JPS6234825A - Magnetic particle type electromagnetic clutch controlling device for vehicle - Google Patents

Abstract

PURPOSE:To prevent the temperature of a clutch from being increased so as to lengthen its duration by configurating a device in such a way that the temperature which is generated by a torque absorbed by a magnetic particle type electromagnetic clutch, is estimated so as to control the revolving speed of a slip based on the estimated temperature. CONSTITUTION:A device as referred to the title allows a controlling means M7 to control a slip of magnetic particle type electromagnetic clutch M5 based on each of detected values from an engine speed detector M2 and a stepless transmission input revolving speed detector M4. In addition, a speed ratio of a stepless transmission M3 is controlled by a controlling means 11 in such a manner that an actual engine speed should be brought to a target engine speed which is set based on each of detected values from a throttle opening detector M8 and stepless transmission output revolving speed detector M9. In this case, the temperature in the above said clutch M5 is estimated by a temperature estimating means M13 based on the output from an operating condition detecting means M12. And if the estimated temperature is found to exceed the specified value, the target revolving speed is corrected by a changing means M14 so as to be increased.

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 in vehicles, and a method of operating an internal combustion engine in a low speed rotation high output torque region has been considered as a method of achieving this objective. However, since the output torque of the internal combustion engine fluctuates greatly in the low-speed rotation high-output torque region, there is a problem that drivability deteriorates. Therefore, one possible way to solve this problem is to add a device that absorbs fluctuations in the output torque of the internal combustion engine. A device is used to absorb fluctuations in torque.

[Problems to be Solved by the Invention] A method for absorbing the above-mentioned fluctuations in output torque by using the slippage of a magnetic particle type electromagnetic clutch is based on the rotational fluctuation frequency of the output shaft of the V11 type electromagnetic clutch and the internal combustion engine explosion frequency, for example. This is a control method that keeps the difference constant at a value that optimally balances the relationship between the effect of reducing output torque fluctuation and the amount of transmission loss. The method of controlling υ11 to maintain the constant value is carried out by controlling the shear amount by adjusting the excitation current of the magnetic particle type electromagnetic clutch. When this method of controlling the slip ω is used, the slip amount is uniquely determined with respect to the amount of torque fluctuation input to the input shaft of the magnetic particle type electromagnetic clutch, and the larger the input torque fluctuation amount, the larger the slip amount. The temperature rise will increase.

The amount of 1 herk fluctuation that affects the temperature rise in this control method is:
It varies greatly depending on the number of cylinders of the engine, the compression ratio, and whether it is a gasoline engine or a diesel engine, and the amount of torque fluctuation tends to be particularly large in the case of a diesel engine. Therefore, when the amount of torque fluctuation is large, the temperature increase in the clutch becomes a serious problem.

Therefore, in the control of absorbing the output torque of an internal combustion engine using a magnetic particle type electromagnetic clutch, the present invention estimates the temperature caused by the slip rotation that occurs because the magnetic particle type electromagnetic clutch absorbs torque, and the estimated temperature By controlling the sliding rotational speed according to the above, the present invention aims to prevent the temperature rise of the magnetic particle type electromagnetic clutch, suppress deterioration of clutch characteristics, and extend the life of the magnetic particle type electromagnetic clutch.

Means for Solving Problem F] In order to achieve the above object, the present invention provides an engine rotation speed detection section M2 that detects the rotation speed of an internal combustion engine M1 and an input rotation speed detection section M2 for detecting the rotation speed of an internal combustion engine M1, as shown in FIG. It has an input rotational speed detection section M4 that detects the speed NIN, 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 slippage of the magnetic particle type electromagnetic clutch M5. an electromagnetic clutch control means M7, a throttle opening detection section M8 that detects the throttle opening of the internal combustion engine M1, and an output rotational speed N of the continuously variable transmission M3.
It has an output rotation speed detection section M9 that detects 0tlT, and sets a target engine rotation speed based on the detected value of the rain detection section, and continuously variable transmission M3 (7) NOUT/N.
Continuously variable transmission control means M11 that controls a control section M10 that adjusts IN to match the engine rotation speed determined from the engine rotation speed detection section M2 with the target engine rotation speed.
A control device for a magnetic particle type electromagnetic clutch for a vehicle, further comprising: the internal combustion engine M1 and the magnetic particle type electromagnetic clutch M5;
an operating state detecting means M12 for detecting the operating state of the operating state; and a temperature estimating means M for estimating the temperature of the magnetic particle type electromagnetic clutch M5 based on the detected value of the operating state detecting means M12.
13; and target engine rotational speed changing means M14 for increasing the target engine rotational speed when the temperature estimation value of the temperature estimation means M13 is equal to or higher than a predetermined temperature. The main structure is a latch control device.

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 M3 in the above configuration are as follows:
For example, the continuously variable transmission is used to determine the engine explosion frequency using the detection value of the engine rotation speed detection section M2, and the rotation fluctuation frequency of the input shaft of M3 using the detection value of the input rotation speed detection section M4.

The electromagnetic clutch control means M7 calculates the difference between the engine explosion frequency and the rotational fluctuation frequency, and adjusts the excitation part M of the magnetic particle type electromagnetic clutch M5 so that the difference becomes constant at a predetermined value.
This is means for controlling the current flowing to 6.

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. It is used for determining the vehicle speed detected by the rotational speed detection section M9.

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. The control section M10 adjusts the speed ratio NOUT/NIN of the continuously variable transmission M3 so that the speed ratio NOUT/NIN of the continuously variable transmission M3 becomes as follows.

The operating state detection means M12 of the internal combustion engine M1 and the magnetic particle type electromagnetic clutch M5 is a means for detecting, for example, the sloramir rotational speed of the internal combustion engine M1, the engine rotation speed, or the output side rotation speed of the magnetic particle type electromagnetic clutch M5.

The humidity 11F determining means M13 is the operating state detecting means M.
Based on the detected value of 12, the above (a powder type electromagnetic ludge M5
This is a means of estimating the temperature of For example, the estimation method includes the following method. The first method is to multiply the slip rotation speed obtained by subtracting the engine rotation speed from the output side rotation speed of the magnetic particle type electromagnetic clutch M5, and the engine horn torque found on the map from the engine rotation speed and throttle opening. This method estimates the value as the temperature. The second method is to estimate the temperature as the integral value of the slip rotation speed multiplied by the engine output torque within a certain period of time. The third method is to calculate the slip rotation speed in a state where the temperature does not rise corresponding to the engine output torque, clutch transmission torque, weight, vehicle speed, and gear ratio of the magnetic particle electromagnetic clutch M5, which is the same as the current state, and calculate the current slip rotation speed. This method estimates the temperature as the value subtracted from the speed.

The target engine rotational speed changing means M14 is a means for increasing the target engine rotational speed when the temperature estimation value of the temperature estimation means M13 exceeds a predetermined temperature. The above predetermined value may be set based on experiments or calculations at a temperature that does not cause the clutch to deteriorate during low-speed steady running. The temperature is set to a temperature determined from a function, a temperature that takes into consideration the heat radiation amount of the clutch, or a temperature that takes into consideration the durability and heat radiation amount of the clutch.

The target engine rotational speed increase correction may be, for example, a fixed amount, or the current torque can be calculated from a torque fluctuation curve (an example is shown in FIG. 2) consisting of the engine rotational speed Ne of the internal combustion engine and the torque fluctuation mT. The increased rotational speed required to reduce the amount of fluctuation to a certain value, a certain percentage, or a certain temperature may be 1q, and the above-mentioned predetermined temperature, current temperature, durability of the clutch, heat dissipation characteristics of the clutch, etc. The increased rotational speed obtained from the torque fluctuation curve may be corrected using .

[Function] An electromagnetic clutch that uses the present invention having the above configuration to control the slippage of the magnetic particle type electromagnetic clutch M5 based on the values of both the engine rotation speed detection section M2 and the input rotation speed detection section M4. Control means M7, throttle opening detection section M8, output rotation speed detection section M
Continuously variable speed based on both side output values of 9 and)
A continuously variable transmission control means M11 that controls UT/NIN so that the rotation speed of the internal combustion engine M1 becomes the target engine rotation speed; The temperature is estimated based on the detected value of the means M12, and when the estimated temperature value exceeds a predetermined temperature, the target engine rotational speed set by the continuously variable transmission control means M11 is corrected upward.

With the increase correction of the target engine rotational speed, the continuously variable transmission control means M11 adjusts the speed ratio NOUT/of the continuously variable transmission M3.
NIN is controlled in a direction in which the rotational speed is increased so that the torque fluctuation factor that causes the temperature rise of the internal combustion engine M1 is decreased.

[Example] Examples of the present invention are shown in FIGS. 2 and 3 to 15 above.
This will be explained using figures.

The configuration diagram in Figure 3 shows the configuration of a continuously variable transmission and a magnetic particle type electromagnetic clutch for a vehicle, where 1 is the engine, 2 is the continuously variable transmission (hereinafter referred to as CVT), 3 is the driver's cab, and 4 is the accelerator pedal. , 5 is a shift position sensor, 6 is a thrower valve opening sensor consisting 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, and 9 is an input shaft of CTV 2. 10 is the output shaft of the magnetic particle electromagnetic clutch 12, and 10 is the output shaft of the CVT 2.
11 is CVT housing, 12 is engine 1 and CVT 2
13 is an excitation coil of the magnetic particle type electromagnetic clutch 12, and 14 is a magnetic particle type electromagnetic clutch installed between the input shaft 9 of
2 is the housing of the magnetic particle type electromagnetic clutch 12, 21 is an engine rotation speed sensor that detects the rotation speed of the engine 1 from an electric signal from an ignition circuit, etc., 22 is an input pulley of the CVT 2, 23 is an output pulley of the CVT 2, and 24 is an output pulley of the CVT 2. Hydraulic chamber of input side pulley 22, 25 is hydraulic chamber of output side boo 923,
26 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, and 30G is a sensor connected to the oil pump 32 from the oil tank 31. A pressure control valve that controls the pressure of pressure-fed oil using a solenoid valve, 35
is the pressure oil input pulley 2 controlled by the pressure control valve 30.
This is a flow rate control valve that controls the flow rate to the hydraulic chamber 24 of No. 2 using a solenoid valve.

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

The electronic control unit 40 includes a waveform shaping circuit that shapes the outputs of a buffer 50 that inputs the shift position signal C from the shift position sensor, and a buffer 51 that inputs the output pulley rotation speed signal V1 from the output pulley rotation speed sensor 27. 52, a waveform shaping circuit 54 that shapes the output of the buffer 53 that also inputs the input pulley rotation speed signal V2 from the input pulley rotation speed sensor 26, a buffer that inputs the engine rotation speed signal @V3 from the engine rotation speed sensor 21; 55, an A/D converter 61 that A/D converts the output of a buffer 60 that inputs the throttle opening θ of the engine 1, and an output of a buffer 762 that inputs the water temperature TW of the engine 1. A solenoid valve drive section 80 that electrically controls the pressure control valve 30 and has an input port door 0 in its input section for inputting signals from each input section of the A/D converter 63 that performs A/D conversion;
a solenoid valve drive unit 81 that electrically controls the flow rate control valve 35;
outputs a signal to control both electromagnetic valve drive units, and sends an exciting current Ic1. to the exciting coil 13 of the magnetic particle electromagnetic clutch. The output part has an output port 1-85 that outputs a signal to control the excitation coil drive unit 82 that outputs the output port, and calculates the signals input and output from the input port 0 and the output port 85 and stores the program. As part of
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 continuously variable transmission for a vehicle with the above configuration includes various input information indicating the operating state, such as a shift position signal C1, an output pulley rotation speed signal V1, an input pulley rotation speed signal V2, an engine rotation speed signal V3, and a throttle opening signal. degree θ, water temperature T W
Based on, for example, the relationship curve between the throttle opening θ and the target engine rotational speed NIN8 shown in FIG. This device controls the speed ratio NOυT/NIN by controlling the hydraulic pressure applied to the hydraulic chamber 25 of the pulley using a pressure control valve 30 and several sets of control valves 35.

The magnetic particle type electromagnetic clutch 12 described above has a structure shown in FIG.
A flywheel 114 fixed to the shaft end of a crankshaft 112 is an annular yoke 11 as a drive side rotating body.
It is equipped with 6. 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 end surface of the yoke 116 form a substantially sealed annular space, and leakage of the magnetic particles 132 is prevented.

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 gear 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. 6 further shows the relationship characteristic curve between the control voltage VCL and the hh magnetic current ICL of the magnetic particle type electromagnetic clutch 12 shown in FIG. 5.

FIG. 7 is a graph showing a characteristic curve of the relationship between input torque fluctuation ITIN and clutch slip rotation speed S when the magnetic particle type electromagnetic clutch 12 of FIG. 5 is subjected to torque fluctuation absorption control as outlined below. The above-mentioned torque fluctuation absorption control is a control method for a magnetic particle electromagnetic clutch for a vehicle that adjusts the transmission torque so as to absorb torque fluctuations of the engine 1 within a range in which almost no power transmission loss occurs in the magnetic particle electromagnetic clutch 12. Then, compare the number of ignitions of the engine 1 and the number of fluctuations of the output shaft 9 torque of the magnetic particle electromagnetic clutch 12, and adjust the transmission 1 to torque so that the difference between them becomes a predetermined reference value. This is the way to do it.

Preferably, the predetermined reference value is such that the magnetic particle type electromagnetic clutch 12 can best absorb fluctuations in the output torque of the engine 1 within a range in which almost no power transmission loss occurs in the magnetic particle type electromagnetic clutch 12. The number of times the engine ignites and the number of fluctuations in the output shaft 9 torque of the magnetic particle type electromagnetic clutch 12 are determined based on the state.

FIG. 8 is a flowchart showing the control of the vehicle magnetic particle type electromagnetic clutch using the above-mentioned FIGS. 2 to 7.

When the flowchart is started, various constants are set and variables are cleared in an initialization step of step 200. After the initialization step 20
1, operating conditions such as an output pulley rotation speed signal v1, an input pulley rotation speed signal V2, an engine rotation speed signal V3, and a throttle opening θ are input.

After inputting the operating conditions, in step 202, based on the output pulley rotation speed V1 and the throttle opening degree θ, the output side pulley rotation speed ■1 (not shown), the throttle opening degree θ, and the target engine rotation speed N INA are determined. From the relationship map etc. N
Calculate INA.

At steps 203 to 208 after the NINA performance,
The main part of this embodiment performs processing below 1゛ζ.

First, in step 203, an estimated clutch temperature value is calculated. Three examples of the calculation method are shown in FIGS. 9 to 12, which will be described later. When the estimated temperature value T is obtained using the method, the process moves to step 204. In step 204, the estimated temperature value T is compared with a predetermined temperature α, and if it is T2C, the process moves to step 205 to determine the target rotational speed correction amount ΔNIN, which will be described later. Target rotational speed correction amount ΔNIN, two examples of which are shown in FIGS. 13 to 15.
Find ΔNIN using the calculation routine, and if not, ΔNI
Assign O to N. After either step 205 or 206, the process proceeds to step 207, where the CVT target engine rotational speed NINA is set to NINA+ΔNIN.

After the calculation, in step 208, the CVT speed ratio NOUT/
NIN is controlled by controlling the pressure control valve 30 and flow rate control valve 35 so that the rotational speed Ne of the engine 1 becomes equal to NINA. In steps 203 to 208 above, if the temperature estimate T is equal to or higher than the predetermined temperature α, control is performed to increase the target rotational speed correction amount ΔNIN of the CVT target rotational speed NINA whose rotational speed is not O.

In the next step 209, the torque fluctuation absorption control of the magnetic particle type electromagnetic clutch as outlined above is performed, and after this control is completed, the process moves to step 201, and the control of the above steps 201 to 209 is repeated.

A flowchart showing the calculation of a fixed value for the clutch temperature 11 performed in step 203 of FIG. -t'' will be explained using FIGS. 9 to 12. FIG. 9 is a flowchart showing a calculation routine for the first estimated clutch temperature value. Slipping rotational speed S and engine output torque Te
This is a flowchart that calculates the value multiplied by . The flowchart will be explained below. Step 300 is the engine rotation speed N obtained from the engine rotation speed signal V3.
e and the output side rotational speed ffl of the magnetic particle type electromagnetic clutch 12 obtained from the input side pulley rotational speed signal v2 of CVH2
NIN (same as the rotation speed on the input side of the CVH),
The slip rotational speed S is calculated from S←Ne-NIN using . Step 301 is the engine output torque Te
This calculation method, which is the step of calculating , is a method of calculating using a relationship curve map between engine rotational speed Ne, throttle opening θ, and engine output torque Te shown in FIG.

Step 302 is a step of calculating the estimated temperature value T, which is calculated using T+-Te XS.

Next, a flowchart of the second clutch temperature estimated value calculation routine shown in FIG. 11 will be explained.

Steps 310 and 31'l of the flowchart are steps for calculating the slip rotational speed S and the engine output torque Te using the same method as steps 300 and 301 of FIG. 9 above. Shun steps 312 to 317 of the step
is a part that calculates an integral value t of 5XTe for a predetermined time, and calculates an estimated temperature value T8 by multiplying the integral value t by a predetermined multiple k. Steps 312 to 317 will be explained below. In step 312, it is determined whether or not the number of rounds ■ is O. If I=O, the process moves to step 313, and if not, the process moves to step 316. Step 313 is a step of calculating the lower temperature estimate from T+-kt.

Step 314 is a step of clearing the integral value t. Step 315 is a step of setting a predetermined number of revolutions C to the number of revolutions ■. If the determination in step 312 is negative, the Stellaf 316kT integral value t @t (-t +T
e x3, and the number of laps ■ is decremented at step 312.

Next, a flowchart of the third clutch temperature estimated value calculation routine shown in FIG. 12 will be explained.

Step 320 of the flowchart includes calculating the engine output torque Te (using the graph in FIG. 10) and calculating the clutch transmission l to silk CL line (using the graph in FIG. 6).
, calculation of total gear ratio [(engine rotation speed Te and CVT
(calculated from the output side rotational speed of the CVT), and the vehicle speed V (calculated from the rotational speed signal v1 of the output side pulley of the CVT). Step 321 is a step in which the cold slip rotation speed 3c is determined from a cold slip rotation speed SC map (not shown). The slip rotational speed SC map when the magnetic powder type electromagnetic clutch is cold] 14 is the above Te, TCL.

This is a map of the function obtained experimentally for the slip rotational speed 3c in the cold state corresponding to ", . 323 is the sliding rotational speed S under the temperature estimate minus the sliding rotational speed 3c when cold <T<
This is the step calculated in -3-3c.

Next, a flowchart of the calculation routine for the target rotational speed correction amount ΔNIN performed in step 205 of FIG. 8 will be explained. Two types of routines for calculating the target rotational speed correction amount ΔNIN are shown in FIGS. 13 and 14, and will be explained below.

The calculation flowchart of the target rotational speed correction amount ΔNIN in FIG.
The only step is to

The calculation flowchart of the target rotation speed correction amount ΔNIN in FIG. 14 uses the torque fluctuation map shown in FIG. First, a process is performed to read the torque fluctuation ff1T of the engine output corresponding to the value from the map. Step 405 is a step of determining the target engine torque variation mTO. The method for determining To can be performed using any one of the three types of calculation methods described below. The first method is the king and place η
<T, ) is subtracted <To←T−η, and the third method is to substitute a predetermined value ε (0<ε<T> to To
←This is the method of setting ε.

After the processing in step 405 above, the process moves to step 406, and the corrected CVT target engine rotation speed N I shown in FIG.
Using the relationship characteristic curve map between NB and target torque fluctuation amount To, correct CVT from the above To and throttle opening θ.
Find the target engine rotational speed N INB.

Step 407 changes the target rotational speed correction amount ΔNIN to ΔN
This is a step of calculating IN(-N INB - N INA.

By using the present embodiment described above, the following effects are produced. While the magnetic particle type electromagnetic clutch 12 is operated under torque fluctuation absorption control, from the slip rotation speed S and the engine output torque Ne,
Alternatively, an estimated temperature value T of the clutch is obtained from the slip rotation speed S and the cold slip rotation speed Sc, and when the estimated temperature value T exceeds a predetermined temperature value α, the rotation speed Ne of the engine 1 is set as the target. It is possible to increase the rotational speed correction amount ΔNIN obtained by the calculation routine. Therefore, by increasing NIN to this point, the torque fluctuation of the engine 1 is shifted to a direction where the fluctuation is reduced. As a result, the torque fluctuation is reduced, the slip S that occurs to absorb the torque fluctuation can be reduced, and the temperature rise caused by the slip S can be reduced.

In this embodiment, three examples of the routine for determining the clutch king are shown in FIG. 9, FIG. 11, and FIG. 12. The effects of using each of the three examples will be explained separately. 9th
In the case of the first routine in the figure, the temperature estimate T is T←T
Required from eX5. By using this method of determination, T of the current magnetic particle type electromagnetic clutch can be determined. In the case of the second routine shown in FIG. 11, a function of the value obtained by integrating the king's value determined in the first routine over a predetermined time is used. By using this method of determination, it is possible to obtain an average temperature estimate for a predetermined period of time, and the value of T can be stabilized. In the case of the third routine shown in Fig. 12, the engine output torque Te, the clutch transmission torque TCL, the total gear ratio ``, and the vehicle speed ■ are the same as the current ones. and the current slip rotation speed S. By using this method, it is possible to find T corresponding to the actual slip rotation speed (q).

Further, in this embodiment, two examples of the calculation routine for the target rotational speed correction amount ΔNIN are shown in FIGS. 13 and 14. The effects of the two examples will be explained in detail.

By keeping ΔNIN constant at a predetermined rotational speed β in the first method shown in FIG. 13, the engine rotational speed Ne can be increased by β. The second method shown in Fig. 14 is to set the target rotational speed correction amount ΔNIN to 1.
Since ΔNIN is determined under various conditions described below instead of keeping the predetermined rotational speed β constant as in the second example, an effect different from the first example is generated. Below, each weighing condition and the effect different from the first one under the condition will be explained. In the case of the method shown as the first method during the process of step 405, the value is calculated from item 1) (where the king is the engine output torque fluctuation ff1) (T is a predetermined magnification). Therefore, when using the first method, the engine output torque fluctuation ff1T is γ times the current output torque fluctuation tr (calculated from the map) of the engine 1.
o (on the map) CVT target engine rotation speed N
INA can be set. Second method TO+T
-η (0<η<T), the CVT target engine rotation speed N INA is set as the engine output torque variation ff1TO (on the map), which is obtained by subtracting the current engine output torque variation ff1T (on the map) by a predetermined value η. Can be set. 3
Under the method O←ε (if 0<ε<T> is used, the predetermined value ε
It is possible to set a CVT target engine rotational speed NINA in which engine output 1 to torque fluctuation ff1TO (on the map).

A common effect of the first to third methods described above is that the amount of variation in engine output torque can be set to an arbitrary value. Therefore, it is possible to perform control more in accordance with the operating conditions than in the first case.

[Effects of the Invention] The slip of the magnetic particle type electromagnetic clutch M5 is controlled based on the rain detection values of the engine rotational speed detection section M2 and the input rotational speed detection section M4 using the above-described present invention (i11). an electromagnetic clutch control means M7, a throttle distance detection section M8, and an output rotational speed detection section M9.
The speed ratio of the continuously variable transmission NOUT is based on the rain detection value of and
a continuously variable transmission control means M11 for controlling the rotational speed of the internal combustion engine M1 so that the rotational speed of the internal combustion engine M1 becomes the target engine rotational speed; The temperature is estimated based on the detected value of M12, and when the estimated temperature value exceeds a predetermined temperature, the target engine rotation speed set by the continuously variable transmission control means M11 is corrected to increase. The step-variable transmission control means M11 controls the speed ratio NOUT/NIN of the continuously variable transmission M3 in a direction in which the rotational speed increases so that the amount of torque fluctuation, which causes a rise in the temperature of the internal combustion engine M1, decreases.

Therefore, when the estimated temperature value of the temperature rise due to slip absorption control performed by the magnetic particle type electromagnetic clutch M5 exceeds a predetermined temperature, the rotational speed of the internal combustion engine M1 is increased to reduce the amount of output I/lux fluctuation. The continuously variable transmission M3 can be controlled in such a way that the amount decreases.

With the above-described effects, the present invention can be used to estimate the temperature caused by the slip rotation that occurs when the magnetic particle type electromagnetic clutch absorbs torque in the control of absorbing the output torque of an internal combustion engine using the magnetic particle type electromagnetic clutch. By controlling the sliding rotational speed according to the estimated temperature value, a magnetic particle type electromagnetic clutch for a vehicle can prevent a temperature rise of the magnetic particle type electromagnetic clutch, suppress deterioration of clutch characteristics, and extend the life of the magnetic particle type electromagnetic clutch. control device can be provided.

[Brief explanation of the drawing]

Fig. 1 is a basic configuration diagram of the present invention, Fig. 2 is a relationship curve graph between engine rotational speed Ne and torque fluctuation suspension, Fig. 3 is a configuration diagram of an embodiment, and Fig. 4 is a diagram of the relationship between the engine speed Ne and torque fluctuation suspension. Continuously variable speed XH1f
A graph of the relationship curve f(θ) between the throttle opening θ of f and the target engine rotational speed NIN8, FIG. 5 is a structural diagram of the magnetic particle type electromagnetic clutch in the same embodiment, and FIG. 6 shows its characteristic curve. FIG. 7 is a graph showing the characteristics of the torque fluctuation absorption control of this embodiment, FIG. 8 is a flowchart of this embodiment, and FIG. 9 is a flowchart of the clutch temperature estimation value calculation routine. FIG. 11 is a graph showing the relationship between the engine rotational speed Ne, the throttle opening θ, and the engine output torque Te in the flowchart. Figure 12 is a flowchart of the calculation routine for the estimated clutch temperature value, Figures 13 and 14 are flowcharts for the calculation routine for the target rotational speed correction amount ΔNIN, and Figure 15 is a flowchart for the calculation routine for the target rotational speed correction amount ΔNIN. It is a graph showing the relationship between speed N INB and target torque fluctuation ff1To. 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 rotational speed detection section MIO...Hydraulic pressure control section Mll...Continuously variable transmission control means Ml2...Operating state detection means Ml3... Temperature estimating means 9 stages Ml4...Target engine speed changing means 1...Engine 2...Continuously variable transmission 1 (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 ... Flow rate control valve 40 ... electronic control section

Claims (1)

[Claims] 1. It has 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 that controls the excitation part of the magnetic particle electromagnetic clutch based on the detected value to control the slip of the magnetic particle electromagnetic clutch; a throttle opening detection section that detects the throttle opening of the internal combustion engine; Output rotational speed N of step transmission
and an output rotation speed detection section that detects OUT, and sets a target engine rotation speed based on the detected values of both the detection sections, and controls a control section that adjusts NOUT/NIN of the continuously variable transmission, A control device for a magnetic particle electromagnetic clutch for a vehicle, further comprising: a continuously variable transmission control means for matching the engine rotation speed determined by the engine rotation speed detection section with the target engine rotation speed; Operating state detection means for detecting the operating state of the magnetic particle electromagnetic clutch; temperature estimating means for estimating the temperature of the magnetic particle electromagnetic clutch based on the detected value of the operating state detection means; and temperature estimation by the temperature estimating means. A control device for a magnetic particle type electromagnetic clutch for a vehicle, comprising: target engine rotation speed changing means for increasing the target engine rotation speed when the value is equal to or higher than a predetermined temperature. 2. Claim 1, wherein the estimated value of the temperature estimating means is a value obtained by multiplying the current slip rotation speed by the engine output torque.
A control device for a magnetic particle type electromagnetic clutch for a vehicle as described in 2. 3. The control device for a magnetic particle type electromagnetic clutch for a vehicle according to claim 1, wherein the estimated value of the temperature estimating means is a value obtained by integrating a value obtained by multiplying the slip rotation speed by the engine output torque within a certain period of time. 4. Slip rotation speed in a state where the temperature does not rise corresponding to the engine output torque, clutch transmission torque, vehicle weight, vehicle speed, and gear ratio of the magnetic particle electromagnetic clutch whose estimated value by the temperature estimating means is the same as the current state. 2. The control device for a magnetic particle type electromagnetic clutch for a vehicle according to claim 1, wherein the value is obtained by subtracting the current slip rotation speed from the current slip rotation speed.