JPS63115918A - Controlling method for magnetic particle type electromagnetic clutch - Google Patents

Abstract

PURPOSE:To making a sliding state of a powder clutch to follow up an objective sliding state by compensating a given quantity of a transfer torque increased or decreased based on a parameter reflected a sliding state of a magnetic particle type electromagnetic clutch. CONSTITUTION:A powder clutch 2 is provided between an output shaft 11 of an engine 1 and an input shaft 31 of a continuously variable transmission (CVT) 3A. An electronic control part 4 controls the powder clutch 2 and CVT 3A by dected values from sensors provided to the enging 1, powder clutch 2, CVT 3A, an output shaft 33B of a sub transmission 3B, and a speed ratio control device etc. Controlled values inputted into an output port 49a of the electronic control part 4 are added to the powder clutch 2 and the speed ratio control device 5 via electromagnetic valve drive parts 49b aid 49c and exciting coil driving parts 49d and a transfer torque control of the clutch 2 and the speed ratio control of the CVT 3A are carried out.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a method for controlling a magnetic powder type electromagnetic clutch, and in particular, a method for absorbing engine output torque fluctuations using a magnetic powder type electromagnetic clutch (hereinafter referred to as a powder clutch). Regarding technology.

[Prior art 1] Conventionally, as disclosed in Japanese Unexamined Patent Publication No. 58-657, a powder clutch is inserted between an engine and a transmission, and the amount of slip of the powder clutch is controlled. , a technique for absorbing engine output torque fluctuations is known. This technology detects the average rotational speed of the engine and feedback-controls the excitation voltage of the powder clutch so that the rotational speed on the output side of the powder clutch is always lower than the average rotational speed by a predetermined slip rotational speed. , only the smooth torque after absorbing engine drag fluctuations is transmitted to the output side of the powder clutch.

[Problems to be Solved by the Invention] However, in the conventional technology, while the engine output torque is approximately constant, the slippage amount control of the powder clutch is properly performed, but when the engine output torque suddenly increases. When the amount fluctuates, there is a problem in that a response delay may occur in controlling the amount of slip of the powder clutch. For example, when the engine torque suddenly increases, -
The problem is that the amount of slippage of the powder clutch increases over time, which not only causes heating of the powder clutch but also worsens the feeling of acceleration during acceleration.

Therefore, SAE paper 850460 is disclosed as a technique for quickly shifting the large slippage m, which is the above-mentioned problem, to a target slippage amount using a variable feedback gain. In this technology, the engagement force of the wet clutch is controlled using a feedback gain corresponding to the difference ωd between the target slippage ωset and the detected slippage ωC.
When the detected slip amount ωC is “O”, the feedback gain is set to the value when the engine torque and the clutch engagement force are the same, regardless of the clutch engagement force. Therefore, the above detected slip amount ωC is rOJ
In this case, if the clutch engagement force is greater than the engine torque, an optimal feedback gain cannot be obtained, and there is a problem that it takes a long time for the clutch slip amount to reach the target slip amount.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems of the conventional technology and to provide a control method for a magnetic powder type electromagnetic clutch that can optimally control the slip amount of the powder clutch when the engine torque changes rapidly and greatly. do.

[Means for Solving the Problems] As a means for achieving the above object, the present invention provides a magnetic particle type electromagnetic clutch inserted in a power transmission path from a vehicle engine to a drive wheel, as illustrated in FIG. In steps CI and C2, the transmission torque of the magnetic particle type electromagnetic clutch is increased or decreased by a predetermined amount so that the slip state (step A) becomes the target slip state (step B).

C3) In the method for controlling a magnetic particle type electromagnetic clutch that absorbs engine torque fluctuations, the predetermined amount of the transmitted torque to be increased or decreased is corrected based on a parameter reflecting the slip state of the magnetic particle type electromagnetic clutch (step D) A configuration is adopted in which the gist is a control method for a magnetic particle type electromagnetic clutch characterized by the following.

Increasing or decreasing the transmission torque of the magnetic particle electromagnetic clutch by a predetermined amount so that the slip state of the magnetic particle electromagnetic clutch reaches the target slip state means, for example, rotating the output shaft of the magnetic particle electromagnetic clutch in synchronization with the explosion cycle of the engine. controlling the transmission torque of the magnetic particle type electromagnetic clutch based on the presence or absence of number fluctuation or torque fluctuation, or comparing the explosion frequency of the engine with the rotational speed fluctuation frequency or torque fluctuation frequency of the output shaft of the magnetic particle type electromagnetic clutch. When the explosion frequency and the rotation speed fluctuation frequency or the torque fluctuation frequency match, the transmitted torque is decreased, but when they do not match, the transmitted torque is increased.

Parameters that reflect the slip state of a magnetic powder electromagnetic clutch include, for example, the amount of slip between the input and output shafts of a powder clutch,
This value is based on the target slip amount, the difference between the slip amount and the target slip opening, the difference between the powder clutch transmission torque and the engine torque, the difference between the engine rotation speed and the output side rotation speed of the powder clutch, etc.

[Operation] According to the control method for a magnetic powder type electromagnetic clutch of the present invention, the increase or decrease in the transmission torque of the powder clutch is corrected based on a parameter reflecting the slip state of the powder clutch. As a result, when the slipping state of the powder clutch deviates significantly from the target slipping state, the transmission torque of the powder clutch is greatly increased or decreased, and control is performed so that the slipping state quickly follows the target slipping state. .

[Example] A first example of the present invention will be described based on FIGS. 2 to 14.

FIG. 2 is a configuration diagram of this embodiment. In the figure, 1 is an engine, 2 is a powder clutch which is a magnetic powder type electromagnetic clutch,
3A is a continuously variable transmission (hereinafter referred to as CVT), 3B is an auxiliary transmission, and 4 is an electronic control unit.

The powder clutch 2 is connected to the output shaft 11 of the engine 1
It is inserted between the input shaft 31 of the VT3A. In the powder clutch 2, an excitation coil 21 and the like for engaging the cough powder clutch 2 are housed in a housing 22.

The CVT 3A has an input pulley 32 and an output shaft 33.
The output pulley 34 includes an output pulley 34 and the like. The input pulley 32 and the output pulley 34 include
Hydraulic chambers 35,36 are provided. The hydraulic pressure chambers 35 and 36 are supplied with hydraulic pressure from the speed ratio control device 5 that controls the speed ratio of the CVT 3A. The speed ratio control device 5 includes an oil pump 52 that pumps hydraulic oil from an oil tank 51, a pressure control valve 53 that controls the oil pressure of the pressure oil that is pumped, and a flow rate of the oil pressure that is supplied to the hydraulic chamber 35. A flow rate control valve 54 and the like are provided to control the flow rate.

The sub-transmission 3B connected to the output shaft 33A is a gear type transmission having two forward speeds and one reverse speed connected to the output shaft 33A.

The electronic control section 4 controls the engine 1, the powder clutch 2.
Based on the detected values from sensors installed in the CVT 3A, the output shaft 33B of the auxiliary transmission 1i3B, the speed ratio control device 5, etc., the powder clutch 2 and the CVT 3A are
control. Various detected values input to the electronic control unit 4 include the throttle opening θ of the engine 1 detected by the throttle opening sensor 14, the engine rotation speed Ne detected by the engine rotation speed sensor 15, and the rotation speed of the input shaft 31. Input rotation speed Nin detected by sensor 37, output rotation speed Nout1 detected by rotation speed sensor 38 of output shaft 33A, output shaft 3
There is the vehicle speed V detected by the rotation speed sensor 39 of 3B. The engine rotation speed sensor 15 outputs a pulse corresponding to an ignition signal output from an igniter (not shown) attached to the engine 1. The rotation speed sensor 37 is composed of a pulse gear 37a having ten or more outer peripheral teeth and a pickup 37b in order to detect the rotation speed of the input shaft 31 and the state of change in the rotation speed. Outputs the corresponding pulse signal. The rotation speed sensor 38. ．． 39 is a pulse gear 38
a, 39a and pickups 38b, 39b, and outputs a pulse signal corresponding to the rotational speed of the output shafts 33A, 33B.

On the other hand, the objects to be controlled by the electronic control section 4 include the excitation coil 21 of the powder clutch 2, the pressure control valve 53 and the flow m control valve 54 of the speed ratio control device @5. In the electronic control unit 4, the detected value is determined by the pulse input units 408 to 40d.
Alternatively, it is input to the input port 43 via the A/D converter 41. Further, the pulse input sections 40a and 40c of the rotation speed sensors 37 and 39 have counters 42a and 4, respectively.
2C is connected to measure the period of the pulses output from both the sensors 37 and 39 and output it to the input port 43. The electronic control unit 4 includes the above-mentioned input port 43 as well as a well-known ROM 44. RAM45°CPU46. It is equipped with an output port 498 and the like, and is configured as an arithmetic and logic operation circuit that performs control based on a program stored in the ROM 44.

The CPU 46 uses the common bus 48 according to this program.
The various detected values and measured values described above are input from the input port 43 via the input port 43, and based on these, control values for the powder clutch 2 and CVT 3A are calculated, and the control values are output to the output port 49a. The control value input to the output port 49a is transmitted to the powder clutch 2 via the electromagnetic valve drive units 49b, 49c and the exciting coil drive unit 49d.
and speed ratio controller 5. As a result, the control of the transmission torque of the powder clutch 2 of this embodiment and the CV
Speed ratio control of T3A is performed. Note that the speed ratio control of the CVT3A is based on the characteristic graph of throttle opening θ - target engine speed Ne* determined according to the output speed Nouti to N0Ut3 of the CT3A shown in Fig. 3. It is done.

Next, the powder clutch 2 will be explained based on the sectional view of FIG. 4.

The powder clutch 2 uses the magnetic force of the excitation coil 21 to fill the gap between the input side rotary body and the output side rotation body with magnetic powder, thereby transmitting torque corresponding to the excitation current flowing through the excitation coil 21 at a constant level. It is designed to transmit according to the transmission characteristics. FIG. 4 shows an example of the powder clutch 2, in which an annular yoke 222 serving as an input rotating body is fixed to the output shaft 11 via an outer peripheral member 224. An annular excitation coil 21 is embedded in the yoke 222, and a first labyrinth member 228 that rotates together with the yoke 222 is attached to the excitation coil 21.
An excitation current is supplied through a slip ring 230 fixed to. The rotor 232, which is an output side rotating body, is supported by the first labyrinth member 228 through a bearing 234 so as to be concentric with the yoke 222 and to be able to rotate relative to the yoke 222. It is fitted. First labyrinth member 2
28 is provided with an annular projection 236, while the yoke 22
A second labyrinth member 238 having similar annular projections is fixed to the output shaft 11 side of No. 2, and these annular projections 2
36 and the second labyrinth member 238 form a substantially sealed annular space in which magnetic particles are to be enclosed. It was housed within that annular space! The i powder is filled in the gap between the outer circumferential surface of the rotor 232 and the inner circumferential surface of the yoke 222 according to the magnetic force of the excitation coil 21 and is magnetically coupled to cause the rotation of the output shaft 11 to be applied to the excitation coil 21. The transmission torque is transmitted to the input shaft 31 with a transmission torque having a size corresponding to the supplied excitation current. Therefore, the output shaft 11 and the input shaft 31 correspond to the input shaft and output shaft of the powder clutch 2.

FIG. 5 shows the transmission torque TCL, excitation current ICL, and control voltage VCL characteristics of the powder clutch 2. In this embodiment, the control characteristics are mapped and the map, which will be described later, is stored in the ROM 44 in advance as data.

The operation of this embodiment will be explained below.

In this embodiment, in consideration of the calculation time in the clutch control routine shown in FIG. 8, which will be described later, the rotation data input routine for taking in the rotation data (input rotational speed Nin [based data) shown in FIG. In addition to executing in a relatively short cycle, two memories (buffer A and buffer 8 described later) are used in consideration of the data acquisition period.
) is executed at predetermined intervals by an interrupt, as shown in FIG. 6. That is, the memory switching routine shown in FIG. 6 responds every time or every other time an ignition signal (engine speed signal Ne is used here) is generated in response to ignition or explosion of the engine 1. It is executed preferentially by an interrupt. In this routine, first, the contents of a flag F1, which will be described later, are inverted from the previous contents (step 600), and then a flag F2, which will be described later, is set. The flag F1 is used to selectively switch between buffer A and buffer B, which are locations for storing rotation data. Flag F2 indicates that a series (-group) of rotation data has been stored in either buffer A or buffer B, but a new control weight (transmission torque TCL) is required to control the transmission torque based on the data. This indicates a state that has not yet been determined.

The rotation data input routine shown in FIG. 7 is executed preferentially by an interrupt in response to the generation of the input rotation speed signal Nin, and first the input detected by the rotation speed sensor 37 and measured by the counter 42G is Rotation speed times @N
The pulse period tn of in is read (step 610), and the buffer A specified by the flag F1 is read.
Alternatively, the pulse period tn is stored in buffer B. (Steps 611-613). By repeatedly executing such a rotation data input routine every time the input rotation speed signal Nin is generated, a series of pulse periods (rotation data) are sequentially stored in the buffer A or B specified by the flag F1. Buffer A or buffer B starts storing data after the flag is switched in response to ignition in step 600 of the memory switching routine described above. The pulse period tn is accumulated during a period that includes at least the trough of the rotational speed fluctuation from a high state to a low rotational speed state in the middle of explosion to a state where the rotational speed becomes high again when the engine explodes. ing.

Next, the clutch control routine shown in FIG. 8 will be explained.

First, the pulse period t■ of the vehicle speed signal ■ output from the rotation speed sensor 39 measured by the counter 42a, the engine rotation speed Ne from the engine rotation speed sensor 15, the input rotation speed Nin from the rotation speed sensor 37, and the throttle opening sensor 14 to the throttle opening θ and the clutch transmission torque T set during the previous execution of this clutch control routine.
CL-1 is read (step 710), and then, based on the above-mentioned pulse period tv, the vehicle speed is calculated according to the following equation (1) (step 720).

v=1/lv ・NX60sec x60minx2
πrx10-3 km/h - (1) However, N is the number of teeth of the pulse gear 39a of the rotation speed sensor 39, and r is the radius of the drive wheel (not shown).

Following the input and calculation of the above various conditions, the slipping rotational speed of the powder clutch 2 (clutch slipping rotation Calculation of engine torque Te (step 730) with reference to the pre-stored map of engine torque 1'-e shown in FIG. 9 based on throttle opening θ and engine speed Ne step 740) and the difference Δ between the previous clutch transmission torque TC- and the engine torque Te.
Calculation of T (step 750) is performed one after another.

After calculating the slip rotation speed S, engine torque Te, and torque difference T, if the vehicle speed V exceeds 10 km/h, the vehicle is in a state that requires control to absorb torque fluctuations. On the other hand, if the speed is 10 km/h or less, half-clutch control (step 940), which will be described later, is performed.
(step 760). If it is determined that the state requires control to absorb the torque fluctuation, the flag F2 is first checked (
step 770). When checking the flag F2, if it is determined that the flag F2 is not set, that is, if the accumulation of data in buffer A or buffer B is not completed, steps 900 and 9, which will be described later, are performed.
10 is executed, and the transmission torque TCL determined in the previous cycle continues to be output. On the other hand, if flag F2 is set, that is, if data accumulation has been completed in buffer A or buffer B, and transmission torque TCL has not yet been calculated based on the accumulated data, the above memory switching routine (FIG. 6) and rotation data input routine (FIG. 7) are prohibited until interrupt permission is executed in step 820 (described later) (step 780). Steps 790.800 or 790.810 are executed while the separation is prohibited.

In step 790, it is determined which buffer is being switched to based on the flag F1, and the flag F
If the contents of buffer A are cleared and the buffer has been switched to A, the data that has been accumulated in buffer B up to that point is moved to buffer C (step 800). On the other hand, if it is determined that the contents of flag 1 are set, the buffer has been switched to buffer B, so the data in buffer A that has been accumulated up to that point is moved to buffer C (step 810). Then, after enabling interrupts (step 820), the buffer? The maximum pulse period tnmax is found in the data transferred to C (step 830), and the pulse period Tnm
aX is larger than the previous period tn-1,
and the period tn-1 is one period t before that
It is determined whether the value is greater than n-2 (step 8
40). That is, it is determined whether the maximum value tnmax of the pulse period is sequentially larger than the maximum value tnmax compared to the previous pulse period and the previous previous pulse period. In the above judgment, if it is determined that tn-2<tn-1<tn@ax, then the pulse period tnmax is larger than the next period tn+1 and the period tri
It is determined whether +1 is also greater than the next period t n+2 (step 850). That is, it is determined whether the pulse periods following the pulse period Tnmax are becoming smaller in sequence. Step 8
If the determination in step 40 is negative, or if the determination in step 850 is negative, the fluctuation waveform of the rotational speed of the driven shaft 232 of the powder clutch 2 is not synchronized with the ignition cycle of the engine 1, but is Since this is a disordered case as shown in Fig. 10, it is determined that there is too much slippage in the powder clutch 2 and the power transmission loss is large.In order to reduce the slippage, the transmission torque TCL is increased by a predetermined amount ΔT1. The following processing is performed (steps 860 to 8).
70). First, in step 860, a process to obtain the increase ΔT1 is performed, and the details thereof are as shown in FIG.
If the clutch slipping rotation speed S is larger than the predetermined rotation speed 81 (step 861), a predetermined amount α1 for increasing the transmission torque TCL with good responsiveness is set to the increase ΔT1 (step 862), while the clutch slipping rotation speed S is set to the predetermined rotation speed. If the number of revolutions is not greater than 81 (step 861
), α2 smaller than the predetermined times α1 is set as increase amount ΔT1 (step 863). After determining the increase amount ΔT1, the transmission torque TCL is set to a value obtained by adding the increase amount ΔT1 to the previous transmission torque TCL''1 (step 8 in FIG. 8).
70). Next, the flag F2 is cleared (step 880), and the calculated transmission torque TCL is set to TCL-1 so that it can be referenced next time (step 880).
Step 890), calculate the control voltage VCL of the powder clutch 2 corresponding to the transmission torque TCL as the transmission torque TC shown in FIG. In addition to the excitation coil 21 (step 910), this routine is temporarily terminated.

On the other hand, if the determinations in steps 840 and 850 are affirmative, as shown in FIG. is in a state in which the rotation speed of the driven shaft 232 gradually decreases, and it is determined that the rotation speed fluctuation of the driven shaft 232 has the waveform shown in FIG. 13, which corresponds one-to-one to the explosion period of the engine 1. It is determined that the engine torque fluctuation is too small and the engine torque fluctuation is not sufficiently absorbed, and steps 860 to 860 described above are performed.
In order to increase the slippage, contrary to the process at step 870, a process is performed in which the transmission torque TCL is reduced by a predetermined amount ΔT2 (steps 920 to 930). First, in step 920, a process for calculating the impairment loss ΔT2 is performed, and the details thereof are shown in FIG. 14. As shown in FIG. If it is larger than γ (step 921), a predetermined time β1 for reducing the transmission torque C[ with good responsiveness is set as the impairment ΔT2 (step 922), while the torque difference Δ
If the difference is not greater than the predetermined difference γ (step 921
), β2 smaller than the predetermined amount β1 is set as the reduction ΔT2 (step 923), and after determining the i reduction ΔT2, the transmission torque TCL is set to a value that is the sum of the previous transmission torque TCL-1 and the above reduction ΔT2. (Step 93 in Figure 8)
0). Thereafter, as in the case of the above increase, the control voltage VCL
output, etc. (steps 880 to 910).

Therefore, when the above steps are repeatedly executed, the rotational speed fluctuation waveform of the driven shaft 232 of the powder clutch 2 is in a state where it is about to collapse, that is, an intermediate waveform between the waveform shown in FIG. 10 and the waveform shown in FIG. As shown, the control voltage VCL for the powder clutch 2 is controlled, and in this state, the powder clutch 2 maintains slippage in order to absorb fluctuations in the output torque of the engine 1 within a range where almost no power loss occurs. Ru.

Note that, in step 760, when the vehicle speed (2) is less than 10 km/h, that is, when the vehicle is started or at an extremely low speed, half-clutch control (not shown in detail) is executed (step 940). In this kind of half-clutch control, the control equation shown in the following equation (2) is generally used, and the control voltage VCL corresponding to the excitation current to be supplied to the excitation coil 21 is determined.

VCL=(Ne-Nidl)xK
...(2) However, Ne is the engine speed, N idl
is the rotational speed of the engine 1 at idle, and K is a gain, which is a constant or a function of the throttle opening θ or the target rotational speed.

According to the present embodiment described above, when controlling the slipping state of the powder clutch 2 toward the target slipping state by increasing or decreasing the transmission torque TCL, the increase or decrease m of the transmission torque TCL can be adjusted to reflect the slippage state. It can be changed by a parameter determined based on the clutch slip rotation speed S or the torque difference T. Thereby, when the clutch slip rotation viS or the torque difference Δt is more than a predetermined value, the transmission torque TCL can be greatly increased or decreased. As a result, the slip state of the powder clutch 2 can quickly follow the target slip state when, for example, there is a large change in engine torque, and an excellent effect can be achieved in that deterioration of the acceleration feeling and occurrence of heating can be prevented.

Next, a second embodiment of the present invention will be described. This embodiment is almost the same as the first embodiment, but the increase ΔT1 calculation routine (step 860) and the decrease ΔT2T2 calculation routine (step 920) of the clutch control routine in FIG.
15 and 16 from those shown in FIG.
The routine has been changed to the one shown in the figure.

The increase @ calculation routine shown in FIG.
The increase ΔT1 is T1←a1S+b, where al, bl are constants S, and are calculated using the formula of the clutch slip rotation speed (step 1200). The reduction calculation routine shown in FIG. 16 calculates the reduction ΔT2 of the transmission torque TCL by T2 ←a2ΔT+b, and a2. b2 is a constant 8T is calculated using the formula of the previous transmission torque TCL-1 minus the engine torque He (step 1210>).

With the second embodiment described above, in addition to being able to absorb fluctuations in engine torque as in the first embodiment, the increase/decrease (ΔTl, ΔT2) of the transmission torque TCL can be adjusted to reflect the slip state of the powder clutch 2. It can be corrected without permission according to the slip rotation speed S or the torque difference Δc. Therefore, irrespective of the magnitude of the slip state of the powder clutch 2, both the responsiveness and stability of the engine torque fluctuation absorption a control can be achieved.

Next, a third embodiment of the present invention will be described. This embodiment is almost the same as the first embodiment, but the increase ΔTll output routine (step 860) and the impairment ΔT2 calculation routine (step 920) of the clutch control routine in FIG. 8 are shown in FIGS. 11 and 14. The routine shown in FIG. 17 is changed from that shown in FIG. 17 to the routine shown in FIG. 18.

The increase m calculation routine shown in FIG.
■ Input ΔT1 as a value (for example, difference) between clutch slipping rotation speed S and target clutch slipping rotation speed S*, a value (for example, difference) between engine torque le and previous transmission torque TCL, or engine rotation speed Ne. Number of revolutions Nin
(step 1300). The weight loss calculation routine shown in FIG.
The torque difference ΔT2 (←TC
It must be calculated using values related to L-1-Te), engine torque Te, and previous transmission torque TCL-1, or values related to target clutch slipping rotation speed 8, engine rotation speed Ne, and input rotation speed Nin. (Step 1310)
.

In addition to being able to absorb fluctuations in engine torque in the same way as in the first embodiment, the third embodiment described above can also change the increase or decrease in the transmission torque TCL by adjusting the amount of ΔT1 ←fi (S, 3 Book, Te, TCL
-1, Ne, Ni port), or ΔT24-f2 (ΔT, le, TCL-1, 3 pieces, N
e, Nin), it becomes possible to correspond to various torque absorption systems.

Several application examples of the present invention have been described above, but
This is just one application example of the present invention, and various changes may be made to the present invention without departing from the gist thereof.

[Effects of the Invention] As detailed and explained above, according to the present invention, the predetermined amount for increasing or decreasing the transmission torque of the powder clutch is corrected based on the parameter reflecting the slip state of the powder clutch. Therefore, the larger the difference between the slip state and the target slip state, the more the transmission torque can be increased or decreased. As a result, with the control method for the magnetic powder electromagnetic clutch of the present invention, the slip state of the powder clutch can quickly follow the target slip state, so the responsiveness of the control that absorbs engine torque fluctuations is increased, and the It is possible to achieve excellent effects such as improving the feeling of acceleration during acceleration and improving the durability of the clutch.

[Brief explanation of the drawing]

Fig. 1 is a flowchart illustrating the basic configuration of a control method for a magnetic particle type electromagnetic clutch of the present invention, Fig. 2 is a block diagram of the first embodiment of the present invention, and Fig. 3 is a speed diagram of the CVT of the first embodiment. Graph showing the ratio control characteristics, FIG. 4 is a cross-sectional view of the powder clutch of the first embodiment, FIG. 5 is a graph showing the transmission torque characteristics of the powder clutch of the first embodiment, and FIG. 6 is the first embodiment. 7 is a flowchart showing the rotation data input routine of the first embodiment, FIG. 8 is a flowchart showing the clutch control routine of the first embodiment, and FIG. 9 is a flowchart showing the clutch control routine of the first embodiment. A graph of engine torque characteristics, FIG. 10 is a graph showing the output waveform of the engine rotation speed sensor of the first embodiment and a rotation speed waveform of the driven shaft of the powder clutch, and FIG. 11 is a flow increase calculation routine of the first embodiment. 12 is a graph for explaining the control of the first embodiment, and FIG. 13 shows the output waveform of the engine rotation speed sensor and the rotation speed waveform of the driven shaft of the powder clutch of the first embodiment. Graph, Figure 14 is the first
FIG. 15 is a flowchart of the weight loss calculation routine of the second embodiment of the present invention, FIG. 16 is a flowchart of the weight loss calculation routine of the second embodiment, and FIG. 17 is the flowchart of the weight loss calculation routine of the second embodiment of the present invention. FIG. 18 is a flowchart of the weight increase calculation routine of the third embodiment. FIG. 18 is a flowchart of the weight loss calculation routine of the third embodiment. 1... Engine 2... Powder clutch 4... Electronic control unit 14... Throttle opening sensor 15... Engine speed sensor 21... Excitation coil 37... Rotation speed sensor

Claims (1)

[Claims] 1. Increase or decrease the transmission torque of the magnetic particle electromagnetic clutch by a predetermined amount so that the slip state of the magnetic particle electromagnetic clutch inserted in the power transmission path from the engine of the vehicle to the drive wheels reaches a target slip state. The method for controlling a magnetic particle type electromagnetic clutch that absorbs engine torque fluctuations is characterized in that the predetermined amount of the transmitted torque to be increased or decreased is corrected based on a parameter reflecting a slip state of the magnetic particle type electromagnetic clutch. A control method for a magnetic particle type electromagnetic clutch. 2. Control of a magnetic particle electromagnetic clutch according to claim 1, wherein the target slip state is set based on the presence or absence of rotational speed fluctuations or torque fluctuations of the output shaft of the magnetic particle electromagnetic clutch synchronized with the explosion cycle of the engine. Method. 3. The magnetic particle according to claim 1, wherein the target slip state is set based on whether or not the explosion frequency of the engine matches the rotational speed fluctuation frequency or torque fluctuation frequency of the output shaft of the magnetic particle type electromagnetic clutch. Control method of electromagnetic clutch.