JPS6313835A - Clutch control method for vehicle - Google Patents

Abstract

PURPOSE:To enable to secure excellent operability at the time of shift up by controlling the opening degree of a throttle valve and the fastening condition of a clutch on the basis of the work position of an acceleration pedal when the shift up is detected. CONSTITUTION:In a control circuit 20, the shift up and shift down of a speed change gear 9 is detected by comparing the input side revolution number of a clutch 10 just before the shifting with the output side revolution number after the shifting. And when detected the shift up, if the work position of an acceleration pedal 11 is on the side stepped in from the specified position, the opening degree of a throttle valve 18 is controlled according to the work position of an acceleration position and the fastening condition of the clutch 10 is controlled according to the revolution number difference of the clutch 10 between the input side and the output side or the variation of the input side revolution number of the clutch 10 per unit time. Hereby it becomes proper engine revolution number even if the acceleration pedal 11 is stepped in at the time of shift up and excellent operability can be obtained without giving shock since the clutch 10 is gradually fastened.

Description

[Detailed description of the invention] Flame Hill I The present invention relates to a clutch I control method for a vehicle.

There is a clutch control device that controls the engagement and engagement of a vehicle clutch according to the operation of a manual transmission, etc., without the driver operating a pedal or the like. In such a clutch control device, it is necessary to maintain the engagement state of the clutch at 211JwJ in the same manner as when the driver operates the clutch properly when shifting up the transmission. In particular, when the accelerator pedal is depressed during upshifting, the clutch engagement state is 211JwJ. If the fastening state is inappropriately controlled, a shock may occur, resulting in poor drivability.

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

In the clutch control method of the present invention, when an upshift by a manual transmission is detected, if the actuation position of the accelerator pedal is on the depressed side from a predetermined position, the throttle valve opening degree is adjusted according to the actuation position of the accelerator pedal υIt! 0, and the engagement state of the clutch is controlled based on the difference between the input side rotation speed and the output side rotation speed of the clutch, or the amount of change per unit time in the input side rotation speed of the clutch.

See-l-] Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows an apparatus using a hydraulically controlled clutch to which the clutch control method of the present invention is applied.

In this device, sensors for detecting various driving parameters include an in-gear sensor 1, an accelerator operation position sensor 2, a throttle valve opening sensor 3, a rotation sensor 4.5, a movement sensor 6, a water temperature sensor 7, and a vehicle speed sensor. 8 is provided. In-gear sensor 1 is manual gear shift 111 with 5 forward speeds
It detects that the shift lever 9a of No. 9 is in a predetermined shift position (first to fifth gear and reverse) and generates a high level signal. For example, transmission 9 other than neutral
A high level signal is generated by a plurality of switches which are provided for each shift position and are turned on to generate a high level output when the shift lever 9a is in the shift position. The accelerator operation position sensor 2 is the accelerator pedal 1
1 generates an output voltage according to the operating position. The accelerator pedal 11 is connected to one end of a dogleg-shaped bracket 12,
It is rotatable by a shaft 13 with respect to the floor of the vehicle. A return spring 14 is provided at the other end of the bracket 12, and urges the accelerator pedal 11 toward the idle position. An accelerator operating position sensor 2 consisting of a potentiometer 16 is provided on the shaft 13, and the accelerator operating position sensor 2 corresponds to the operating position of the accelerator pedal 1, that is, S1! The output voltage is generated in accordance with the accelerator angle, which is the rotation angle from the idle position around the foot 13. The throttle valve opening sensor 3 is a potentiometer 19 connected to the shaft 18a of the throttle valve 18 in the engine intake pipe 17.
It generates an output voltage according to the opening degree of the throttle valve 18. The rotation sensor 4 generates a pulse every time the input shaft 108 of the hydraulically controlled clutch 10 rotates by a predetermined angle,
Is the rotation sensor 5 the output 1 of the clutch 10? A pulse is generated every time the foot 10b rotates by a predetermined angle. Movement sensor 6
Shifts to detect movement of the shift lever 9a of the transmission 9! This sensor detects the movement of the rod 9b of the link mechanism No. 19, and generates a pulse every time the rod 9b moves a predetermined distance. Rotation sensors 4, 5 and movement sensor 6
is formed by, for example, a slit member and a photocoupler. Water temperature sensor 7 generates an output according to the engine cooling water temperature. Further, the vehicle speed sensor 8 generates an output according to the speed of the vehicle.

Such an in-gear sensor 1, an accelerator operation position sensor 2,
Throttle valve opening sensor 3, rotation sensors 4, 5, movement sensor 6
, water temperature sensor 7 and vehicle speed sensor 8 are 611611 circuit 2
Connected to 0. Further, an electromagnetic on-off valve 21, a pulse motor 22, and an alarm buzzer 23 are connected to the control circuit 20. The electromagnetic on-off valve 21 is provided in a hydraulic pressure supply passage (not shown) of the hydraulically controlled clutch 10. The shaft of the pulse motor 22 is coupled to the shirt t-18a of the throttle valve 18 so that the throttle valve 18 is driven by the pulse motor 22.

! As shown in FIG. 2, the IJtE circuit 20 includes a level conversion circuit 31 that converts 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 that selectively outputs one of the voltage signals, an AID converter 33 that A/D converts the output voltage of the multiplexer 32, a waveform shaping circuit 34 that shapes the output signal of the rotation sensor 4, and a waveform shaping circuit 34 that shapes the output signal of the rotation sensor 4. A counter 35 that measures the generation interval of output pulses from the 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 waveform of the output signal of the rotation sensor 5.
, a counter 37 that measures the generation interval of output pulses from the waveform shaping circuit 36 by the number of clock pulses, a waveform shaping circuit 38 that shapes the waveform of the output signal of the movement sensor 6, and generation of output pulses from the waveform shaping circuit 34. A counter 39 that measures the interval based on the number of clock pulses output from a clock pulse generation circuit (not shown), a digital input cam modulator 40 that includes a decoder that converts the output signal of the in-gear sensor 1 into a digital code, and an electromagnetic switch. A drive circuit 41 that drives the valve 21 on a duty basis, a drive circuit 42 that drives the pulse motor 22, and a υ alarm buzzer 23.
a drive circuit 43 that drives the CPU, a CPU <central processing n circuit) 44 that performs digital calculations according to the program, and a ROM 45 in which programs and data are written in advance.
It is equipped with RAM46. Multiplexer 32, A/
D converter 33, counters 35, 37° 39, digital input camosulator 40, drive circuits 41, 42, 43, C
The PtJ 44, ROM 45 and RAM 48 are connected to each other by a bus 47. Note that the CPU 44 is supplied with clock pulses from a clock pulse generation circuit.

In such a configuration, information such as accelerator angle θ^CC% throttle valve opening θth, cooling water temperature Tw, and vehicle speed ■ is alternatively transmitted from the A/D converter 33 to the clutch 10 from the counter 35.
information on the input side rotation speed N+ of the clutch 10, information on the output side rotation speed N2 of the clutch 10 from the counter 39, information on the movement speed S of the shift lever 98 from the counter 39, and information on the in-gear of the transmission 9 from the digital input camosulator 40. information is supplied to the CPU 44 via the bus 47. ,CPU
44 engages the clutch 10 and controls the opening of the throttle valve by a clutch control routine process to be described later based on the above information in accordance with a calculation program stored in the ROM 45 in synchronization with clock pulses.

Next, the clutch control routine related to the clutch control method of the present invention will be explained using the CPLJ shown in FIGS. 3(a) to 3d).
The explanation will be given according to the operation flow diagram of No. 44.

The CPU 44 calculates the accelerator angle θA, CCs throttle valve opening θth, cooling water temperature Tw, vehicle speed V, input side rotation speed N+ of the clutch 10, output side rotation speed N2, and movement speed of the shift lever 9a every predetermined period T (for example, 5a+5ec). The in-gear information of the S1 transmission 9 is 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 the shift lever 9a of the transmission 9 is in the neutral position, it is determined whether or not the shift lever 9a of the transmission 9 is moving based on the moving speed S of the shift lever 9a (step 52). For example, if the moving speed S is a predetermined speed of 8
When the value is 1 or more, 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 equal to O (step 53);
The throttle valve target opening θrer is made equal to the accelerator angle θACC (step 54), and it is determined whether the accelerator angle θAce is smaller than a predetermined angle θ0 (step 55).
.

If θACC<θ0, the accelerator pedal is released and not depressed, so in order to completely engage the clutch 10, the duty ratio DCTL is set equal to 100% and output as drive data to the drive circuit 41 (step 56).
, θACC≧00, the accelerator pedal is being depressed, so the duty ratio DcTL is set equal to 0% in order to release the clutch 1o, and is output as drive data to the drive circuit 41 (step 57). When the shift lever 9a of the transmission 9 is moving, it is assumed that the gear is being shifted, and it is determined whether the shift flag Fs is equal to 1 or not (step 58). If Fs=O, the read clutch input side The number of revolutions N+ is stored as the number of revolutions N+ss immediately before the shift (step 59), the shift flag Fs is set to 1 (step 60), and it is determined whether the accelerator angle θACC is larger than a predetermined angle θ0 (step 61). ), if Fs=1 in step 58, step 61 is immediately executed. If θACC≦O0, the accelerator pedal is released and not depressed, so the throttle angle θref is made equal to the idle lFO degree θIOL (step 62), and the duty ratio DCTL is set to 0% to release the clutch 10. θAC and output it to the drive circuit 41 as drive data (step 63), θAC
If C>θ0, the accelerator pedal is depressed, so the throttle valve target distance θver is changed to the accelerator angle θAcck:
Similarly, by executing step 64) and step 63, the clutch 10 is released.

On the other hand, if it is not in the neutral position, it is in the in-gear state, so the shift l-flag Fs is set equal to O (Step 65), and the clutch output side rotation speed N2 is set to the predetermined rotation speed GOR.
It is determined whether the value is greater than (step 66). N2
>GOR, the engine is in an over-rev (over-rev) state, and the duty ratio DcT is set equal to 0% in order to release the clutch 10 and output as drive data to the drive circuit 41 (step 67), and an alarm sounds. In order to generate an alarm, an alarm generation command is issued to the drive circuit 43 (step 68). If N2≦GOR, it is determined whether the clutch output side rotation speed N2 is smaller than the predetermined rotation speed GST (step 69). The predetermined rotational speed Gs is the rotational speed necessary for starting the vehicle. When N2<GST, since the latch output side rotational speed N2 has not reached the rotational speed necessary for starting the vehicle, it is determined whether the accelerator angle θACC is smaller than the predetermined angle θ0 (step 70).
If θACC<00, the accelerator pedal is released and not depressed, so in order to release the clutch 10, the duty ratio DCTL is set equal to 0% and output as drive data to the drive circuit 41.Step 71), θACC
If ≧Oo, it is determined whether or not the previously read accelerator angle θA CCn-1 is smaller than the predetermined angle θ0 (step 72).
If n-+ < θ0, the accelerator pedal was released last time and not depressed, so the throttle valve target distance θrat
is equal to the accelerator angle θACC (step 73),
The upper limit value B is made equal to the predetermined value B+, and the lower limit value C is made equal to the predetermined value C1 (step 74). θACCn-
If +≧θ0, the accelerator pedal was depressed last time as well, so the first step is to search the throttle valve target distance θref corresponding to the accelerator angle 0ACC from the first data map stored in advance in the ROM 45 using the first throttle valve opening characteristic. 75),
The upper limit B is set equal to a predetermined value IBz (however, 81 > 82), and the lower limit Iic is set equal to a predetermined value C2 (however, C+
<02) (step 76). Once the upper limit value B and lower limit value C are determined in this way, the difference between the current input side rotation speed N1 and the previous input side rotation speed N+n-+ is the upper limit value B and the lower limit value. It is determined whether or not it is between the value C (step 77). Nl-N111-1<0% or Nl-N+r+
-+>8, execute the DCTLW output subroutine to calculate the duty ratio DCTL by PID (proportional integral derivative) control (step 78), C≦N + N
+ If n-+≦B, add the predetermined value Δ to the previous duty ratio Dcr and n-+ to obtain the current duty ratio DCT.
It is set to L and output to the drive circuit 41 as drive data (7 steps).

In the DcTLf1 output subroutine, as shown in FIG. 4, first, the rotational speed difference ΔN is calculated by subtracting the input side rotational speed N1 from the output side rotational speed N2.
31), the rotation speed difference ΔN1 is obtained by subtracting the previous input side rotation speed N + n−+ from the current input side rotation speed N1.
(step 132). Then, the reference integral II N I n-+ which is the total value of the rotation speed difference ΔN up to the previous time
The current reference product numerator iN is obtained by adding the current rotational speed difference ΔN to
+ binding (step 133), proportional coefficient K to rotation speed difference ΔN
Calculate the proportional amount by multiplying by p, calculate the integral amount by multiplying the standard integral amount N+ by the integral coefficient, and calculate the rotational speed difference ΔN1
is multiplied by the differential coefficient Ko to calculate a differential amount, and the proportional amount, integral amount, and differential amount are added together to form the current duty ratio DCTL and output to the drive circuit 41 as drive data (step 134).

Note that the reference product numerator fiN+. 4 is initialized each time the clutch control routine is executed, that is, each time execution of step 50 is started.

In step 78 or 79, the duty ratio DCTL
Once calculated, it is determined whether the duty ratio DCTL has reached 100% or more (step 81) a Dc
If TL<100%, it is determined whether the predetermined period T has elapsed (step 82), and after the elapse of the predetermined period T, the accelerator angle θACC1, input side rotation speed N1 and output side rotation speed N2 are read (step 83); and step 7
Execute step 5. If DCTL≧100%, execution of the clutch control routine ends.

When N2≧GST in step 69, it is determined whether the input side rotation speed N1 and the output side rotation speed N2 are equal (step 871). If Nl = N2, the clutch 10 is sufficiently engaged, so the throttle valve target distance θrer
is equal to the accelerator angle θACC (step 86),
The duty ratio DCTL is set equal to 100% and output as drive data to the drive circuit 41 (step 87).

If N1≠N2, it is determined whether the output side rotational speed N2 is greater than the rotational speed N+es immediately before the shift (step 88). If Nz > NI a s, the output side rotation speed N
2 is lower than immediately before the shift, it is assumed that a downshift has been made, and it is determined whether or not the accelerator angle .theta.ACC is smaller than a predetermined angle .theta.0 (step 89). θACC
If <60, the accelerator pedal is released and not depressed, so it is determined whether or not the difference between the output side rotation speed N2 and the input side rotation speed N1 is larger than a predetermined value ΔG1 when engine braking is activated. (step 90).

If N2-NI > ΔG+, the difference between the rotational speeds N2 and N1 is large, so in order to gently engage the clutch 10, the duty ratio DCTL is set equal to a predetermined value DI and output as drive data to the drive circuit 41 (step 91)
. If N2-N+≦ΔG+, the difference between the output side rotation speed N2 and the input side rotation speed N1 is a predetermined value ΔG2 (however, ΔG
+>ΔG2) is determined (step 92).

If N2N+>ΔG2, the duty ratio DCTL is set to a predetermined value of 1aDz in order to engage the clutch 10 somewhat gently.
(However, DI<D2) and output it to the drive circuit 41 as drive data (step 93). When the duty ratio DcTL is set in step 91 or 93, it is determined whether or not the predetermined period T has elapsed (step 94), and after the elapse of the predetermined period T, the input side rotation speed N1 and the output side rotation speed N2 are read (step 95). ), and step 90 is executed. If N2 N+≦ΔG2, the difference between the rotation speeds N2 and N1 is small, so the duty ratio DCTL is set to 100 in order to completely engage the clutch 10.
% and output to the drive circuit 41 as drive data (step 96).

In step 89, if θAC('≧00, the accelerator pedal was pressed down too quickly, so the second
The throttle valve target opening θrer corresponding to the accelerator angle θACC is searched from the second data map stored in advance in the ROM 45 based on the throttle valve opening characteristics (step 97), and the current input side rotation speed N1 and the previous input side rotation speed are searched. N+n-+ Determine whether the difference is between the upper limit ie (Bg and the lower limit C3 (step 98), NI −Nl +), +<C3
, or if NI-NIn-+ > B g, then PIDi
Step 99) Execute the DCTL calculation subroutine to calculate the duty ratio DCTL using ljtlO.
, if Cz≦N+ −NIn−+≦83, a predetermined value Δ is added to the previous duty ratio DcTL old to obtain the current duty ratio DaTL and output to the drive circuit 41 as drive data (step 100), step 99; or 100
After calculating the duty ratio DCTL, it is determined whether the duty ratio DC has reached 100% or more (step 101). If DCTL<100%,
Step 102: Determine whether the predetermined period T has elapsed.
), after a predetermined period T has elapsed, the accelerator angle θACCN, the input side rotation speed N1, and the output side rotation speed N2 are read (step 103), and step 97 is executed. 0071
If it is 2100%, execution of the clutch control routine ends.

On the other hand, if N2≦N+es in step 88, it is determined whether the output side rotational speed N2 is smaller than the rotational speed NlBs immediately before the shift (step 106). N2 <N
If it is not l a s, that is, N2 = NI B S
If it cannot be determined that it is a downshift or a downshift, there is no problem even if the clutch 10 is engaged, so the throttle valve target opening θref is set equal to the accelerator angle θAce (step 107), and the duty ratio DCTL is set equal to 100%. and outputs it to the drive circuit 41 as drive data (step 108). If N2 <Nl as, it is assumed that the output side rotational speed N2 has increased from immediately before the shift, resulting in an upshift, and the accelerator angle θACC is set to the predetermined angle θ.
It is determined whether it is smaller than 0 (step 109).

If DACC<00, the accelerator pedal is released and not depressed, so it is determined whether the difference between the input side rotation speed N1 and the output side rotation speed N2 is less than a predetermined value ΔG3 (step 110). If NI N2>ΔG3, read the input side rotation speed N1 and output side rotation speed N2 again (
Step 111), input side rotation speed N1 and output side rotation speed N
Step 110 until the difference from 2 becomes less than or equal to the predetermined value ΔG3
Repeat the determination. If NI N2≦ΔG3, the throttle valve opening θra is equal to the accelerator angle θ^cc (step 112), and the duty ratio DCTL is 100%.
is set equal to and output to the drive circuit 41 as drive data (step 113). Note that when the determination in step 110 is repeated until the difference between the input side rotation speed N1 and the output side rotation speed N2 becomes equal to or less than the predetermined value ΔG3, there is a possibility that the accelerator angle θACC becomes equal to or greater than the predetermined angle 00.
If IN2>ΔG3, the accelerator angle θACC may be read and step 109 may be executed again.

In step 109, if θAeC≧θ0, the accelerator pedal was depressed after upshifting, so the previously read accelerator angle θA CCn-1 is set to the predetermined angle θ0.
Determine whether θ is smaller (step 114).
A If CCn-1<00, the accelerator pedal was released last time and not depressed, so the throttle valve opening θ
Set rer equal to accelerator angle θAce (Step 1
15), make the upper limit value B equal to the predetermined value 1 B 4 and make the lower limit value C equal to the predetermined value C4 (step 116)
. If θA CC>1≧θ0, the accelerator pedal was depressed last time, so the upper limit value B is set equal to the predetermined value Bs (however, 84 > BS ), and the lower limit value C is set equal to the predetermined value Cs (however, C4<05 ), at step 117), the accelerator angle θAce is calculated from the third data map stored in advance in the ROM 45 based on the third valve opening characteristic.
Search for the throttle valve target opening degree θref according to (step 118), and after executing step 116 or step 118, check whether the difference between the input side rotation speed N1 and the output side rotation speed N2 is less than or equal to a predetermined value ΔG3. (Step 119)
. If NI -N2≦ΔG3, the difference between the rotational speeds N+ and N2 is small, so the duty ratio DCTL is set equal to 100% in order to engage the clutch 10 and is output as drive data to the drive circuit 41 (step 120). N
If I −N2 > ΔG3, the current input side rotation speed N1
It is determined whether the difference between and the previous input side rotation speed Nun→ is between the upper limit value B and the lower limit value C (step 121
), NI −NI n−+<C.

Or, if NI-NI old>B, execute the DCTL calculation subroutine to output the duty ratio DcvL@FJ by PID control (Step 122), C≦N+-N+n
If +≦8, the previous duty ratio DCTLn-+ is increased by a predetermined value Δ to obtain the current duty ratio DCTL and output to the drive circuit 41 as drive data (step 123
). In step 122 or 123, the duty ratio D
When CTL is calculated, the duty ratio DCTL is 10
Determine whether the difference is 0% or more (step 124)
. If DCTL<100%, it is determined whether the predetermined period T has elapsed (step 125), and after the elapse of the predetermined period T, the accelerator angle θACC1, the input side rotation speed N+ and the output side rotation speed N2 are read (step 126); Then step 118 is executed.

If DCTL≧100%, execution of the clutch control routine ends.

Note that in order to gradually increase the duty ratio DCTL to 100%, the process continues without returning to step 50 even after a predetermined period has elapsed.

In addition, the CPU 44 uses the various information read and the calculated D
Data such as CTL and NI are stored in a predetermined storage location such as RAM 46 until at least the previous data is reached.

The drive circuit 41 has a predetermined circle of 1! ] Since the electromagnetic quantity 1'' valve 21 is driven for a time corresponding to the 1 duty ratio DCTL expressed by the drive data supplied every time T, the duty ratio DCT
When L is 0%, the specified circle 191 and the solenoid valve 2 between T
1 continues to open, and the oil pressure to the clutch 10 reaches the first predetermined pressure P.
Since the value decreases to 1 or less, the clutch 10 becomes open, and
When the duty ratio DcTL is 100%, the specified yen! 1
During IIT, the electromagnetic on-off valve 21 continues to open and the clutch 10
When the hydraulic pressure to the clutch 10 increases to the second predetermined pressure P2 or higher, the clutch 10
be completely concluded. Also, the duty ratio DCTL is 0%
When the value is between 100% and 100%, the oil pressure to the clutch 10 becomes a value from the first predetermined pressure P1 to the second predetermined pressure P2 according to the duty ratio DCTL, and the clutch 10 is gently engaged to be in a half-clutch state. becomes. Therefore, the clutch 10 can be gradually engaged by gradually increasing the CTL to 100% of the duty ratio when starting the vehicle, downshifting, and upshifting.

In addition to the clutch control routine, the CPU 44 executes a throttle valve drive routine at predetermined intervals T.

In this throttle valve drive routine, as shown in FIG. 5, first, the throttle valve opening degree θ[h is read (step 141
), it is determined whether the read throttle valve opening θth is equal to the target opening θref determined in the clutch control routine (step 142). If θth=θrer, a pulse motor drive stop command is issued to the drive port vR42 (step 143).

If θth≠θref, it is determined whether the throttle valve opening θ[h is a person based on the target opening θrer (step 14
4). If 0 [h>θref, a pulse motor valve opening drive command is generated to the drive circuit 42 to drive the throttle valve in the valve closing direction (step 145), and θth>θref
If not, that is, 6th<θre, a pulse motor valve opening drive command is generated to the drive circuit 42 to drive the throttle valve in the opening direction (step 146).
.

The drive circuit 42 drives the throttle valve 18 in the opening direction by rotating the pulse motor 22 in the forward direction in response to the pulse motor valve opening drive command, and rotates the pulse motor 22 in the reverse direction in response to the pulse motor [1 valve drive command]. Possibly throttle valve 18
is driven in the valve closing direction.

In addition, in response to the pulse motor drive stop command, the pulse motor 2
2 is stopped and the throttle valve opening degree at that time is maintained. This makes the opening degree of the throttle valve 18 equal to the target opening degree θref.

In the embodiment of the present invention described above, upshifting and downshifting of the transmission are detected by comparing the input side rotational speed N+es immediately before the shift with the output side rotational speed N2 after the shift. Upshifting and downshifting may be determined by detecting each shift position of the transmission before and after the movement of -. Furthermore, the shift position is not limited to mechanically detecting the position of the shift lever, but may also be detected from the ratio of engine rotation speed to vehicle speed.

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

1. As described above, in the clutch control method of the present invention, the throttle valve opening is adjusted so that the engine speed becomes the appropriate speed even when the accelerator pedal is depressed during upshifting with a manual transmission. υItll, either reduce the difference between the input side rotation speed and the output side rotation speed of the clutch so that almost no shock occurs when the clutch is engaged, or adjust the difference according to the amount of change in the input side rotation speed of the clutch per unit flange. Since the clutch is gradually engaged, it is possible to improve drivability during upshifts.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing a device to which the clutch control method of the present invention is applied, and FIG. 2 is a 211111
A block diagram showing a specific configuration of one circuit, and FIGS. 3 to 5 are operational flow diagrams showing the steps of the clutch control method of the present invention. Explanation of symbols of main parts 1...In-gear sensor 2...Accelerator operation position sensor 3...
Throttle valve 1fil [f sensor 4.5...Rotation sensor 6...Movement sensor 7...Water temperature sensor Threat 8...Vehicle speed sensor 11... ... Accelerator pedal 17 ... Intake pipe 18 ... Throttle valve 21 ... Solenoid on-off valve 22 ... Pulse motor 23 ... Alarm buzzer

Claims (1)

[Claims] A clutch control method for controlling throttle valve opening and engagement/disengagement of a clutch during a gear shifting operation of a vehicle equipped with a manual transmission, the actuation position of an accelerator pedal being at a predetermined position when an upshift by the manual transmission is detected. If it is on the more depressed side, the throttle valve opening degree is controlled according to the operating position of the accelerator pedal, and the difference between the input side rotation speed and the output side rotation speed of the clutch, or the unit of the input side rotation speed of the clutch. A clutch control method, comprising controlling the engagement state of the clutch based on an amount of change per time.