JPS6231534A - Control device for vehicle magnetic powder type electromagnetic clutch - Google Patents

Abstract

PURPOSE:To make it possible to rapidly perform a speed change, by compensating a transmission torque controlled by an electromagnetic control means in accordance with a value detected by an operating condition detecting means. CONSTITUTION:An electromagnetic clutch control means M7 controls the slippage of a magnetic powder type electromagnetic clutch M5 in accordance with values detected by an engine rotational speed detecting section M2 and an input rotational speed detecting section M4. Further, a stepless speed change gear control means M11 controls the speed ratio of a stepless change gear in accordance with values detected by the engine rotational speed detecting section M2, a throttle opening degree detecting section M8 and an output rotational speed detecting section M9. Further, when a judging means M13 judges that it is in a rapid speed change demanding condition in accordace with the value detected by an operating condition detecting means M12, a transmission torque controlled by the electromagnetic control means M7 is compensated to be decreased.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for a magnetic particle type electromagnetic clutch located between an internal combustion engine and a continuously variable transmission of a vehicle.

[Prior Art] In recent years, there has been an increasing demand for lower fuel consumption efficiency and easier driving of vehicles, and as a way to achieve these goals, the output of an internal combustion engine is controlled by a continuously variable transmission (hereinafter referred to as CvT). A magnetic particle type electromagnetic clutch connects the CVT and the internal combustion engine, and the internal combustion engine, magnetic particle type electromagnetic clutch, and C
There is a tendency for technology to control VT to be adopted. The above CVT usually adjusts and adjusts the hydraulic pressure to the output pulley and the input pulley to achieve an arbitrary speed ratio of N0tlT/N.
A CVT device with a structure that can obtain IN is used,
The pressure adjustment and metering of the oil pressure is performed using an electrically controlled solenoid valve. Furthermore, the magnetic particle type electromagnetic clutch can generate a transmission torque corresponding to the current applied to the excitation coil, and by controlling the transmission torque, it is possible to control the amount of slippage of the clutch. Therefore, the above CV
A transmission using a T device and a magnetic particle type electromagnetic clutch can be electrically controlled. Furthermore, CVT can be controlled so that the required horsepower can be achieved at the lowest fuel consumption rate.
Because of its characteristic of continuously variable speed, attempts have been made in recent years to precisely control the above system using computers to achieve the goals of lower fuel efficiency and easier driving.

Among the above-mentioned attempts at easy driving, a device has been developed that faithfully executes the driver's intention to accelerate. As shown in Japanese Unexamined Patent Publication No. 58-180866, this device corrects the gear ratio so that when the accelerator pedal depression is rapidly increased, the gear ratio becomes larger than the gear ratio in other cases. method, and JP-A-5
As shown in Japanese Patent No. 8-200842, there is a method of increasing the rotational speed of the speed change motor that opens and closes the speed change control valve in a sudden speed change request state compared to when the speed change is not required.

[Problems to be Solved by the Invention] However, in the above method, when the driver requests sudden acceleration, the gear ratio is modified as a means to achieve the objective, and furthermore, the speed of the modification is increased. Therefore, the upper limit of the gear ratio correction speed and the startup speed of the rotation of the internal combustion engine became a problem, and there was a problem that the acceleration requested by the driver could not be obtained.

As a solution to the above problems, there is a measure to increase the speed ratio correction speed and the rise speed of the rotation of the internal combustion engine. In order to increase the speed at which the rotation of the internal combustion engine starts, it is possible to increase the speed at which the internal combustion engine's torque builds up. However, in conventional systems, the only solution is to change or improve the internal combustion engine. The above-mentioned increase in the speed ratio correction speed can be solved by increasing the pressure and capacity of the oil pressure and oil passage that are applied to the hydraulic chamber that controls the speed ratio of the CVT. A possible solution to this problem is to increase the capacity of the pump or make it variable capacity, but increasing the capacity of the pump increases pump loss other than during sudden speed changes, resulting in output loss and deterioration of fuel consumption efficiency. However, there were problems in that the pump structure became more complex, resulting in higher costs and lower reliability.

Therefore, the present invention solves the above problems and eliminates the conventional internal combustion engine.
The object of the present invention is to provide a control device for a magnetic particle electromagnetic clutch for a vehicle that can obtain sufficient acceleration without significantly changing the components of a system consisting of a magnetic particle electromagnetic clutch and a CVT.

[Means for Solving the Problems] In order to achieve the above object, the present invention, as shown in the basic configuration diagram of FIG. It has an input rotational speed detection section M4 that detects the input rotational speed NIN of the continuously variable transmission M3, and controls the excitation section M6 of the magnetic particle type electromagnetic clutch M5 based on the detected value of the rain detection section to control the magnetic particle type electromagnetic clutch M5. An electromagnetic clutch control means M7 that controls the transmitted torque by adjusting the slip of the electromagnetic clutch M5, a throttle opening detection section M8 that detects the throttle opening of the internal combustion engine M1, and a continuously variable transmission that controls the output rotational speed of M3. N
an output rotational speed detection section M9 that detects OUT, and a control section MIO that sets a target engine rotational speed based on the detected value of the rain detection section and adjusts NOUT/NIN of the continuously variable transmission M3. A control device for a magnetic particle electromagnetic clutch for a vehicle, comprising a continuously variable transmission control means M11 that controls and matches the engine rotation speed determined by the engine rotation speed detection section M2 with the target engine rotation speed, Furthermore, a driving state detecting means M12 for detecting the driving state of the internal combustion engine M1, and a sudden shift request state for determining whether the vehicle is in a sudden shift request state based on the detected value of the operating state detecting means M12. determining means M13, and when the determination result of the sudden shift request state determining means is a sudden shift request state, the electromagnetic clutch control means M7;
The gist of the present invention is a control device for a magnetic particle type electromagnetic clutch for a vehicle, comprising: a transmission torque changing means M14 that reduces and corrects the transmission torque controlled by the controller.

In the above configuration, the engine rotation speed detection section M2 of the internal combustion engine M1 and the input rotation speed detection section M4 of the continuously variable transmission l7MM3 detect the engine rotation speed and the magnetic particle type electromagnetic clutch using, for example, the detected value of the engine rotation speed detection section M2. Find the input side rotation speed of the magnetic particle type electromagnetic clutch and the input side rotation speed of the continuously variable transmission using the detected value of the input rotation speed detection section M4. Used for determining the slip status of electromagnetic clutches.

The electromagnetic clutch control means M7 described above is a means for controlling the transmission torque by controlling the current flowing to the excitation part M6 of the magnetic particle type electromagnetic clutch M5 and adjusting the slippage.

The throttle opening detection section M8 of the internal combustion engine M1 and the output rotational speed detection section M9 of the continuously variable transmission M3 detect, for example, the throttle opening detected by the throttle opening detection section M8 and the output rotational speed detection. The vehicle speed detected at part M9,
It is used for purposes that require .

The continuously variable transmission control means M11 sets a target engine rotational speed using a map or the like according to the values of the throttle opening degree and the vehicle speed, and the rotational speed of the internal combustion engine M1 is set to the target engine rotational speed. This means adjusts the speed ratio NOUT/NIN of the continuously variable transmission M3 by controlling the control unit M10 so that the speed ratio NOUT/NIN of the continuously variable transmission M3 is as follows.

The operating state detected by the operating state detecting means M12 of the internal combustion engine M1 includes the operating state of the CVT used as the operating condition of the internal combustion engine M1. For example, the operating state detection means M12 is means for detecting the throttle opening or the target engine rotation speed set by the control section M10 and the input rotation speed NIN of the CVTM 3.

The sudden shift request state determining means M13 is a means for determining whether or not the vehicle is in a sudden shift request state based on the detected value of the driving state detecting means. For example, a method in which the determination is made based on whether the throttle opening or the time differential value of the throttle opening is greater than a certain value, or the rotation speed deviation which is the value obtained by subtracting the input rotation speed NIN from the target rotation speed and the rotation This method is performed based on the relationship with the time differential value of speed deviation.

The transmission torque changing means M14 is a means for decreasing the transmission torque controlled by the electromagnetic clutch control means M7 when the sudden shift request state determining means M13 determines that the sudden shift request state is present. For example, one selected from a parameter group consisting of the throttle opening, the time differential value of the throttle opening, the vehicle speed, the target engine rotational speed, the input rotational speed NIN of the continuously variable transmission, and a signal from an external switch.
means for setting a value obtained by subtracting a transmission torque value corresponding to a reduction correction value determined based on one or more from the output torque value of the internal combustion engine M1 as the transmission torque controlled by the electromagnetic clutch control means M7; be.

[Function] Electromagnetic clutch denunciation means for controlling the slippage of the magnetic particle type electromagnetic clutch M5 based on the rain detection values of the engine rotational speed detection section M2 and the input rotational speed detection section M4 using the present invention having the above configuration. M7, engine rotation speed detection section M2, and throttle opening detection section M8
Continuously variable transmission control means for controlling the speed ratio NOUT/NIN of the continuously variable transmission so that the rotational speed of the internal combustion engine M1 becomes the target engine rotational speed based on the rain detection value of the output rotational speed detection unit M9. A control device for a magnetic particle type electromagnetic clutch for a vehicle is provided with M11, wherein the sudden shift request state determining means M13 is the driving state detecting means M1.
It is determined whether or not there is a sudden shift request state based on the detected value of step 2, and when it is determined that the sudden shift request state is present, the transmission torque controlled by the electromagnetic clutch control means M7 is corrected to decrease. ing.

Due to the reduction correction of the transmitted torque, the magnetic particle type electromagnetic clutch M5 slips, and the rotational speed of the internal combustion engine M1 rises faster than when no slipping occurs.

[Example] An example of the present invention will be described using the above-mentioned FIGS. 2 to 10.

The configuration diagram in FIG. 2 shows the configuration of a continuously variable transmission and a magnetic particle type electromagnetic clutch for a vehicle, where 1 is an engine, 2 is a continuously variable transmission (CVT), 3 is a driver's cab, 4 is an accelerator pedal, and 5 is a continuously variable transmission (CVT).
is a gear shift position sensor, 6 is a throttle valve opening sensor composed of a potentiometer, 7 is a water temperature sensor that detects water temperature by a change in electrical resistance, 8 is a belt of CVT 2, 9
is the input shaft of the CVT 2 and the magnetic particle type electromagnetic clutch 12
10 is the output shaft of CVT2, 11 is the CV
T housing, 12 is the input shaft 9 of the engine 1 and CVT 2
It is set up between and! 13 is an excitation coil of the magnetic particle electromagnetic clutch 12, 14 is a housing of the magnetic particle electromagnetic clutch 12, and 21 is an engine rotation speed sensor that detects the rotation speed of the engine 1 from an electric signal from an ignition circuit or the like. , 22 is cVT2 (7) input side pulley,
23 is the output side pulley of LtCVT2, 24 is the hydraulic chamber of the input side pulley 22, 25 is the hydraulic chamber of the output side pulley 23, 26
27 is an input pulley rotation speed sensor that detects the rotation speed of the input pulley 22 using a magnet rotating together with the pulley and a reed switch; 27 is an output pulley rotation speed sensor;
30 is a pressure control valve that uses a solenoid valve to control the pressure of pressurized oil that is pumped from an oil tank 31 by an oil pump 32 that is connected to the crankshaft of the engine 1 by an oil pump shaft (not shown); This is a flow rate control valve that uses a solenoid valve to control the flow rate of the pressure oil controlled by the pressure control valve 30 to the hydraulic chamber 24 of the input pulley 22.

Next, an electronic control unit 4 that controls the continuously variable transmission configured as described above
Explain 0.

The electronic control unit 40 has a waveform shaping function that shapes the outputs of a buffer 50 that receives the shift position signal C from the shift position sensor, and a buffer 51 that receives the output pulley rotation speed signal 1 from the output pulley rotation speed sensor 27. A circuit 52, a waveform shaping circuit 54 that shapes the output of a buffer 53 which also inputs the input pulley rotation speed signal 8V2 from the input pulley rotation speed sensor 26, and a buffer that inputs the engine rotation speed signal v3 from the engine rotation speed sensor 21. 155, a buffer 58 that inputs the signal from the power driving/economy driving selector switch 57, and A/D converting the output of the buffer 760 that inputs the throttle opening θ of the engine 1. /D converter 6
1. The input part has an input port door 0 that inputs signals from each input part of the A/D converter 63 that A/D converts the output of the buffer 62 that inputs the water temperature TW of the engine 1, and the pressure control valve 30. a solenoid valve drive unit 80 that electrically controls the
a solenoid valve drive unit 81 that electrically controls the flow rate control valve 35;
The output portion has an output port 85 that outputs a signal that controls both electromagnetic valve drive units, and outputs a signal that controls an excitation coil drive unit 82 that outputs an excitation current ICL to the excitation coil 13 of the magnetic particle electromagnetic clutch. , as a part that calculates the signals input and output from the input port door 0 and the output port 85 and stores the program,
A clock 95, which has a CPU 90, a ROM 91, and a RAM 92, and outputs clock signals for each of the above elements;
Power supply unit 97 that supplies power from battery 96 to each element
It has a peripheral part of .

The parts of the continuously variable transmission system for a vehicle configured as described above include various input information indicating the operating state, such as a shift position signal @C1, an output pulley rotation speed signal 1, an input pulley rotation speed signal V2, an engine rotation speed signal V3, Throttle opening θ, water? a T
Based on W, for example, the throttle opening degree θ shown in FIG.
The relationship curve f (θ) between and the target input shaft rotational speed NIN
, and other control conditions, etc., the speed ratio NOUT/NIN is controlled by controlling the hydraulic pressure applied to the hydraulic chamber 24 of the input pulley and the hydraulic chamber 25 of the output pulley using the pressure control valve 30 and the flow rate control valve 35. It is a device to control.

The magnetic particle type electromagnetic clutch 12 described above has a structure shown in FIG.
A flywheel 114 fixed to the shaft end of the crank shirts 1 to 112 is an annular yoke 1 serving as a drive side rotating body.
It is equipped with 16. An annular excitation coil 13 is buried in the center of the cross section of the yoke 116, and an excitation current ICL is supplied to the excitation coil 13 from a power supply brush (not shown) via a slip ring 120 that rotates together with the yoke 116. It has become so. yoke 1
A yoke 122 which is a driven rotating body is rotatably supported by a first labyrinth member 126 via a bearing 124 inside the yoke 16 . The first labyrinth member 126 is fixed to one end surface of the yoke 116, and has a magnetic force that fills the gap formed between the inner peripheral surface of the yoke 116 and the outer peripheral surface of the rotor 122. An annular protrusion 128 that seals the magnetic powder 132 is fixed. This annular protrusion 128 and the second labyrinth member 130 provided on the other end surface of the yoke 116 form a substantially sealed annular space to prevent leakage of the magnetic particles 132.

In the electromagnetic clutch 12, when a magnetic field is formed according to the excitation current ICL flowing through the excitation coil 13, the magnetic particles 1
32 is filled in the gap between the yoke 116 and the rotor 122, and the torque of the crankshaft 112 is transmitted to the output shaft 9 according to the excitation current ICL and transmission torque TCL characteristics shown in FIG. This output shaft 9 is spline-fitted with a hub 136 at its shaft end, and the hub 136 is fitted with a damper 138 for absorbing engagement shock.
It is connected to the rotor 122 via. Note that the output torque output from the output shaft 9 is transmitted to the drive wheels of the vehicle via a continuously variable transmission.

FIG. 5 further shows a characteristic curve of the relationship between the control voltage C[ of the magnetic particle type electromagnetic clutch 12 shown in FIG. 4 and the excitation current ICL].

FIG. 6 is a flowchart of sudden speed change control in this embodiment. When this subroutine is called, the first step is step 20.
The absolute value of the difference between the engine rotation speed Ne obtained based on the engine rotation speed signal @v3 at 0 and the input shaft rotation speed NIN obtained based on the input pulley rotation speed signal V2 of the CVT 2 is the predetermined slip rotation speed δ. Determine whether the following is true. If the determination is l Ne −NINI <δ, the process moves to step 201 and the following processing of this routine is performed; if not, control at the time of start, whose details are not shown, is performed in step 202, and the process ends once.

Step 201 is a step of reading the throttle opening degree θ and the vehicle speed ■ determined based on the output side pulley rotational speed signal V1. After reading in step 201, in step 203, the target engine rotational speed NINAe is calculated based on the map of the relationship curve f(θ) between the throttle opening θ and the target input shaft rotational speed NINA shown in FIG.

Step 204 is a step of determining whether the sudden acceleration flag F is 1 or not. The F is set to an initial value O.

If the above determination is F=1, the process moves to step 208, and if not, the processes of steps 205 to 207 are performed.

Step 205 is a step for determining whether a sudden acceleration is required, and the determination is made based on whether the time differential value of the throttle opening θ exceeds a predetermined sudden acceleration determination value α. If the determination is lj>α, the process moves to step 206, and if not, the process moves to step 213, where CVT target input shaft rotational speed control is executed. In the above description, θ is used to determine whether or not rapid acceleration is required, but any one of the following conditions may also be used. (i) θ>α and θ>β
Does it meet the conditions? (β is the specified throttle opening.

) (ii> Does the difference ΔNIN between the target input shaft rotational speed N INA and the input shaft rotational speed NIN satisfy the condition that the predetermined rotational speed difference is 1 or more? (iii) ΔNIN>γ and the time differential value ΔNIN of ΔNIN Does it satisfy the condition that exceeds the differential value ε for a predetermined time? (iv) θ>α and ΔN
Is the condition IN>γ satisfied?

Further, each of the above predetermined values α, β, γ, and ε may be changed using a switch, and when economy driving is specified using the switch 57, α=αO2β=β0. ε=ε0゜γ=γ0, when running on power, α-α0-Δα, β=β〇-Δβ, γ=TO-Δ
γ, ε=ε0−Δε.

(where Δα, Δβ, Δγ, and Δε are predetermined change values), it becomes easier to engage in sudden speed change control, and acceleration performance improves.

Step 206 is a step of calculating the target rapid change rotational speed N INB. The calculation method for NINB is as follows: input shaft rotational speed NIN, predetermined constant Bk, and target input shaft rotational speed NIN
Using A, NINB = NIN + Bk (NINA
-NIN＞ method, or NINA, NI
N.

A method of determining from θ, θ, etc. may also be used.

Step 207 is a step in which a sudden acceleration flag F is set.

Steps 204 to 207 described above are the parts for setting and determining the sudden acceleration flag F and calculating N INB.

Step 208 is a transmission torque T of the magnetic particle type electromagnetic clutch 12 during a sudden speed change when the sudden acceleration flag F is set.
This is a step of calculating CL. The TCL is the engine output torque Te obtained as a function of the engine rotation speed Ne and the throttle opening θ from the map shown in FIG. 7, and the axle torque at that time according to the sudden acceleration request situation shown in FIG. TCL-Te +k is calculated using feedback gain k, Ne, and target rapid change speed rotation speed N INB, which are obtained as a function of throttle opening θ and time differential value θ of θ using a map with an appropriately defined waveform. (Ne-NINB>
To be determined.

Steps 209 to 211, which proceed after step 208, determine whether or not the magnetic particle type electromagnetic clutch is fully excited. This is the processing unit that determines the state).

Step 209 of the processing unit is a step of determining whether the value obtained by subtracting NIN from N INB is less than the predetermined rotational speed ζ. If the determination is N INB −N IN<ζ, proceed to step 210; otherwise, proceed to step 21
Move to 2.

Step 210 is a step of determining whether l Ne −NINI <η using the engine rotational speed Ne, NIN, and a predetermined rotational speed η. This judgment is I Ne
If -NINI<η, the process moves to step 211; otherwise, the process moves to step 212.

Step 211 is a step of determining the maximum transmission torque TCL when the determinations in steps 209 and 210 are both rYESJ, that is, when the conditions for bringing the exciting current of the magnetic particle electromagnetic clutch 12 into a fully excited state are satisfied. It is. The conditions for the fully excited state are set for the purpose of determining and terminating the end timing of the slip control state in rapid speed change control.

In other words, when the value obtained by subtracting the target rapid change speed rotation speed N INB from the input shaft rotation speed NIN of the CVT2 becomes less than the predetermined rotation speed ζ, and the difference between Ne and NIN becomes less than 9, TCL is set to the maximum. do.

After transitioning from any of steps 209 to 211 above, step 212 is executed. The step 212 is N
This is a step of determining whether IN≧N INB. If the determination is that NIN≧N INB, the process proceeds to step 213, and if the determination is negative, the process proceeds to step 215.

Step 213 is performed when it is determined in step 205 that there is no sudden acceleration request situation, or step 21
This step is executed when it is determined that NIN≧N INB. In other words, this is a step for causing the CVT 2 to control the target input shaft rotational speed when sudden speed change control is not required. In this step, the CvT2 target input shaft rotational speed control that gives priority to the normal fuel consumption rate is performed. The content is that the transmission torque TCL is maximum and the line pressure P
00 is optimal, and the control value of CVT2 is NIN and NIN
Each control value to be controlled to a value corresponding to A is determined.

Step 214 is the reset of the sudden acceleration flag F.

If the determination in step 212 is negative, step 215 is performed to determine the control value for the CVT sudden shift. By executing this step, the line pressure POU becomes maximum, and C
The control value of VT2 is set to the maximum shift speed, and the transmission torque TCL is set to the value determined in each step above.

Step 216 is a step in which various control values for the CVT 2 and the magnetic particle electromagnetic clutch 12 determined in step 213 or 215 are output to the operation data storage section.

After step 216 described above, this routine once ends, and when called again, the same processing will be repeated.

The operation of the above embodiment will be explained using FIG. 9.

When the throttle is depressed at time T1, and after detecting this state, it is determined in step 205 that a sudden acceleration is required, the transmission torque is calculated in step 208, and the value is output in step 216. . The transmission torque TCL calculated in step 208 is adopted as the transmission torque of the magnetic particle type electromagnetic clutch 12 and output, except when fully excited and determined in other steps. Therefore, the formula for calculating the transmitted torque is TCL=Te +k (Ne −NIN
The subsequent action will be explained using B>.

Time T2 is determined to be a sudden acceleration request state, and is the time when the magnetic particle type electromagnetic clutch 12 starts slipping. The dotted line in the figure indicates the state of NIN. Further, the solid lines represent Ne and axle torque, and three of each are shown depending on the value of the feedback gain. Magnetic particle type electromagnetic clutch 1 after T2 above
At slip No. 2, Ne and NIN show different rising states. The different rising states are caused by the rotational speed Ne of the internal combustion engine 1.
is a state in which the rotational speed is rising faster than NIN. As shown in the figure, the value of k that influences the above-mentioned rising state is a value showing a characteristic that the larger k becomes, the more Ne separates from NIN and rises in a peak manner.

Time T3 indicates the time when the axle torque starts to rise.

Time T4 is the point at which the rotational speeds of Ne and NIN match when the value of k is not the peak state of the rising edge of Ne.

Time T5 is the point where the rotation speeds of Ne and NIN match when the rise of Ne is at its peak.

Time T6 is the peak time of the axle torque. As shown in the axle torque curve, if k is increased, the peak value of the axle torque can be increased, but the start of the rise will be delayed. Conversely, if k is made smaller, the start point of the rise will be earlier, but the peak rise will disappear.

As shown in Figure 9 above, when sudden acceleration is required, TCL is set to TC.
By controlling using the formula L=TO+k (Ne - NIMB >), the rise characteristics of the axle torque change.

Next, the operation of this embodiment will be explained using FIG. 10. The dotted line in FIG. 10 shows a state in which the conventional magnetic particle type electromagnetic clutch 12 is operated without slipping, and the solid line shows a curve in a case where slipping is caused and controlled.

During the sudden speed change state of this embodiment, Ne rises faster than NIN as shown in the figure. As a result, CVT2
The line pressure Pou, which influences the shift speed of the CVT 2, rises faster than before, and the shift speed of the CVT 2 increases compared to before. Therefore, due to the effect of the increase in the rising speed of Ne and the increase in the shift speed of CVT2, the output shaft rotational speed N of CVT2
The rise speed of 00 guns is faster than before.

Based on the embodiments and actions shown above, this embodiment has the following effects.

As shown in the action of FIG. 9 above, the axle torque waveform can be changed arbitrarily depending on the value of the feedback gain.

Further, as described below, the CVT 2 and the magnetic particle type electromagnetic clutch 12 can be controlled separately for the transition between the control during sudden speed change and the target input shaft rotational speed control. The control content is that the input shaft rotation speed NIN of CVT2 is the target rapid change rotation speed N INB
After the coincidence, target input shaft rotational speed control is performed. Further, the magnetic particle type electromagnetic clutch 12 is controlled in a slipping state as long as NINB-NIN is not ζ, and even if NINB-NIN< l Ne -
Control is performed such that full excitation remains unchanged unless NIN+<77 (η predetermined rotational speed). This means that even if the CVT 2 shifts to target rotational speed control, the magnetic particle type electromagnetic clutch 12 is controlled to be in a slipping state (
This is because there is a possibility of half-clutch control).

Therefore, as a result of the above-mentioned action, the effect that Ne does not necessarily become NINB during half-clutch control and that variations can be tolerated is produced. Due to this effect, clutch deterioration causes N
When O is constant at a rotation speed exceeding N INB, when the CVT input shaft rotation speed NIN reaches tjINB, the CVT 2 is set to target input shaft rotation speed control and the magnetic particle type electromagnetic clutch 12 is simultaneously set to full excitation. Switching can prevent the problem of large latch engagement shocks.

[Effects of the Invention] An electromagnetic clutch that uses the present invention having the above configuration to control the slip of the magnetic particle type electromagnetic clutch M5 based on rain detection values of the engine rotation speed detection section M2 and the input rotation speed detection section M4. control means M7;

Engine rotation speed detection section M2 and throttle opening detection section M8
Continuously variable transmission control means for controlling the speed ratio NOUT/NIN of the continuously variable transmission so that the rotational speed of the internal combustion engine M1 becomes the target engine rotational speed based on the rain detection value of the output rotational speed detection unit M9. A control device for a magnetic particle type electromagnetic clutch for a vehicle is provided with M11, wherein the sudden shift request state determining means M13 is the driving state detecting means M1.
Based on the detected value of step 2, it is determined whether or not there is a sudden shift request state, and when it is determined that the sudden shift request state is present, the transmission torque controlled by the electromagnetic clutch control means M7 is corrected to decrease. As a result, the magnetic particle type electromagnetic clutch M5 slips and the internal combustion engine M
The rotational speed of 1 rises faster than when no slip occurs.

As the rotational speed of the internal combustion engine M1 rises quickly, the output oil pressure and oil amount of an oil pump that supplies the control oil pressure of the CVT, which is directly connected to the crankshaft of the internal combustion engine M1, rises quickly, for example.

Due to the effect of increasing the apparent capacity of the oil pump, the shift speed of the CVT becomes faster, and the speed ratio NOUT/NIN at which a larger output torque of the CVT is generated can be quickly reached.

Therefore, by increasing the shift speed, more rapid shifting becomes possible.

By using the present invention having the above-described effects, it is possible to obtain a magnetic particle type electromagnetic clutch for vehicles that can obtain sufficient acceleration without significantly changing the components of a conventional system consisting of an internal combustion engine, a magnetic particle type electromagnetic clutch, and a CVT. It becomes possible to provide a control device for

[Brief explanation of drawings]

Fig. 1 is a basic configuration diagram of the present invention, Fig. 2 is a configuration diagram of an embodiment, and Fig. 3 is a diagram showing throttle opening θ and target input shaft rotation speed N.
A graph of the INA engagement relationship curve f(θ), Fig. 4 is a structural diagram of the magnetic particle type electromagnetic clutch in the same embodiment, Fig. 5 is a characteristic graph thereof, Fig. 6 is a flowchart of this embodiment, and Fig. 7 is a diagram. A graph showing the relationship between the engine rotational speed Ne, the throttle opening θ, and the engine output torque Te in the flowchart,
Fig. 8 is a graph of the relationship between the throttle opening θ and the time differential value θ of θ and the feedback gain, Fig. 9 is a timing diagram of this embodiment, and Fig. 10 is a graph of the relationship between this embodiment and the conventional example. This is an effect comparison graph. Ml...Internal combustion engine M2...Engine rotation speed detection section M3...Continuously variable transmission M4...Input rotation speed detection section M5...Magnetic powder electromagnetic clutch M6...Excitation section Ml... Electromagnetic clutch control means M8...Throttle opening detection section M9...Output rotation speed detection section Mlo...Hydraulic pressure control section Mll...Continuously variable transmission control means Ml2...Operating state detection means Ml3...・Sudden shift request state determining means M14...Transmission torque changing means 1...Engine 2...Continuously variable transmission (CVT) 6...Throttle opening sensor 12...Magnetic particle type electromagnetic clutch 13... - Excitation coil 21...Engine rotation speed sensor 26...Input side pulley rotation speed sensor 27...Output side pulley rotation speed sensor 30...Pressure control valve 35...Diversion control valve 40...Electronic control part

Claims (1)

[Scope of Claims] 1. An engine rotation speed detection section that detects the rotation speed of the internal combustion engine, and an input rotation speed detection section that detects the input rotation speed NIN of the continuously variable transmission. an electromagnetic clutch control means for controlling the transmission torque by controlling an excitation part of the magnetic particle electromagnetic clutch based on the value and adjusting the slip of the magnetic particle electromagnetic clutch; and a throttle opening for detecting the throttle opening of the internal combustion engine. and an output rotation speed detection section that detects the output rotation speed NOUT of the continuously variable transmission. A continuously variable transmission control means for controlling a control unit that adjusts NOUT/NIN to match the engine rotation speed obtained from the engine rotation speed detection unit with the target engine rotation speed. The electromagnetic clutch control device further includes: a driving state detecting means for detecting the driving state of the internal combustion engine; and determining whether the vehicle is in a sudden shift request state based on a detected value of the driving state detecting means. sudden shift request state determining means; transmission torque changing means for reducing the transmission torque controlled by the electromagnetic clutch control means when the determination result of the sudden shift request state determining means is a sudden shift request state; A control device for a magnetic particle type electromagnetic clutch for a vehicle, characterized by comprising: 2. The control device for a magnetic particle type electromagnetic clutch for a vehicle according to claim 1, wherein the determination of the sudden speed change request state is performed based on a throttle opening or a time differential value of the throttle opening. 3. The sudden shift request state is determined based on the relationship between a rotational speed deviation, which is a value obtained by subtracting the input rotational speed NIN from the target rotational speed, and a time differential value of the rotational speed deviation. A control device for a magnetic particle type electromagnetic clutch for a vehicle according to item 1. 4 The above transmission torque reduction correction value is the throttle opening,
One or two parameters selected from a group of parameters consisting of the time differential value of throttle opening, vehicle speed, target engine rotation speed, input rotation speed NIN of the continuously variable transmission, and a signal from an external switch.
A control device for a magnetic particle type electromagnetic clutch for a vehicle according to any one of claims 1 to 3 determined based on the following.