of each of the above controls (1) to (2) may be included in the control, or several may be included in the control at the same time.

In the above case, the conditions for entering the control routine shown in Figure 2 are not a particular issue; however, as shown in Figure 7, when all of the following conditions are satisfied, the aforementioned slow running mode is executed. is necessary.

■When the ignition key is determined to be on based on the output of key switch 8.

This is to avoid the danger of the vehicle starting to move on its own due to the slight drift control, since an abnormal situation may occur where the engine 1 continues to rotate even when the ignition key is off.

■Engine 1 must be running.

Although this is a matter of course, in reality, it is usually determined that the engine is running when the engine speed is above a set value (500 to 700 rpm).

■The diagnosis result by the self-diagnosis function built into the controller 100 is normal.

This judgment is made because if there is an abnormality in the sensors, actuators, controllers, etc. necessary for slow-speed running control, performing slow-speed running control will cause danger. Normally, self-diagnosis is performed within the controller 100 from memory (not shown) and input values from various sensors.
Judgment will be made based on the results.

■Vehicle speed must be less than the set value (approximately 10 KM/H is appropriate).

This is because if the slight drift control is applied when the vehicle speed is high, fuel efficiency will deteriorate and the effectiveness of the engine brake will deteriorate.

■The gear position is the starting position.

This is the starting gear (
This is because it is normally only needed when in first or reverse gear for passenger cars and second gear for trucks.

Further, since this prevents the vehicle from running at a slow speed except when the vehicle is in the starting gear, it is possible to solve problems such as shortening of clutch life and deterioration of fuel efficiency due to heavy use of half clutches.

On the contrary, as shown in FIG. 8, if any one of the conditions shown in FIG. 7 is not satisfied, it is necessary to cancel the slow running mode.

Furthermore, in addition to the conditions shown in FIG. 7, as shown in FIG. 9, if the slow speed drive switch 9 is operated only when the driver wants to drive at a slow speed, or if the amount of accelerator depression is less than the set value, the slow drive mode is set. can be configured to run.

This configuration will be explained based on FIG. 9. In this configuration, when all the conditions shown in FIG. 7 are satisfied and one or both of the following are satisfied, the vehicle enters the slow running mode.

■The slow speed switch 9 is on.

By adding to the setting conditions that the driver turn on the slow speed switch 9 when a slow speed driving mode is required, such as during traffic jams or when parking in a garage, the driver's will can be respected, reducing clutch life and fuel efficiency. Deterioration can be prevented.

■The amount of accelerator pedal depression is less than the set value.

This assumes that when the amount of accelerator pedal depression is small, it means that the driver wants to drive at a slow speed, and adds to the setting condition that the amount of accelerator pedal depression is less than a set value, and the set value is equal to the accelerator pedal stroke. Approximately 3/3 of the amount
The degree is appropriate.

Accordingly, as shown in FIG. 10, the slow running mode is canceled when any one of the cancellation conditions shown in FIG. 8 described above or any one of the following is satisfied.

■The slow speed switch 9 must be turned off.

This is because the clutch is often used in a partially engaged state in low-speed driving mode, resulting in a slow start response.

Therefore, when the driver wants to start or accelerate the vehicle quickly, such as when entering a highway or entering a wide street, the driver can cancel the slow speed mode by turning off the slow speed switch 9.

■The amount of accelerator pedal depression is greater than or equal to the set value.

This assumes that when the driver depresses the accelerator pedal significantly, it means that the driver wants to start or accelerate the vehicle, and when the amount of accelerator pedal depression is greater than a set value, slow speed driving mode is canceled. .

By performing the above control, the driver determines whether he or she wants to drive at a slow speed, or whether he wants to start and accelerate quickly, and then cancels the slow drive mode based on that judgment.
Driving control that matches the driver's will becomes possible.

On the other hand, as shown in FIG. 1, when the short-range sensor 10 that detects obstacles in the front and rear of the vehicle is installed, all of the slow running mode setting conditions shown in FIG. 7 are satisfied, as shown in FIG. 11. In addition, the slow speed driving mode may be set only when an obstacle (another vehicle, a wall, etc.) is detected in the direction of travel of the vehicle.

This is because the situations where slow speed control is required are when driving on a congested road or when parking in a garage, and in both cases there are obstacles nearby.
The system automatically switches to low-speed driving mode only when an obstacle is detected. This is to set the vehicle to a slow running mode.

As a result, the vehicle automatically enters the slow speed mode only when the slow speed mode is necessary, thereby freeing the driver from the hassle of operating switches. In addition, when there is an obstacle nearby, the vehicle automatically enters a low-speed driving control state, thereby avoiding the risk of the driver not noticing the obstacle and causing a collision.

In this case, when detecting an obstacle, the direction of travel of the vehicle must be determined from the gear position.
It is preferable to obtain information from a short-range sensor at the front of the vehicle when moving forward, and from a short-range sensor at the rear of the vehicle when reversing.

Further, the detection area of the sensor is suitably equal to that of the vehicle so as not to detect vehicles in adjacent lanes, oncoming vehicles, guardrails, etc. If the detection distance is short, the brakes must be applied immediately after detection, which negates the meaning of running at a slow speed, so this distance needs to be 5 meters or more.

In addition, the present invention can also be used in automobiles equipped with a braking force retention device. In this case, it is necessary that the slow running switch 9 is turned on as shown in FIG.

This operation will be explained based on the flowchart shown in FIG. Note that steps 5IOI to 5104 in this program routine correspond to steps Sl, 33 to S5 in the program shown in FIG. 2, and this routine is continued to step S6 in FIG. 2.

After the clutch is disengaged in step 5104 to prevent engine stalling and flange wear, the controller 100 checks whether the vehicle is stopped based on the output of the vehicle speed sensor 35 (step 5105), and when it is determined that the vehicle is stopped, the braking force is applied. Activate the holding actuator 51 (see Figure 2) (
At step 5106), the brake mechanism 5 is operated to bring the braking force into a holding state (HS A ), and the program ends.

If rN, 1 in step S10-2 or 5103,
The controller 100 checks whether the slow running switch 9 is on (step 5107), and if it is on, the process proceeds to step 5106, but if it is off, it continues to check whether the braking force holding actuator 51 is operating. (step 3108), and if it is inactive, proceed to step 5113.

If it is determined in step 310B that the braking force holding actuator 51 is in operation, then the current value α of the driving torque or clutch position is detected from either the torque sensor 36 or the clutch sensor 22 (step 5109),
Compare this current value α and the set value β when the braking force is released (
same step 5110). Here, the set value β is a value that corresponds to a driving torque to the extent that the vehicle does not slide down even on a slight slope.

When α < β, the driving torque is insufficient, so the driving force is increased by operating the Taranochi actuator 21 and moving the clutch position slightly in the tangential direction (
In this case, step 5ill) is
Since the clutch is completely disengaged in step 3104 as a prerequisite for the braking force holding actuator 51 to be activated in step 06, step 5ill will be repeated several times.

Then, as the clutch is gradually connected, α≧β, and since sufficient driving torque is obtained at this time, the braking force holding actuator 51 is deenergized and the holding braking force is released. The amount of accelerator pedal depression is detected from the output of the accelerator sensor 4I while the vehicle is maintained in a state where it does not slide and is stored in the memory (step 5112).

After this, the process advances to step S6 in Fig. 2 to execute slow running control, but by performing the control shown in Fig. 10 above, even a vehicle equipped with a braking force retaining bag W (ISA) can be prevented from slipping on a slope. , smooth low-speed driving can be achieved simply by operating the driver's brake pedal.

[Effects of the Invention] As described above, in the slow-speed running control device for an automobile according to the present invention, when the brake pedal is not depressed, the input shaft is moved after the half-clutch state for slow-speed running is secured in accordance with the amount of accelerator pedal depression. Rotation speed (or vehicle speed, driving torque)
The engine speed (engine output) is controlled based on the deviation and the rotation speed differential value so that it becomes the target value for slow speed running,
Further, when the brake pedal is depressed, the clutch is pushed to the completely disengaged position, so that the following unique effects can be obtained.

i) It is possible to drive at a slow speed by simply turning the brake pedal on and off.

■) Since the controlled objects (input shaft rotational speed, vehicle speed, and drive torque) are controlled in a closed loop, it is possible to drive at very low speeds in response to road conditions and clutch wear conditions.

iii) Since both the clutch position and engine output are controlled, there is no risk of jerky running or engine stalling.

■) When the brake pedal is depressed, the clutch is completely disengaged and the half-clutch state is not frequently used, reducing clutch wear, deterioration of fuel efficiency, and deterioration of engine braking effectiveness.

[Brief explanation of drawings]

FIG. 1 is a hardware configuration diagram showing an embodiment of a slow speed cruise control device for an automobile according to the present invention, FIG. 2 is a flowchart of a program executed by the controller of the present invention, and FIG. 3 is an accelerator Fig. 4 is a graph showing the relationship between the amount of pedal depression and the engine speed (engine output), and Fig. 5 is a graph showing the relationship between the amount of accelerator pedal depression and the numerical value (target (li) of the controlled object). , a graph for explaining the operation of the throttle opening (engine speed) according to the present invention, and FIG. 6 is a map for determining the manipulated variable of the throttle opening (engine speed) used in the control of the present invention. FIG. 7 to FIG. 11 are diagrams for respectively setting the slow running mode setting conditions of the present invention, and FIG. 12 is a diagram for setting the braking force holding operation (IS) executed by the controller of the present invention.
It is a flowchart diagram of a program when A) is involved. In Fig. 1, 1 is an engine, 2 is a friction clutch, 1
1 is a throttle actuator, 12 is an engine rotation speed sensor, 21 is a clutch actuator, 33 is an input shaft rotation speed sensor, 34 is a gear position sensor, 3
5 is a vehicle speed sensor, 36 is a torque sensor, 41 is an accelerator sensor, 42 is a brake sensor, and 9 is a controller, respectively. In the figures, the same reference numerals indicate the same or corresponding parts.

Claims (4)

[Claims] (1) Each detection means for the amount of brake pedal depression and accelerator pedal depression, each rotation speed detection means for the engine and input shaft, the engine rotation speed adjustment means, the clutch actuator, and the accelerator when the brake pedal depression is off. After controlling the actuator according to the amount of pedal depression to ensure a half-clutch state for slow speed running, the input shaft rotation speed is adjusted based on the deviation and the rotation speed differential value so that it becomes the target value for slow speed running. 1. A low-speed running control device for an automobile, comprising: means for controlling the engine output by controlling the means for controlling the engine output. (2) A vehicle speed detection means is provided in place of the input shaft rotation speed detection means, and the control means adjusts the clutch engagement amount so that the vehicle speed becomes an optimal target value for slow-speed driving corresponding to the accelerator pedal depression amount. 2. The slow speed running control device for a motor vehicle according to claim 1, wherein (3) A drive torque detection means is provided in place of the input shaft rotation speed detection means, and the control means engages the clutch so that the drive torque reaches a target value optimal for slow speed running corresponding to the amount of depression of the accelerator pedal. 2. The slow speed running control device for a motor vehicle according to claim 1, wherein the control device controls the amount. (4) The slow speed running control for a motor vehicle according to any one of claims 1 to 3, wherein when the brake pedal is depressed, the control means controls the actuator to bring the clutch to a completely disengaged position. Device.