JPH07100416B2 - Vehicle clutch control method - Google Patents

Description

TECHNICAL FIELD The present invention relates to a vehicle clutch control method.

BACKGROUND ART There is a clutch control device that controls the on / off of a clutch of a vehicle according to an operation of a manual transmission or the like without a driver operating a pedal or the like. In such a clutch control device,
When the transmission is downshifted, it is necessary to control the clutch engagement state in the same way as when the driver pedals well, and if the clutch engagement state is improperly controlled, an impact will occur and the drivability will deteriorate. . Further, since the degree of change in the input side rotational speed and the output side rotational speed of the clutch are different when shifting to the acceleration operation by downshifting and when applying the engine braking, it is difficult to control the clutch engagement state.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a clutch control method capable of controlling the clutch engagement state while ensuring good drivability during downshifting.

According to the clutch control method of the present invention, when the operation position of the accelerator pedal is on the non-depressing side from the predetermined position when a downshift is detected during a gear shift operation, the clutch control method responds to the difference between the input speed and the output speed of the clutch. If the operating position of the accelerator pedal is on the depressing side from the predetermined position when the shift down due to the gear shift operation is detected by controlling the clutch engagement state with the clutch, the throttle valve opening is controlled based on the operating position of the accelerator pedal, and It is characterized in that the engagement state of the clutch is controlled so that the amount of change in the input side rotational speed of the clutch per unit time falls within a predetermined range.

Embodiments Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows an apparatus using a hydraulic control type clutch to which the clutch control method of the present invention is applied. In this device, an in-gear sensor 1, an accelerator operation position sensor 2, a throttle valve opening sensor 3, rotation sensors 4,5, a movement sensor 6, a water temperature sensor 7 and a vehicle speed sensor are used as sensors for detecting various operating parameters. 8 are provided. The in-gear sensor 1 detects that the shift lever 9a of the manual transmission 9 of the fifth forward speed is in a predetermined shift position (first speed to fifth speed and reverse) and generates a high level signal. For example, a high level signal is generated by a plurality of switches which are provided for each shift position of the transmission 9 other than neutral and which are turned on when the shift lever 9a is in the shift position to generate a high level output. The accelerator operating position sensor 2 generates an output voltage according to the operating position of the accelerator pedal 11. The accelerator pedal 11 is connected to one end of a doglegged bracket 12, and the shaft 13 is attached to the floor of the vehicle.
It is made rotatable by. A return spring 14 is provided at the other end of the bracket 12 to allow the accelerator pedal 11
Is biased toward the idle position. An accelerator operating position sensor 2 including a potentiometer 16 is provided on the shaft 13, and the accelerator operating position sensor 2 includes the accelerator pedal 1
Output voltage according to the accelerator position, which is the rotation angle from the idle position around the operating position, that is, the shaft 13 is generated. The throttle valve opening sensor 3 is composed of a potentiometer 19 connected to a shaft 18a of a throttle valve 18 of an engine intake pipe 17, and generates an output voltage according to the opening of the throttle valve 18.
The rotation sensor 4 is an input shaft of a hydraulically controlled clutch 10.
A pulse is generated each time 10a rotates a predetermined angle, and the rotation sensor 5 generates a pulse each time the output shaft 10b of the clutch 10 rotates a predetermined angle. The movement sensor 6 is a sensor that detects the movement of the rod 9b of the link mechanism of the transmission 9 in order to detect the movement of the shift lever 9a of the transmission 9.
A pulse is generated every time 9b moves by a predetermined distance. The rotation sensors 4 and 5 and the movement sensor 6 are formed by, for example, a slit member and a photo coupler. The water temperature sensor 7 generates an output according to the engine cooling water temperature. The vehicle speed sensor 8 also produces an output according to the speed of the vehicle.

The in-gear sensor 1, the accelerator operation position sensor 2,
Throttle valve opening sensor 3, rotation sensor 4,5, movement sensor 6,
The water temperature sensor 7 and the vehicle speed sensor 8 are connected to the control circuit 20. Further, an electromagnetic opening / closing valve 21, a pulse motor 22 and an alarm buzzer 23 are connected to the control circuit 20. Solenoid open / close valve 21
Is a hydraulic pressure supply passage for the hydraulically controlled clutch 10 (not shown)
It is provided in. The shaft of the pulse motor 22 is a throttle valve
18 is connected to the shaft 18a and the throttle valve 18 is connected to the pulse motor 22.
Is driven by.

As shown in FIG. 2, the control circuit 20 passes through the level conversion circuit 31 and the level conversion circuit 31 for converting the output levels of the accelerator operation position sensor 2, the throttle valve opening sensor 3, the water temperature sensor 7 and the vehicle speed sensor 8. A multiplexer 32 for selectively outputting one of the voltage signals, an A / D converter 33 for A / D converting the output voltage of the multiplexer 32, and a waveform shaping circuit 34 for shaping the output signal of the rotation sensor 4. A counter 35 that measures the generation interval of the output pulse from the waveform shaping circuit 34 by the number of clock pulses output from a clock pulse generation circuit (not shown), and a waveform shaping circuit 36 that shapes the output signal of the rotation sensor 5. A counter 37 for measuring the generation interval of the output pulse from the waveform shaping circuit 36 by the number of clock pulses, a waveform shaping circuit 38 for shaping the output signal of the movement sensor 6, and a waveform shaping circuit 34. A counter 39 for measuring the generation interval of the output pulse from the clock pulse generation circuit (not shown) by the number of clock pulses output,
A digital input modulator 40 including a decoder or the like for digitally converting the output signal of the in-gear sensor 1,
A drive circuit 41 for driving the solenoid on-off valve 21 by duty, a drive circuit 42 for driving the pulse motor 22, a drive circuit 43 for driving the alarm buzzer 23, a CPU (central processing circuit) 44 for performing digital calculation according to a program, and a program. And a ROM 45 in which data is written in advance and a RAM 46. Multiplexer 32, A / D converter 33, counters 35, 37, 3
9, digital input modulator 40, drive circuit 41, 42, 43,
The CPU 44, ROM 45 and RAM 46 are connected to each other by a bus 47. The CPU 44 is supplied with a clock pulse from the clock pulse generation circuit.

In such a configuration, the accelerator angle θ from the A / D converter 33
Information on _ACC , throttle valve opening θ _th , cooling water temperature Tw, and vehicle speed V is alternatively used, and the counter 35 changes the input side rotation speed of the clutch 10.
Information of N ₁ is output side rotation speed of the clutch 10 from the counter 37.
Information on N ₂ , information on the moving speed S of the shift lever 9a from the counter 39, and information on the in-gear of the transmission 9 from the digital input modulator 40 are supplied to the CPU 44 via the bus 47. The CPU 44 synchronizes with the clutch 10 by a clutch control routine process described later based on the above information in accordance with an arithmetic program stored in the ROM 45 in synchronization with the clock pulse.
Is controlled and the throttle valve opening is controlled.

Next, a clutch control routine relating to the clutch control method of the present invention will be described with reference to the operation flow chart of the CPU 44 shown in FIGS. 3 (a) to 3 (d).

The CPU 44 operates the accelerator angle θ _ACC , the throttle valve opening θ _th , the coolant temperature Tw, the vehicle speed V, the input side rotation speed N ₁ , the output side rotation speed N ₂ , and the shift of the clutch 10 every predetermined period T (for example, 5 msec). The moving speed S of the lever 9a and the in-gear information of the transmission 9 are read (step 50), and it is determined from the in-gear information whether the shift position of the transmission 9 is the neutral position (step 51). If it is in the neutral position, it is determined from the moving speed S of the shift lever 9a whether the shift lever 9a of the transmission 9 is moving (step 52). For example, when the moving speed S is equal to or higher than the predetermined speed S ₁ , it is determined that the shift lever 9a is moving. When the shift lever 9a of the transmission 9 is not moving, the shift flag Fs is set to 0 (step 5
3) Set the throttle valve target opening θ _ref equal to the accelerator angle θ _ACC (step 54), and set the accelerator angle θ _ACC to the predetermined angle θ _o.
It is determined whether it is smaller (step 55). θ _ACC
If <θ _o , the accelerator pedal is released and not depressed, so the duty ratio D _CTL is set equal to 100% in order to completely engage the clutch 10 and output to the drive circuit 41 as drive data (step 56), If θ _ACC ≧ θ _o ,
Since the accelerator pedal is stepped on, the duty ratio D _CTL is set equal to 0% to release the clutch 10 and is output to the drive circuit 41 as drive data (step 5).
7). When the shift lever 9a of the transmission 9 is moving, it is considered that shifting is in progress, and it is determined whether or not the shift flag F _s is equal to 1 (step 58). If F _S = 0, it is read. Clutch input side speed N ₁ is the speed immediately before shifting N _1BS
(Step 59), the shift flag F _S is set to 1 (step 60), and it is determined whether or not the accelerator angle θ _ACC is larger than a predetermined angle θ _o (step 6).
1). If F _S = 1 in step 58, step 61 is immediately executed. If θ _ACC1 ≤ θ _o , the accelerator pedal is released and not depressed, so the target throttle valve opening θ
_{The ref} is set equal to the idle opening θ _IDL (step 62), the duty ratio D _CTL is set equal to 0% to release the clutch 10, and the data is output to the drive circuit 41 as drive data (step 63), θ _ACC > If θ _o , the accelerator pedal is being depressed, so the throttle valve target opening θ _ref is made equal to the accelerator angle θ _ACC (step 64), and the clutch 10 is released by executing step 63.

On the other hand, when it is not in the neutral position, it is in the in-gear state, so the shift flag F _S is made equal to 0 (step 6
5) It is determined whether or not the clutch output side rotation speed N ₂ is higher than a predetermined rotation speed G _OR (step 66). If N ₂ > G _OR, it is determined that the engine is in the over-rev (over-rotation) state, the duty ratio D _CTL is set equal to 0% to open the clutch 10, and it is output to the drive circuit 41 as drive data (step 67). ), An alarm generation command is issued to the drive circuit 43 to generate an alarm sound (step 68). N ₂ ≤ G _OR
If so, it is determined whether or not the clutch output side rotation speed N ₂ is lower than a predetermined rotation speed G _ST (step 69). Prescribed speed
G _ST is the number of rotations required to start the vehicle. When N ₂ <G _ST , the clutch output side rotation speed N ₂ has not reached the rotation speed required for starting the vehicle, so the accelerator angle θ _ACC is equal to the predetermined angle θ _o.
It is determined whether it is smaller (step 70). θ _ACC
If <θ _o , the accelerator pedal is released and not depressed.
Drive circuit 41 with D _CTL set to 0% as drive data
_Is output (step 71), and if θ _ACC ≧ θ _o , the accelerator angle θ _ACCn-1 that was read previously as if the vehicle started to move.
Is smaller than the predetermined angle θ _o (step 72). If θ _ACCn-1 <θ _o , the accelerator pedal was released and not depressed the previous time, so the target throttle valve opening θ _ref is made equal to the accelerator angle θ _ACC (step 73).
The upper limit value B is made equal to the predetermined value B ₁ and the lower limit value C is made equal to the predetermined value C ₁ (step 74). If θ _ACCn-1 ≧ θ _o , the accelerator pedal was also depressed last time, so the first
Based on the throttle valve opening characteristic, the first data map stored in advance in the ROM 45 is used to determine the throttle valve target opening θ according to the accelerator angle θ _{ACC.
The ref} is searched (step 75), the upper limit value B is made equal to a predetermined value B ₂ (however, B ₁ > B ₂ ), and the lower limit value C is set to a predetermined value C ₂
(However, it is equal to C ₁ <C ₂ ) (step 76). When the upper limit value B and the lower limit value C are thus determined, the difference between the current input side rotation speed N ₁ and the previous input side rotation speed N _1n-1 becomes the upper limit value B.
And the lower limit value C (step 7)
7). If N ₁ -N _1n-1 > C or N ₁ -N _1n-1 > B, PID
The D _CTL calculation subroutine is executed to calculate the duty ratio D _CTL by (proportional, integral, and derivative) control (step 7
8) If C ≦ N ₁ −N _1n-1 ≦ B, the duty ratio D from the previous cycle
_A predetermined value Δ is added to _CTLn-1 to obtain the duty ratio D _{CTL of} this time and output as drive data to the drive circuit 41 (step 7
9).

In the D _CTL calculation subroutine, as shown in FIG. 4, first, the rotation speed difference ΔN is calculated by subtracting the input rotation speed N ₁ from the output rotation speed N ₂ (step 131), and the current input rotation speed is calculated. calculates the rotational speed difference .DELTA.N ₁ by subtracting the input rotational speed N _1n-1 of the previous several N ₁ (step 13
2). Then, this time's rotation speed difference ΔN is added to the reference integration amount N _In-1 which is the total value of the rotation speed difference ΔN up to the previous time to obtain this time's reference integration amount N _I (step 133), which is proportional to the rotation speed difference ΔN. and multiplied by a coefficient K _P to calculate a proportional amount, by multiplying the integral coefficient K _I based integration quantity N _I calculated amount of integration, also rotational speed difference .DELTA.N ₁
Is multiplied by the derivative coefficient K _D to calculate the derivative amount, and the proportional amount,
The duty ratio of this time is calculated by adding the integral amount and the derivative amount to each other.
D _CTL is output to the drive circuit 41 as drive data (step 134).

The reference integrated amount N _In-1 is initialized each time the clutch control routine is executed, that is, each time the execution of step 50 is started.

When the duty ratio D _CTL is calculated in step 78 or 79, it is determined whether the duty ratio D _CTL has reached 100% or more (step 81). If D _CTL <100%, it is determined whether or not a predetermined cycle T has elapsed (step 82), and after the predetermined cycle T has elapsed, the accelerator angle θ _ACC , the input side rotation speed N
₁ and the output side rotation speed N ₂ are read (step 83), and step 75 is executed. If D _CTL ≧ 100%, execution of the clutch control routine ends.

When N ₂ ≧ G _ST in step 69, input side speed N ₁
And whether the output side rotation speed N ₂ is equal (step 84). If N ₁ = N ₂ , the clutch 10 is sufficiently engaged, so the throttle valve target opening θ _ref is made equal to the accelerator angle θ _ACC (step 86) and the duty ratio D _CTL is set to 100% to drive. The data is output to the drive circuit 41 (step 87). If N ₁ ≠ N ₂ , it is determined whether or not the output side rotation speed N ₂ is higher than the rotation speed N _1BS immediately before the shift (step
88). If N ₂ > N _1BS, it is considered that the output side rotation speed N ₂ is downshifted due to a decrease from immediately before the shift, and it is determined whether or not the accelerator angle θ _ACC is smaller than the predetermined angle θ _o ( Step 89). When θ _ACC <θ _o , the accelerator pedal is released and not depressed, so the difference between the output side rotation speed N ₂ and the input side rotation speed N ₁ is greater than the predetermined value ΔG _{1 when the} engine brake is operating. It is determined whether there is any (step 90). If N ₂ −N ₁ > ΔG ₁ , the difference between the rotational speeds N ₂ and N ₁ is large, so set the duty ratio D _CTL equal to the specified value D ₁ to drive the clutch 10 gently and drive it as drive data. Output to the circuit 41 (step 91). N ₂ −N ₁ ≦ ΔG ₁
Then, it is determined whether or not the difference between the output side rotation speed N ₂ and the input side rotation speed N ₁ is larger than a predetermined value ΔG ₂ (where ΔG ₁ > ΔG ₂ ) (step 92). If N ₂ −N ₁ > ΔG _2, then clutch
The duty ratio D _CTL is set equal to a predetermined value D ₂ (where D ₁ <D ₂ ) in order to engage 10 with a slight degree of _graduation, and is output to the drive circuit 41 as drive data (step 93). Step
When the duty ratio D _CTL is set in 91 or 93, it is determined whether or not the predetermined cycle T has elapsed (step 94), and after the predetermined cycle T has elapsed, the input side rotation speed N ₁ and the output side rotation speed N ₂ are read. (Step 95), and then Step 90 is executed. If N ₂ −N ₁ ≦ ΔG ₂ , the difference between the rotational speeds N ₂ and N ₁ is small, so the duty ratio must be set to completely engage the clutch 10.
Set D _CTL equal to 100% and drive circuit as drive data 4
Output to 1 (step 96).

If θ _ACC ≧ θ _o in step 89, the accelerator pedal is depressed after downshifting, so the throttle valve is opened according to the accelerator angle θ _ACC from the second data map stored in the ROM 45 beforehand in the second throttle valve opening characteristic. The target valve opening θ _ref is searched (step 97), and the difference between the current input side speed N ₁ and the previous input side speed N _1n-1 is between the upper limit value B ₃ and the lower limit value C _3. It is determined whether there is any (step 98). N ₁ −N _1n-1 <C ₃ ,
Or, if N ₁ −N _1n-1 > B _3, then the duty ratio is controlled by PID control.
The D _CTL calculation subroutine is executed to calculate D _CTL (step 99), and if C ₃ ≤ N ₁ -N _1n-1 ≤ B ₃ , add the predetermined value Δ to the previous duty ratio D _CTLn-1. The current duty ratio D _CTL is output to the drive circuit 41 as drive data (step 100). When the duty ratio D _CTL is calculated in step 99 or 100, the duty ratio D _CTL becomes 100.
It is determined whether or not the percentage has reached at least 100% (step 101). D
_{If CTL} <100%, it is determined whether or not a predetermined cycle T has elapsed (step 102), and after the predetermined cycle T has elapsed, the accelerator angle θ _ACC , the input side rotation speed N ₁ and the output side rotation speed N ₂ are read. (Step 103), and then Step 97 is executed. D
_{If CTL} ≧ 100%, the clutch control routine is terminated.

On the other hand, if N ₂ ≦ N _1BS in step 88, it is determined whether or not the output side rotation speed N ₂ is smaller than the rotation speed N _1BS immediately before the shift (step 106). When N ₂ <N _1BS is not satisfied, that is, when N ₂ = N _1BS and downshift or downshift cannot be determined, there is no problem in _{engaging the} clutch 10. Therefore, the throttle valve target opening θ _ref is set equal to the accelerator angle θ _ACC . (Step 107), the duty ratio D _CTL is set equal to 100%, and output as drive data to the drive circuit 41 (step 10).
8). When N ₂ <N _1BS , it is considered that the output side rotation speed N ₂ has increased from immediately before the shift and the shift is considered to be upshifted, and it is determined whether or not the accelerator angle θ _ACC is smaller than the predetermined angle θ _o. (Step 109). When θ _ACC <θ _o , the accelerator pedal is released and not depressed, so it is determined whether the difference between the input side rotation speed N ₁ and the output side rotation speed N ₂ is less than or equal to a predetermined value ΔG ₃ ( Step 110). If N ₁ −N ₂ > ΔG ₃ , the input side rotation speed N ₁ and the output side rotation speed N ₂ are read again (step 111), and the difference between the input side rotation speed N ₁ and the output side rotation speed N ₂ is determined. The determination of step 110 is repeated until the value ΔG ₃ or less. If N ₁ −N ₂ ≦ ΔG ₃ , throttle valve target opening θ _ref
Is set equal to the accelerator angle θ _ACC (step 112), the duty ratio D _CTL is set equal to 100%, and output as drive data to the drive circuit 41 (step 113). It should be noted that the accelerator angle θ _ACC can be equal to or greater than the predetermined angle θ _o when the determination in step 110 is repeated until the difference between the input side rotation speed N ₁ and the output side rotation speed N ₂ is equal to or less than the predetermined value ΔG _3. Therefore, if N ₁ −N ₂ > ΔG ₃ , the accelerator angle θ _ACC may be read and step 109 may be executed again.

If θ _ACC ≧ θ _o in step 109, the accelerator pedal is depressed after upshifting, so it is determined whether or not the previously read accelerator angle θ _ACCn-1 is smaller than the predetermined angle θ _o (step 114). . If θ _ACCn-1 <θ _o , the accelerator pedal was released and not depressed the previous time, so the throttle valve target opening θ _ref is made equal to the accelerator angle θ _ACC (step 115) and the upper limit B is set to the predetermined value B. _{Then, the} lower limit value C is made equal to ₄ and the predetermined value C ₄ is made equal (step 116). If θ _ACCn-1 ≧ θ _o , the accelerator pedal was also depressed the previous time, so the upper limit value B is set to the predetermined value B ₅ (however,
B ₄ > B ₅ ) and the lower limit value C equal to a predetermined value C ₅ (however, C ₄ <C ₅ ) (step 117), and the third valve pre-stored in the ROM 45 with the third valve opening characteristic. From the data map, the throttle valve target opening θ _ref corresponding to the accelerator angle θ _ACC is searched (step 118). After execution of step 116 or step 118, it is determined whether or not the difference between the input side rotation speed N ₁ and the output side rotation speed N ₂ is a predetermined value ΔG ₃ or less (step 119). N ₁
If −N ₂ ≦ ΔG ₃ , the difference between the rotational speeds N ₁ and N ₂ is small, so the duty ratio D _CTL is 100% in order to engage the clutch 10.
Is set equal to and is output to the drive circuit 41 as drive data (step 120). If N ₁ −N ₂ > ΔG ₃ , the difference between the current input side speed N ₁ and the previous input side speed N _1n-1 is the upper limit value B.
And the lower limit value C are determined (step 12).
1). If N ₁ -N _1n-1 <C or N ₁ -N _1n-1 > B, execute the D _CTL calculation subroutine to calculate the duty ratio D _CTL by PID control (step 122), and C ≤ N _1- N _1n-1 ≤
If it is B, a predetermined value Δ is added to the previous duty ratio D _CTLn−1 to obtain the current duty ratio D _CTL and output as drive data to the drive circuit 41 (step 123). Step 122 or
When the duty ratio D _CTL is calculated in 123, it is determined whether or not the duty ratio D _CTL has reached 100% or more (step 124). If D _CTL <100%, it is determined whether or not a predetermined cycle T has elapsed (step 125), and after the predetermined cycle T has elapsed, the accelerator angle θ _ACC , the input side rotation speed N ₁ and the output side rotation speed N ₂ are set. Read (step 126) and execute step 118. If D _CTL ≧ 100%, execution of the clutch control routine ends.

It should be noted that in order to gradually increase the duty ratio D _CTL to 100%, even if the predetermined period T has passed, the process does not return to the execution of step 50 and continues as it is.

Also, the CPU 44 reads various information and calculated D _CTL , N _I
The data such as is stored in a predetermined storage position such as the RAM 46 at least until the previous data.

The drive circuit 41 controls the electromagnetic opening / closing valve 21 for a time corresponding to the duty ratio D _CTL represented by the drive data supplied at every predetermined cycle T.
When the duty ratio D _CTL is 0%, the electromagnetic opening / closing valve 21 continues to be closed for a predetermined period T and the clutch 10 is driven.
Since the oil pressure to the clutch drops below the first predetermined pressure P ₁ , the clutch 10
Is opened, and the duty ratio D _CTL is 100%, the electromagnetic on-off valve 21 continues to open for a predetermined period T and the clutch
The hydraulic pressure to 10 rises above the second predetermined pressure P ₂ to completely engage the clutch 10. The duty ratio D _CTL is 0% and 100.
%, The hydraulic pressure to the clutch 10 becomes a value from the _first predetermined pressure P ₁ to the second predetermined pressure P ₂ according to the duty ratio D _CTL , so that the clutch 10 is gently engaged and the half clutch is engaged. It becomes a state. Therefore, the duty ratio D _CTL should gradually increase to 100% when the vehicle starts, downshifts, and upshifts.
The clutch 10 can be gradually engaged by ascending.

Further, the CPU 44 has a predetermined cycle T separately from the clutch control routine.
The throttle valve drive routine is executed every time. In this throttle valve drive routine, as shown in FIG. 5, first, the throttle valve opening θ _th is read (step 141), and the read throttle valve opening θ _th is the target opening θ determined by the clutch control routine.
_It is determined whether it is equal to _ref (step 142). θ _th =
If θ _ref , a pulse motor drive stop command is issued to the drive circuit 42 (step 143). If θ _th ≠ θ _ref , it is determined whether or not the throttle valve opening θ _th is larger than the target opening and θ _ref (step 144). If θ _th > θ _ref ,
A pulse motor closing drive command is issued to the drive circuit 42 to drive the throttle valve in the closing direction (step 145),
If θ _th > θ _ref is not satisfied, that is, if θ _th <θ _ref , a pulse motor valve opening drive command is generated for the drive circuit 42 to drive the throttle valve in the valve opening direction (step 14).
6).

The drive circuit 42 drives the throttle valve 18 in the valve opening direction by rotating the pulse motor 22 forward in response to the pulse motor opening drive command, and reversely rotates the pulse motor 22 in response to the pulse motor closing drive command. This drives the throttle valve 18 in the valve closing direction. Further, the rotation of the pulse motor 22 is stopped in response to the pulse motor drive stop command, and the throttle valve opening at that time is maintained. As a result, the opening of the throttle valve 18 is changed to the target opening θ
_Make it equal to _ref .

In the embodiment of the present invention described above, upshift and downshift due to the gear shift operation are detected by comparing the input side rotation speed N _1BS immediately before the shift and the output side rotation speed N ₂ after the shift. The upshift and downshift may be determined by detecting each shift position of the transmission before and after the shift lever is moved. Furthermore, the shift position is not limited to mechanically detecting the position of the shift lever, but may be detected from the ratio of the engine speed to the vehicle speed.

Further, in the above-described embodiment of the present invention, the alarm is generated as an alarm sound by the buzzer when in the over-rev state, but it may be a light-emitting alarm by a light emitting element, a lamp, or a display alarm. That is clear.

As described above, in the clutch control method of the present invention, if the operating position of the accelerator pedal is the non-depressing side from the predetermined position when the shift down due to the gear shift operation is detected, it is determined that the shift down is for engine braking. Then, the engagement state of the clutch is controlled according to the difference between the input side rotation speed and the output side rotation speed of the clutch, so that the degree of engagement of the engine brake becomes good. If the accelerator pedal operating position is on the depression side of the predetermined position when a shift down due to a gear change operation is detected, it is determined that the accelerator pedal is operating downshift and the throttle valve opening is controlled according to the accelerator pedal operating position. In addition, since the engagement state of the clutch is controlled so that the amount of change in the rotational speed of the clutch on the input side per unit time is within a predetermined range, good acceleration performance can be obtained with almost no impact during downshifting.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing an apparatus to which the clutch control method of the present invention is applied, FIG. 2 is a block diagram showing a concrete configuration of a control circuit in the apparatus of FIG. 1, and FIGS. It is an operation | movement flowchart which shows the procedure of the clutch control method of this invention. Explanation of symbols of main parts 1 …… In-gear sensor 2 …… Accelerator position sensor 3 …… Throttle valve opening sensor 4,5 …… Rotation sensor 6 …… Movement sensor 7 …… Water temperature sensor 8 …… Vehicle speed sensor 11 …… Accelerator pedal 17 …… Intake pipe 18 …… Throttle valve 21 …… Electromagnetic on-off valve 22 …… Pulse motor 23 …… Alarm buzzer

 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-60-215429 (JP, A) JP-A-60-169455 (JP, A) Actually open Sho-60-3344 (JP, U) Actual-open Sho-62- 25225 (JP, U) Actual public Sho 63-32737 (JP, Y2)

Claims (1)

[Claims] 1. A clutch control method for controlling a throttle valve opening and a clutch engagement / disengagement during a gear shift operation of a vehicle, wherein an operation position of an access pedal is not stepped on from a predetermined position when a downshift due to a gear shift operation is detected. If it is on the side, the engagement state of the clutch is controlled according to the difference between the input side rotation speed and the output side rotation speed of the clutch, and the operation position of the accelerator pedal is at a predetermined position when a downshift due to a gear shift operation is detected. On the more depressed side, the throttle valve opening is controlled according to the operating position of the accelerator pedal, and the clutch input speed of the clutch is controlled so that the amount of change per unit time is within a predetermined range. A clutch control method characterized by controlling an engagement state.