JP2002295517A - Control device for clutch - Google Patents

Abstract

(57) [Problem] To provide a clutch control device capable of accurately compensating wear of clutch facing. In a control device for a vehicle clutch that changes an engagement state between a flywheel (21) and a clutch disc (23), an adjusting mechanism includes an adjusting wedge (80) having a tapered portion (81) having a tapered surface (81a) and a wedge-side tapered surface (82a). A member 82, a stopper 82c for regulating an axial distance in a direction in which the pressure plate 24 approaches the clutch cover 22, an adjust track 83 forming first rack teeth 83a and second rack teeth 83b,
The adjusting pinion 85 having the first pinion teeth 85a meshing with the rack teeth and the second pinion teeth 85b meshing with the second rack teeth, and the adjusting pinion 85 following the axial operation of the outer peripheral end of the diaphragm spring 25. And a holding member 86 that holds the adjustment pinion 85 so as to operate in the axial direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle clutch for transmitting torque between a power source such as an internal combustion engine and a transmission, and more particularly to a control device for controlling the influence of wear of a clutch facing. The present invention relates to a clutch control device that performs wear adjustment and the like to minimize the wear.

[0002]

2. Description of the Related Art Generally, in a clutch control device of this kind, a clutch facing (clutch disk) is used.
When the clutch facing is worn, the operating force required to disengage the clutch, that is, the load applied to the clutch cover, increases because the attitude of the diaphragm spring changes with the wear of the clutch. For this reason, for example, in the device disclosed in JP-A-5-215150, the height of the fulcrum of the diaphragm spring depends on the load applied to the clutch cover during the operation of the clutch (the load on the diaphragm spring held by the clutch cover). , Thereby correcting the attitude of the diaphragm spring and compensating for changes in the load characteristics of the clutch due to wear of the clutch facing.

[0003]

However, in the above-mentioned prior art, the clutch cover may resonate due to vibration or the like accompanying the operation of the vehicle, and the load applied to the clutch cover may fluctuate. There is a problem that compensation cannot be performed with high accuracy.

Accordingly, it is a technical object of the present invention to provide a clutch control device capable of accurately compensating wear of a clutch facing in order to solve the above problems.

[0005]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention moves a clutch disk facing a flywheel rotating integrally with an output shaft of a drive source through a pressure plate and a diaphragm spring. An actuator that applies a force for changing the engagement state of the clutch disc to the diaphragm spring, and a clutch cover that is fixed to the flywheel and forms an operating fulcrum of the diaphragm spring when the engagement state of the clutch disc changes. An adjustment disposed between the pressure plate and the diaphragm spring to form a force transmission path between the pressure plate and the diaphragm spring and to change an axial distance between the diaphragm spring and the pressure plate. Mechanism and actu And control means for controlling the operation of the over data,
In the control device for a vehicle clutch which changes the engagement state between the flywheel and the clutch disc, the adjusting mechanism is formed on the pressure plate on the inner peripheral side of the clutch cover, and the adjustment mechanism is formed by a taper from the pressure plate to the diaphragm spring. An adjusting wedge member having a wedge-side tapered surface that is rotatably disposed between the tapered portion and the diaphragm spring on the inner peripheral side of the clutch cover and that abuts the tapered surface; and a pressure plate. Alternatively, a stopper portion formed on the adjusting wedge member to regulate an axial distance in a direction in which the pressure plate approaches the clutch cover, and a first rack tooth fixed to the outer peripheral surface of the adjusting wedge member and moving in one axial direction and a shaft. The first rack in the other direction An adjusting track forming a second rack tooth having a phase different from that of the adjusting track, and a pressure adjusting plate disposed between the pressure plate and the diaphragm spring so as to be immovable in the circumferential direction of the pressure plate and movably in the axial direction. An adjusting pinion having a first pinion tooth meshable with a rack tooth and a second pinion tooth meshing with a second rack tooth; and adjusting the adjustment pinion in an axial direction by following an axial operation of an outer peripheral end of a diaphragm spring. And a holding member for holding the adjustment pinion at the outer peripheral end of the diaphragm spring for operation.If the predetermined condition is not satisfied, the control means controls the diaphragm within a range where the stopper does not contact the clutch cover. Apply force to the spring to move the pressure plate back and forth. By controlling the operation of the tutor, when a predetermined condition is satisfied, a force is applied to the diaphragm spring even after the stopper portion abuts the clutch cover to move the adjusting pinion in the axial direction with respect to the adjusting wedge member. The first rack teeth and the first pinion teeth are disengaged and the second rack teeth are meshed with the second pinion teeth to change the axial distance between the diaphragm spring and the pressure plate. Control device for controlling the operation of the clutch.

According to this, the adjusting mechanism changes the distance between the diaphragm spring and the pressure plate only when the predetermined condition is satisfied, so that the predetermined condition is set to, for example, an operating condition in which the clutch is less likely to resonate. By doing so, it becomes possible to accurately compensate for the wear of the clutch.

Further, according to the present invention, the adjusting mechanism holds the adjust pinion at the outer peripheral end of the diaphragm spring by the holding member, so that the predetermined mechanism is satisfied and the adjusting mechanism is capable of holding the adjusting spring and the pressure plate together. When the distance is changed, the adjust pinion operates reliably following the axial operation of the outer peripheral end of the diaphragm spring even after the stopper portion comes into contact with the clutch cover. Accordingly, the engagement between the first pinion teeth of the adjustment pinion and the first rack teeth of the adjustment track is reliably released, and the second pinion teeth and the second rack teeth are reliably engaged. As described above, since the adjusting pinion can be forcibly operated in the axial direction by the holding member, even if each component rusts or the sliding resistance between the components increases, the adjustment pinion can be operated with the operation of the actuator. As a result, the adjust pinion is operated in the axial direction, and the wear of the clutch can be compensated with high accuracy.

In the clutch control device, the holding member of the adjusting mechanism may be fixed to the outer peripheral side surface of the adjustment pinion, and may extend from the fixed portion to the clutch cover. It is preferable to have a curved portion curved toward the inner peripheral side, and to hold the outer peripheral end of the diaphragm spring between the clutch cover side end surface of the adjust pinion and the curved portion. .

According to this, the outer peripheral end of the diaphragm spring can be easily held. Further, since the diaphragm spring is held between the curved portion and the end face of the adjustment pinion, when the diaphragm spring operates using the operation fulcrum formed on the clutch cover as a fulcrum, the operation of the diaphragm spring is performed by the adjustment pinion shaft. This is preferable because there is no interference other than operation in the direction.

[0010] Further, the holding member of the adjusting mechanism has a holding portion which has elasticity in the axial direction and extends to the outer peripheral end side of the diaphragm spring of the adjustment pinion.
When the outer peripheral end of the diaphragm spring is held between the holding portion and the curved portion, the outer peripheral end of the diaphragm spring can be held without a gap between the curved portion and the holding portion regardless of a change in the posture of the diaphragm splicing. Since the adjustment pinion can be held, the adjustment pinion can reliably follow the diaphragm. In particular, the meshing state between the first rack teeth and the first pinion teeth can be maintained within a range until the stopper portion comes into contact with the clutch cover, and wear of the clutch can be compensated with high accuracy.

The pressure plate has a pin protruding in the axial direction from the end face thereof toward the diaphragm spring, and a through hole penetrating in the axial direction in the end face on the outer peripheral side, and the adjusting pinion has a penetrating portion penetrating the pin. And a convex portion that penetrates the through hole,
The rotation of the adjustment pinion with respect to the pressure plate is restricted. This prevents the adjustment pinion from rotating with respect to the pressure plate, and causes the adjustment pinion to perform an unnecessary operation in the rotation direction when the rack teeth and the pinion teeth are engaged or disengaged. This is preferable because the wear of the clutch can be compensated with high accuracy.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a clutch control device according to the present invention will be described below with reference to the drawings. Figure 1
The clutch control device schematically shown in FIG. 1 controls engagement / disengagement of a friction clutch 20 disposed between an engine 10 as a drive source and a transmission 11. Flywheel 2 that rotates integrally with the output shaft
The actuator 30 for moving the clutch disc 23 facing the first disc 1 through the pressure plate 24 and the diaphragm spring 25 to apply a force for changing the engagement state of the clutch disc 23 to the diaphragm spring 25 and the flywheel 21 A clutch cover 22 to be fixed, a clutch control circuit 40 which is a control means for controlling the operation of the actuator 30 by outputting a drive command signal to the actuator 30, and a pressure plate 2
And an adjustment mechanism that forms a force transmission path between the diaphragm spring 25 and the diaphragm spring 25 and that can change the axial distance between the diaphragm spring 25 and the pressure plate 24.

As shown in detail in FIG. 2, the friction clutch 20 includes a flywheel 21 and a clutch cover 2.
2, clutch disc 23, pressure plate 24,
Diaphragm spring 25, release bearing 2
6, a release fork 27, a pivot support member 28 fixed to the transmission case 11a, and an adjust wedge member 82 as main components. Note that the pressure plate 24, the diaphragm spring 25, and the like are integrally mounted on the clutch cover 22, so that they are referred to as a clutch cover assembly.

The flywheel 21 has a disk shape, is bolted to a crankshaft (output shaft of a driving source) 10a of the engine 10, and rotates integrally with the crankshaft 10a.

The clutch cover 22 has a substantially cylindrical shape, and has a cylindrical portion 22a, a flange portion 22b formed on the inner peripheral side of the cylindrical portion 22a, and an inner peripheral edge of the cylindrical portion 22a formed at equal intervals in the circumferential direction. And a plurality of fulcrum forming portions 22c formed at the outer periphery of the cylindrical portion 22a.
And rotates integrally with the flywheel 21.

The clutch disk 23 is a friction plate for transmitting the power of the engine 10 to the transmission 11, and is disposed between the flywheel 21 and the pressure plate 24. The shaft can be moved in the axial direction by spline connection.
Further, clutch facings 23a and 23b made of a friction material are fixed to both surfaces of an outer peripheral portion of the clutch disk 23 by rivets.

The pressure plate 24 presses the clutch disk 23 toward the flywheel 21 and sandwiches it between the flywheel 21 and the clutch disk 23 frictionally engages with the flywheel 21 to rotate integrally. . The pressure plate 24 is connected to the clutch cover 22 by a strap 24a so as to rotate with the rotation of the clutch cover 22.

The strap 24a is composed of a plurality of laminated thin leaf spring materials. As shown in FIG. 3, one end of the strap 24a is fixed to the outer peripheral portion of the clutch cover 22 with a rivet R1. The other end is fixed to a projection provided on the outer peripheral portion of the pressure plate 24 by a rivet R2. Thus, the strap 24 a applies an urging force in the axial direction to the pressure plate 24 so that the pressure plate 24 can be separated from the flywheel 21.

As shown in FIG. 2, a guide portion 24c is provided upright on the outermost peripheral portion of the pressure plate 24 toward the diaphragm spring 25 side. Guide part 24
7, a pressure plate 2 having a tapered portion 81 having a saw-toothed tapered surface 81a is erected toward the diaphragm spring 25 as shown in FIG.
4 is fixed.

As shown in FIG. 3, the diaphragm spring 25 includes twelve resilient plate members 2 radially arranged along the inner periphery of the cylindrical portion 22a of the clutch cover 22.
5a (hereinafter, referred to as a lever member 25a). As shown in FIG. 2, each of the lever members 25a is sandwiched by the fulcrum forming portion 22c of the clutch cover 22 via a pair of ring-shaped fulcrum members 25b and 25c arranged on both axial sides of each of the lever members 25a. Is done. This allows
The lever member 25a can perform a pivot movement with respect to the clutch cover 22 using the fulcrum members 25b and 25c as operating fulcrums.

The adjustment mechanism will be described. As described above, the ring-shaped tapered portion 81 is fixed to the outer peripheral portion of the pressure plate 24, whereby a plurality of sawtooth-shaped tapered surfaces 81 a of the tapered portion 81 are formed toward the diaphragm spring 25. Also, the tapered surface 81
a and between the outer periphery of the diaphragm spring 25
An adjust wedge member 82 is provided. The adjusting wedge member 82 is a ring-shaped member and has the same shape as the tapered surface 81a.
2a, and the wedge-side tapered surface 82a and the tapered surface 81a are in contact with each other as shown in FIG.
A plurality of stopper portions 82c protruding toward the clutch cover 22 are formed on the end surface of the adjusting wedge member 82 on the diaphragm spring 25 side. The axial distance of the pressure plate 24 in the direction approaching the clutch cover 22 is regulated by the stopper portion 82c. The stopper 8 of the adjusting wedge member 82
The end face of the diaphragm spring 25 other than 2c is flat.

In particular, as shown in FIG. 7, a notch 82b is provided at an appropriate position of the adjusting wedge member 82 on the side of the diaphragm spring 25, and at an appropriate position of the tapered portion 81 fixed to the pressure plate 24. The locking portion 81b is provided, and the notch 82b and the locking portion 8 are provided.
Each end of the tensioned coil spring CS is locked to each of the coil springs 1b. Thereby, the pressure plate 24 (taper portion 81) and the adjust wedge member 82
Are the top of the tapered surface 81a and the wedge-side tapered surface 82
a is biased so as to rotate relative to each other in a direction in which the tops approach each other.

As shown in FIGS. 4 to 6 and FIG. 9, a rivet 83c is provided on the outer peripheral surface of the adjust wedge member 82.
, The adjust track 83 is fixed. The adjust track 83 includes first rack teeth 83a that stand up in the axial direction from the pressure plate 24 to the diaphragm spring 25, and first rack teeth 83a that stand up in the axial direction from the diaphragm spring 25 to the pressure plate 24. The teeth 83a and the second rack teeth 83b whose phases are shifted (shifted) by a half pitch are formed.
The first rack teeth 83a and the second rack teeth 83b have a sawtooth shape (or a triangular shape arranged at equal intervals).

An adjust pinion 85 which is immovable in the circumferential direction of the pressure plate 24 and movable in the axial direction is provided on the outer peripheral surface of the adjust track 83 at the outer peripheral portion of the pressure plate 24.
That is, as shown in FIG. 4 to FIG. 6 and FIG. 9, the adjustment pinion 85 has a through portion 85 c through which a pin 24 d that projects in the axial direction from the outer peripheral end surface of the pressure plate 24 toward the diaphragm spring 25 passes. Also, by integrally providing a convex portion 85d that penetrates the axial through hole 24e formed in the outer peripheral portion of the pressure plate 24, only the axial movement with respect to the pressure plate 24 is allowed, and Is configured not to be allowed. In addition, since the rotation of the adjustment pinion 85 with respect to the pressure plate 24 is regulated,
Excessive operation of the adjustment pinion 85 with respect to the pressure plate 24 is suppressed. The adjusting pinion 85 stands in the axial direction from the diaphragm spring 25 to the pressure plate 24, and can be engaged with the first rack teeth 83 a of the adjusting track 83. The first pinion teeth 85 a can be engaged with the diaphragm spring 25. The second pinion teeth 85b are formed integrally with the second rack teeth 83b so as to stand in the axial direction toward the second rack teeth 83b. The axial distance between the first pinion teeth 85a and the second pinion teeth 85b is set slightly longer than the axial length of the first rack teeth 83a and the second rack teeth 83b. Second pinion teeth 85
b has a first rack tooth 83a and a second rack tooth 83b.
Has a sawtooth shape corresponding to.

The adjusting pinion 85 has a holding member for holding the adjusting pinion 85 at the outer peripheral end of the diaphragm spring so as to operate the adjusting pinion 85 in the axial direction following the axial operation of the outer peripheral end of the diaphragm spring. 86 is attached. The holding member 86 includes a fixing portion 86a fixed to the outer peripheral side surface of the adjustment pinion 85 by a screw screw 86d, and a curved portion that extends from the fixing portion 86a toward the clutch cover and curves toward the inner peripheral side of the clutch disk. 86b, and the outer peripheral end of the diaphragm spring is held between the clutch cover side end surface of the adjust pinion 85 and the curved portion 86b. Further, the holding member 86 has a holding portion 86c extending on the outer peripheral end side of the diaphragm spring 25 of the adjustment pinion 85. This holding portion 86c
The holding member 86 is provided with an elastic force in the axial direction.
And the bending portion 86b and the holding portion 86
c and the outer peripheral end of the diaphragm spring.

The release bearing 26 is slidably supported on a support sleeve 11b supported on the transmission case 11a so as to surround the outer periphery of the input shaft of the transmission 11, and is provided at the inner end of the lever member 25a. A force point portion 26a for pushing a portion (the center side of the diaphragm spring 25) toward the flywheel 21 is configured.

Release fork (fork member) 27
Is for sliding the release bearing 26 in the axial direction in accordance with the operation of the actuator 30. One end is in contact with the release bearing 26, and the other end is in contact with the distal end of the rod 31 of the actuator 30. It is in contact at 27a. The release fork 27 is attached to the pivot support member 28 by a spring 27c fixed to the transmission case 11a, and swings around the pivot support member 28 at a substantially central portion 27b of the release fork 27. Is configured.

The actuator 30 includes the rod 3 described above.
The motor includes a DC electric motor 32 and a housing 33 that supports the electric motor 32 and is fixed to an appropriate portion of the vehicle. Inside the housing 33, a rotating shaft 34 driven to rotate by the electric motor 32 and a fan 3
The housing 3 accommodates a sector gear 35 swingably supported therein and an assist spring 36.

A worm is formed on the rotating shaft 34 and meshes with an arc portion of the sector gear 35. Also, the rod 31
(The end opposite to the distal end in contact with the release fork 27) is rotatably supported by the sector gear 35. As a result, when the electric motor 32 rotates, the sector gear 35 rotates, and the rod 31
3 to move forward and backward.

The assist spring 36 is provided for the sector gear 3.
5 within the swing range. One end of the assist spring 36 is locked to the rear end of the housing 33, and the other end is locked to the sector gear 35. Accordingly, when the sector gear 35 rotates clockwise or more by a predetermined angle in FIG. 2, the icy spring 36 urges the sector gear 35 clockwise, thereby urging the rod 31 rightward in FIG. 2. Electric motor 32
To assist the rod 31 in moving rightward.

Referring again to FIG. 1, the clutch control circuit 40 includes a microcomputer (CPU) 41, interfaces 42 to 44, a power supply circuit 45, and a drive circuit 4.
6 and so on. The CPU 41 has a built-in ROM and RAM that store programs, maps, and the like to be described later.

The interface 42 is connected to the C
A shift lever load sensor 51 that is connected to the PU 41 and detects a load (shift lever load) generated when a shift lever (not shown) of the transmission 10 is operated by a driver, and a vehicle speed that detects a vehicle speed V A sensor 52, a gear position sensor 53 for detecting the actual gear position of the transmission 10, a transmission input shaft rotation speed sensor 54 for detecting the rotation speed of the input shaft 11 a of the transmission 11, and a sector gear 35 fixed to the actuator 30. A stroke sensor 3 that detects a stroke ST of the rod 31 by detecting a swing angle.
7 to supply a detection signal of each sensor to the CPU 41.

The interface 43 is connected to C via a bus.
Connected to the PU 41 and the engine control device 60
It is connected so that bidirectional communication is possible. Thus, the CPU 41 of the clutch control circuit 40 can acquire the information of the throttle opening sensor 55 and the engine speed sensor 56 input by the engine control device 60.

The interface 44 is connected to C via a bus.
It is connected to the PU 41 and is also connected to the input terminal of the OR circuit 45a of the power supply circuit 45 and the drive circuit 46, and sends a predetermined signal to them based on a command from the CPU 41.

The power supply circuit 45 includes an OR circuit 45a and an OR circuit 45a.
The output terminal of the circuit 45a includes a power transistor Tr connected to the base, and a constant voltage circuit 45b. The collector of the power transistor Tr is connected to the plus terminal of the battery 70 mounted on the vehicle, and the emitter is connected to the constant voltage circuit 45b and the drive circuit 46. When the power transistor Tr is turned on, Power is supplied. The constant voltage circuit 45b
It converts the battery voltage to a predetermined constant voltage (5 V), and is connected to the CPU 41 and the interfaces 42 to 44 to supply power to each. The other end of the OR circuit 45a is connected to one end of an ignition switch 71 that is turned on and off by the driver. The other end of the ignition switch 71 is connected to a positive terminal of the battery 70. One end of the ignition switch 71 is also connected to the interface 42 and the CPU 4
Reference numeral 1 indicates that the state of the ignition switch 71 can be detected.

The drive circuit 46 contains four switching elements (not shown) that are turned on or off by a command signal from the interface 44. These switching elements constitute a well-known bridge circuit, and are selectively turned on and the conduction time is controlled, so that a current of an arbitrary magnitude in a predetermined direction and a direction opposite to the predetermined direction is supplied to the electric motor 32. It is supposed to.

The engine control device 60 mainly includes a microcomputer (not shown).
0 to control the fuel injection amount and ignition timing,
As described above, the throttle opening sensor 55 for detecting the throttle opening TA of the engine 10, the engine speed sensor 56 for detecting the engine speed NE of the engine 10, and the like are connected to input and process signals from the respective sensors. It is supposed to.

In the clutch control device configured as described above, the actuator 30 is operated by a clutch connecting / disengaging operation (engagement / disengagement) instead of the clutch pedal operation by the driver.
(Disengagement operation) is performed automatically. That is, the disconnection operation is
When the CPU 41 detects, for example, (1) that the vehicle has shifted from a running state to a stopped state (when the transmission input shaft rotation speed has dropped below a predetermined value),
(2) When it is detected that the load detected by the shift lever load sensor 51 is equal to or greater than a predetermined value (when the driver's intention to shift is confirmed), (3) When the vehicle is stopped, the accelerator pedal Is executed, for example, when it is detected that the user has stepped on.

In this clutch control device, the clutch 20 is engaged and the power of the engine 10 is transmitted to the transmission 1
1 will be described. First, the drive circuit 46 is controlled by a command signal from the clutch control circuit 40.
Causes a predetermined current to flow through the electric motor 32,
Is driven to rotate. Thereby, the sector gear 35 rotates counterclockwise in FIG. 2, and the rod 31 moves to the left.

On the other hand, the release bearing 26 receives a force by the diaphragm spring 25 in a direction away from the flywheel 21 (to the right in FIG. 2). Since this force is transmitted to the release fork 27 via the release bearing 26, the release fork 27 receives a force swinging counterclockwise in FIG. 2 around the pivot support member 28 as a fulcrum. Therefore, the rod 31
2 moves leftward in FIG. 2, the release fork 27 swings counterclockwise, and the center of the diaphragm spring 25 is displaced in a direction away from the flywheel 21.

At this time, the diaphragm spring 25 swings around the fulcrum members 25b and 25c (change in posture).
Then, the adjust wedge member 82 that contacts the outer peripheral portion of the diaphragm spring 25 is pushed toward the flywheel. As a result, the pressure plate 24 becomes tapered 81
, The clutch disc 23 is sandwiched between the flywheel 21 and the clutch disk 23. As a result, the clutch disc 23 frictionally engages with the flywheel 21 to rotate integrally, and the power of the engine 10 is transmitted to the transmission 11.

In the clutch engagement state during the normal operation, as shown in FIGS. 4 and 10A, the outer peripheral end of the diaphragm spring 25 is connected to the adjustment pinion 85 via the holding portion 86c of the holding member 86. By pressing the first pinion teeth 85a of the adjustment pinion 85 and the adjustment track 8
3 is maintained in mesh with the first rack teeth 83 a, and the adjust wedge member 82 does not rotate relative to the pressure plate 24.

Next, the case where the clutch is disengaged and the power of the engine 10 is not transmitted to the transmission 11 will be described. In this case, the electric motor 32 is rotationally driven to rotate the sector gear 35 clockwise in FIG. As a result, the rod 31 moves rightward in FIG.
The release fork 27 rotates clockwise in FIG. 2 around the pivot support member 28 to push the release bearing 26 toward the flywheel 21.

For this reason, the diaphragm spring 25 receives a force toward the flywheel 21 at the point of force 26a, and swings around the fulcrum members 25b and 25c (change in posture).
Therefore, the outer peripheral end of the diaphragm spring 25 moves in a direction away from the flywheel 21, and the force pressing the pressure plate 24 toward the flywheel 21 via the adjusting wedge member 82 decreases. On the other hand, since the pressure plate 24 is connected to the clutch cover 22 by the strap 24a and is constantly urged in a direction away from the flywheel 21, the pressure plate 24 is slightly separated from the clutch disc 23 by this urging force. As a result, the clutch disk 23 enters the free state, and the power of the engine 10 is not transmitted to the transmission 11.

In the disengaged state of the clutch during the normal operation, the stopper 8 of the adjust wedge member 82
The stroke ST of the rod 31 of the actuator 30 is controlled within a range where the clutch 2c does not abut on the clutch cover 22. As a result, the first pinion teeth 85a of the adjustment pinion 85 are conceptually shown in FIG.
The meshing state of the adjusting rack 83 and the first rack teeth 83 a of the adjusting track 83 is maintained, and the adjusting wedge member 82 does not rotate relative to the pressure plate 24. In other words,
The stroke ST of the rod 31 is determined to such an extent that the engagement state between the first pinion teeth 85a of the adjustment pinion 85 and the first rack teeth 83a of the adjustment track 83 is not released.

Next, the clutch facings 23a, 23
The operation for compensating for wear of b will be described with reference to the flowcharts shown in FIGS.

First, the wear of the clutch facings 23a and 23b progresses immediately after the wear compensation operation (adjustment operation) of the clutch disk 23, which will be described later, is performed, immediately after shipment from a factory, or immediately after the clutch disk 23 is replaced. When the description starts from the case where the information is not
Executes the adjustment necessity determination routine shown in FIG. 11 every time a predetermined time elapses as long as power is supplied. Therefore, the CPU 41 starts the routine of FIG. 11 from the step 600 at a predetermined timing, and proceeds to the step 605 to determine whether or not the value of the flag FIG is “0”. This flag FIG is set to “0” by an initial routine (not shown) executed by the CPU 41 when the ignition switch 71 is changed from the off state to the on state.
It is set to “1” when the contents of the zero buffers A (1) to A (10) are updated.

Therefore, if the contents of the buffers A (1) to A (10) are not updated after the ignition switch 71 is changed from the off state to the on state, the value of the flag FIG is "0". Therefore, the CPU 4
In step 1, “1” is determined as “Yes”, and the process proceeds to step 610. On the other hand, when the contents of the buffers A (1) to A (10) are updated, the value of the flag FIG is “1”, and the CPU 41 proceeds to step 605.
Is determined to be "No", the routine proceeds to step 695, and this routine is temporarily ended.

When proceeding to step 610, the CPU
41 determines in step 610 whether or not the engine 10 is stopped. Specifically, the CPU 41 determines that the detected engine speed NE is “0”, or that the ignition switch 71 has been changed from the on state to the off state, and that a sufficient time has elapsed for stopping the engine. If it is determined that the engine 10 is stopped, it is determined that the engine 10 is stopped. Then, when it is determined that the engine 10 is stopped, the CPU 41 proceeds to step 61.
Then, if it is determined that the engine 10 has not stopped, the routine proceeds to step 695, where the present routine is terminated.

When the process proceeds to step 615, the CPU 41 sets the current IM to be passed to the electric motor 32 to the fully engaged current value IMKGO in order to bring the clutch 20 into the fully engaged state in step 615. Thereby, the electric motor 32 rotates, and the rod 31 moves leftward in FIG. 2, so that the clutch disc 23 gradually engages with the flywheel 21.

Next, the CPU 41 proceeds to step 620 to determine whether or not the clutch 20 has been completely engaged. Specifically, the CPU 41 determines in step 615
Whether a sufficient time has elapsed since the current value IM of the electric motor 32 has been changed, or
If the stroke ST detected by 7 has not changed for a predetermined time or more, it is determined that the clutch 20 has reached the fully engaged state. If the clutch 20 has not been completely engaged yet, the CPU 41 determines "No" in step 620, proceeds to step 695, and ends this routine once.

Thereafter, steps 605, 610, and 620 are repeatedly executed every elapse of a predetermined time. Therefore, if the value of the flag FIG is “0” and the state in which the engine 10 is stopped continues for the time required for engagement of the clutch 20, the CPU 41 proceeds to step 6
At 20, “Yes” is determined, and the routine proceeds to step 625.
If the engine 10 is brought into the operating state before the determination in step 620 is “Yes”, a current corresponding to each state is supplied to the electric motor 32 by executing a routine (not shown), and the appropriate clutch engagement control is performed. Is executed.

When the clutch 20 is completely engaged, the CP
If U41 proceeds to step 625, the nine buffers A (2), A (3),... A (9), A
The value of (10) is updated. Specifically, when “n” is a natural number from 1 to 9, the contents of the buffer A (n) are sequentially shifted to the buffer A (n + 1).
Note that the contents of the buffer A (10) before the update are deleted.

Next, the CPU 41 proceeds to step 630, and in step 630, writes the current stroke ST detected by the stroke sensor 37 into the buffer A (1).
Thereafter, the CPU 41 proceeds to step 635 to obtain a simple average value in the ten buffers A (1) to A (10), and sets the simple average value as the complete engagement position KKI. Next, the CPU 41 proceeds to step 640 to set the flag FI
The value of G is changed to "1", and in the subsequent step 645, the motor current IM is set to "0" to stop energizing the electric motor 32.

Next, the CPU 41 proceeds to step 650, and determines whether or not the value of the counter N is smaller than a predetermined value T1 (here, 10). As will be described later, this counter N is set to “0” when the wear compensation operation of the clutch disk 23 is performed, or when the clutch disk 23 is shipped from a factory or when the clutch disk 23 is replaced. At this stage, it corresponds to any of these, and the value of the counter N is “0”.
Is determined as “Yes” in step 650, and
Proceeding to 55, the complete engagement position KKI determined in step 635 is set as the adjustment reference position AKI.
Then, the CPU 41 proceeds to step 660, increases the value of the counter N by “1”, proceeds to step 695, and ends this routine once.

Thereafter, the CPU 41 executes this routine every time a predetermined time elapses. On the other hand, unless the ignition switch 71 is changed from the off state to the on state, the value of the flag FIG is maintained at “1”. Therefore, the CPU 41 determines “No” in step 605 and proceeds directly to step 695, so that the full engagement position KKI
The adjustment reference position AKI is not updated.

Thereafter, when the ignition switch 71 is changed from the on state to the off state and further from the off state to the on state, the value of the flag FIG is changed to "0". As a result, the CPU 41 determines in step 605
Is determined to be "Yes" and the process proceeds to step 610 and thereafter, so that the above-described processing is executed, and when the conditions such as the engine stop and the clutch complete engagement are satisfied, the adjustment reference position AKI is updated in step 655. At the same time, at step 660, the value of the counter N increases by "1".

By repeating such an operation, buffers A (1), A (2), A (3),.
Are sequentially updated, and the adjustment reference position AKI is also updated. Further, the value of the counter N gradually increases. Therefore, at step 660, the value of the counter N is set to the predetermined value T1.
In the operation after (10), step 65 is performed again.
When 0 is executed, the CPU 41 determines “No” and proceeds to step 665, where the difference between the adjustment reference position AKI and the complete engagement position KKI (or the absolute value of the difference) may be greater than a predetermined threshold L. Small, so the CPU 41
It is determined "No" at 65, and the routine proceeds to step 695, where the present routine is temporarily ended.

Thereafter, steps 610 to 63
By the execution of 5, the full engagement position KKI is updated to a value corresponding to the degree of wear progress of the clutch facings 23a and 23b. On the other hand, since the value of the counter N is maintained at a value larger than the predetermined value T1, the CPU 41 proceeds to step 650.
Is determined to be “No” and the process proceeds to step 665 and thereafter. Accordingly, step 655 is not executed, and the adjustment reference position AKI is set to the value immediately after the execution of the adjustment operation,
The value is maintained immediately after shipment from the factory or immediately after replacement of the clutch disk 23.

Thereafter, when the vehicle is driven for a long period of time and the clutch facings 23a and 23b wear due to repeated engagement and disengagement of the clutch 20, the adjustment reference position AKI and the complete engagement position KKI Is larger than a predetermined threshold value L. In this case, the CPU 41 determines “Yes” in the execution of the step 665 and proceeds to the step 670 to set the value of the adjustment operation request flag FADJ to “1”. The adjustment operation request flag FADJ has the value “1”.
Is a flag indicating that an adjustment operation should be performed.

Next, the CPU 41 proceeds to step 675, and determines the difference between the adjustment reference position AKI and the full engagement position KKI by using the wear amount X of the clutch facings 23a and 23b.
(Adjustment required amount), the routine proceeds to step 695, and this routine is temporarily ended. As described above,
When the degree of wear advances, the value of the adjustment operation request flag FADJ is set to “1”.

In the above description, the complete engagement position KKI or the like is updated only when the engine 10 is stopped. This is because the complete engagement position KKI and the like can be accurately determined. Buffer A
The reason why the complete engagement position is set to the average value of the strokes when the clutch is fully engaged for ten times using (1) to A (10) is to more accurately determine the full engagement position KKI and the like. .

Next, the operation for actually executing the adjustment operation will be described with reference to the routine shown in FIG. First, when the description is started assuming that all the execution conditions (steps 715 to 730) of the adjustment operation are satisfied, the CPU 41 executes the routine shown in FIG. 12 every time a predetermined time elapses. Therefore, CP
U41 starts the process from step 700 at a predetermined timing, proceeds to step 715, and determines whether or not the value of the above-described adjustment operation request flag FADJ is “1”. This is a step for performing the adjustment operation only when there is a request to perform the adjustment operation.

According to the above assumption, since the value of the adjustment operation request flag FADJ is "1",
41 determines “Yes” in step 715 and proceeds to step 720 to determine whether or not the clutch disc 23 is in the disengaged state. This is because the adjusting operation cannot be performed when the clutch 20 is maintained in the engaged state due to the operating state.

According to the above assumption, the clutch disk 2
3 is disengaged, the CPU 41 determines “Yes” in step 720 and proceeds to step 725, in which the engine speed NE is reduced to a predetermined low-speed side speed α (for example, 400 rpm which is a minimum required for engine operation). ) And less than a predetermined high-speed rotation speed β (for example, 2000 rpm, which is a rotation speed at which the vibration of the engine 10 starts to increase).

This is to prevent an erroneous adjustment by performing an adjusting operation when the engine speed is as low as possible and the clutch 20 does not resonate. The adjustment operation is performed only in the state where the rotational speed is higher than the rotation speed α because the clutch disc 23 is not engaged during “gear parking” in which the vehicle is parked in a state where a predetermined transmission gear is engaged. This is because it is not preferable to perform the adjusting operation for setting the engagement state. If the engine speed NE is equal to or higher than the predetermined speed α,
This is because it can be determined that the gear is not parked.

According to the above assumption, the engine speed NE
Is larger than the low-speed rotation speed α and smaller than the high-speed rotation speed β, the CPU 41 determines “Yes” in step 725 and proceeds to step 730 to determine whether the vehicle speed V is “0”. . This is to prevent an erroneous adjustment due to vibrations caused by running of the vehicle. According to the above assumption, the vehicle is stopped and the vehicle speed V is “0”.
es ", and proceeds to step 735. The above steps 715 to 730 are steps for determining whether or not the condition for actually starting the execution of the adjustment operation is satisfied.

Next, the CPU 41 proceeds to step 735, and determines whether or not the stroke ST has reached a value obtained by adding the predetermined distance Y and the predetermined distance Z to the wear amount X. still,
As described with reference to FIG. The predetermined distance Y is
Immediately after the adjustment operation of the clutch disk 23 is performed, or immediately after shipment from a factory or immediately after replacement of the clutch disk 23, the clutch facings 23a, 23
b is the distance in the axial direction between the stopper portion 82c of the adjust wedge member 82 and the inner peripheral surface of the clutch cover when the clutch 20 is in the engaged state when the wear of b does not progress, and is a normal distance. The distance is substantially equal to the maximum value of the stroke ST0, which is the stroke ST when the clutch 20 is disengaged during operation. The predetermined distance Z is set between the first rack teeth 83 a of the adjustment track 83 and the first pinion teeth 8 of the adjustment pinion 85.
The adjustment pinion 85 is adjusted until the first rack teeth 83a and the first pinion teeth 85a are disengaged and the second rack teeth 83b and the second pinion teeth 85b are engaged with each other from the state in which the second rack teeth 83a mesh with the first pinion teeth 85b. The distance in the axial direction that moves relative to the rack 83.

At this stage, since the clutch 20 is in the normal engagement state, the stroke ST is equal to ST0. Therefore, the CPU 41 determines "No" in step 735, and proceeds to step 740, in which the electric motor 32 The current value IM is set as an adjustment current value IMADJ. As a result, the stroke ST becomes equal to the determination value (X
+ Y + Z). After that, CPU4
1 proceeds to step 795 and ends this routine once.

Thereafter, the CPU 41 executes this routine every time a predetermined time elapses.
At Steps 735, it is monitored whether or not the stroke ST has reached the determination value (X + Y + Z).

Thereafter, after a lapse of a predetermined time, the posture of the diaphragm spring 25 changes from the state shown in FIG. 4 to the state shown in FIG. That is, the diaphragm spring 25 receives a force toward the flywheel 21 at the center of the flywheel at the point of force 26a, and the fulcrum member 25
b, 25c, and adjust wedge member 8
The second stopper portion 82c abuts on the inner peripheral surface of the clutch cover 22. At this point, the diaphragm spring 2
5 is held between the curved portion 86b and the holding portion 86c. Since the holding portion 86c has elasticity in the axial direction, the holding portion 86c presses the adjustment pinion 85 in the axial direction toward the pressure plate 24 in the state of FIG. Thus, the meshing state between the first pinion teeth 85a and the first rack teeth 83a is maintained. FIG.
FIG. 7 is a cross-sectional view taken along a portion different from FIGS. 4 and 6 to show 6c.

At this time, the stroke ST is
Since the value (X + Y) is smaller than the determination value, the CPU 4
1 is determined as “No” in step 735, and
Execute 40. For this reason, since the current value IMADJ continuously flows through the electric motor 32, the attitude of the diaphragm spring 25 further changes. At this time, since the stopper portion 82c of the adjusting wedge member 82 is in contact with the inner peripheral surface of the clutch cover 22, further movement of the adjusting wedge member 82 and the pressure plate 24 in the axial direction is restricted. However, as the posture of the diaphragm spring 25 continues to change, the posture of the diaphragm spring 25 changes so that the outer peripheral end of the diaphragm spring 25 is separated from the flywheel 21. As a result, the bending portion 86b of the holding member 86 is directly subjected to the moving force of the outer peripheral end of the diaphragm spring 25,
As shown in FIG. 6, only the adjustment pinion 85 fixed to the holding member 86 is
Move in the axial direction following the outer peripheral end of the. This allows
The meshing between the first rack teeth 83a and the first pinion teeth 85a is released, and the meshing state is changed from the state of FIG.
Transition to the state of (B). When the current value IMADJ continues to flow, the attitude of the diaphragm spring 25 further changes, and when the adjust pinion 85 moves in the axial direction, the second rack teeth 83 of the adjust track 83 move.
b starts to mesh with the second pinion teeth 85b. here,
As described above, the first rack teeth 83a and the second rack teeth 83
b is shifted by a half pitch, and when the second rack teeth 83b and the second pinion teeth 85b start to mesh with each other, the adjusting wedge member 82 moves the second rack teeth 83
When the second pinion 85b meshes with the second pinion tooth 85b, the second pinion tooth 85b rotates with respect to the pressure plate 24 (tapered surface 81a) by the circumferential force on the tooth surfaces of both teeth and the urging force of the coil spring CS. However, in this state, since the second rack teeth 83b and the second pinion teeth 85b are in a meshing position, the rotation of the adjust wedge member 82 is not shown in FIG.
The second rack teeth 83b and the second pinion teeth 8 shown in FIG.
5b is regulated at the time of engagement. By the above operation, the contact position between the tapered surface 81a and the wedge-side tapered surface 82a changes by a half pitch of the first rack teeth 83a. Note that the adjusting wedge member 82 is
Since the movement in the axial direction is restricted by c, while the stopper portion 82c remains in contact with the clutch cover 22,
The adjusting wedge member 82 is connected to the pressure plate 24.
Will rotate. When the adjusting wedge member 82 rotates in the circumferential direction during the change in the engagement state described above, the stopper portion 82 of the adjusting wedge member 82
The rack teeth 83a and 83b and the pinion teeth 85 are arranged so that the distance between the pressure plate 24 and the pressure plate 24 is increased.
The sawtooth shapes a and 85b are set.

Thereafter, when the stroke ST reaches the determination value (X + Y + Z) after a predetermined time has elapsed, the CPU 41 determines "Yes" in step 735 and proceeds to step 74.
Proceeding to 5, the value of the adjustment operation request flag FADJ is set to "0". Also, at this stage, the CPU 41
In step 755, the value of the counter N is set to "0" so that the new adjustment reference position AKI is updated, and the routine is temporarily ended in step 795.
In the following, a current corresponding to various operation states is supplied to the electric motor 32, and appropriate clutch control is performed. Thereafter, when the clutch disk 23 is returned to the normal disengaged position (within the range of the stroke ST <ST0) by executing another routine (not shown), the stopper 82c of the adjusting wedge member 82 and the clutch cover 22 The contact is released and the adjust track 83
And the relative position of the adjusting pinion 85 does not change. When the clutch disc 23 returns to the normal disengaged position (when the stroke ST changes from X + Y + Z to Y), the holding portion 86c of the holding member 86 moves the outer peripheral end of the diaphragm spring 25 toward the flywheel 21. The adjust pinion 85 directly receives the force at the time of the adjustment and follows the outer peripheral end of the diaphragm spring 25 to move relative to the adjust track 83 in the axial direction. As a result, the engagement between the second rack teeth 83b and the second pinion teeth 85b is released, and when the stroke ST becomes Y, the first rack teeth 83a and the first pinion teeth 85a are returned again.
When the first rack teeth 83a and the first pinion teeth 85a mesh with each other, the adjusting wedge member 82 and the circumferential force on the tooth surfaces of the two teeth and the coil spring C
Due to the urging force of S, it rotates again with respect to the pressure plate 24 (tapered surface 81a). Since this rotation is restricted when the first rack teeth 83a and the first pinion teeth 85a mesh with each other, the contact position between the tapered surface 81a and the wedge-side tapered surface 82a is equal to a half pitch of the first rack teeth 83a. Only change. As described above, the posture of the diaphragm spring 25 during the normal operation is corrected.

As described above, the clutch disk 2
In the case where the wear amount of No. 3 is equal to or more than a predetermined amount and an operation state in which erroneous adjustment is less likely to occur even when the adjustment operation is performed is detected, the first rack teeth 83 are adjusted by one adjustment operation.
The wear is compensated by an amount corresponding to one pitch of a (the height of the tapered surface 81a according to the distance of one pitch). In addition, since the adjusting pinion 85 can be made to follow the outer peripheral end of the diaphragm spring 25 by the holding member 86, the gap between the adjusting wedge member 82 and the tapered portion 81, the rack teeth 83a and 83b, and the pinion teeth are formed. Even if rusting occurs or the sliding resistance increases between the gears 85a and 85b, the adjust pinion 85 is reliably operated in the axial direction with the operation of the actuator, so that the clutch wear can be accurately removed. It becomes possible to compensate. Further, when the diaphragm spring 25 is swung, the operation of the diaphragm spring 25 does not interfere except for the operation of the adjustment pinion 85 in the axial direction, so that this is also suitable for accurately compensating the wear of the clutch. .

In the above embodiment, as shown in FIG. 8A, the wear amount X is adjusted to the adjustment reference position A.
KI (point A in FIG. 8A) and the fully engaged position KKI (FIG. 8A).
(Point C in FIG. 8A) (distance C in FIG. 8A), but as shown in FIG. 8B, the initial position due to wear of the engagement start point of the clutch disc 23 A method of directly detecting the amount of change F from D to wear time E, or FIG.
As shown in (C), the initial complete engagement point A (when there is no wear amount or immediately after the adjustment operation) and the clutch cover 22
Can be determined by a method of detecting a difference K between a stroke amount G from a completely engaged point B at the time of wear and a stroke amount H from the completely engaged point B to the specified position J, which is arbitrarily fixed on the stroke.

Various modifications can be adopted within the scope of the present invention. For example, instead of the actuator 30 using the electric motor 32, the hydraulic pressure is controlled using an electromagnetic valve or the like, and this hydraulic pressure is controlled. Accordingly, a hydraulic actuator for moving the rod 31 forward and backward can be adopted.
Further, in the above embodiment, the actuator 30 is actuated to correct the attitude of the diaphragm spring 25 and perform the adjustment operation only when the possibility that the clutch cover resonates due to the vibration of the vehicle is small. When any other condition is satisfied, the attitude of the diaphragm spring 25 may be controlled as necessary. Further, the clutch control circuit 40 may be either integral with or separate from the actuator 30.

[0077]

According to the present invention, the adjusting mechanism changes the distance between the diaphragm spring and the pressure plate only when a predetermined condition is satisfied. By setting the conditions, the wear of the clutch can be accurately compensated.

Further, according to the present invention, the adjusting mechanism holds the adjust pinion at the outer peripheral end of the diaphragm spring by the holding portion. When the distance is changed, the adjust pinion operates reliably following the axial operation of the outer peripheral end of the diaphragm spring even after the stopper portion of the adjust wedge member contacts the clutch cover. Accordingly, the engagement between the first pinion teeth of the adjustment pinion and the first rack teeth of the adjustment track is reliably released, and the second pinion teeth and the second rack teeth are reliably engaged. As described above, since the adjusting pinion can be forcibly operated by the holding portion, even if each component rusts or the sliding resistance between the components increases, the clutch wear is accurately compensated. It becomes possible.

[Brief description of the drawings]

FIG. 1 is an overall view schematically showing a clutch control device according to the present invention.

FIG. 2 is a sectional view of the clutch shown in FIG. 1;

FIG. 3 is a front view of the clutch shown in FIG. 1 with a part cut away.

FIG. 4 is a diagram for explaining the operation of the clutch adjustment mechanism shown in FIG. 1;

FIG. 5 is a view for explaining the operation of the clutch adjusting mechanism shown in FIG. 1;

FIG. 6 is a view for explaining the operation of the clutch adjustment mechanism shown in FIG. 1;

FIG. 7 is a view for explaining the operation of the clutch adjustment mechanism shown in FIG. 1;

FIG. 8 is a diagram for explaining a principle of detecting a wear amount.

FIG. 9 is a side view of the clutch adjusting mechanism shown in FIG. 1;

FIG. 10 is a diagram for explaining the operation of the clutch adjustment mechanism shown in FIG. 1;

FIG. 11 is a flowchart showing a program executed by the CPU shown in FIG. 1;

FIG. 12 is a flowchart showing a program executed by a CPU shown in FIG. 1;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... Transmission, 20 ... Friction clutch, 21 ... Flywheel, 22 ... Clutch cover, 23 ... Clutch disk, 24 ...
・ Pressure plate, 25 ・ ・ ・ Diaphragm spring, 26 ・ ・ ・ Release bearing, 27 ・ ・ ・ Release fork, 30 ・ ・ ・ Actuator, 82 ・ ・ ・
Adjust wedge member, 82a: wedge side taper surface, 82c: stopper portion, 81: taper portion,
81a: tapered surface, 83: adjust track,
83a: first rack teeth, 83b: second rack teeth, 85: adjustment pinion, 85a: first
Pinion teeth, 85b ... second pinion teeth, 86 ...
Holding member, 86a: fixed portion, 86b: curved portion,
86c: clamping portion

Claims (4)

[Claims] 1. A clutch disk facing a flywheel rotating integrally with an output shaft of a drive source is moved forward and backward through a pressure plate and a diaphragm spring.
An actuator for applying a force for changing the engagement state of the clutch disc to the diaphragm spring, and an operating fulcrum of the diaphragm spring fixed to the flywheel when the engagement state of the clutch disc changes. An axial distance between the diaphragm spring and the pressure plate, wherein the clutch cover is disposed between the pressure plate and the diaphragm spring to form a force transmission path between the pressure plate and the diaphragm spring. An adjustment mechanism configured to be able to change, and control means for controlling the operation of the actuator,
A control device for a vehicle clutch for changing an engagement state between the flywheel and the clutch disc, wherein the adjusting mechanism is formed on the pressure plate on an inner peripheral side of the clutch cover, and the pressure plate And a tapered portion having a tapered surface extending toward the diaphragm spring, and a wedge side disposed relatively rotatably between the tapered portion and the diaphragm spring on the inner peripheral side of the clutch cover and in contact with the tapered surface. An adjusting wedge member having a tapered surface; a stopper formed on the pressure plate or the adjusting wedge member to regulate an axial distance in a direction in which the pressure plate approaches the clutch cover; and an outer peripheral surface of the adjusting wedge member. Fixed in the axial direction An adjusting track forming a first rack tooth toward the first direction and a second rack tooth toward the other in the axial direction and having a different phase from the first rack tooth; and an immovable track in the circumferential direction of the pressure plate and moved in the axial direction. An adjuster movably disposed between the pressure plate and the diaphragm spring and having first pinion teeth engagable with the first rack teeth of the adjust track and second pinion teeth engagable with the second rack teeth. A pinion, and a holding member that holds the adjust pinion at the outer peripheral end of the diaphragm spring so as to operate the adjust pinion in the axial direction following the axial operation of the outer peripheral end of the diaphragm spring; When the predetermined condition is not satisfied, the control means may control that the stopper portion Controlling the operation of the actuator so as to apply a force to the diaphragm spring within a range that does not abut against the clutch cover to move the pressure plate forward and backward, and when the predetermined condition is satisfied, the stopper portion is Even after coming into contact with the clutch cover, a force is applied to the diaphragm spring to move the adjust pinion in the axial direction with respect to the adjust wedge member, thereby releasing the engagement between the first rack teeth and the first pinion teeth. A clutch for controlling the operation of the actuator so as to change the axial distance between the diaphragm spring and the pressure plate by meshing the second rack teeth and the second pinion teeth. Control device. 2. A holding member of the adjusting mechanism, a fixing portion fixed to an outer peripheral side surface of the adjustment pinion, and extending from the fixing portion toward the clutch cover and curved toward an inner peripheral side of the clutch disk. Having a curved portion,
2. The clutch control device according to claim 1, wherein an outer peripheral end of the diaphragm spring is held between an end surface of the adjust pinion on the clutch cover side and the curved portion. 3. 3. The holding member of the adjusting mechanism has a holding portion that has elasticity in the axial direction and that extends toward the outer peripheral end of the diaphragm spring of the adjustment pinion, between the holding portion and the curved portion. The clutch control device according to claim 2, wherein an outer peripheral end portion of the diaphragm spring is held by (1). 4. The pressure plate has a pin protruding in an axial direction from an end face thereof toward the diaphragm spring, and a through hole penetrating in an axial direction in an end face on an outer peripheral side. The clutch control device according to claim 1, wherein a through portion penetrating through the through hole and a convex portion penetrating through the through hole are integrally provided.