JPH0647351B2 - Control device for magnetic powder type electromagnetic clutch for vehicle - Google Patents

Description

TECHNICAL FIELD The present invention relates to a controller for a magnetic powder type electromagnetic clutch located between an internal combustion engine and a continuously variable transmission of a vehicle.

[Prior Art] In recent years, the demand for low fuel consumption efficiency of vehicles has increased, and a method of operating an internal combustion engine in a low speed rotation and high output torque region has been considered as a method for achieving the object. However, in the low speed rotation and high output torque region, the internal combustion engine has a large fluctuation in the output torque, so that there is a problem that the mobility is deteriorated. Therefore, as a method of solving the problem, a method of adding a device that absorbs the fluctuation of the output torque of the internal combustion engine is conceivable. As the device, a torque fluctuation is utilized by utilizing the slip of a magnetic powder type electromagnetic clutch that is easily electrically controlled. A device that absorbs is used.

[Problems to be Solved by the Invention] A method of absorbing the fluctuation of the output torque by the slip of the magnetic particle type electromagnetic clutch is, for example, a difference between the rotation fluctuation frequency of the output shaft of the magnetic particle type electromagnetic clutch and the internal combustion engine explosion frequency. Is a control method for keeping constant a value at which the relationship between the reduction effect of output torque fluctuation and the amount of transmission loss is optimally balanced. The control method for maintaining the constant is performed by adjusting the exciting current of the magnetic powder type electromagnetic clutch to control the slip amount. When the method of controlling the slip amount is used, the slip amount is uniquely determined with respect to the torque fluctuation amount input to the input shaft of the magnetic particle type electromagnetic clutch. The larger the input torque fluctuation amount is, the larger the slip amount is, and the heat is generated. The amount will increase.

The torque fluctuation amount that influences the heat generation amount by the control method greatly differs depending on the number of cylinders of the engine, the compression ratio, the gasoline engine, or the diesel engine, and particularly in the case of the diesel engine, the torque fluctuation amount tends to be large. Therefore, when the amount of torque fluctuation is large, heat generation of the clutch becomes a serious problem. Furthermore, the temperature situation due to the heat generation of the clutch is greatly influenced not only by the heat generation condition but also by the heat radiation condition (for example, the heat radiation characteristic of the clutch housing, the ventilation around the housing, etc.). There is a problem that the temperature condition cannot be controlled to a predetermined temperature condition.

Therefore, the present invention, in the control for absorbing the output torque of the internal combustion engine using the magnetic powder type electromagnetic clutch, for any engine having a different torque fluctuation amount due to the difference in the number of internal combustion engine cylinders, the compression ratio, the combustion night air system, etc. Or to prevent the clutch characteristics from deteriorating when the temperature goes out of the predetermined temperature condition range by keeping the temperature condition in the predetermined temperature condition range for any vehicle having different ventilation efficiency and cooling efficiency around the clutch housing. The purpose is to extend the life and stabilize the product.

[Means for Solving the Problems] In order to achieve the above-mentioned object, the present invention, as shown in FIG. 1, has an engine rotational speed detecting section M2 for detecting the rotational speed of an internal combustion engine M1 and an input of a continuously variable transmission M3. An input rotation speed detection unit M4 for detecting the rotation speed NIN is provided, and the excitation unit M6 of the magnetic powder type electromagnetic clutch M5 is controlled based on the detection values of both detection units to control the slip of the magnetic powder type electromagnetic clutch M5. Electromagnetic clutch control means M7, a throttle opening detector M8 for detecting the throttle opening of the internal combustion engine M1, and an output rotational speed N of the continuously variable transmission M3.
An output rotation speed detection unit M9 for detecting OUT is set, and a target engine rotation speed is set based on the detection values of both detection units, and a control unit M10 for adjusting NOUT / NIN of the continuously variable transmission M3 is controlled. Then, in a control device for a magnetic powder electromagnetic clutch for a vehicle, which comprises a continuously variable transmission control means M11 for making the engine rotation speed obtained from the engine rotation speed detection unit M2 coincident with the target engine rotation speed, When the detection value of the temperature detection means M12 of the magnetic powder type electromagnetic clutch for detecting the temperature of the magnetic powder type electromagnetic clutch M5 and the temperature detection means M12 of the magnetic powder type electromagnetic clutch M5 is equal to or higher than a predetermined temperature, the target engine rotational speed is increased and corrected. And a target engine rotation speed changing means M13 for controlling the magnetic powder type electromagnetic clutch for a vehicle.

The engine rotation speed detection unit M2 of the internal combustion engine M1 and the input rotation speed detection unit M4 of the continuously variable transmission M3 in the above configuration are
For example, it is used for obtaining the engine explosion frequency using the detection value of the engine rotation speed detection unit M2 and for obtaining the rotation fluctuation frequency of the input shaft of the continuously variable transmission M3 using the detection value of the input rotation speed detection unit M4.

The electromagnetic clutch control means M7 calculates, for example, a difference between the engine explosion frequency and the rotational fluctuation frequency, and the exciting portion M of the magnetic powder type electromagnetic clutch M5 is set so that the difference becomes a predetermined value.
It is a means for controlling the current flowing to the device 6.

The throttle opening detector M8 of the internal combustion engine M1 and the output rotation speed detector M9 of the continuously variable transmission M3 are, for example, the throttle opening detected by the throttle opening detector M8 and the output rotation speed detector. The vehicle speed detected in the section M9,
It is used for the purpose of seeking.

The continuously variable transmission control means M11 sets a target engine rotation speed using a map or the like according to the values of the throttle opening and the vehicle speed, and the rotation speed of the internal combustion engine M1 is set to the target engine rotation speed. The speed ratio NOUT / NIN of the continuously variable transmission M3 is adjusted by adjusting the control unit M10.

The temperature detecting means M12 of the magnetic powder type electromagnetic clutch M5 is
It is means for detecting the temperature, that is, the temperature of the magnetic powder type electromagnetic clutch M5, for example, means for detecting the clutch housing temperature of the magnetic powder type electromagnetic clutch, the atmosphere temperature in the clutch housing, or the clutch main body temperature. As the temperature detection sensor, an analog sensor such as a thermolite or a digital sensor such as a thermal reed switch is used.

The target engine rotational speed changing means M13 is means for correcting the target engine rotational speed to increase when the detected value of the temperature detecting means M12 becomes equal to or higher than a predetermined temperature. The above-mentioned predetermined temperature may be set by experiments or by calculation so that the clutch does not deteriorate during low-speed steady running.For example, durability obtained from a predetermined constant temperature value, an experimental value or a calculated value due to the structure of the clutch. Is set to a temperature value obtained from the function of, the temperature value considering the heat generation amount of the clutch, the temperature value considering the heat radiation amount of the clutch, or the temperature value considering the durability and heat generation amount and heat radiation amount of the clutch.

The correction of the increase in the target engine rotation speed may be, for example, a fixed amount, or the engine rotation speed Ne and the torque fluctuation amount of the internal combustion engine. From the torque fluctuation curve consisting of and (an example is shown in FIG. 2), it is possible to obtain the increased rotational speed necessary to reduce the current torque fluctuation amount to a fixed value or to reduce it to a fixed ratio or fixed amount. The increased rotational speed obtained from the torque fluctuation curve may be corrected using the predetermined temperature, the current temperature, the durability of the clutch, the heat radiation characteristic of the clutch, and the like.

[Operation] Using the present invention having the above configuration, the engine rotation speed detection unit M2 and the input rotation speed detection unit M4
And an electromagnetic clutch control means M7 for controlling the slip of the magnetic powder type electromagnetic clutch M5 based on the detected values, a throttle opening detection section M8, and an output rotational speed detection section M9.
Based on both detection values of and, the speed ratio NOUT / of the continuously variable transmission
A continuously variable transmission control means M11 for controlling NIN so that the rotation speed of the internal combustion engine M1 becomes equal to the target engine rotation speed, and a controller for a magnetic powder electromagnetic clutch for a vehicle, comprising: In the case of the above, the target engine rotation speed set by the continuously variable transmission control means M11 is corrected to be increased.

By correcting the increase in the target engine rotation speed, the continuously variable transmission control means M11 causes the speed ratio NOUT / N of the continuously variable transmission M3.
The IN is controlled in a direction in which the rotation speed increases, where fluctuations in the output torque that cause a rise in the temperature of the internal combustion engine M1 decrease.

[Embodiment] A first embodiment of the present invention will be described with reference to FIGS. 2 and 3 to 8.

The configuration diagram of FIG. 3 shows a configuration of a continuously variable transmission and a magnetic powder type electromagnetic clutch for a vehicle, where 1 is an engine, 2 is a continuously variable transmission (hereinafter referred to as CVT), 3 is a driver's cab, and 4 is an accelerator pedal. Reference numeral 5 is a shift position sensor, 6 is a throttle valve opening sensor composed of a potentiometer, 7 is a water temperature sensor for detecting water temperature by a change in electric resistance, 8 is a belt of CVT2, 9 is an input shaft of CVT2 and magnetic powder. The output shaft of the electromagnetic clutch 12 is an output shaft of the CVT 2, 1
Reference numeral 1 is a CVT housing, 12 is an input shaft 9 of the engine 1 and the CVT 2, and a magnetic powder type electromagnetic clutch provided therebetween,
13 is an exciting coil of the magnetic powder type electromagnetic clutch 12, 14 is a housing of the magnetic powder type electromagnetic clutch 12, 15 is an ambient temperature sensor in the housing 14 of the clutch, 21 is a rotation speed of the engine 1 and an electric signal such as an ignition circuit. From the engine speed sensor, 22 is the input side pulley of the CVT 2, 23 is the output side pulley of the CVT 2, 24 is the hydraulic chamber of the input pulley 22, 25 is the hydraulic chamber of the output pulley 23, and 26 is the input pulley 22. The input side pulley rotation speed sensor for detecting the rotation speed of No. 2 by the magnet rotating with the pulley and the reed switch, 27 is the output side pulley rotation speed sensor, and 30 is the pressure oil sent from the oil tank 31 by the oil pump 32. Pressure control valve that controls pressure with solenoid valve, 3
Reference numeral 5 is a flow rate control valve that controls the flow rate of the pressure oil controlled by the pressure control valve 30 to the hydraulic chamber 24 of the input side pulley 22 with a solenoid valve.

Next, the electronic control unit 4 for controlling the continuously variable transmission having the above-mentioned configuration
0 will be described.

The electronic control section 40 is a waveform shaping circuit for shaping the output of a buffer 50 which receives the shift position signal C from the shift position sensor and a buffer 51 which receives the output pulley rotation speed signal V1 from the output pulley rotation speed sensor 27. 52, a waveform shaping circuit 54 that shapes the output of a buffer 53 that inputs the input pulley rotation speed signal V2 from the input pulley rotation speed sensor 26, and a buffer 55 that inputs the engine rotation speed signal V3 from the engine rotation speed sensor 21. , A waveform shaping circuit 56 that shapes the output of the engine 1, an A / D converter 61 that A / D converts the output of the buffer 60 that inputs the throttle opening θ of the engine 1, and an output of the buffer 62 that inputs the water temperature Tw of the engine 1 to A A / D converter 63 for D / D conversion, the ambient temperature T in the housing 14 of the magnetic powder type electromagnetic clutch are input. An A / D converter 65 for A / D converting the output of the buffer 64, and an input port 70 for inputting a signal from each input part of the A / D converter 65 in its input part, and a solenoid valve drive part for electrically controlling the pressure control valve 30. 80,
A solenoid valve drive unit 81 for electrically controlling the flow control valve 35,
And a signal for controlling the exciting coil driving unit 82 for outputting the exciting current ICL to the exciting coil 13 of the magnetic particle type electromagnetic clutch. The output port 85 is provided in the output part, and as a part for calculating the signals input and output from the input port 70 and the output port 85 and storing the program,
A clock 95 that has a CPU 90, a ROM 91, and a RAM 92, and outputs a clock signal to each of the above elements,
Power supply unit 97 for supplying electric power from the battery 96 to each element
And a peripheral portion of.

The portion of the continuously variable transmission for a vehicle having the above-described structure includes a shift position signal C of various input information indicating an operating state, an output side pulley rotation speed signal V1, an input side pulley rotation speed signal V2, an engine rotation speed signal V3, and a throttle. Based on the opening degree θ and the water temperature Tw, for example, according to the relationship curve f (θ) between the throttle opening degree θ and the target engine rotation speed NINA shown in FIG. 4 and other control conditions, the hydraulic chamber of the input side pulley This is a device for controlling the speed ratio NOUT / NIN by controlling the hydraulic pressure applied to the hydraulic chamber 25 of the output pulley 24 and the output side pulley by the pressure control valve 30 and the flow rate control valve 35.

The magnetic powder type electromagnetic clutch 12 has the structure shown in FIG.
The flywheel 114 fixed to the shaft end of the crankshaft 112 is an annular yoke 11 serving as a drive side rotating body.
6 is provided. An annular exciting coil 13 is embedded in the center of the cross section of the yoke 116, and the exciting current ICL is supplied to the exciting coil 13 from a power supply brush (not shown) via a slip ring 120 that rotates together with the yoke 116. It has become so. York 116
A rotor 122, which is a driven-side rotating body, is rotatably supported by a first labyrinth member 126 via a bearing 124 inside thereof. This first labyrinth member 12
6 is fixed to one end surface of the yoke 116 and seals the magnetic powder 132 to be filled by a magnetic force in the gap formed between the inner peripheral surface of the yoke 116 and the outer peripheral surface of the rotor 122. The annular protrusion 128 is fixed. The annular projection 128 and the second labyrinth member 130 provided on the other end surface of the yoke 116 form a substantially sealed annular space, which prevents leakage of the magnetic powder 132.

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

The magnetic powder type electromagnetic clutch 1 shown in FIG. 5 is further shown in FIG.
A characteristic curve of the relationship between the control voltage VCL of 2 and the exciting current ICL is shown.

FIG. 7 is an input torque fluctuation amount when the torque fluctuation absorption control is performed according to the outline shown below of the magnetic powder type electromagnetic clutch 12 of FIG. 5 is a graph showing a relationship characteristic curve between the clutch slip rotation speed S and the clutch slip rotation speed S. The torque fluctuation absorption control is a control method for a magnetic particle type electromagnetic clutch for a vehicle, which adjusts the transfer torque so as to absorb the torque fluctuation of the engine 1 in a range where the power transmission loss of the magnetic particle type electromagnetic clutch 12 hardly occurs.
The number of ignitions of the engine 1 and the magnetic powder type electromagnetic clutch 1
This is a method of comparing the number of fluctuations of the torque of the output shaft 9 of No. 2 and adjusting the above-mentioned transmission torque so that the difference between them is a reference value obtained in advance. The reference value obtained in advance is preferably in a state in which the magnetic powder electromagnetic clutch 12 can most absorb the fluctuation of the output torque of the engine 1 in a range in which the power transmission loss of the magnetic powder electromagnetic clutch 12 hardly occurs. , Engine ignition frequency and magnetic powder type electromagnetic clutch 12
Is determined by the difference between the output shaft 9 torque and the number of fluctuations.

FIG. 8 is a flow chart showing the control of the magnetic particle type electromagnetic clutch for a vehicle using FIGS. 2 to 7.

When the flow chart is activated, various constants are set and variables are cleared in the initialization step of step 200. Step 201 after the initialization
At, operating conditions such as the output side pulley rotation speed signal V ₁ , the input side pulley rotation speed signal V ₂ , the engine rotation speed signal V ₃ , the throttle opening θ, and the housing ambient temperature T are input.

After inputting the operating conditions, in step 202, the relationship between the output pulley rotation speed V, the throttle opening θ, and the target engine rotation speed NINA (not shown) is based on the output pulley rotation speed V ₁ and the throttle opening θ. Calculate NINA from maps etc.

In steps 203 to 207 after the calculation of the NINA, the following processing, which is the main part of this embodiment, is performed. First, at step 203, the ambient temperature T in the housing and the predetermined temperature α
When T ≧ α, the routine proceeds to step 204, where the predetermined rotation speed β is substituted into the target rotation speed correction amount ΔNIN,
If not, 0 is substituted into ΔIN. After either step 204 or 205, the process proceeds to step 206 and the CVT is performed.
The target engine speed NINA is NINA + ΔNIN. After the calculation, in step 207, the CVT speed ratio NOUT / NIN
By controlling the pressure control valve 30 and the flow rate control valve 35,
The rotation speed Ne of the engine 1 is controlled to be equal to NINA. In steps 203 to 207 described above, control is performed to increase the rotation speed of the CVT target rotation speed NINA by the predetermined rotation speed β when the ambient temperature T in the housing is equal to or higher than the predetermined temperature α.

In the next step 208, the torque fluctuation absorption control of the magnetic powder type electromagnetic clutch described above is performed, and after the control is completed, the process proceeds to step 201, and the above-described control of steps 201 to 208 is repeated.

The following effects are brought about by using the first embodiment described above. When the ambient temperature T in the housing becomes equal to or higher than a predetermined temperature α due to heat generated from slippage of the clutch during operation of the magnetic powder type electromagnetic clutch 12 under torque fluctuation absorption control, or other factors, the rotational speed Ne of the engine 1 is changed. The predetermined rotation speed β can be increased. Therefore, by increasing the β, the torque fluctuation of the engine 1 shifts to a smaller one. As a result, the torque fluctuation is reduced, and the slip S caused by absorbing the torque fluctuation is reduced, so that the amount of heat generated due to the slip S can be reduced.

Next, a flow chart of the second embodiment will be described with reference to FIG. The flow chart basically has the same function as that of the first embodiment, and steps 300 to 30 of this embodiment are performed.
3 and 308 to 311 are the same as steps 200 to 203 and 205 to 208 of the first embodiment. Therefore, the difference between the second embodiment and the first embodiment is that the predetermined rotation speed β is substituted into the target rotation speed correction amount ΔNIN performed in step 204 of the first embodiment and step 304 of the second embodiment. Through 307.

The steps 304 to 307 will be mainly described below. When this flowchart is started, initialization in step 300, operation condition input in step 301, and CVT target engine speed NINA in step 302 are calculated. After the above calculation, in step 303, determination of T ≧ α is performed. If T ≧ α, steps 303 to 30
The process proceeds to step 7 and if T ≧ α is not satisfied, step 308
.DELTA.NIN ← 0 is performed. The processing in steps 304 to 307 is performed in step 304 by using the torque fluctuation map shown in FIG. 2 and the engine corresponding to the values of the engine speed Ne and the throttle opening θ obtained from the engine speed signal V _3. Output torque fluctuation The process of reading from the map is performed first. Step 305 is the target engine torque fluctuation amount Is the decision step. The Can be determined by any one of the following three calculation methods. The first way is And a predetermined magnification γ (0 <γ <1) And the second way To a predetermined value pull Method and the third method is a predetermined value To Assign to Is the method.

After the above-mentioned processing of step 305, the processing shifts to step 306, and the corrected CVT target engine rotational speed NINB shown in FIG.
And target torque fluctuation Using the characteristic curve map Then, the corrected CVT target engine rotational speed NINB is calculated from the throttle opening θ.

In step 307, the target rotation speed correction amount ΔNIN is set to ΔNIN ←
This is the step of calculating NINB-NINA.

After the processing of either step 307 or 308, the calculation of NINA ← NINA + ΔNIN is performed in step 309, and the speed ratio NOUT of CVT is NOUT in step 310.
/ NIN is controlled to the target engine speed, and the torque fluctuation absorption control of the magnetic particle type electromagnetic clutch is performed in step 311, and the process proceeds to step 301. After shifting to step 301, the processes of steps 301 to 311 are repeated again.

If the second embodiment described above is used, the ambient temperature T in the housing is set to a predetermined value due to heat generated from slip of the clutch during operation of the magnetic powder type electromagnetic clutch 12 under torque fluctuation absorption control or other factors as in the first embodiment. When the temperature becomes equal to or higher than the temperature α, the rotation speed of the engine 1 is changed to the target rotation speed correction amount ΔNIN.
Can rise Therefore, the torque fluctuation of the engine 1 is reduced by increasing the ΔNIN. As a result, the torque fluctuation is reduced, and the slip S caused by absorbing the torque fluctuation is reduced, so that the amount of heat generated due to the slip S can be reduced.

Further, in the second embodiment, the target rotation speed correction amount ΔNIN is set to the first value.
Unlike the first embodiment, ΔNIN is determined under various conditions described below without making the predetermined rotation speed β constant, so that an effect different from that of the first embodiment is produced. Hereinafter, various conditions and effects under the conditions will be described. In the case of the method shown as the first method in the processing of step 305, the target engine torque fluctuation amount Is an engine output torque fluctuation amount) (γ is a predetermined magnification). Therefore, when the first method is used, the current fluctuation amount of the output torque of the engine 1 Γ times the engine output torque fluctuation amount (obtained from the map) The CVT target engine speed NINA (on the map) can be set. Second way The current engine output torque fluctuation amount Engine output torque fluctuation amount obtained by subtracting η from (on map) The CVT target engine speed NINA (on the map) can be set. Third method If a predetermined value ε is used, the engine output torque fluctuation The CVT target engine speed NINA (on the map) can be set.

A common effect from the above first to third methods is that the fluctuation amount of the engine output torque can be set to an arbitrary value. Therefore, compared to the first embodiment, it is possible to perform control in accordance with operating conditions.

[Effects of the Invention] Using the present invention having the above configuration, the engine rotation speed detection unit M2 and the input rotation speed detection unit M4 are used.
And an electromagnetic clutch control means M7 for controlling the slip of the magnetic powder type electromagnetic clutch M5 based on the detected values, a throttle opening detection section M8, and an output rotational speed detection section M9.
Based on both detection values of and, the speed ratio NOUT / of the continuously variable transmission
A continuously variable transmission control means M11 for controlling NIN so that the rotation speed of the internal combustion engine M1 becomes equal to the target engine rotation speed, and a control device for a magnetic powder electromagnetic clutch for a vehicle, the temperature of the magnetic powder electromagnetic clutch M5 being a predetermined temperature. In the case of the above, the target engine rotation speed set by the continuously variable transmission control means M11 is corrected to be increased so that the continuously variable transmission control means M11 causes the gear ratio NOUT / NIN of the continuously variable transmission M3. Is controlled to increase the rotation speed of the internal combustion engine M1.

Therefore, when the temperature rises due to the heat generated by the slip absorption control of the magnetic powder type electromagnetic clutch M5 or other factors, and the temperature rises above a predetermined temperature, the rotation speed of the internal combustion engine M1 is increased to increase the output torque. The continuously variable transmission M3 can be controlled in the direction in which the amount of fluctuation decreases.

With the above effects, according to the present invention, in the control for absorbing the output torque of the internal combustion engine using the magnetic powder type electromagnetic clutch, the torque fluctuation amount is different due to the different number of internal combustion engine cylinders, compression ratio, combustion method, etc. The temperature of the magnetic powder type electromagnetic clutch within a predetermined temperature range for any vehicle having different cooling efficiencies or air circulation around the clutch housing, and the clutch when the temperature exceeds a predetermined temperature It is possible to provide a control device for a magnetic powder electromagnetic clutch for a vehicle, which is capable of preventing characteristic deterioration and achieving a long life and stabilization.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram of the present invention, and FIG. 2 is an engine rotation speed Ne and torque fluctuation amount. FIG. 3 is a configuration diagram of the first embodiment, and FIG. 4 is a relationship curve f (θ) between the throttle opening θ of the continuously variable transmission and the target engine rotation speed NINA in the same embodiment. FIG. 5, FIG. 5 is a structural diagram of the magnetic powder type electromagnetic clutch in the same embodiment, FIG. 6 is a graph showing its characteristic curve, FIG. 7 is a graph showing the characteristics of torque fluctuation absorption control of this embodiment, FIG. 8 is a flowchart of the first embodiment, FIG. 9 is a flowchart of the second embodiment, and FIG. 10 is a correction C used in this embodiment.
VT target engine speed NINB and target torque fluctuation amount It is a graph which shows the relationship with. M1 ...... Internal combustion engine M2 ...... Engine rotation speed detection unit M3 ...... Continuously variable transmission M4 ...... Input rotation speed detection unit M5 ...... Magnetic powder type electromagnetic clutch M6 ...... Excitation unit M7 ...... Electromagnetic clutch control means M8 ...... Throttle opening detection unit M9 ... Output rotation speed detection unit M10 ... Hydraulic pressure control unit M11 ... Continuously variable transmission control means M12 ... Temperature detection means M13 ... Target engine rotation speed change means 1 ... Engine 2 ... Continuously variable transmission (CVT) 6 ... Throttle opening sensor 12 ... Magnetic powder type electromagnetic clutch 13 ... Excitation coil 15 ... Atmosphere temperature sensor 21 ... Engine speed sensor 26 ... Input side pulley speed sensor 27 ... Output side pulley rotation speed sensor 30 Pressure control valve 35 Flow control valve 40 Electronic control unit

Claims (1)

[Claims] 1. An engine rotation speed detector for detecting a rotation speed of an internal combustion engine, and an input rotation speed detector for detecting an input rotation speed NIN of a continuously variable transmission, and the detection values of both detectors are provided. An electromagnetic clutch control means for controlling an exciting part of the magnetic powder type electromagnetic clutch based on the above to control slip of the magnetic powder type electromagnetic clutch, a throttle opening detecting part for detecting a throttle opening of the internal combustion engine, and a continuously variable transmission. And an output rotation speed detection unit for detecting the output rotation speed NOUT of the control unit for setting the target engine rotation speed based on the detection values of both detection units and for adjusting NOUT / NIN of the continuously variable transmission. A control device for a magnetic powder electromagnetic clutch for a vehicle, comprising: a continuously variable transmission control unit that controls the engine rotation speed obtained from the engine rotation speed detection unit to match the target engine rotation speed. Further, a temperature detecting means of the magnetic powder type electromagnetic clutch for detecting the temperature of the magnetic powder type electromagnetic clutch, and a target for correcting the increase of the target engine rotational speed when the detected value of the temperature detecting means of the magnetic powder type electromagnetic clutch is equal to or higher than a predetermined temperature. A control device for a magnetic particle type electromagnetic clutch for a vehicle, comprising: an engine rotation speed changing means.