JP2000161463A - Clutch control device and recording medium - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a clutch control device and a recording medium which can suppress hunting of a vehicle, overshooting and undershooting of an engine speed at the time of engagement of a clutch. SOLUTION: A target slip rate setting part 42 obtains a target slip rate MS using a map based on an actual engine speed NE. In this map, the target slip rate MS is set zero under the state of not less than a target meeting rotational speed. The target slip rate MS is set with an increasing function under the state of not more than a reference engine speed. The target slip rate MS is set with a decreasing function under the state of not less than the reference engine speed. An actual slip rate RS as deviation between an actual primary engine speed NP and the actual engine speed NE is obtained. Next, a slip rate deviation ΔS between the actual slip rate RS and the target slip rate MS is obtained. Clutch current is so controlled that the slip rate deviation ΔS is zero by an FB control part 44.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle having a continuously variable transmission with an electromagnetic powder clutch, for example, when starting a vehicle.
The present invention relates to a clutch control device and a recording medium that perform engagement control for engaging a clutch while increasing an engine speed from a non-engaged state.

[0002]

2. Description of the Related Art Conventionally, for example, in a vehicle provided with an electromagnetic powder type clutch in a belt type continuously variable transmission, a clutch control device for controlling the operation of the clutch has been known. In this type of clutch control device, for example, as shown in FIG.
The torque from the engine E is transmitted to the continuously variable transmission (CVT) 10 via the electromagnetic powder type clutch 2, and the torque transmitted by the clutch 2 is controlled by a controller based on sensor signals such as the engine speed and the throttle opening. (control unit)
It is adjusted by the drive signal from the drive 32 to the clutch 2.

In the above-described clutch control device, when the vehicle starts, the controller determines the clutch drive signal based on a predetermined relationship from the engine speed, time, and the like (Japanese Patent Publication No. 5-86489). Reference).
However, if the clutch has characteristic variations due to individual differences at the time of manufacture, changes over time, etc., even if a drive signal is given in the same manner, the clutch engagement force varies, and the engine speed overshoot (target engagement). In some cases, a phenomenon in which the engine speed exceeds the combined engine speed) and an undershoot (a phenomenon in which the engine speed is lower than the target engagement engine speed) may occur. In such a case, there is a large influence on the fluctuation of the clutch torque and the behavior on the vehicle side, and there is a problem that a sense of incongruity is easily caused by a sense of discontinuity in the sense of acceleration.

[0004] Further, when the engine speed does not sufficiently rise due to variations in the fastening force of the clutch and a sudden engagement occurs due to this, there is a problem that resonance of the vehicle is induced and hunting occurs.

[0005]

As a countermeasure for this problem, for example, in order to suppress the overshoot of the engine speed, an overshoot of the engine speed is detected.
A technique has been proposed in which the relationship between a predetermined engine speed and a clutch current for controlling the clutch is corrected to an ascending side (a side for increasing the engaging force) (see Japanese Patent Application Laid-Open No. 8-313376).

Further, in order to suppress overshoot and undershoot, in an engagement control system constituted by feedback of a target engagement engine speed and an actual engine speed, a clutch current is controlled in accordance with a change amount of the engine speed. There has been proposed a technique for correcting image distortion (Japanese Patent Laid-Open No. 9-32916).
No. 1).

However, both technologies have a problem that hunting that occurs on the vehicle side cannot always be prevented because the engagement control is executed based only on the engine speed. On the other hand, as a method for suppressing hunting on the vehicle side, there is a technique in which a clutch current having a phase opposite to that of vibration generated in a vehicle body is applied (see Japanese Patent Application Laid-Open No. 4-80934).

However, in this technique, since the behavior of the engine speed cannot be directly suppressed, there is a problem that an overshoot or undershoot of the engine speed occurs. Therefore, in order to solve these problems, that is, to execute both the overshoot / undershoot countermeasures and the hunting countermeasures, it is conceivable to combine the above two types of techniques. It is difficult and not always desirable.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to solve the problems at the time of clutch engagement, such as hunting of the vehicle and overshoot and undershoot of the engine speed. An object of the present invention is to provide a clutch control device and a recording medium capable of suppressing all of them.

[0010]

Means for Solving the Problems and Effects of the Invention (1) The invention of claim 1 exists between an engine and wheels of a vehicle,
For a clutch that performs engagement and disengagement, a clutch control device that performs an engagement control for engaging the clutch by increasing the engine speed from a non-engaged state of the clutch,
Based on the information of the engine, target slip amount setting means for setting a target value of the slip amount on the drive side and the driven side of the clutch, and from the actual drive side rotation speed and the driven side rotation speed of the clutch, Actual slip amount detecting means for detecting the actual slip amount of the clutch, and slip amount control means for controlling the actual slip amount to match the target slip amount, and are set according to the state of the vehicle. In the region below the reference engine speed, the target slip amount is set by an increasing function with respect to the engine speed, and in the region above the reference engine speed, the target slip amount (target slip amount with respect to the engine speed) decreases. A gist of the present invention is a clutch control device including target slip amount setting means set by a function.

In the present invention, the target value of the amount of slip on the driving side and the driven side of the clutch is set on the basis of information on the engine (for example, the actual engine speed). As shown in), below the reference engine speed set according to the state of the vehicle (for example, the actual engine speed at the start of control), the target slip amount is set by an increasing function with respect to the engine speed, and the reference engine speed is set. In the region exceeding the number of rotations, the value is set by a decreasing function.

That is, in the present invention, when the engine speed is equal to or lower than the reference engine speed, the target slip amount is set by an increasing function with respect to the engine speed. It is possible to prevent a sudden engagement of the clutch due to the rotation speed not rising (insufficient rise). Therefore, hunting of the vehicle can be prevented.

[0013] Further, by setting the increasing function, it is possible to prevent another problem caused by the variation in the engaging force of the clutch, that is, the undershoot of the engine speed during the engagement control. The undershoot indicates that the clutch is engaged at an engine speed lower than the target engagement engine speed. In the present invention, however, since the occurrence of the undershoot can be suppressed, for example, the vehicle may be caused by a sense of discontinuity in the sense of acceleration. Discomfort when driving can be prevented.

On the other hand, in a region exceeding the reference engine speed, the target slip amount is set by a decreasing function with respect to the engine speed, so that an overshoot of the engine speed can be prevented. This overshoot indicates that the clutch is engaged at an engine speed higher than the target engagement engine speed. In the present invention, however, since the occurrence of the overshoot can be suppressed, like the undershoot described above, for example, Discomfort during traveling of the vehicle due to the sense of discontinuity in acceleration can be prevented.

That is, according to the present invention, the behavior of the engine speed and the behavior of the engaged side can be simultaneously set when the clutch is engaged, so that the occurrence of overshoot and undershoot of the engine speed can be suppressed. In addition, it is possible to prevent sudden engagement due to insufficient rising of the engine speed, thereby preventing hunting of the vehicle.

(2) The invention according to claim 2 is characterized in that the reference engine speed is set based on the engine speed at the start of control. I do. In the present invention, the reference engine speed is set based on the engine speed at the start of control. By setting in this way, it is possible to determine whether the vehicle is starting from an idle state or starting after deceleration, and change the control. Therefore, it is possible to effectively prevent the occurrence of overshoot and undershoot of the engine speed. ,Also,
Hunting of the vehicle due to sudden engagement can be prevented.

(3) The clutch control device according to the above (1) or (2), wherein the increase function is a function whose degree of increase changes during the increase. Make a summary. The present invention exemplifies an increasing function. According to the present invention, since the degree of increase changes in the middle, the occurrence of overshoot and undershoot of the engine speed can be more effectively prevented in accordance with the characteristics of the engine and the like. Hunting can be prevented.

(4) The clutch according to any one of claims 1 to 3, wherein the reduction function is a function whose degree of reduction changes during the reduction. The gist is a control device. The present invention exemplifies a decreasing function. According to the present invention, since the degree of reduction changes in the middle, the occurrence of overshoot and undershoot of the engine speed can be more effectively prevented in accordance with the characteristics of the engine and the like. Hunting can be prevented.

(5) The invention according to claim 5 is characterized in that the increase function and / or the decrease function are functions whose degree of change decreases near the reference engine speed. The gist is the clutch control device according to any one of (1) to (4).

The present invention exemplifies an increasing function and a decreasing function. In the present invention, since a function whose degree of change decreases near the reference engine speed is used, the change from the increasing function to the decreasing function (or the reverse change) can be performed smoothly. Therefore, since rapid engagement control can be suppressed, clutch torque fluctuations in engagement control can be reduced, and quick and smooth engagement can be realized.

(6) The invention according to claim 6, wherein the slip amount control means performs control for advancing the phase on the engaged side of the clutch. The gist is a clutch control device.

According to the present invention, the slip amount control means performs control to advance the phase of the engaged side (for example, the primary rotational speed) of the clutch. Therefore, even if shining occurs, the phase of the engaged side is advanced. Thereby, hunting can be suppressed. For example, as shown in FIG. 6, when the actual slip amount fluctuates according to the change in the primary rotation speed, the slip amount deviation, which is the difference between the target slip amount and the actual slip amount, also fluctuates, and smooth engagement cannot be performed. In the present invention, for example, as shown in FIG. 5, the phase of the control signal is advanced using, for example, a differential controller. For example, in the case of an electromagnetic powder type clutch, when the magnitude of the clutch current for adjusting the engaging force is changed, control for increasing the timing of the control for increasing or decreasing the clutch current (that is, for example, the primary rotational speed on the engaged side of the clutch). Hunting can be suppressed.

(7) The clutch control according to any one of claims 1 to 6, wherein the timing for performing the engagement control of the clutch is when the vehicle starts moving. The device is the gist. The present invention exemplifies the timing of performing the clutch engagement control. Here, when the vehicle starts, the above-described engagement control is performed.

In other words, when the clutch is engaged when the vehicle starts moving, the above-mentioned overshoot and undershoot of the engine speed and hunting due to sudden engagement are likely to occur. Executing the engagement control is extremely effective in smoothly starting the vehicle.

(8) The invention according to claim 8 is the gist of the clutch control device according to any one of claims 1 to 7, wherein the clutch is an electromagnetic powder type clutch. The present invention exemplifies types of clutches. Here, since the electromagnetic powder type clutch is used, by controlling the current or the voltage applied to this clutch,
The above-described engagement control can be suitably performed.

Therefore, the slip amount control means adjusts the current value (or voltage) to be supplied to the coil of the electromagnetic powder type clutch, for example, so that the actual slip amount matches the target slip amount. There is a means for controlling the amount of slip. (9) The ninth aspect of the present invention is that, on the engaged side of the clutch,
The said continuously variable transmission exists, The said Claim 1 characterized by the above-mentioned.
The gist of the present invention is the clutch control device according to any one of the first to eighth aspects.

The present invention exemplifies the structure of a vehicle. Here, since the continuously variable transmission exists on the engagement side of the clutch, by performing the above-described engagement control, the clutch is smoothly engaged, and the driving force is preferably applied to the continuously variable transmission. By transmitting the information, smooth start of the vehicle can be realized.

According to a tenth aspect of the present invention, there is provided a recording medium which stores means for executing control by the clutch control device according to any one of the first to ninth aspects. . For example, examples of the recording medium include various recording media such as an electronic control unit configured as a microcomputer, a microchip, a floppy disk, a hard disk, and an optical disk.

That is, there is no particular limitation as long as it stores means such as a program which can execute the control of the clutch control device described above.

[0030]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of a clutch control device according to the present invention will be described below in detail with reference to the drawings using examples (embodiments). First Embodiment a) First, a clutch control device according to the present embodiment will be described based on a schematic configuration diagram of the continuously variable transmission unit in FIG.

As shown in FIG. 1, a vehicle equipped with a clutch control device according to the present embodiment uses an engine E as a power source, and transmits the driving force to an electromagnetic powder type clutch (hereinafter, also simply referred to as a clutch) 2 and a front and rear clutch. The driving force is transmitted to the drive wheels via a forward change mechanism (not shown), a continuously variable transmission (CVT) 10 having a primary pulley 4, a metal belt 6, a secondary pulley 8, and the like.

More specifically, the continuously variable transmission 10 includes a driving-side primary pulley 4 (drive pulley) including a movable conical disk 12 and a fixed conical disk 14, a movable conical disk 16 and a fixed conical disk 1
8, a driven primary pulley cylinder 20, a driven secondary pulley cylinder 22, and a metal belt 6 stretched between the primary pulley 4 and the secondary pulley 8. Pump 2 driven by engine E
4, a primary hydraulic control actuator 26, a secondary hydraulic control actuator 28, a torque converter for adjusting transmission of torque from the engine E, and the like.

The control device 30 performs various controls of the clutch 2, the continuously variable transmission 10, and the like, and includes a control unit 32 composed of an electronic control circuit. The control unit 32 includes a primary rotation sensor 34 for detecting the rotation speed of the primary pulley 4 (primary rotation speed NP), a secondary rotation sensor 36 for detecting the rotation speed of the secondary pulley 8 (secondary rotation speed NS),
A throttle opening sensor 38 for detecting a throttle opening,
The engine E is connected to an engine speed sensor 40 for detecting the actual engine speed NE of the engine E.

The control unit 32 includes a CPU
And a target gear ratio is set based on data detected by the primary rotation sensor 34, the secondary rotation sensor 36, the throttle opening sensor 38, the engine rotation sensor 40, and the like. The primary hydraulic control actuator 26 is adjusted so as to achieve the gear ratio, and the oil pump 24 is adjusted.
And the hydraulic pressure generated in the primary pulley cylinder 20 is controlled.

The control unit 32 adjusts the secondary hydraulic control actuator 28 so that the metal belt 6 does not slip, and
The hydraulic pressure generated by the controller and supplied to the secondary pulley cylinder 20 is controlled. Further, the control unit 32
Functions as a clutch control device that controls engagement of the clutch 2 in order to smoothly start the vehicle when the vehicle starts, for example. Specifically, based on each sensor signal, the engagement / disengagement of the clutch 2 is determined, and the amount of current (clutch current) for controlling the clutch 2 is adjusted to control the engagement force of the clutch.

That is, the control unit 32 calculates the target gear ratio based on various sensor signals, and controls the secondary hydraulic pressure control so that the actual gear ratio matches the target gear ratio without the metal belt 6 slipping. Actuator 2
8 and the primary hydraulic control actuator 26 are driven to perform the shift control and the engagement control of the clutch 2 which is a main part of the present embodiment.

B) Next, among the controls executed by the control unit 32, the engagement control of the clutch 2 will be described with reference to FIGS. FIG. 2 is a control block diagram of the present control, FIG. 3 is a map for setting a target slip amount, and FIG. 5 shows a change by the present control.

The engagement control of the clutch 2 is, for example, a control for increasing the engine speed NE from the non-engagement state of the clutch 2 and smoothly engaging the clutch 2 when the vehicle starts moving. First, as shown in FIG. 2, the target slip amount setting unit 42 detects an engine speed (actual engine speed) detected based on a signal from the engine speed sensor 40.
Based on the NE, a target slip amount MS, which is the optimum slip amount of the clutch 2 (difference in rotational speed between the driven side and the driven side), is obtained from a map as shown in FIG.

In this map, the target slippage amount MS is set to 0 at a target engagement engine rotation speed (target meet rotation speed MNE) which is the optimum engine rotation speed NE when the clutch 2 is engaged. When the engine speed is equal to or lower than the reference engine speed KNE, the target slip amount MS is set by an increasing function, and when the engine speed is equal to or higher than the reference engine speed KNE, the target slip amount MS is set by a decreasing function. Here, the reference engine speed KNE is set to the engine speed at the start of control (for example, 1400 rpm). Note that the increasing function is indicated by a polygonal line in which the degree of increase changes from large to small at a certain break point P1, and the decreasing function changes from small to large to medium at two points P2 and P3. This is indicated by a polygonal line.

On the other hand, a deviation between the actual primary engine speed NE and the actual engine speed NE detected based on the signal of the primary revolution sensor 34, that is, the actual slip amount RS is obtained.
Then, a deviation between the actual slip amount RS and the target slip amount MS obtained from the above-described map, that is, a slip amount deviation △ S is obtained,
This is sent to the feedback control unit (FB control unit) 44.

In the FB control unit 44, the slip amount deviation △ S
The feedback control of the actual slip amount RS is performed by controlling the clutch current so that is smaller (for example, 0). For example, when the slip amount deviation △ S is excessive with respect to the target slip amount MS, the clutch current is reduced so that the engagement force of the clutch 2 is reduced, and conversely, the slip amount deviation △ S is too small. In this case, the clutch current is increased so that the engagement force of the clutch 2 is increased, and the actual slip amount RS is set to the target slip amount MS.
Is controlled so as to match.

C) In the present embodiment, by the above-described control,
The following operational effects are obtained. In the present embodiment, as shown in FIG. 3A, when the actual engine speed NE is equal to or higher than the target meat speed MNE at which the engine side and the primary pulley side are engaged, the target slip amount MS is set.
Is set to 0 or less, and the target slip amount MS is set to a value exceeding 0 when it is lower than the target meet rotation speed MNE.

As a result, the actual slip amount RS becomes 0 before the target meat rotation speed MNE is reached and the engine slips undershoot, or the actual slip amount RS exceeds the target meat rotation speed MNE. It is possible to prevent an overshoot of the engine speed that is caused by a so-called slip state that is larger than 0.

By performing the above-described control, in the present embodiment, as illustrated in FIG.
At E, the actual engine speed NE and the primary speed NP
And the actual slip amount RS becomes 0, and a very suitable engagement can be realized. G in FIG. 4 is the vehicle longitudinal acceleration.

In this embodiment, as shown in FIG. 3A, the target slip amount M is not increased until the reference engine speed KNE.
S is set by an increasing function with respect to the actual engine speed NE,
Above the reference engine speed KNE, the target slip amount MS is set by a decreasing function. For example, as shown in FIG. 3B, when the target slip amount MS is set by a decreasing function, FIG.
As illustrated in (b), the actual engine speed NE does not increase, causing a sudden engagement of the clutch 2 and hunting of the vehicle may occur. By setting the slip amount MS with an increasing function and a decreasing function, as illustrated in FIG. 4A, it is possible to avoid sudden engagement due to insufficient rising of the actual engine speed NE, and therefore, sudden engagement. Hunting of the vehicle due to this can be prevented.

That is, if the target slip amount MS is simply set by the decreasing function, the engagement force of the clutch 2 is increased before the actual engine speed NE sufficiently rises, which may cause sudden engagement. However, in the present embodiment, until the actual engine speed NE is sufficiently increased, the engagement force of the clutch 2 is not increased (that is, the target slip amount MS is increased), and after the actual engine speed NE is sufficiently increased. Since the control is performed so as to increase the engagement force of the clutch 2 (that is, to reduce the target slip amount MS), it is possible to prevent the clutch 2 from being suddenly engaged. (Embodiment 2) Next, Embodiment 2 will be described, but the description of the same parts as in Embodiment 1 will be omitted or simplified.

In this embodiment, hunting is more effectively prevented by advancing the phase of the clutch 2 on the engaged side. As shown in FIG. 5, the target slip amount setting unit 52
Then, based on the actual engine speed NE detected based on the signal of the engine speed sensor 40, the target slip amount MS is obtained from a map as shown in FIG.

On the other hand, the deviation between the actual primary engine speed NE and the actual engine speed NE detected based on the signal of the primary engine sensor 34, that is, the actual slip amount RS is obtained.
And a deviation between the target slip amount MS and the actual slip amount RS,
That is, the slip amount deviation ΔS is obtained, and the feedback control unit (F
B control unit) 54.

In the FB control unit 54, the slip amount deviation △ S
The feedback control of the actual slip amount RS is performed by controlling the clutch current in the same manner as in the first embodiment so that is smaller (for example, 0). In particular, in the present embodiment, the FB control unit 54 is configured to include the differentiation of the slip amount deviation △ S by the differential controller 56, thereby advancing the phase of the slip amount deviation △ S. The phase of the primary rotation speed NP on the engaged side can be advanced. In FIG. 5, K1 and K2 are feedback gains.

That is, when the hunting actually occurs in the vehicle, the phase of the primary rotational speed NP and the phase of the slip amount deviation ΔS become the same as shown in FIG. According to the configuration of the embodiment, the phase of the primary rotation speed NP can be advanced by, for example, 90 ° by controlling the clutch current.

Thus, the rotation fluctuation of the actual engine speed NE on the engagement side (engine E side) and the rotation fluctuation of the primary rotation number NP on the engaged side (primary pulley 4 side) cancel each other, which is more preferable. Therefore, hunting of the vehicle is suppressed. It is needless to say that the present invention is not limited to the above-described embodiments, and can be implemented in various modes without departing from the technical scope of the present invention.

(1) For example, in the second embodiment, a feedback control system is configured to calculate the actual slip amount RS using the actual engine speed NE and the primary speed NP to which the phase advance processing has been performed, so that the primary speed RS is calculated. The number of phases may be advanced. That is, in the second embodiment, the actual slip amount RS is the deviation between the actual engine speed NE and the primary speed NP. However, instead of the primary speed NP, the primary speed NP to which the phase advance process is applied is replaced by the primary speed NP. Use it.

In this case, the differential controller 56 is excluded from the FB calculation unit 56 in FIG.
The control system can be configured to add the derivative of the primary rotation speed NP to P. (2) In the first and second embodiments, the clutch control device has been described. However, a recording medium storing means for executing control by this device is also within the scope of the present invention.

Examples of the recording medium include various recording media such as an electronic control unit configured as a microcomputer, a microchip, a floppy disk, a hard disk, and an optical disk. That is, there is no particular limitation as long as it stores, for example, a program or the like capable of executing the control of the gear ratio control device for the continuously variable transmission described above.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a device configuration of a clutch control device according to a first embodiment.

FIG. 2 is a block diagram illustrating a control system of the clutch control device according to the first embodiment.

3A and 3B show a relationship between an actual engine speed and a target slip amount, wherein FIG. 3A is a graph of an example and FIG. 3B is a graph of a comparative example.

FIGS. 4A and 4B show changes in each rotation speed and G, where FIG. 4A is a graph of an example and FIG.

FIG. 5 is a block diagram illustrating a control system of a clutch control device according to a second embodiment.

FIG. 6 is a graph showing a change in a primary rotation speed and the like.

[Explanation of symbols]

 E ... Engine 2 ... Electromagnetic powder clutch (clutch) 4 ... Primary pulley 6 ... Metal belt 8 ... Secondary pulley 10 ... Continuously variable transmission 30 ... Control device 32 ... Control unit 34 ... Primary rotation sensor 36 ... Secondary rotation sensor 38 ... Throttle opening sensor 40 ... Engine rotation sensor

Claims (10)

[Claims] An engagement control for engaging a clutch, which is provided between an engine and a wheel of a vehicle and performs engagement and disengagement, by increasing an engine speed from a non-engaged state of the clutch to engage the clutch. A target slip amount setting means for setting a target value of a slip amount on a driving side and a driven side of the clutch based on information of the engine; and an actual driving side rotation speed of the clutch. And actual slip amount detection means for detecting the actual slip amount of the clutch from the driven-side rotation speed, and slip amount control means for controlling the actual slip amount to be equal to the target slip amount. In a region below the reference engine speed set according to the state of the vehicle, the target slip amount is set by an increasing function with respect to the engine speed, and in a region exceeding the reference engine speed, the decreasing slip amount is set. In the clutch control apparatus comprising the target slip amount setting means for setting. 2. The clutch control device according to claim 1, wherein the reference engine speed is set based on an engine speed at the start of control. 3. The clutch control device according to claim 1, wherein the increase function is a function whose degree of increase changes during the increase. 4. The clutch control device according to claim 1, wherein the decrease function is a function whose degree of decrease changes during the decrease. 5. The method according to claim 1, wherein the increasing function and / or the decreasing function is a function whose degree of change decreases near the reference engine speed. Clutch control device. 6. The clutch control device according to claim 1, wherein said slip amount control means performs control for advancing a phase on an engaged side of the clutch. 7. The vehicle according to claim 1, wherein the time when the clutch engagement control is performed is when the vehicle starts moving.
7. The clutch control device according to any one of claims 6 to 6. 8. The clutch control device according to claim 1, wherein the clutch is an electromagnetic powder type clutch. 9. The clutch control device according to claim 1, wherein a continuously variable transmission exists on the engaged side of the clutch. 10. A recording medium storing means for executing control by the clutch control device according to claim 1. Description: