JPS63176751A - Controller for continuously variable transmission for vehicle - Google Patents

Abstract

PURPOSE:To prevent degradation of operationability and operational feeling by providing a means for matching r.p.m. on engaged input side with r.p.m. on target input side upon completion of engagement of a magnetic powder type electromagnetic clutch to an engaged r.p.m. command means. CONSTITUTION:An engaged r.p.m. command means ME commands the r.p.m. on engaged input side to an engaging quantity control means MF so as to control the engaging quantity of a magnetic powder type electromagnetic clutch MC based on a value detected through a driving condition detecting means MD thus completing engagement with the r.p.m. on the engaged input side. Then the r.p.m. on a target input side which is matched with the engaged r.p.m. in a r.p.m. matching means MJ is set by a setting means MG, and upon completion of engagement, speed change ratio of a continuously variable transmission MB is controlled by a control means MH such that the r.p.m. on the target input side is matched with the r.p.m. on the actual input side. Consequently, the difference between both r.p.m. is eliminated when the engagement is completed, thereby degradation of operational feeling and operationability can be prevented in advance.

Description

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

[Prior Art] Conventionally, a magnetic particle type electromagnetic clutch or a continuously variable transmission, which can precisely control the transmission state of driving force etc. by a computer, has been used in the drive system of a vehicle to improve the drivability and driving window of the vehicle. Various techniques have been disclosed.

These technologies include, for example, (1) as disclosed in Japanese Unexamined Patent Publication No. 57-161346, in which a vehicle is equipped with a torque converter and a continuously variable transmission, and the gear ratio (γ= Technology for improving fuel consumption efficiency and drivability by controlling the input side rotation speed/output side rotation speed) according to the required output of the engine (e.g. throttle opening), (2) JP-A-59 - As disclosed in Publication No. 144850, a technology that improves both drivability and driving window by controlling the gear ratio of a continuously variable transmission according to the required output of the engine and the vehicle speed, (3) As disclosed in Japanese Patent Application Laid-Open No. 60-171665, the transmission torque (amount of engagement) of a magnetic particle type electromagnetic clutch is controlled according to the required output of the engine, and the clutch is configured to achieve a target engagement. There is a technique that improves both drivability and fuel consumption efficiency by completing the engagement at the completed input side rotation speed (target rotation speed).

[Technology to be Solved by the Invention] However, although the above-mentioned conventional technologies improve both the drivability and the driving window of the vehicle, they do not improve the vehicle continuously variable transmission (hereinafter referred to as CVT) and the magnetic particle type electromagnetic clutch. (referred to as a powder clutch), various problems may occur, resulting in deterioration of drivability and driving windows.

For example, as shown in a graph showing an example of changes in vehicle speed, engine rotation speed Ne, and input shaft rotation speed Nin in FIG. 12, and a graph showing temporal change characteristics in FIG. When the throttle opening θ increases from the fully open state to, for example, θ2, the powder clutch completes engagement (
(time Ta in FIG. 13).

After the powder clutch is engaged, CVT gear ratio control is performed based on the throttle opening.
The gear ratio control of T is based on the actual input shaft rotation speed Nin of the CVT.
and the predetermined target rotation speed Nin (θ2) (12th
(see figure), so at the time of the meet (at time Ta > in Figure 13), the engine speed Ne suddenly changes from the engine speed Na at the time of the meet to the target engine speed Nin'' (θ2). (12th
Arrow YA2 in the figure. YA1). That is, the engine rotational speed Na at the time of meeting at time Ta changes in a short time to the engine rotational speed Nd based on the target rotational speed Nin (θ2) control at time Td.

Due to this change in engine speed Ne, the inertia torque is released to the driving wheels or consumed, resulting in an increase in vehicle longitudinal acceleration G.
There is a problem in that the speed change suddenly changes when the engagement is completed, and the driver feels a significant shift shock and feels uncomfortable due to the shock even though it is a CVT.

FIG. 13 is a graph showing an example of a change in engine speed Ne and acceleration G. As shown in the figure, the vehicle longitudinal acceleration G changes due to the tire driving force due to the decrease in engine speed Ne after time Ta. The inertia torque increases to the maximum driving force at time Tb, and then at time Tc rO
After reaching J, a part of the engine torque is consumed by inertia torque and decreases to time Td.

An object of the present invention is to solve the above-mentioned problems and improve the drivability and driving window of a vehicle.

[Means for Solving the Problems] As a means for achieving the above object, the present invention, as illustrated in FIG. a driving state detecting means MD that detects the driving state of the vehicle including at least the required output amount of the engine MA, and making the rotational speeds of the input side and the output side of the magnetic particle type electromagnetic clutch MC almost equal to each other. An engagement completion rotation speed command means ME for commanding the engagement completion input side rotation speed, and an engagement amount of the magnetic particle type electromagnetic clutch MC are controlled based on the running state of the vehicle, and the engagement completion input side rotation speed is controlled. So, magnetic powder electromagnetic clutch M
engagement m control means MF for completing the engagement of C; target rotation speed setting means MG for setting a target input side rotation speed of the continuously variable transmission MB for a vehicle based on the running state of the vehicle; The vehicle continuously variable transmission M
In the control device for a continuously variable transmission for a vehicle, which includes a gear ratio control means MH for controlling the gear ratio of B, the engagement completion rotation speed command means ME further comprises: the engagement completion input side rotation speed; Continuously variable transmission for a vehicle, characterized by comprising a rotation speed matching means MJ that matches the target input side rotation speed set by the target rotation speed setting means MG upon completion of engagement of the magnetic particle type electromagnetic clutch MC. Examples of water output that are characteristic of the aircraft's control system include throttle opening, accelerator operation, and fuel injection! )-II or fuel injection time may be used.

The rotation speed matching means MJ is, for example, predetermining the engagement completion input side rotation speed and the target input side rotation speed at the time of engagement completion of the magnetic particle electromagnetic clutch MC to be the same value as a function of the highest required output of the engine MA. Alternatively, the shift pattern is corrected so that the difference in rotational speed between the two is eliminated upon completion of engagement by detecting a shift in the other.

[Function] In the control device for a continuously variable transmission for a vehicle of the present invention, first, the engagement completion rotation speed command means ME sets the engagement completion input side rotation speed m.
A command is given to the control means MF. The engagement m control means MF controls the engagement amount of the magnetic particle type electromagnetic clutch MC based on the detected value of the running state detection means MD, and controls the engagement amount of the magnetic particle type electromagnetic clutch M.
The engagement of C is completed at the above-mentioned engagement completion input side rotation speed. Next, the target rotation speed setting means MG sets the target input side rotation speed that has been made to match the engagement completion rotation speed by the rotation speed matching means MJ, and after the engagement is completed, the target input side rotation speed is set. The gear ratio control means MH controls the gear ratio of the vehicle continuously variable transmission MB so that the actual input side rotational speed coincides with the actual input side rotation speed. After the engagement completion rotation speed and the target input side rotation speed match when the engagement is completed, the target rotation speed setting means MG sets the target input side rotation speed based on the detected value of the driving state detection means MD, The gear ratio control means MH according to the target input side rotation speed.
controls the gear ratio of the vehicle continuously variable transmission MB.

[Example] Hereinafter, an example of the present invention will be described in detail based on the drawings.

In FIG. 2, a vehicle engine 10 is connected to an input shaft 16 of a continuously variable transmission 14 via a powder clutch 12 (details will be described later with reference to FIG. 3). Input shaft 16
A variable pulley 22 is provided in which the V-groove width, that is, the diameter of the transmission belt 20 is changed by the hydraulic cylinder 18. The output shaft 24 is provided with a variable pulley 28 whose groove width is changed by a hydraulic cylinder 26 .

Therefore, the rotational force transmitted to the input shaft 16 is transmitted to the output @ 24 via the transmission belt 20 wrapped around the variable pulleys 22 and 28, and is also transmitted to the sub-transmission 30 at the subsequent stage. The sub-shift is 30, the first sun gear 32
．． 2nd Sangir 34. It is equipped with a Vineyard type composite planetary gear device consisting of a ring gear 36, etc., and a high-speed clutch 3.
8. Low speed brake 40. By selectively operating the reverse brake 42 by a hydraulic actuator (not shown), the gear ratio Rf of the auxiliary transmission 30 is switched, or forward rotation and reverse rotation are switched, as shown in Table 1 below. It has become.

Table 1 Here, in Table 1, ρ1 is ZS1/Zr, and ρ2 is Z
S2/Zr. However, ZSI is the 1st Sangia 3
2, ZS2 is the number of teeth of the second sun gear 34, and Zr is the number of teeth of the ring gear 36. The output shaft 24 of the belt-type continuously variable transmission 14 constitutes the input shaft of the sub-transmission 30, and the carrier 44 that supports the planetary gears in the sub-transmission 30 constitutes the output shaft. The speed ratio γ (=1/speed ratio e) is the value obtained by dividing the rotation speed of the output shaft 24 by the rotation speed of the carrier 44. The rotational force transmitted to the carrier 44 passes through the intermediate gears 46, 48 and the final reducer 50,
The signals are transmitted to a pair of drive wheels 52 of the vehicle, respectively.

In the vicinity of the variable pulleys 22 and 28, an input shaft rotation speed sensor 58 and an output shaft rotation speed sensor 60 are provided for outputting pulse signals SPI and SF3 having frequencies corresponding to the rotation speeds of the variable pulleys 22 and 28 to the controller 54. is provided. A vehicle speed sensor 61 is provided near the intermediate gear 4B for outputting a pulse signal S■ of a frequency corresponding to the rotation speed of the intermediate gear 48 to the controller 54. A throttle valve 62 provided in the intake pipe of the engine 10 is opened and closed by operating an accelerator pedal 63, and a throttle sensor 6 is attached to the throttle valve 62.
4 is provided, and a throttle signal Sθ representing the throttle valve opening degree θ is supplied from the throttle sensor 64 to the controller 54. A cooling water temperature sensor 65a is provided in the water jacket of the engine 10, and a water temperature signal STW representing the cooling water temperature TV is supplied from the cooling water temperature sensor 65a to the controller 54. The ignition circuit of the engine 10 includes an engine rotation speed sensor 65b.
is provided, and a rotational speed signal SNE representing the engine rotational speed Ne is supplied from the engine rotational speed sensor 65b to the controller 54.

In this embodiment, a shift lever is used as a shift switching device.
66 and a shift mode switch 67 are used, and the operation position sensor 68 that detects the operation position of the shift lever 66 outputs a signal SP representing the shift operation position Psh of the shift lever 66, and the shift mode switch 67 outputs a signal SP indicating the shift operation position Psh. A shift mode signal SW representing mode W is supplied to controller 54. This shift lever 66 is mechanically associated with a manual valve in the hydraulic circuit 70, and when operated to the neutral range,
High speed clutch 38. Low speed brake 40. Hydraulic pressure is prevented from being supplied to any of the hydraulic actuators for operating the reverse brakes 42, but when the reverse range is operated, the reverse brakes 4
Hydraulic oil is supplied only to the hydraulic actuator that operates 2. Further, when the shift lever 66 is operated to the normal driving (D Ni-drive) range of the forward range, hydraulic oil is allowed to be supplied only to the hydraulic actuator that operates the high speed clutch 38, Ensure that the high speed gear is maintained.

Also, the shift lever 66 is in the automatic shift range (S range) of the forward range or the engine brake range (L range).
range), the high speed clutch 38
Also, hydraulic oil is allowed to be supplied to any of the hydraulic actuators that actuate the low-speed brake 40. Hydraulic pressure is alternatively supplied to these hydraulic actuators from a shift valve that operates in response to the operation of a shift electromagnetic valve 72 provided in the hydraulic circuit 70.

The hydraulic circuit 70 supplies line hydraulic pressure regulated in accordance with the actual gear ratio (speed ratio) of the continuously variable transmission 14 and the output torque of the engine 10 to the hydraulic cylinder 26 provided on the output shaft 24. , to provide necessary and sufficient control of the tension in the transmission belt 20. Further, the hydraulic circuit 70 supplies or discharges hydraulic oil to the hydraulic cylinder 18 provided on the input shaft 16 in response to the operation of the shift direction switching valve 74, and also responds to the operation of the shift speed switching valve 76. In response, the hydraulic oil inflow speed to the hydraulic cylinder 18 or the hydraulic cylinder 1
Change the hydraulic oil discharge speed from 8.

The hydraulic pump 78 is driven by the engine 10 or the like to force-feed the hydraulic oil in the oil tank 80 to the hydraulic circuit 70, and functions as a hydraulic source for the hydraulic circuit 70.

The controller 54 has an input/output interface 82
．． Central processing unit 84. and a storage section 86, etc., and processes various input signals inputted through the input/output interface 82 according to programs and data stored in advance in the storage section 86, and based on the processing results, shifts the solenoid valve for shift. By controlling the operation of 72, the sub-transmission 3
By automatically shifting the 0 gear stage and controlling the operations of the shift direction switching valve 74 and the shift speed switching valve 76, the gear ratio (speed ratio) of the continuously variable transmission 14 is changed to an optimal value, and the powder clutch 12 By controlling the amount of excitation of the powder clutch 12, the amount of engagement of the powder clutch 12 is controlled to an optimum value.

The powder clutch 12 fills the gap between the input-side rotating body and the output-side rotating body with magnetic powder by the magnetic force of the excitation coil 88, thereby transmitting torque corresponding to the excitation current flowing through the excitation coil 88 at a constant level. It is designed to transmit according to the transmission characteristics. Figure 3 shows the powder clutch 12
An annular yoke 92 serving as an input rotating body is fixed to an output shaft 90 via an outer peripheral member 94. Inside the yoke 92 is an annular excitation coil 8.
8 is embedded, and an excitation current is supplied to the excitation coil 88 via a slip ring 98 fixed to a first labyrinth member 96 that rotates together with a yoke 92. A rotor 100, which is an output rotating body, is mounted on a bearing 10 concentrically with the yoke 92 and rotatable relative to the yoke 92.
is supported by the first labyrinth member 96 via 2,
The rotor 100 is spline-fitted to the shaft end of the input shaft 104. The first labyrinth member 96 has an annular projection 106.
On the other hand, a second labyrinth member 108 having a similar annular protrusion is fixed to the output shaft 90 side of the yoke 92, and the annular protrusion 106 and the second labyrinth member 108 form a substantially airtight area in which magnetic particles are to be enclosed. An annular space is formed. The magnetic particles housed in the annular space move around the rotor 10O according to the magnetic force of the excitation coil 88.
The transmission torque is filled in the gap between the outer circumferential surface of the yoke 92 and the inner circumferential surface of the yoke 92 and is magnetically coupled, and has a magnitude corresponding to the excitation current supplied to the excitation coil 88 to rotate the output shaft 90. The signal is transmitted to the input shaft 104 at . Therefore, the output shaft 90 and the input shaft 104 correspond to the input shaft and output shaft of the powder clutch 12.

The power transmission rate of the powder clutch 12 is proportional to the excitation current icl supplied to the excitation coil 88. FIG. 4 is a graph showing the relationship between the excitation current 1c+ flowing through the excitation coil 88 of the powder clutch 12 and the clutch control value TC1 corresponding to the actual transmission torque of the powder clutch 12.

Next, the clutch control routine of this embodiment, which is executed at predetermined time intervals, will be explained with reference to the flowchart of FIG. When this routine is called, first, step 200 is executed, and the operating position pSh of the shift lever 66, the engine rotation speed Ne, the rotation speed Nin of the input shaft 16, and the throttle opening degree θ are input to the signals SP, SNE, SPl, and Read based on Sθ. Next, by executing step 210, it is determined whether the actual operating position of the shift lever 66 is a neutral (travel position) or a position other than parking. If it is determined that the vehicle is in the running position, step 220 is executed to determine whether the difference between the engine rotational speed Ne and the rotational speed Nin of the input shaft 16 is greater than or equal to a predetermined value δ (here, 50rl)m). to judge. If it is determined that the difference between the two rotational speeds I Ne -Ninl is greater than or equal to the predetermined value δ, that is, if the powder clutch 12 is slipping, step 230 is executed to check whether the throttle valve 62 is open (throttle It is determined whether the opening degree θ is rOJ or not. If the throttle valve 62 is open, step 240 is executed to select the engine torque data map shown in FIG. The current engine torque Te corresponding to the throttle opening degree θ is read. Next, by executing step 250, the auxiliary gear reads whether 30 is a low gear or a high gear from the state of the gear ratio control routine to be described later, and if it is a low gear, the target rotation speed shown in FIG. 7 is read. On the other hand, in the case of a high gear stage, select the data map shown in Fig. 8, and select the target rotation speed Nm that is the same as the minimum target rotation speed Nin'' for the current throttle opening θ (i). (i = 0.1
...-100) is read.

Next, by executing step 260, the feedback gain stored in advance in the storage unit 86 of the controller 54 is set to 1 from a data map (not shown) to the feedback gain that has a larger value as the throttle opening θ becomes larger.
Load. This second data map includes the rise characteristics of the engine speed Ne and the target engine speed Nm.
A value that optimizes the convergence characteristic to the book is set in advance.

Following the execution of step 260, step 270 is executed to determine the clutch control value TC+ (
1) Calculate by calculating the formula.

Tcl←Te +1 (Ne-Nm books) ・('l
')Tel...Clutch control value Te...1 for engine torque...Feedback gain Ne...Engine rotation speed Nm...Target rotation speed After calculating the clutch control value TCI above, step 280 is performed. By executing this, the excitation voltage m VC+ (2 excitation current 1 cl) corresponding to the clutch control value lower C1 is outputted from the controller 54 to the powder clutch 12.

When the vehicle speed ■ increases as a result of executing steps 200 to 280 and the slippage of the powder clutch 12 becomes less than the predetermined value 6, that is, in step 220, l Ne -
If it is determined that Ninl<δ, step 290 is executed to determine whether the rotational speed Nin of the input shaft 16 is greater than or equal to a predetermined value α. Input shaft 160 rotations @N
If in is greater than or equal to the predetermined value α, the clutch control value TCI is set to the maximum value by executing step 300, and the excitation voltage Vcl of the powder clutch 12 is maximized by executing the subsequent step 280. This completes the engagement of the powder clutch 12.

When the powder clutch 12 is fully engaged, the vehicle speed decreases and in step 290 Nin<α(θi).
When it is determined that The rotational speed N of the input shaft 16 is less than
When the i-mouth is reached, the process moves to step 230 described above. If it is determined in step 230 that the throttle is open, the subsequent steps 240 to 28
0, the powder clutch 12 is controlled to be a half-clutch. On the other hand, if it is determined that the throttle is fully open, it is determined that the coasting state is present, and step 310 is performed.
By executing
”, and in the subsequent execution of step 280, the powder clutch 12 is turned “off”.

By executing the clutch control routine described above, the powder clutch 12 is turned off when stopped or idling at a very low speed, and when starting, the powder clutch 12 is half-clutch controlled to optimally accelerate, and when driving normally. At times the powder clutch 12 is fully engaged.

Next, the gear ratio control routine of this embodiment, which is executed at predetermined time intervals, will be explained with reference to the flowchart of FIG.

FIG. 9 shows a control routine for controlling the gear ratio of the entire transmission of a vehicle. First, by executing step 400, The rotational speed Noot of the specific output shaft 4 and the operation position psh of the shift lever 66 are sent as a signal S.
V, Sθ, SP1°SP2. and read based on SP. Then, by performing step 410,
It is determined whether the actual operating position of the shift lever 66 is in the normal driving range or in the automatic shift range. If it is determined that the vehicle is in the normal driving range, step 420 is executed to select the normal driving range data map (shown in FIG.
The sub-transmission 130 is for high-speed gear> is selected. This normal running range data map is used to determine the target rotational speed Nin suitable for normal running. This relationship is
It is determined in advance so that the combustion efficiency and drivability of the engine 10 can be optimally obtained, and the throttle opening θ
(θO to θ100) and the vehicle speed V, the optimum target rotation speed Nin* is determined (step 430), and then by executing step 440, step 43
The target rotational speed Nin* determined at 0 and the input shaft 16
Continuously variable transmission 1 so that the actual rotation speed Nin matches
Shift direction switching valve 74 and shift speed switching valve 76 are operated to change the gear ratio of 4. The shift direction switching valve 74 and shift speed switching valve 76 are controlled by (2
) is performed based on the flow rate valve control value VC shown in the equation.

VC...Flow valve control value 2...Constant Nin...Rotation speed of input shaft 16 Nin*...Target rotation speed If this flow valve control value VC is a positive value, the target rotation speed Nin
Since this indicates that the rotational speed Nin of the input shaft 16 is greater than the rotation speed Nin, the shift direction switching valve 74 and the shift speed switching valve 76 are controlled so that the speed ratio e of the continuously variable transmission 14 becomes smaller.

Then, by performing step 450, (3)
A process for calculating a line pressure control value P1 shown in the equation is executed, and a hydraulic control valve (not shown) is controlled based on the Pl value.

pl To 4-3-I Te To 4-Nout+8P ・(3) Pl...Line pressure control value 1Tel...Absolute value of engine torque e...Speed ratio (=1/ Gear ratio γ) K3. 4...Constant Nout...Rotational speed ΔP of variable pulley 28...Predetermined line pressure 3 ・l Te l ((e+1)/e) above is the line pressure expressed by engine torque Te and speed ratio The above term 4.Nout is used to correct the influence of the pressing force of the hydraulic oil on the sill due to the rotation of the variable pulley 28.

As a result, the tension of the transmission belt 20 of the continuously variable transmission 14 is controlled so that slippage does not occur in the transmission belt 20 of the continuously variable transmission 14 and power loss is reduced.

If it is determined in step 410 that the shift lever 66 is controlled to the automatic shift range,
By executing step 460, shift control of the sub-transmission 30 is executed. That is, the gear position of the sub-transmission 30 is determined based on the vehicle speed V and the throttle opening θ from the shift pattern stored in advance in the storage unit 86, and the shift solenoid valve is adjusted so that the determined gear position is realized. 72
Outputs a drive signal to. For example, the shift pattern is
This is shown in Figure 0 and is stored in the form of a data map or the like. In the figure, U12 is prepared in consideration of the driving performance of the vehicle, and is a low-speed gear stage (first gear stage).
D21 is an upshift line used to judge an upshift from a high gear (speed) to a high speed gear (second speed), and D21 in the figure is an upshift line that is designed to create an appropriate hysteresis and take into account acceleration performance due to kickdown. This is a downshift line that is prepared and used to determine a downshift from a high speed gear to a low speed gear.

Next, by executing step 470, it is determined whether the actual gear position of the auxiliary transmission 130 is a high speed gear position or a low speed side gear position. If it is determined that the gear is on the high speed side, step 480 is executed to select the same data map for the high speed gear as for the normal driving range having the relationship shown in FIG. 8, for example, and step 490 is performed. is executed to determine the target rotation speed N10 suitable for the high speed gear based on the throttle opening θ (θO to θ100) and the vehicle speed V from the data map for the high speed gear. Next, by executing steps 440 and 450, the speed ratio of the continuously variable transmission 14 is changed so that the target rotational speed N10 suitable for the high-speed gear stage matches the actual rotational speed Nin of the input shaft 16. , then control the line pressure to the optimum value.

If it is determined in step 470 that the gear position of the auxiliary transmission 30 is a low speed gear position, step 50
0 to select the data map for the low speed gear stage that gives the target rotational speed N10 from the vehicle speed V and throttle opening θ shown in FIG.
By executing 0, the target rotation speed N10 suitable for the low speed gear stage is determined.

By the above speed ratio control routine, the target rotational speed Ni is the same as the target rotational speed Nm (θ) of the powder clutch 12.
n'' (θ) is set as the target for controlling the speed ratio e of the continuously variable transmission 14 when the engagement of the powder clutch 12 is completed.

Therefore, by control based on the clutch control routine shown in FIG. 5 and the gear ratio control routine shown in FIG. The target rotational speed Nm'' (θ) control in the clutch control) is taken over to the target rotational speed Nin'' (θ) control of the continuously variable transmission 14 without any difference in rotational speed. As a result, powder clutch 12
From half-clutch control to speed ratio control of the continuously variable transmission 14,
The smooth transition has the excellent effect of significantly improving the drivability and driving feeling of the vehicle.

Note that the present invention is not limited to the above embodiments,
For example, various embodiments can be implemented without departing from the gist of the present invention, such as using the present invention in combination with engine torque absorption control using "slip" of a powder clutch.

[Effects of the Invention] When the engagement of the magnetic particle type electromagnetic clutch is completed by the control device for a continuously variable transmission for a vehicle according to the present invention, the engagement completion rotation speed of the magnetic particle type electromagnetic clutch and the rotation speed of the continuously variable transmission for a vehicle are determined. By controlling the target input side rotational speed, for example, the input side or output side rotational speed of the magnetic particle type electromagnetic clutch, to the same value, the speed ratio of the continuously variable transmission for a vehicle is controlled from the slip control of the magnetic particle type electromagnetic clutch. A smooth transition to control is possible. As a result, the characteristics of the continuously variable transmission, which does not generate shift shocks, are not impaired, and smooth starting and acceleration can be performed, resulting in the effect that the drivability and driving feeling of the vehicle are greatly improved.

[Brief explanation of the drawing]

FIG. 1 is a block diagram illustrating the basic configuration of a control device for a continuously variable transmission for a vehicle according to the present invention, FIG. 2 is an overall block diagram of a vehicle to which an embodiment of the present invention is applied, and FIG. A configuration diagram of the powder clutch of the embodiment, FIG. 4 is a graph showing the control characteristics of the powder clutch of the embodiment, FIG. 5 is a flowchart of the clutch control routine of the embodiment, and FIG. 6 shows the engine torque characteristics of the embodiment. Graph, FIG. 7 is a graph showing the speed ratio pattern of the continuously variable transmission when the auxiliary transmission of the embodiment is in the low gear, and FIG. 8 is a graph showing the speed ratio pattern of the continuously variable transmission when the auxiliary transmission of the embodiment is in the high gear. FIG. 9 is a flowchart of the speed ratio control routine of the embodiment, FIG. 10 is a graph showing the speed change pattern of the auxiliary transmission of the embodiment, and FIG. 11 is the engine speed characteristic of the embodiment. FIG. 12 is a graph showing engine speed characteristics of a conventional example, and FIG. 13 is a graph showing running conditions of a conventional vehicle. MA...Engine MB...Continuously variable transmission for vehicle MC...Magnetic powder type electromagnetic clutch MD...Running state detection means ME...Engagement completion rotation speed command means MF...Engagement amount control Means MG... Target rotation speed setting means MH... Speed ratio control means MJ... Rotation speed matching means 10... Engine 12... Powder clutch 14... Continuously variable transmission 54... Controller 64...throttle sensor

Claims (1)

[Scope of Claims] 1. A magnetic particle type electromagnetic clutch interposed between an engine and a continuously variable transmission for a vehicle, and a running state detection means for detecting a running state of a vehicle including at least a required output amount of the engine. , an engagement completion rotation speed command means for commanding an engagement completion input side rotation speed that substantially matches the rotation speeds of the input side and output side of the magnetic particle type electromagnetic clutch; an engagement amount control means that controls based on the running state of the vehicle and completes the engagement of the magnetic particle electromagnetic clutch at the engagement completion input side rotation speed; and a target rotation speed setting means for setting a target input rotation speed of the transmission; In the control device for a continuously variable transmission for a vehicle, further comprising: a gear ratio control means for controlling a gear ratio of a vehicle, the engagement completion rotation speed command means controlling the engagement completion input rotation speed; A control device for a continuously variable transmission for a vehicle, comprising a rotation speed matching means for matching the target input side rotation speed set by the rotation speed setting means when engagement of the magnetic particle type electromagnetic clutch is completed. 2. The control device for a continuously variable transmission for a vehicle according to claim 1, wherein the engagement completion rotation speed command means commands the engagement completion input side rotation speed based on the required output amount of the engine.