JPH0647352B2 - 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, there has been an increasing demand for low fuel consumption efficiency and easy drive of vehicles, and as a method for achieving the object, the output of an internal combustion engine is controlled by a continuously variable transmission (hereinafter referred to as CVT). By connecting the CVT and the internal combustion engine with a magnetic powder type electromagnetic clutch, the internal combustion engine, the magnetic powder type electromagnetic clutch and the C
A technique for controlling VT tends to be adopted. The above CVT regulates the hydraulic pressure to the output side pulley and the input side pulley, and adjusts and adjusts the hydraulic pressure to add an arbitrary speed ratio NOUT / NIN.
A CVT device having a structure capable of obtaining the above is used, and the pressure adjustment and the amount adjustment of the hydraulic pressure are performed by an electromagnetic valve that electrically controls. Further, the magnetic powder type electromagnetic clutch can generate a transmission torque corresponding to the current applied to the exciting coil,
By controlling the transmission torque, it is possible to control the amount of slip of the clutch. Therefore, the transmission using the CVT device and the magnetic powder type electromagnetic clutch can be electrically controlled. Furthermore, the CVT can be controlled so that the required horsepower can be achieved at the minimum fuel consumption rate, and because of its characteristic of continuously variable transmission, in recent years, the above system has been precisely controlled using a computer to reduce the fuel consumption. Attempts have been made to achieve the goals of efficiency and easy drive.

Among the above-mentioned attempts for easy driving, a device that faithfully operates and executes the driver's willingness to accelerate has been developed. As the apparatus, as disclosed in Japanese Patent Laid-Open No. 58-180866, the gear ratio is corrected so that when the accelerator pedal depression amount is rapidly increased, the gear ratio becomes larger than the gear ratios in other cases. Method and JP-A-58
As disclosed in Japanese Patent Laid-Open No. 200804984, there is a method of increasing the rotation speed of the shift motor that opens and closes the shift control valve in the sudden shift request state than in the other cases.

[Problems to be Solved by the Invention] However, in the above method, when the driver demands a sudden acceleration, the gear ratio is corrected as a means for achieving the object, and further, the speed of the correction is increased. Therefore, there is a problem that the upper limit of the gear ratio correction speed and the rising speed of the rotation of the internal combustion engine becomes a problem, and the acceleration required by the driver cannot be obtained. As a solution to the above problem, there is a measure to increase the speed ratio correction speed and the rising speed of rotation of the internal combustion engine. In order to increase the rising speed of rotation of the internal combustion engine, it is possible to increase the torque rising speed of the internal combustion engine. However, in the conventional device, only the change or improvement of the internal combustion engine has been possible. The increase of the gear ratio correction speed is C
This can be solved by increasing the hydraulic pressure and the amount of oil applied to the hydraulic chamber that controls the VT speed ratio. The solution may be to increase the capacity of the pump or to increase the capacity of the pump. However, increasing the capacity of the pump increases the pump loss other than during a sudden shift, resulting in deterioration of output loss and fuel consumption efficiency. However, due to the complicated pump structure, there has been a problem that the cost is increased and the reliability is deteriorated.

Therefore, the present invention solves the above problems and solves the problems of the conventional internal combustion engine,
An object of the present invention is to provide a control device for a magnetic powder electromagnetic clutch for a vehicle, which can obtain a sufficient acceleration without significantly changing the components of the system including a magnetic powder electromagnetic clutch and a CVT.

[Means for Solving the Problems] In order to achieve the above object, the present invention, as shown in the basic configuration diagram of FIG. 1, includes an engine rotation speed detection unit M2 for detecting the rotation speed of an internal combustion engine M1, and An input rotation speed detection unit M4 for detecting the input rotation speed NIN of the continuously variable transmission M3 is provided, and the excitation unit M6 of the magnetic powder type electromagnetic clutch M5 is controlled on the basis of the detection values of both detection units. An electromagnetic clutch control means M7 for controlling the transmission torque by adjusting the slip of the electromagnetic clutch M5, a throttle opening detection section M8 for detecting the throttle opening of the internal combustion engine M1, and an output rotation speed of the continuously variable transmission M3. N
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, A driving state detecting means M12 for detecting a driving state of the internal combustion engine M1, and a rapid shift request state determination for determining whether or not the vehicle is in a rapid shift request state based on a detection value of the operating state detection means M12. When the determination result of the means M13 and the sudden shift request state determination means is determined to be the rapid shift request state, the electromagnetic clutch control means M7.
A control device for a magnetic powder electromagnetic clutch for a vehicle, comprising: a transmission torque changing unit M14 that reduces and corrects a transmission torque controlled by the control unit.

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, the engine rotation speed and the input side rotation speed of the magnetic powder type electromagnetic clutch are obtained using the detection value of the engine rotation speed detection unit M2, and the output side of the magnetic powder type electromagnetic clutch is calculated using the detection value of the input rotation speed detection unit M4. Used to find the rotation speed and the input side rotation speed of the continuously variable transmission, and to determine the slip state of the magnetic powder type electromagnetic clutch based on the detected values.

The electromagnetic clutch control means M7 is means for controlling the transmission torque by controlling the current flowing to the exciting portion M6 of the magnetic powder type electromagnetic clutch M5 to adjust the slip.

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 operating state detected by the operating state detecting means M12 of the internal combustion engine M1 includes the operating state of the CVT used as the operating condition of the internal combustion engine M1. For example, the operating state detection means M12 is means for detecting the throttle opening or the target engine rotation speed set by the control unit M10 and the input rotation speed NIN of the CVTM3.

The sudden shift request state determination means M13 is a means for determining whether or not the vehicle is in the rapid shift request state based on the detection value of the driving state detection means. For example, a method of determining whether or not the throttle opening or the time differential value of the throttle opening is equal to or greater than a certain value, or the rotation speed deviation and the rotation speed that are values obtained by subtracting the input rotation speed NIN from the target rotation speed This is a method performed in relation to the time differential value of the speed deviation.

The transmission torque changing means M14 is means for reducing and correcting the transmission torque controlled by the electromagnetic clutch control means M7 when the determination result of the sudden shift request state determination means M13 is determined to be the rapid shift request state. For example, one or more selected from a parameter group consisting of a throttle opening, a time differential value of the throttle opening, a vehicle speed, a target engine rotation speed, an input rotation speed NIN of a continuously variable transmission, and a signal from an external switch. It is a means for setting the transmission torque value corresponding to the reduction correction value determined based on the transmission torque controlled by the electromagnetic clutch control means M7, which is obtained by subtracting the transmission torque value from the output torque value of the internal combustion engine M1.

[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 electric shaft clutch control means M7 for controlling the slip of the magnetic powder type electromagnetic clutch M5 based on the detected values, an engine rotation speed detection section M2, and a throttle opening degree detection section M8.
And the output rotation speed detection unit M9, the continuously variable transmission control means for controlling the speed ratio NOUT / NIN of the continuously variable transmission so that the rotation speed of the internal combustion engine M1 becomes equal to the target engine rotation speed. M11 and a control device for a magnetic powder type electromagnetic clutch for a vehicle comprising: a sudden shift request state determination means M13;
It is determined based on the detected value of No. 2 whether or not there is a sudden shift request state, and when the determination is that there is a sudden shift request state, the transmission torque controlled by the electromagnetic clutch control means M7 is reduced and corrected. ing.

By the correction of the reduction of the transmission torque, the magnetic powder type electromagnetic clutch M5 slips and the rotational speed of the internal combustion engine M1 rises faster than when the slip does not occur.

[Embodiment] An embodiment of the present invention will be described with reference to FIGS. 2 to 10.

The configuration diagram of FIG. 2 shows the 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 (CVT), 3 is a driver's cab, 4 is an accelerator pedal, and 5 is A gear shift position sensor, 6 is a throttle valve opening sensor composed of a potentiometer, 7 is a water temperature sensor that detects water temperature by a change in electric resistance, 8 is a belt of CVT2, 9 is an input shaft of CVT2, and a magnetic powder type electromagnetic clutch. The output shafts of 12, 10 is the output shaft of CVT2, and 11 is the CVT.
Housing, 12 is input shaft 9 of engine 1 and CVT 2
, 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, and 21 is a rotational speed of the engine 1 from an electric signal such as an ignition circuit. An engine speed sensor for detection, 22 is an input side pulley of the CVT 2, 23 is an output side pulley of the CVT 2, 24 is a hydraulic chamber of the input side pulley 22, 25 is a hydraulic chamber of the output side pulley 23, and 26 is an input side pulley 22. An input pulley rotation speed sensor that detects the rotation speed with a magnet that rotates with the pulley and a reed switch, 27 is an output pulley rotation speed sensor, and 30 is an oil pump (not shown) from the oil tank 31 to the crankshaft of the engine 1. A pressure control valve for controlling the pressure of pressure oil pumped by an oil pump 32 connected by a shaft with a solenoid valve, and 35 is a pressure control valve. The flow rate of the hydraulic chamber 24 of the input side pulley 22 of the controlled pressure oil by the control valve 30 is a flow control valve for controlling at 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 unit 40 is a waveform shaping circuit for shaping the output of a buffer 50 for inputting the shift position signal C from the shift position sensor and a buffer 51 for inputting 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. Of the waveform shaping circuit 56 for shaping the output of the engine, a buffer 58 for inputting a signal from the power traveling / economy traveling switch 57, and a buffer 60 for inputting the throttle opening θ of the engine 1 A / D converting D converter 6
1, an input port 70 for inputting a signal from each input part of the A / D converter 63 for A / D converting the output of the buffer 62 for inputting the water temperature Tw of the engine 1, and the pressure control valve 30 Solenoid valve drive unit 80 for electrically controlling the
A solenoid valve drive unit 81 for electrically controlling the flow control valve 35,
And an output port 85 for outputting a signal for controlling both electromagnetic valve drive units and for outputting a signal for controlling the exciting coil drive unit 82 for outputting the exciting current ICL to the exciting coil 13 of the magnetic particle type electromagnetic clutch. As a part for calculating the signals input / 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. For opening θ and water temperature Tw,
Based on, for example, the relationship curve f (θ) between the throttle opening θ and the target input shaft rotation speed NINA shown in FIG. 3, and other control conditions, the hydraulic pressure in the hydraulic chamber 24 of the input side pulley and the hydraulic pressure of the output side pulley The hydraulic pressure applied to the chamber 25 is controlled by the pressure control 30 and the flow control valve 3
This is a device for controlling the speed ratio NOUT / NIN by controlling the speed ratio with No. 5.

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 flowing in the exciting coil 13, the magnetic particles 132 are filled in the gap between the yoke 116 and the rotor 122, and the exciting current ICL shown in FIG. The torque of the crankshaft 112 is transmitted to the output shaft 9 according to the transmission torque TCL characteristic.
The output shaft 9 is spline-fitted to the hub 136 at its shaft end, and the hub 136 is connected to the rotor 122 via a damper 138 for absorbing 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.

FIG. 5 further shows a characteristic curve of the relationship between the control voltage VCL and the exciting current ICL of the magnetic powder type electromagnetic clutch 12 shown in FIG.

FIG. 6 is a flowchart of the sudden shift control of this embodiment. When this subroutine is called, first step 2
At 00, the absolute value of the difference between the engine rotation speed Ne calculated based on the engine rotation speed signal V3 and the input shaft rotation speed NIN calculated based on the input side pulley rotation speed signal V2 of CVT2 is less than or equal to a predetermined slip rotation speed δ. Or not. If the determination is | Ne-NIN | <δ, step 2
When the routine proceeds to 01, the processing of this routine is performed thereafter. If not, at step 202, the control at the start (not shown in detail) is performed and the routine ends.

Step 201 is a step of reading the vehicle speed V obtained based on the throttle opening θ and the output side pulley speed signal V1. After reading in step 201, in step 203, the target engine rotational speed NINA is calculated based on the map of the relational curve f (θ) between the throttle opening θ and the target input rotational speed NINA in FIG.

Step 204 is a step of determining whether or not the rapid acceleration flag F is 1. The F is set to an initial value 0.
If the determination is F = 1, the process of steps 205 to 207 is performed if the process does not move to step 208.

Step 205 is a step of determining whether or not the sudden acceleration is required, and it is determined whether or not the time differential value of the throttle opening θ exceeds a predetermined rapid acceleration determination value α. If the determination is> α, the process proceeds to step 206, and if not, the process proceeds to step 213 to execute the CVT target input shaft rotation speed control. Although the above is used to determine whether or not the rapid acceleration is required, any one of the following conditions may be used. Whether (i)> α and θ> β are satisfied? (Β is a predetermined throttle opening).
(Ii) Target input shaft rotation speed NINA and input shaft rotation speed NIN
And the difference ΔNIN satisfy the condition of being equal to or more than the predetermined rotational speed difference γ. (Iii) Whether ΔNIN> γ and the condition that the time differential value ΔIN of ΔNIN exceeds the predetermined time differential value ε is satisfied. (Iv) Is the condition of α and ΔNIN> γ satisfied? Further, the above predetermined values α, β, γ, ε may be changed by a switch. Further, when economy traveling is designated by the switch 57, α = α0, β = β0, ε = ε0, γ = γ0,
During power running, α = α0-Δα, β = β0-Δβ, γ =
γ 0 −Δγ, ε = ε 0 −Δε, (where Δα, Δβ, Δ
If γ and Δε are predetermined change values), it becomes easier to enter by the rapid shift control, and the acceleration performance is improved.

Step 206 is a step of calculating the target sudden shift rotation speed NINB. The NINB is calculated by using the input shaft rotation speed NIN, a predetermined constant Bk and the target input shaft rotation speed NINA.
INB = NIN + Bk (NINA-NIN)
Alternatively, a method of determining from NINA, NIN, θ, etc. may be used.

Step 207 is a step of setting the rapid acceleration flag F.

The above steps 204 to 207 are a part for setting and determining the rapid acceleration flag F and calculating NINB.

Step 208 is a transmission torque T of the powder type electromagnetic clutch 12 at the time of a sudden gear shift with the sudden acceleration flag F set.
This is a step of calculating CL. The TCL is the engine output torque Te obtained as a function of the engine speed Ne and the throttle opening θ in the map shown in FIG. 7, and the axle torque at that time according to the sudden acceleration request situation shown in FIG. Using the feedback gain k, which is obtained as a function of the throttle opening θ and the time differential value of the θ on a map whose waveform is appropriately determined, and Ne and the target rapid shift rotation speed NINB, TCL = Te + K (Ne -NINB).

After step 208, the transitional steps 209 to 211 determine whether or not the magnetic powder type electromagnetic clutch is a condition for performing full excitation, and if full excitation is performed, the transmission torque TCL is set to the maximum value (full excitation). It is a processing unit that determines the (state).

Step 209 of the processing section is a step of determining whether or not the value obtained by subtracting NIN from NINB is less than the predetermined rotation speed ξ. If the judgment is NINB-NIN <ξ, step 2
If it is not possible to move to step 10, the process moves to step 212.

Step 210 is a step of determining whether or not | Ne-NIN | <η using the engine rotation speed Ne, NIN, and a predetermined rotation speed η. The determination is | Ne-NIN | <η
If so, go to step 211. If no, go to step 2
Move to 12.

In step 211, the transfer torque TCL is determined to be maximum when the determinations in steps 209 and 210 are both “YES”, that is, when the condition for making the exciting current of the magnetic particle type electromagnetic clutch 12 fully excited is satisfied. It is a step to do. The condition of the fully excited state is set for the purpose of determining and ending the end magnetism of the slip control state in the sudden shift control. That is, when the value obtained by subtracting the target rapid shift rotation speed NINB from the input shaft rotation speed NIN of the CVT 2 becomes less than the predetermined rotation speed ξ and the difference between Ne and NNI becomes less than η, TCL is set to the maximum. .

After the transition from any of steps 209 to 211, step 212 is executed. Step 212 is N
This is a step of determining IN ≧ NINB. The judgment is N
When it is determined that IN ≧ NINB, the process proceeds to step 213, and when it is determined that it is not, the process proceeds to step 215.

If it is determined in step 205 that the sudden acceleration is not requested, or step 213 is executed.
This is the step executed when it is determined that the determination of 2 is NIN ≧ NINB. That is, this is a step for controlling the target input shaft rotation speed of the CVT 2 when the rapid shift control is not necessary. In this step, the target input rotational speed control of the CVT 2 prioritizing the normal fuel consumption rate is performed. With respect to the contents, the transmission torque TCL is maximized, the line pressure POUT is optimized, and the control value of CVT2 is controlled to a value corresponding to NIN and NINA.

In step 214, the sudden acceleration flag F is reset.

If the result of step 212 is negative, step 2
The control value is determined at the time of CVT sudden shift of 15. Execution of the step maximizes the line pressure POUT, and the CVT
The control value of 2 is set to the maximum shift speed, and the transmission torque TCL
Is set to the value determined in each step above.

Step 216 is a step of outputting various control values of the CVT 2 and the magnetic powder type electromagnetic clutch 12 determined in step 213 or 215 to the operation data storage unit.

After the above step 216, this routine ends once, and when called again, the same processing is repeated.

The operation of the above embodiment will be described with reference to FIG. Time point T
When the throttle is depressed in 1 and the state is detected after the state is detected in step 205, the transmission torque is calculated in step 208 and the value is output in step 216. The transmission torque TCL calculated in step 208 is adopted and output as the transmission torque of the magnetic powder type electromagnetic clutch 12 except when it is determined in full excitation and other steps. Therefore, the subsequent operation will be described using the equation for calculating the transmission torque, TCL = Te + k (Ne-NINB).

Time point T2 is the time point when it is determined that the sudden acceleration is required and the magnetic particle type electromagnetic clutch 12 starts slipping. The dotted line in the figure shows the state of NIN. The solid line indicates Ne and the axle torque, but three lines are shown depending on the value of the field back gain k. Magnetic powder type electromagnetic clutch 1 after T2 above
At the slip of 2, Ne and NIN show different rising states. The different rising state is a state in which the rotation speed Ne of the internal combustion engine 1 rises faster than NIN.
The value of k that influences the above rise as shown in the figure is a value showing the characteristic that Ne increases away from NIN and rises in a peak manner as k increases.

Time point T3 indicates the time when the axle torque starts to rise.

Time point T4 is a point where the rotation speeds of Ne and NIN coincide with each other when the rising edge of Ne is at a value of k that is not in a peak state.

Time point T5 is the point where the rotation speeds of Ne and NIN coincide with each other when Ne rises at a peak.

Time point T6 is the peak time point of the axle torque. When k is increased as shown by the axle torque curve, the peak value of the axle torque can be increased, but the start of the start is delayed. On the other hand, if k is made smaller, the rising start time becomes faster but the peak rising is eliminated.

As shown in FIG. 9 above, TCL is set to TCL =
By controlling with the formula Te + k (Ne -NINB), the rising characteristic of the axle torque changes.

Next, the operation of this embodiment will be described with reference to FIG. The dotted line in FIG. 10 shows the state in which the conventional magnetic powder type electromagnetic clutch 12 is operated without slipping, and the solid line is the curve when control is performed by causing slippage.

In the rapid shift state of this embodiment, Ne rises faster than NIN as shown in the figure. As a result, the line pressure POUT that influences the shift speed of the CVT 2 rises faster than in the conventional case, and the shift speed of the CVT 2 increases in comparison with the conventional case.
Therefore, from the effect of the rise in the rising speed of Ne and the increase in the shifting speed of CVT2, the output shaft rotation speed NOUT of CVT2 is increased.
Rises faster than before.

This embodiment has the following effects due to the above-described embodiment and its action.

As shown in the operation of FIG. 9 above, the axle torque waveform can be arbitrarily changed according to the value of the feedback gain k.

Further, as described above, the CVT 2 and the magnetic powder type electromagnetic clutch 12 can be controlled separately for the transition between the control at the time of the sudden shift and the target input shaft rotation speed control. The control content is controlled so that the input shaft rotation speed NIN of the CVT 2 coincides with the target rapid shift rotation speed NINB, and after the coincidence, the target input shaft rotation speed control is performed. The magnetic powder type electromagnetic clutch 12 is NINB.
-When NIN <ζ, it is controlled with slip and N
Even if INB-NIN <ζ, | Ne-NIN | <η (η predetermined rotation speed) is maintained, the control is not changed to full excitation. This is because the magnetic powder type electromagnetic clutch 12 may be controlled in the slipping state (half-clutch control) even if the CVT 2 shifts to the target rotation speed control. Therefore, due to the above operation, it is possible to allow Ne to not necessarily be NINB but to be varied during half-clutch control. Due to this effect, when Ne is constant at a rotation speed exceeding NINB due to deterioration of the clutch, when CVT input shaft rotation speed NIN reaches NINB, CVT2 is changed to target input shaft rotation speed control, and magnetic powder type electromagnetic clutch If 12 is switched to full excitation at the same time, the problem of causing a large clutch engagement shock can be prevented.

[Advantages of the Invention] The engine rotation speed detection unit M2 and the input rotation speed detection unit M4 using the present invention having the above configuration
And an electromagnetic clutch control means M7 for controlling the slip of the magnetic powder type electromagnetic clutch M5 based on the detected values, an engine rotation speed detection section M2, and a throttle opening degree detection section M8.
And the output rotation speed detection unit M9, the continuously variable transmission control means for controlling the speed ratio NOUT / NIN of the continuously variable transmission so that the rotation speed of the internal combustion engine M1 becomes equal to the target engine rotation speed. M11 and a control device for a magnetic powder type electromagnetic clutch for a vehicle comprising: a sudden shift request state determination means M13;
Based on the detected value of 2, it is determined whether or not there is a sudden shift request state, and when the determination is that there is a sudden shift request state, the transmission torque controlled by the electromagnetic clutch control means M7 is reduced and corrected. As a result, the magnetic powder type electromagnetic clutch M5 causes slippage, and the internal combustion engine M
The rotation speed of 1 rises faster than when there is no slip.

As the rotation speed of the internal combustion engine M1 rises quickly, the output hydraulic pressure and the oil amount of the oil pump that supplies the control hydraulic pressure of the CVT directly connected to the crankshaft of the internal combustion engine M1 rises quickly. Due to the apparent capacity increase effect of the oil pump, the speed change speed of the CVT is increased, and a speed ratio N at which a larger output torque of the CVT is generated.
OUT / NIN can be reached quickly.

Therefore, an increase in the above-mentioned shift speed enables a more rapid shift.

By using the present invention having the above effects, a magnetic powder electromagnetic clutch for a vehicle capable of obtaining sufficient acceleration without significantly changing the components of the system including the conventional internal combustion engine, the magnetic powder electromagnetic clutch, and the CVT. It is possible to provide the control device of.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram of the present invention, FIG. 2 is a configuration diagram of an embodiment, and FIG. 3 is a throttle opening θ and a target input shaft rotation speed N.
A graph of a relational curve f (θ) with INA, FIG. 4 is a configuration diagram of the magnetic particle type electromagnetic clutch in the same embodiment, FIG. 5 is its characteristic graph, FIG. 6 is a flowchart of this embodiment, and FIG. Is a graph showing the relationship between the engine speed Ne, the throttle opening θ and the engine output torque Te in the flowchart,
FIG. 9 is a relationship curve graph of the throttle opening θ, the time differential value of θ and the feedback gain k, FIG. 9 is a timing chart of this embodiment, and FIG. 10 is an effect comparison graph of this embodiment and a conventional example. is there. 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 ... Operating state detection means M13 ... Sudden gear shift request state determination means M14 ... Transmission torque change Means 1 ...... Engine 2 ...... Continuously variable transmission (CVT) 6 ...... Throttle opening sensor 12 ...... Magnetic powder type electromagnetic clutch 13 ...... Excitation coil 21 ...... Engine rotation speed sensor 26 ...... Input side pulley rotation speed sensor 27: Output side pulley rotation speed sensor 30: Pressure control valve 35: Flow control valve 40: Electronic control unit

Claims (4)

[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 the transmission torque by controlling the exciting part of the magnetic powder type electromagnetic clutch based on this to adjust the slip of the magnetic powder type electromagnetic clutch, and a throttle opening degree detection for detecting the throttle opening degree of the internal combustion engine. Section and an output rotation speed detection section for detecting the output rotation speed NOUT of the continuously variable transmission, and setting the target engine rotation speed based on the detection values of both of the detection sections. A magnetic powder for a vehicle, comprising: a continuously variable transmission control unit that controls a control unit that adjusts NIN to match the engine rotation speed obtained from the engine rotation speed detection unit with the target engine rotation speed. In an electromagnetic clutch control device, it is further determined whether or not the vehicle is in a sudden shift request state, based on an operating state detecting means for detecting the operating state of the internal combustion engine, and a detection value of the operating state detecting means. A sudden shift request state determining means, and a transmission torque changing means for reducing and correcting the transmission torque controlled by the electromagnetic clutch control means when the determination result of the sudden shift request state determining means is a rapid shift request state. A magnetic powder electromagnetic clutch control device for a vehicle, comprising: 2. The control device for a magnetic powder electromagnetic clutch for a vehicle according to claim 1, wherein the determination of the sudden shift request state is made based on a throttle opening or a time differential value of the throttle opening. 3. The determination of the sudden speed change request state is performed based on a relationship between a rotational speed deviation which is a value obtained by subtracting the input rotational speed NIN from the target rotational speed and a time differential value of the rotational speed deviation. A control device for a magnetic powder electromagnetic clutch for a vehicle according to claim 1. 4. The reduction correction value of the transmission torque comprises a throttle opening, a time differential value of the throttle opening, a vehicle speed, a target engine rotation speed, an input rotation speed NIN of the continuously variable transmission, and a signal from an external switch. Claim 1 determined based on one or two or more selected from a parameter group
5. A control device for a magnetic particle type electromagnetic clutch for a vehicle according to any one of items 1 to 3.