JP2001056049A - Control device for transmission with clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To store data for determining an exact estimated life of a clutch of a transmission. SOLUTION: In this control device for transmission with clutch in which oil from a hydraulic pump 4 is supplied to a clutch chamber 8 selected among a plurality of speed stages via a pressure control valve 10 receiving a gear shift command from a controller 2, the controller 2 detects that the clutch chamber 8 is filled with oil and trigger time is controlled as trigger time of a next gear shift time by increasing trigger time by prescribed unit time when filling time from the time when the gear shift command is outputted up to the time when the clutch chamber 8 is filled with oil exceeds a prescribed value, the controller 2 stores gear shift trigger time ta (n) or a gear shift trigger time rate of change Dta (n) and vehicle working time SMR (n) and SMR1 (n).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for a transmission with a clutch.

[0002]

2. Description of the Related Art The transmission of a working vehicle such as a wheel loader or a dump truck has multiple stages, for example, six forward stages and three reverse stages in order to sufficiently exhibit working performance. The switching of the speed stage is performed by switching on / off of the clutch corresponding to each speed stage. When the clutch is switched, so-called modulation control is performed in which the clutch pressure is gradually increased or decreased so as to minimize the shift shock. However, this causes the clutch disc of the clutch to wear little by little, eventually reaching the limit of wear and making the clutch unusable. For this reason, conventionally, the amount of wear of the clutch disk of each vehicle at each operation site was measured during regular overhaul of the transmission, and the amount of wear for each operating time was recorded, and based on that data, Predicts the life of a vehicle clutch at its operating site.

[0003]

However, in this method, the actual amount of wear of the clutch disk can be measured only when an overhaul has occurred, so that the relationship between the amount of wear of the clutch disk and the operating time is shown. Collecting data takes too long. Also, even if the life of the clutch of another vehicle is predicted based on the wear data of the clutch disks of several vehicles, depending on the operating conditions of the vehicle, for example, when the work load is large and when the load is small, Then, since the actual amount of wear of the clutch disk differs even in the same operation time, the life greatly differs. Therefore, the expected life of the clutch based on the wear data of the clutch disk is too long or too short from the actual life, and if it is too long, the clutch reaches the use limit during operation and the vehicle cannot travel. If it is too short, it will be uneconomical to replace the clutch early.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and provides a control apparatus for a clutch-equipped transmission capable of storing data for obtaining an accurate predicted life of a transmission clutch. It is intended to be.

[0005]

In order to achieve the above object, the invention according to the first aspect of the present invention provides a method for controlling a plurality of speed stages via a pressure control valve which receives a shift command from a controller. Supply oil from a hydraulic pump to a clutch chamber selected from among the following, move a clutch piston in the selected clutch chamber, press and engage a clutch by the clutch piston, and according to a selected speed stage. In the control device for a transmission with a clutch that transmits the power of an engine, the controller initially supplies a large flow rate to a clutch chamber having a predetermined volume in which the clutch piston moves when supplying oil from the hydraulic pump. A large trigger command value is supplied to the pressure control valve for a trigger time, and the large trigger command is issued before the clutch piston completes its movement. To a small command value to supply a flow rate less than the flow rate at the time of the trigger command value to fill the clutch chamber, and to detect a flow rate to the clutch chamber and a flow detection valve for detecting the flow rate to the clutch chamber. And a filling detection sensor that detects that the clutch chamber is filled with pressure, and detects that the clutch chamber has been filled, and a filling time from the time when the shift command is output to the time when the clutch chamber is filled is determined. If the value exceeds the value, the trigger time is increased by a predetermined unit time and controlled as the trigger time for the next shift, and the controller further controls the shift trigger time or the shift trigger time change rate, the shift trigger time or the shift The operation time of the vehicle corresponding to the trigger time change rate is stored.

According to the first aspect of the present invention, by accumulating data of the trigger time of the hydraulic pressure of the clutch while the vehicle is operating, the data is downloaded to the outside, and the clutch of the transmission is determined based on the data. Can be accurately and easily determined. Then, since the predicted life is accurately obtained, the maintenance of the vehicle can be performed systematically, and the maintenance can be performed efficiently, so that the maintenance cost can be reduced.

According to a second aspect of the present invention, in the control device for a clutch-equipped transmission according to the first aspect, the controller is configured to control the clutch based on a vehicle operation time corresponding to a shift trigger time or a shift trigger time change rate. Is calculated and stored.

According to the invention described in claim 2, according to claim 1
In addition to the effect of the above, the data of the trigger time of the hydraulic pressure of the clutch while the vehicle is operating is accumulated, and based on this data, the accurate predicted life of the transmission clutch is calculated and stored in the control device. The stored life expectancy can be downloaded to the outside and easily known. Further, if necessary, the predicted life SMRmax or the predicted life SMR1max is displayed on the external display 2d, so that the operator or the administrator can easily know the accurate predicted life of the clutch.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. An embodiment will be described with reference to FIGS. In FIG. 1, a control device 1 for a transmission with a clutch (hereinafter, referred to as a control device 1) is mounted on a wheeled wheel loader having a working device (not shown). The control device 1 includes a controller 2, a clutch hydraulic control valve 3, and a hydraulic pump 4. Controller 2
, A signal from an accelerator lever 5 and a signal from a transmission lever 6 for selecting the forward / backward or speed stage of the transmission are input. The accelerator lever 5 and the transmission lever 6 are provided with position sensors 5a and 6a, respectively.

The controller 2 is composed of an arithmetic processing unit such as a microcomputer or a high-speed numerical arithmetic unit, and has a predetermined rewritable memory 2a (so-called RA).
M) and a timer 2b.

In the above configuration, the operator sets the rotational speed of the engine 7 with the accelerator lever 5, selects the transmission lever 6, and runs the wheel loader. At this time, the control device 1 operates the clutch hydraulic control valve 3 in accordance with a command from the controller 2 to send the hydraulic oil from the hydraulic pump 4 to the clutch chamber 8 and, as described below, engage smoothly. The wheel loader travels with the clutch engaged smoothly without any shock or noise. The clutch is provided with a multi-plate clutch which is pressed by a clutch piston 8A in the clutch chamber 8 which slidably moves by receiving pressure oil in the clutch chamber 8 and which is engaged when the clutch chamber 8 rises to a predetermined pressure. I have. The clutch chamber 8 receives the pressure oil from the hydraulic pump 4,
A predetermined volume Vx based on a movement amount until the clutch piston 8A comes into contact with the clutch, presses the clutch and starts the engagement.
(Corresponding to the hatched portion indicated by reference numeral 8B).

In FIG. 1 and FIG. 2, a clutch hydraulic control valve 3 includes a pressure control valve 10 for controlling a clutch hydraulic pressure, and a hydraulic oil flowing from a hydraulic pump 4 to a clutch chamber 8 via a pressure control valve 10 and a flow rate detection valve 20. Flow detection valve 2 for detecting the flow of air
0, filling sensor 80A for detecting completion of filling
And The pressure control valve 10 is controlled by the controller 2, and a detection signal from the fill sensor 80A is input to the controller 2. The pressure control valve 10 includes a pressure control valve spool 61 (hereinafter, referred to as a control valve spool 61), a piston 62, a proportional solenoid 63, and a first spring 64.

The flow detection valve 20 includes a flow detection valve spool 21 (hereinafter referred to as a detection valve spool 21), a second spring 72, and a third spring 73. The detection valve spool 21 has three projections, which define a first oil chamber 22, a second oil chamber 23, and a third oil chamber 24. A projection of the detection valve spool 21; and
A hole 77 is provided between the second oil chamber 23 and the third oil chamber 24. The detection valve spool 21 has three different pressure receiving areas Aa, Ab, and Ac, as in the conventional example, and Aa + Ac> Ab, Ab
> Ac.

The fill sensor 80A includes a detection pin 81
, An insulator 82, a first resistor Ra connected to the detection pin 81, and a power supply 85. The detection pin 81 is attached to the body 90 via the insulator 82 at a position where the detection pin 81 contacts the right end when the detection valve spool 21 moves. A lead wire 83 is drawn out from the detection pin 81, and the lead wire 83 is connected to the first resistor Ra. A predetermined DC voltage is applied to the first resistor Ra by a power supply 85, and the body 90 is grounded by a ground wire 84. With the above configuration, when the detection pin 81 and the detection valve spool 21 come into contact with each other, a current from the power supply 85 flows through the first resistor Ra. The potential difference before and after the first resistor Ra is detected to detect that the clutch chamber 8 is full.

Returning to FIG. 1 and FIG. 2 of the present embodiment, the pressure oil from the hydraulic pump 4 passes through the pump port 91, the control valve spool 61, and the oil passage 67, It flows into the second oil chamber 23 (indicated by an arrow Ya).
The pressure oil flowing into the second oil chamber 23 is supplied to the detection valve spool 21.
Flows into the clutch chamber 8 through the hole 77, the third oil chamber 24, and the output port 92. When the clutch chamber 8 is filled with oil, the filling is terminated, the oil no longer flows, and the pressure difference in the hole 77 between the second oil chamber 23 and the third oil chamber 24 disappears. As a result, the detection valve spool 21 moves rightward and returns to the neutral position, and further moves rightward as in the above-described conventional example. By this movement, the filling sensor 80A detects that the clutch chamber 8 has been filled with oil and the filling has been completed.

As described above, the flow rate to the clutch chamber 8 is controlled by the control valve spool 61, so that the rate of increase of the supply amount of the pressure oil from the hydraulic pump 4 to the clutch chamber 8 is:
As shown in FIG. 7, the slope of the solid line LB from the time Ta is obtained. As a result, the clutch is smoothly engaged, and the wheel loader travels with the clutch smoothly connected without generating any shock or noise.

The controller 2 receives signals from the accelerator lever 5 and the transmission lever 6 and applies a hydraulic pressure to the clutch hydraulic control valve 3 for forward / reverse or speed gear of the transmission selected by the operator using the transmission lever 6. It outputs a command to supply pressure oil from the pump 4 to the clutch chamber 8. As a command from the controller 2, a command current I is output as shown in FIG. 3, the horizontal axis represents time T, and the vertical axis represents the command current I output by the controller 2. FIG.
In the following description, the time Tf is a shift command output time, the command current Ia between time Tf and time Tg is a trigger command value, and the time ta during which the command current Ia is flowing between time Tf and time Tg is trigger. The time and the time Th are the filling end time of the clutch chamber 8, and the time tb between the time Tf and the time Th is called the filling time.

The operation of the above configuration will be described.
FIGS. 4 to 6 are flowcharts of a method for controlling the clutch hydraulic control valve 3 for setting the time from the command point of clutch engagement to the filling end point within a predetermined time. FIG. 7 is an explanatory diagram for engaging the clutch within a predetermined allowable engagement time range according to the present embodiment.

The following is a description of a state in which the clutch chamber 8 is in the predetermined volume Vx when the vehicle is used after the vehicle is assembled, or when the vehicle is used and the clutch disk is worn. This is an adjustment method for setting the time during which the clutch is engaged within a predetermined time. Here, the predetermined volume Vx = the area Ac of the clutch chamber · the movement amount Sx of the clutch piston.

In step 1, the controller 2 recognizes that the oil temperature of the transmission (or the oil temperature of the torque converter when the oil of the torque converter is also used) falls within a predetermined value range. In step 2, when the operator operates the accelerator lever 5 to set the engine 7 to a predetermined rotation speed, the controller 2 recognizes the rotation range. In step 3, it is stored in advance using a map or the like,
The controller 2 reads the lower limit value Tq and the upper limit value Tr of the optimum setting filling time according to the oil temperature and the engine speed as the optimum setting filling time Tq and Tr in this state.

In step 4, the operator operates the transmission lever 6 (first forward speed F1 from neutral N, forward 2 speed from neutral N).
Speed F2, or from neutral N to reverse R, etc.), and gives the controller 2 a signal of the selected speed stage of the transmission. In step 5, the controller 2 receives the selected signal from the transmission lever 6 and outputs an operation command to the corresponding clutch hydraulic control valve 3 of the control device 1,
The shift command output time Tfa at which the command was output is stored. Alternatively, counting of the elapsed time from the shift command output time Tfa at which the command was output is started. The output command is based on the time chart of FIG. In step 6, the clutch hydraulic control valve 3 is switched by a command according to the time chart, and the clutch hydraulic control valve 3 supplies the hydraulic oil from the hydraulic pump 4 to the clutch chamber 8.

This will be described in more detail with reference to FIG. In the present embodiment, the controller 2 firstly controls the proportional solenoid 63 of the pressure control valve 10 of the clutch hydraulic control valve 3.
In addition, the current trigger command value Ia is converted to the trigger time taa by time.
Output only. As a result, the control valve spool 61 of the pressure control valve 10 largely moves to the left, and the pressure oil from the hydraulic pump 4 causes the control valve spool 61 to open widely.
From part A, the fluid flows into the clutch chamber 8 through the second oil chamber 23 of the detection valve spool 21, the hole 77 of the detection valve spool 21, the third oil chamber 24, and the output port 92. The amount flowing into the clutch chamber 8 is large because the gradient α of the increase rate is large. This indicates the supply of pressure oil to the clutch chamber 8 along the line LA shown in FIG. 7, and from the shift command output time Tfa (engagement time 0) to time Ta, that is, during the trigger time taa,
The supply amount to the clutch chamber 8 is increased.

Next, when the trigger time taa elapses, the controller 2 operates the proportional solenoid 63 of the pressure control valve 10.
, A command value Ib obtained by subtracting the command current is output. As a result, the control valve spool 61 that has largely moved to the left
Movement amount decreases. Therefore, the pressure oil from the hydraulic pump 4 flows from the small open MB portion of the control valve spool 61 to the second oil chamber 23 of the detection valve spool 21, the hole 77 of the detection valve spool 21, and the third oil. Room 24 and output port 9
After that, it flows into the clutch chamber 8. The amount flowing into the clutch chamber 8 is small because the gradient β of the increase rate is small. This indicates the supply of the pressure oil to the clutch chamber 8 along the solid line LB shown in FIG. 7, and indicates the rate of increase of the supply of the pressure oil that does not generate a shock or a sound in the vehicle.

When the pressure oil fills the clutch chamber 8 (state at the point PS) and the filling end time Tha has been detected by the filling sensor 80A, a signal is sent to the controller 2. The end value of the count of the elapsed time from the shift command output time Tfa started by the command in step 5 may be read. The controller 2 may output a command value Ic obtained by further reducing the command current at the filling end time Th of the clutch chamber 8. Thereafter, due to the engagement of the clutch, the pressure in the clutch chamber 8 rises, slippage is reduced, and smooth engagement can be achieved.

Returning to the flow, in step 7, the controller 2 obtains a filling time tb from the filling end time Tha in step 6 and the shift command output time Tfa in step 5. In step 8, whether the found filling time tb falls within the range of the set filling time (lower limit value Tq to upper limit value Tr) set according to the temperature range and the engine speed range at the time of shifting, Determine whether or not. That is, the filling time tb is set to a lower limit value Tq of the set filling time ≦ filling time tb ≦
It is determined whether the set filling time is the upper limit Tr or not.
If the filling time tb is within the range of the set filling time (from the lower limit value Tq to the upper limit value Tr), the process proceeds to step 9. In step 9, the controller 2 outputs the same command value to the proportional solenoid 63 of the pressure control valve 10 in the next shift.

If it is determined in step 8 that the filling time tb is longer than the upper limit Tr of the set filling time, the process proceeds to step 10. In step 10, the controller 2
Is a predetermined value of the trigger time Δt in the previous trigger time taa.
a, and a new trigger time tab (= taa + Δ
ta) is obtained. In step 11, the controller 2 outputs the current trigger command value Ia to the proportional solenoid 63 of the pressure control valve 10 at the new trigger time tab,
The time Tfb is stored. In step 12, the clutch hydraulic control valve 3 is switched according to a new time chart command.
Supplies pressure oil from the hydraulic pump 4 to the clutch chamber 8.
The filling sensor 80A detects that the filling end time Thb has come.

In step 13, the controller 2 determines the filling end time Thb in step 12 and the
Filling time tc from shift command output time Tfb at
Ask for. In step 14, it is determined whether or not the obtained filling time tc satisfies tc ≦ upper limit Tr. If not, the process returns to step 10 and tc ≦ T
Steps 10 to 14 are repeated until r is reached. If tc ≦ Tr in step 14, step 1
Going to 5, the controller 2 stores a new time chart and outputs a command to the proportional solenoid 63 of the pressure control valve 10 accordingly. That is, control is performed by a new trigger time tab.

If it is determined in step 8 that the filling time tb <the lower limit value Tq, the process proceeds to step 16, in which the controller 2 subtracts a predetermined trigger time Δta from the previous trigger time taa to obtain a new trigger time tac (= taa-
Δta) is obtained. In step 17, the controller 2
At the new trigger time tac, the current trigger command value Ia is output to the proportional solenoid 63 of the pressure control valve 10 and the time Tfc is stored. At step 18, the clutch hydraulic control valve 3
Is switched, and the clutch hydraulic control valve 3 supplies the hydraulic oil from the hydraulic pump 4 to the clutch chamber 8 as in step 6. Then, the filling sensor 80A detects that the filling end time Thc has come.

In step 19, the controller 2 sets the filling end time Thc in step 18 and step 17
Filling time td from shift command output time Tfc at
Ask for. In step 20, it is determined whether or not the obtained filling time td satisfies td ≧ lower limit value Tq. If no, the process returns to step 16 and repeats steps 16 to 20 until td ≧ Tq. t
If d ≧ Tq, the process proceeds to step 21, where the controller 2 stores a new time chart and outputs a command to the proportional solenoid 63 of the pressure control valve 10 in accordance with the new time chart. That is, control is performed by a new trigger time tac.

As described above, as a result of adjusting the clutch engagement time to be within a predetermined time, the filling time tb is changed to the filling time tc between the lower limit value Tq and the upper limit value Tr of the set filling time. , Td, and the clutch smoothly engages and causes the wheel loader to travel smoothly without causing any shock or noise.

Each time a shift operation is performed while the vehicle is in use, the above-described step is performed while determining whether or not the filling time tb is between the lower limit value Tq and the upper limit value Tr of the set filling time. 9, or step 10, or step 16, the new trigger time taa, or ta
Shift control is performed by setting b or tac.

In the above, an example has been described in which the determination in step 8, that is, whether the measured filling time tb is within the range of the set filling time, is performed once. However, as shown in steps 22 and 23, this determination may be made a plurality of times, and if the result is out of both times, the procedure may go to step 10 or step 16.

Further, the trigger time taa for outputting the trigger command value Ia may be set in consideration of the variation in the volume of the clutch chamber 8 at the time of manufacturing parts after the vehicle is assembled. For example, it is only necessary to accumulate the errors of the components so that the filling end time Th is within the range of the set filling time Tq to Tr at the minimum volume. Further, when the vehicle is used, or when the clutch disk is worn by using the vehicle, the previous trigger time ta
a may be stored, and a predetermined value of the trigger time Δta may be added thereto.

In the above description, the flow rate and the pressure are controlled by the pressure control valve 10, and the completion of filling of the clutch chamber 8 is detected by the detection valve spool 21 of the flow rate detection valve 20. Completion, Figure 1
The change in pressure may be detected by a pressure sensor (fill detection sensor) 97 shown in FIG. The trigger time ta for outputting the trigger command value Ia may be changed by the operator using the reset lever 98 after a predetermined time has elapsed, or by the reset lever 98 when the operator feels that the clutch engagement is slow. Is also good. Further, it may be automatically performed at a predetermined time interval by a command from the controller 2 regardless of the operator.

Next, steps for estimating the life of the clutch will be described with reference to the flowchart of FIG.

At step Y1, the controller 2 initializes the counter n to "0". This is the case when the transmission is repaired and the clutch is replaced, for example, when the vehicle is new or overhauled. In step Y2, the controller 2 receives the signal of the selected speed stage from the transmission lever 6, and sets the counter n to n + 1. In step Y3, the controller 2 sets the trigger time taa in step 9 above.
Or the trigger time tab, which is the corrected trigger time in step 10 above, or the step 1
The trigger time tac, which is the corrected trigger time in step 6, is stored as the shift trigger time ta (n), and the operating time SMR (n) when the speed stage signal is received is received from the timer 2b and stored in the memory 2a. Remember.

At step Y4, the controller 2 creates a map of the operation time SMR (n) and the shift trigger time ta (n) and stores it in the memory 2a. That is, step Y4
In this case, the shift trigger time ta (n) for each shift and the corresponding operating time SMR (n) are stored and accumulated. The map may be in a table format or a graph format.

In step Y5, the controller 2 determines whether the operation time SMR (n) is equal to or longer than a predetermined time. If it is less than the predetermined time, the process returns to step Y2, and further, the operation time SMR (n) and the shift trigger time ta (n)
Accumulate data. If not particularly necessary, step Y5 may be omitted.

If the operation time SMR (n) is equal to or longer than the predetermined time, the process proceeds to step Y6, where the controller 2 calculates the operation time SMR (n) from the map of the operation time SMR (n) and the shift trigger time ta (n). An approximate expression indicating a relationship with the shift trigger time ta (n) is created by general statistical processing. As a result, as shown in FIG.
For a map in which the relationship between (n) and the shift trigger time ta (n) is indicated by a white circle, an approximate straight line indicated by a solid line is represented by t.
a (n) = A · SMR (n) −B FIG. 10 shows the operating time SMR (n) on the horizontal axis and the shift trigger time ta (n) on the vertical axis.

Next, in step Y7, the controller 2 converts the approximation formula obtained in step Y6, and sets the shift trigger time ta (n) to the shift trigger time taMAX at which the use limit is reached.
Life SMRmax = (taMAX + B) / A
Ask for. At step Y8, the controller 2
MRmax is stored in the memory 2c.

If necessary, the controller 2 may display the predicted life SMRmax on the external display 2c in step Y9. Also, the stored shift trigger time t
a (n), operating time SMR (n), and expected life SMR
max can be downloaded to an external storage device such as the personal computer 2d, or transferred wirelessly to a remote control center.
It can also be used for vehicle failure diagnosis and the like. Then, returning to step Y2, the same steps as above are repeated.

As another embodiment, as shown in FIG. 9, instead of the shift trigger time ta (n), a shift trigger time change rate Dt which is a change rate of the shift trigger time ta (n) is used.
The time when a (n) becomes equal to or more than a predetermined value is estimated as the lifetime SMR1m.
ax may be calculated. In this case, the operation time SMR (n) and the shift trigger time ta stored as data are used.
The shift trigger time ta (n) corresponding to a predetermined unit operation time is sampled from the data of (n), and, for example, the operation time up to the present operation time is 1000h (1000 hours).
Time), 100h, 200h, 300h, ... 1
The shift trigger time change rate Dta (n) is obtained from the shift trigger time ta (n) at each of the operating times SMR (n) corresponding to or near 000h and 100h.
= (Ta (n) -ta (n-1)) / (SMR (n)-
SMR (n-1)). Then, the shift trigger time change rate Dta (n) and the operation time SMR1 (n) = (S
An approximate expression is obtained by statistical processing for the relationship with MR (n) + SMR (n-1)) / 2, and the operating time at which the change rate of the shift trigger time sharply increases and reaches a predetermined maximum change rate DtaMAX is set as the predicted life. From the approximation formula, the expected life SMR1max
You may ask.

The steps for estimating the life of the clutch in this embodiment will be described with reference to the flowchart of FIG. Steps YA1 to YA3 are the same as steps Y1 to YA3.
Since it is the same as step Y3, the description is omitted.

In step YA4, the controller 2 determines the shift trigger time change rate Dta (n) and the operating time SMR1.
(N) is calculated and stored in the memory 2a. Step YA
At 5, the controller 2 creates a map of the operation time SMR1 (n) and the shift trigger time change rate Dta (n) and stores it in the memory 2a. That is, in step YA5, the shift trigger time change rate Dta (n) for each shift and the corresponding operating time SMR1 (n) are stored and accumulated. The map may be in a table format or a graph format.

In step YA6, the controller 2 determines whether the operation time SMR (n) is equal to or longer than a predetermined time. If less than the predetermined time, the process returns to step YA2,
Further, data of the operation time SMR1 (n) and the shift trigger time change rate Dta (n) is accumulated. Unless necessary, step YA6 may be omitted.

If the operation time SMR (n) is equal to or longer than the predetermined time, the process proceeds to step YA7, where the controller 2 determines the operation time SMR1 (n) and the shift trigger time change rate Dta.
From the map (n), an approximate expression indicating the relationship between the operation time SMR1 (n) and the shift trigger time change rate Dta (n) is created by general statistical processing. As a result, an approximate straight line represented by a solid line is represented by Dta (n) in a map in which the relationship between the operation time SMR1 (n) and the shift trigger time change rate Dta (n) is represented by a black circle as illustrated in FIG. ) = A1 ・
It is obtained by the relational expression of SMR1 (n) + B1. FIG. 11 shows the operating time SMR1 (n) on the horizontal axis and the shift trigger time change rate Dta (n) on the vertical axis.

Next, in step YA8, the controller 2 converts the approximation formula obtained in step YA7, and predicts the life SMR1max = the shift trigger time change rate Dta (n) at which the shift trigger time change rate DtaMAX of the use limit is reached.
(DtaMAX + B1) / A1 is obtained. Step YA
In step 9, the predicted life SMR1max is stored in the memory 2a.

If necessary, the controller 2 may display the predicted life SMR1max on the external display 2c in step YA10. Further, the stored shift trigger time change rate Dta (n), operating time SMR1 (n), and predicted life SMR1max are each downloaded to an external storage device such as a personal computer 2d or transmitted to a remote control center by radio. The data can also be used for vehicle failure diagnosis and the like. Then, returning to step YA2, the same steps as above are repeated.

The shift trigger time ta (n), operating time SMR (n), predicted life SMRmax, shift trigger time change rate Dta (n), operating time SMR1 (n), and predicted life SMR1max are predetermined transmission values. Is stored for each of the clutches corresponding to the shift speed, and the life expectancy of each clutch can be predicted. Also,
The above approximation formula is approximated by a straight line which is a linear function, but may be approximated by a curve by another statistical processing.

According to the above-described embodiment, by accumulating the data of the trigger time of the hydraulic pressure of the clutch while the vehicle is operating, the data is downloaded to the outside, and the clutch prediction of the transmission is performed based on the data. The service life can be determined accurately and easily. Then, since the predicted life is accurately obtained, the maintenance of the vehicle can be performed systematically, and the maintenance can be performed efficiently, so that the maintenance cost can be reduced.

Further, data of the trigger time of the hydraulic pressure of the clutch while the vehicle is operating is accumulated, and based on this data,
By calculating and storing the accurate predicted life of the transmission clutch in the control device, the stored predicted life can be downloaded to the outside and easily known.

If necessary, the estimated life SMRma
By displaying x or the predicted life SMR1max on the external display 2d, an operator or a manager can easily know the accurate predicted life of the clutch. Also, the stored shift trigger time ta (n) and operating time SMR
(N), the predicted life SMRmax, the shift trigger time change rate Dta (n), the operating time SMR1 (n), and the predicted life SMR1max are each downloaded to an external storage device or the like, and are wirelessly transferred to a remote control center. By doing so, it can also be used for vehicle failure diagnosis and the like.

Further, the shift trigger time ta (n), the operating time SMR (n), and the predicted life SMR of a plurality of vehicles are described.
Each of the max, the shift trigger time change rate Dta (n), the operating time SMR1 (n), and the predicted life SMR1max can be managed by a remote control center, and the operation management of the entire operating site can be performed.

[Brief description of the drawings]

FIG. 1 is a block diagram of a hardware configuration according to the present invention.

FIG. 2 is a sectional view of a clutch hydraulic control valve according to the embodiment of the present invention.

FIG. 3 is a time chart of a command signal to a clutch hydraulic control valve.

FIG. 4 is a flowchart of a part of control according to the embodiment of the present invention.

FIG. 5 is a part of a flowchart following FIG. 4;

FIG. 6 is another part of the flowchart following FIG. 4;

FIG. 7 is a diagram illustrating a relationship between a clutch capacity and a clutch engagement time according to the embodiment of the present invention.

FIG. 8 is a flowchart of clutch life prediction according to the embodiment of the present invention.

FIG. 9 is a flowchart of clutch life prediction according to another embodiment of the present invention.

FIG. 10 is a graph showing clutch life prediction according to the embodiment of the present invention.

FIG. 11 is a graph showing clutch life prediction according to another embodiment of the present invention.

[Explanation of symbols]

2 ... controller, 4 ... hydraulic pump, 8 ... clutch room,
8A: clutch piston, 10: pressure control valve, 20: flow detection valve, 97: filling detection sensor, ta (n): shift trigger time, Dta (n): shift trigger time change rate, SM
R (n), SMR1 (n) ... operating time, SMRmax,
SMR1max: Expected life.

Claims (2)

[Claims] An oil from a hydraulic pump (4) is supplied to a clutch chamber (8) selected from a plurality of speed stages via a pressure control valve (10) which receives a shift command from a controller (2). The clutch piston (8A) in the selected clutch chamber (8) is moved, the clutch piston (8A) presses and engages the clutch, and the power of the engine is selected according to the selected speed stage. In the control device for a transmission with a clutch, the controller (2) includes a clutch chamber (8) having a predetermined volume in which the clutch piston (8A) moves when supplying oil from the hydraulic pump (4). Initially, a large trigger command value is passed to the pressure control valve (10) for a trigger time in order to flow a large flow rate, and before the clutch piston (8A) completes movement, the large trigger command value is reduced to a small command value. Change the trigger command value The clutch chamber (8) is filled by supplying a flow rate smaller than the flow rate of the clutch chamber (8), and the flow rate detection valve (20) for detecting the flow rate to the clutch chamber (8) and the clutch chamber (8) are filled with pressure oil. The clutch chamber by one of a fullness detection sensor (97) for detecting the
(8) is detected to be full, and if the charging time from the time when the shift command is output to the time when the clutch chamber (8) is full exceeds a predetermined value, the trigger time is increased by a predetermined unit time. The controller (2) then controls the shift trigger time (ta (n)) or the shift trigger time change rate (Dta
(n)) and the vehicle operation time (SMR (n), SMR1) corresponding to the shift trigger time (ta (n)) or the shift trigger time change rate (Dta (n)).
(n)). A control device for a transmission with a clutch, characterized by storing (n)). 2. A control device for a transmission with a clutch according to claim 1, wherein said controller (2) is adapted to a shift trigger time (ta (n)) or a shift trigger time change rate (Dta (n)). A control device for a clutch-equipped transmission, which calculates and stores an estimated clutch life (SMRmax, SMR1max) based on the operating time (SMR (n), SMR1 (n)) of the clutch.