JPS6382831A - Control method for magnetic powder type electromagnetic clutch - Google Patents

Abstract

PURPOSE:To properly keep a slip of a clutch due to a sudden change in a load of an engine, by a method wherein, when an engine load is suddenly changed, the transmission torque of a clutch is controlled to a target value. CONSTITUTION:When the load of an engine 1 is changed to a given value or more, the transmission torque of a powder clutch 2 is controlled to a target transmission torque determined based on the load of the engine 1. In this case, when the efficient of a change in the load of the engine exceeds a given value, the transmission torque of the powder clutch 2 following a change in an engine load is provided. The load of the engine 1 is determined based on the output torque of the engine, estimated from a throttle opening and the number of revolutions of an engine, the throttle opening of the engine, or the intake air pressure of the engine.

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] 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 to control the engine. A technique for absorbing 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 torque fluctuations is transmitted to the output side of the powder clutch.

[Problems to be Solved by the Invention] However, in the conventional technology, the slip amount of the powder clutch is properly controlled while the engine output torque is approximately constant, but the engine output torque suddenly fluctuates greatly. In this case, a delay in response may occur in controlling the slip amount of the powder clutch. For this reason, in the above-mentioned conventional technology, especially when the engine torque increases rapidly, the amount of slippage of the powder clutch increases at times, which not only leads to overheating of the powder clutch but also worsens the feeling of acceleration during acceleration. The problem is that there is a possibility that

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 a method of controlling a magnetic particle type electromagnetic clutch for controlling transmission torque of a magnetic particle, the amount of change in the load of the engine per unit time is determined (step A), and when the amount of change is greater than a predetermined value (step B), the amount of change in the load of the engine is determined (step B). The main feature of this invention is a method for controlling a magnetic particle type electromagnetic clutch, which is characterized in that the transmission torque of the magnetic particle type electromagnetic clutch is controlled to a target transmission torque determined based on the load of the engine (step C).

The engine load is determined based on, for example, the engine output torque estimated from the throttle opening and the engine rotational speed, the engine throttle opening, or the engine intake pressure.

The target transmission torque that is set when the amount of change in engine load per unit time is greater than or equal to a predetermined value is, for example, the absolute value of the engine load, correcting the absolute value of the engine load by a predetermined value, or adding a predetermined value, for example. Or the value multiplied by a predetermined value, or the absolute value of the engine load, related to the engine rotation speed, throttle opening, transmission input shaft rotation speed, rate of change in engine rotation speed, or rate of change in input shaft rotation speed of the transmission. It is the value added or multiplied by the quantity.

[Operation] According to the control method of the magnetic powder type electromagnetic clutch of the present invention, when the engine load changes by more than a predetermined value per unit time, the transmission torque of the powder clutch is controlled to the target transmission torque determined based on the engine load. be done. With this, when the rate of change in engine load is equal to or higher than a predetermined value, the transmission torque of the powder clutch that follows the change in engine load can be obtained. As a result, for example, when the accelerator pedal is depressed and the engine torque suddenly increases, an increased transmission torque of the powder clutch corresponding to the increased engine torque is obtained.

[Example] An example of the present invention will be described based on FIGS. 2 to 13.

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 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 the hydraulic oil in the oil tank 51, and an oil pump 52 that pumps the hydraulic oil in the oil tank 51. A pressure control valve 53 for I m and a flow control valve 54 for controlling the flow rate of the hydraulic pressure supplied to the hydraulic chamber 35 are provided.

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.
The powder clutch 2 and CVT 3A are controlled based on detection values from sensors provided in the CVT 3A, the output shaft 33B of the auxiliary transmission 3B, the speed ratio control device 5, and the like. Various detected values input to the electronic control unit 4 include the engine 1 detected by the throttle opening sensor 14;
throttle opening θ, engine rotation speed Ne detected by engine rotation speed sensor 15, rotation speed sensor 3 of input shaft 3]
7 detects the input rotation speed Nin, the output rotation speed N0LIt detected by the rotation speed sensor 38 of the output shaft 33A, and the output shaft 3
There is the vehicle speed V etc. detected by the rotation speed sensor 39 of 3-B.

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 sensors 38 and 39 are connected to the 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 rate control valve 54 of the speed ratio control device 5, and the like.

In the electronic control unit 4, the detected value is determined by the pulse input unit 4.
0a to 40d or input to the input port 43 via the A/DD lever 1. Moreover, the rotation speed sensor 37, 3
Counters 42a and 42G are connected to the pulse human power units 4Qa and 4QC of 9, respectively, and both the sensors 37 and 4QC are connected to counters 42a and 42G.
The period of the pulse outputted from 39 is measured and outputted to input port 43. The electronic control unit 4 includes the above-mentioned input port 43 as well as a well-known ROM 44. RAM45. CPU4
6, an output port 498, etc., and is configured as an arithmetic and logic operation circuit that performs control based on a program stored in the ROM 44. According to this program, the CPU 46 inputs the various detected values and measured values described above from the input port 43 via the common bus 48, calculates control values for the powder clutch 2 and CVT 3A based on these, and calculates the control values. is output to the output port 49a.

The control value input to the output port 49a is applied to the powder clutch 2 and speed ratio control device @5 via the electromagnetic valve drive units 49b, 49c and the exciting coil drive unit 49d. As a result, the transmission torque of the powder clutch 2 and the speed ratio control of the CVT 3A of this embodiment are performed. The speed ratio control of the CVT 3A is performed based on the characteristic graph of throttle opening θ-target engine speed NB'' determined according to the output rotation aNOIJil to Nout3 of the CVT 3A shown in FIG.

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. A rotor 232, which is an output-side rotating body, is supported by a first labyrinth member 228 through a bearing 234 so as to be concentric with the yoke 222 and rotatable relative to it, and the rotor 232 is spline-fitted to the shaft end of the input shaft 31. ing. First labyrinth member 228
is provided with an annular projection 236, while a second labyrinth member 238 having a similar annular projection is fixed to the output shaft 11 side of the yoke 222, and these annular projections 236
The second labyrinth member 238 forms a substantially sealed annular space in which magnetic powder is to be enclosed. The magnetic particles accommodated in the annular space are filled into the gap between the outer peripheral surface of the rotor 232 and the inner peripheral surface of the yoke 222 according to the magnetic force of the exciting coil 21, and are magnetically coupled to the output shaft 11. The input shaft 3 rotates with a transmission torque of a magnitude corresponding to the excitation current supplied to the excitation coil 21.
1. 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, exciting current ICL, and control voltage VCL characteristics of the powder clutch 2. In this embodiment, the control characteristics are mapped and referred to when controlling the transmission torque TCL, which will be described later. In addition, this map is RO
It is stored in advance as data in M44.

The operation of this embodiment will be explained below.

In this embodiment, in consideration of the computation 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 (data based on the input rotation speed Nin) shown in FIG. In addition to executing in a relatively short cycle, two memories (buffer A and buffer B 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 seven-lag 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 storage of the rotation data of a series of teeth in either buffer A or buffer B has been completed, but a new control amount (transmission torque TCL) for controlling the transmission torque based on the data has not yet been created. This indicates an undetermined state.

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 signal N
The pulse period in of tn is read (step 610), and the buffer A specified by the flag F1 is
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 tv of the vehicle speed signal ■ output from the rotation speed sensor 39 measured by the counter 42a is read (step 700), and then the vehicle speed V is calculated based on the pulse period tv according to the following equation (1). (step 710).

v=1/lv −Nx60sec x60minx2π
rx100-3k/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).

Next, based on the vehicle speed ■, if the vehicle speed V exceeds 10 km/h, it is determined that the vehicle is in a state where control is required to absorb torque fluctuations; If so, it is determined that half-clutch control should be performed (step 720), which will be described later (step 890). If the above judgment indicates that control should be performed to absorb torque fluctuations, the throttle opening sensor 14 and the engine rotation speed sensor 15 detect the throttle opening θ and the engine rotation speed Ne, With reference to the pre-stored map of engine torque Te shown in FIG. 9 (characteristic graph for estimating engine torque Te based on engine speed Ne and throttle opening θ),
Calculate. Next, the amount of change +ie+ of the engine torque Te per unit time (here, 0.1 second) is calculated, and it is determined whether the time change 11ie+ exceeds a predetermined value α (step 730). 1f01 in this judgment
When it is determined that α is the case, that is, when the engine torque Te is rapidly increasing or decreasing in response to a change in load, feedforward control of the transmission torque TCL of the powder clutch 2 based on the engine torque Te is performed. (Steps 740-760).

Control of the transmission torque TCL performed as feedforward control is to set the target transmission torque TCL to a value obtained by adding a predetermined number k to the absolute value lTe1 of the engine torque calculated from the throttle opening θ and the engine speed Ne. (Step 740), and calculate the control voltage VCL of the powder clutch 2 from which the transmission torque TCL is obtained with reference to the map based on the transmission torque TCL characteristics shown in FIG. 5.Step 750) clutch 2
(step 760). The above absolute value lTe1 of the engine torque is used when the engine torque Te increases (when the power is turned on).
This is to control both transmission torques TCL during engine braking. The above-mentioned predetermined number k is a value that allows for variations in clutch characteristics (changes over time, temperature changes, individual differences, etc.), and in the case of engine torque fluctuation absorption feedback control in which the amount of clutch slip is described later (steps 770 to 880). A value that does not increase more than the amount of slip and is as small as possible is set in advance.

In this embodiment, when the engine torque Te suddenly changes, the sudden change state of the engine torque Te is detected, and the transmission torque TC of the powder clutch 2 is set to a value corresponding to the sudden amount of Te.
Since L is controlled, the transmission torque TCL of the powder clutch 2 can be increased before the slippage of the powder clutch 2 increases. Therefore, according to this embodiment, an increase in the slippage of the powder clutch 2 when the engine torque Te suddenly changes can be prevented, and a deterioration of the acceleration feeling and heating of the clutch can be prevented.

Note that the transmission torque TCL determined in step 740 above
As another calculation example, transmission torque TCL←engine torque 1Tel, and TCL
← Te +f (Ne, Nin, Me,
Min, θ) Ne: Engine rotation speed. However, Nin: CVT3A input rotation speed θ: Throttle opening degree may be used.

Except during the feedforward control in which the transmission torque TCL of the powder clutch 2 is controlled before the slippage of the powder clutch 2 becomes large by detecting a sudden change in the engine torque Te in steps 730 to 760 described above (steps 730 and 750 to In step 880), engine torque fluctuation absorption feedback control, which will be described below, is executed. In step 730, the engine torque fluctuation absorption feedback control
It is executed when it is determined that l is less than the predetermined value α, that is, the engine torque Te is not changing suddenly, and first the flag F2 is 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 750 and 760 are executed, and the previous steps are executed. The transmission torque TCL determined in the cycle continues to be output. On the other hand, if flag F2 is set, that is, if data accumulation is 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 to 800 or steps 790 and 810 are executed while the separation is prohibited. step 790
In , it is determined which buffer is being switched to based on flag F1, and if the contents of flag F1 are in a clear state and the buffer has been switched to A, the storage has been completed in buffer B until then. The data is moved to buffer 7C (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). Next, after enabling interrupts (step 820), the maximum pulse period tnmax is found in the data transferred to buffer C (step 830), and the maximum pulse period TnIIIax is the period tn before that. -1, and the period tn-1 is further larger than the previous period tn-2 (step 840). 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. Based on the above judgment, tn
-2 < tn-i < tn max, then the pulse period tnmax is greater than the period tn+1 which is one period after it, and the period tn+1 is also the period t which is one period after it. It is determined whether it is greater than n+2 (step 850). That is, the pulse period Tn
It is determined whether the pulse periods following ntaX are successively smaller. If the determination in step 840 is negative or if the determination in step 850 is negative, the driven shaft 232 of the powder clutch 2
This is a case where the fluctuation waveform of the rotation speed is not synchronized with the ignition cycle of the engine 1, but is disordered as shown in Fig. 10, so a constant small value 6 is applied to the previous transmission torque TCL.
The transmitted torque TCL is increased and updated by adding the torque (step 860).

In other words, if the fluctuation waveform of the rotational speed of the driven shaft 232 is not synchronized with the ignition cycle but is distorted,
This is a case where there is too much slippage in the powder clutch 2, resulting in a large power transmission loss, so the transmission torque TCL is increased to correct the slippage in a direction that reduces it.

On the other hand, if the determinations in step 840 and step 850 are affirmative, as shown in FIG. is in a state in which the rotation speed of the driven shaft 232 decreases sequentially, and it is determined that the rotational speed fluctuation of the driven shaft 232 has the waveform shown in FIG. 12, which corresponds one-to-one to the explosion period of the engine 1. The transmission torque TCL is updated by subtracting the constant value ΔT from the transmission torque TCL (step 880). In other words, if the rotational speed fluctuation waveform of the driven shaft 232 is regular and its period matches the explosion period, there is little slippage in the powder clutch 2 and absorption of torque fluctuation is not sufficient, so the transmitted torque TCL The amount of slip is reduced and the amount of slip increases.

Note that the maximum value tnmax of the pulse period in FIG.
This corresponds to the trough of the waveform in Figure 2.

Following the operation in either step 860 or step 880, after flag F2 is cleared, the TCL
A control voltage VCL corresponding to is output (step 75
0.760>. Therefore, when the above steps are repeatedly executed, if the time change 11iel of the engine torque is smaller than the predetermined value α, the rotation speed fluctuation waveform of the driven shaft 232 of the powder clutch 2 is about to collapse, that is, the As shown in the intermediate waveform between the waveform shown in FIG. 10 and the waveform shown in FIG.
CL is controlled, and the powder clutch 2 opened in this state has the power to keep the engine 1 within a range where almost no power loss occurs.
The smoothness is maintained to absorb fluctuations in the output torque.

Note that, in step 720, 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 890). In such half-clutch control, a control equation shown in the following equation (2) is generally used, and a 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 rotation speed, N idl is the rotation 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 rotation speed.

According to the present embodiment described above, the engine torque fluctuation absorption control of the powder clutch 2 as shown in FIG. 13 is executed. Before the throttle opening degree θ suddenly increases at time T1, the control voltage CL is feedback-controlled based on the pulse cycle of the rotation speed sensor 37 of the input pulley 32, so the control voltage VCL only changes by a small amount. Moreover, the controlled slip rotation speed of powder clutch 2 (
The difference between the average engine rotational speed Ne and the rotational speed of the driven shaft 232 of the powder clutch 2 also remains approximately constant. When the throttle opening degree θ increases at time T1, the feedback control shifts to feedforward control based on the engine torque Te, and the control voltage VCL increases to a value corresponding to the engine torque Te. As a result, as shown in the figure, the control slip rotation speed is prevented from increasing despite the increase in the engine torque Te as the throttle opening degree θ increases. In the feedforward control using the engine torque Te of the control voltage "t/CL," the time change ff1liel of the engine torque reaches a predetermined value α at time T2.
The process ends when it is determined that the value is below, and the process returns to the feedback control described above. As a result, the feedforward control performed between time T1 and time T2 is performed for a very short time only when the engine torque Te fluctuates, so that the steady running feeling during feedback control, that is, the steady running due to engine torque fluctuation absorption control. is maintained.

Therefore, according to this embodiment, it is possible to simultaneously improve drivability by absorbing torque fluctuations, improve acceleration by reducing slippage of the powder clutch 2, and improve durability.

Although one application example of the present invention has been described above, this is only one application example of the present invention, and various changes can 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, when the amount of change in the engine load per unit time is equal to or higher than a predetermined temperature, that is, when the engine load suddenly changes, the magnetic powder type By controlling the transmission torque of the electromagnetic clutch to a target transmission torque based on the engine load, it is possible to appropriately maintain slippage of the magnetic particle type electromagnetic clutch due to sudden changes in the engine load.

As a result, before the overburden increases due to sudden changes in the load,
The transmission torque of the magnetic particle type electromagnetic clutch can be controlled to the target transmission torque corresponding to the load. therefore,
It is possible to shift to acceleration with good responsiveness while maintaining a good constant speed driving feeling due to the absorption control of engine torque fluctuations, resulting in the effect that a high driving feeling can be obtained. Furthermore, even when the engine load is transient, the amount of slip does not increase, so heating of the clutch is prevented, which also contributes to improving its durability.

[Brief explanation of the drawing]

Fig. 1 is a flowchart illustrating the basic configuration of the control method for the magnetic particle type 211 clutch of the present invention, Fig. 2 is a block diagram of an embodiment of the present invention, and Fig. 3 is a control of the CVT speed ratio of the present embodiment. Graph showing the characteristics, FIG. 4 is an Ijfr surface view of the powder clutch of this embodiment, FIG. 5 is a graph showing the transmission torque characteristics of the powder clutch of this embodiment, and FIG. 6 is a memory switching routine of this embodiment. FIG. 7 is a flowchart showing the rotation data input routine of this embodiment, FIG. 8 is a flowchart showing the clutch control routine of this embodiment, FIG. 9 is a graph of engine torque characteristics of this embodiment, and FIG. The figure is a graph showing the output waveform of the engine rotation speed sensor and the rotation speed waveform of the driven shaft of the powder clutch in this embodiment, FIG. 11 is a graph for explaining the control of this embodiment, and FIG. FIG. 13 is a graph showing the output waveform of the engine rotation speed sensor and the rotation speed waveform of the driven shaft of the powder clutch according to the embodiment. FIG. 13 is a graph for explaining the control of this embodiment. 1... Engine 2... Powder clutch 4... Electronic control unit 14... Throttle opening sensor 15... Engine rotation speed sensor 21... Excitation coil

Claims (1)

[Scope of Claims] A method for controlling a magnetic particle type electromagnetic clutch that controls the transmission torque of a magnetic particle type electromagnetic clutch inserted in a power transmission path from an engine to a driving wheel of a vehicle, wherein a change in engine load per unit time is provided. The magnetic particle type electromagnetic clutch is characterized in that when the amount of change is greater than or equal to a predetermined value, the transmission torque of the magnetic particle type electromagnetic clutch is controlled to a target transmission torque determined based on the load of the engine. Control method. 2. The method of controlling a magnetic particle type electromagnetic clutch according to claim 1, wherein the engine load is determined based on the engine output torque, the engine throttle opening, or the engine intake pressure. 3. A method for controlling a magnetic particle electromagnetic clutch according to claim 1 or 2, wherein the target transmission torque is an absolute value of the engine load or a value obtained by correcting the absolute value of the engine load by a predetermined value. . 4. Set the target transmission torque to the absolute value of the engine load, engine speed, throttle opening, transmission input shaft speed,
Claim 1: The value is the sum of the amount related to the rate of change in the engine rotational speed or the rate of change in the input shaft rotational speed of the transmission.
A method for controlling a magnetic particle type electromagnetic clutch according to item 1 or 2.