JP6810730B2 - Transport equipment - Google Patents

Description

The present invention relates to transportation equipment.

Patent Document 1 discloses that the friction coefficient of a wet multi-plate clutch changes with time.

Japanese Unexamined Patent Publication No. 5-231443

However, in the configuration of Patent Document 1, although the configuration of the clutch that brings members having different surface roughness into contact with the friction material is disclosed in order to suppress the fluctuation of the torque capacity due to the aging of the friction coefficient, the aging of the friction coefficient is disclosed. It does not disclose what causes the change, that is, what should be used as a parameter to grasp the friction coefficient that changes with time and perform control that corrects the torque capacity of the wet multi-plate clutch.

An object of the present invention is to provide a technique capable of controlling a joint / disconnection portion by using a thermal history as an evaluation parameter of a friction coefficient that changes with time.

The transport device according to one aspect of the present invention is a transport device including a drive source, an output shaft, and a power transmission device capable of transmitting power between the drive source and the output shaft.
A control device for controlling the drive source and the power transmission device is provided.
The power transmission device has a connecting / disconnecting means capable of controlling a fastening state in which power transmission is performed and an open state in which power transmission is not performed.
The control device calculates a control pressure correction value for correcting the control pressure of the disconnection means based on the thermal history of the disconnection means, and the control pressure corrected based on the calculated control pressure correction value. by the controlled connection and disconnection means, performs the control until the elapsed upper reaches period thermal history that is set in advance from the start of use of the power transmission device in the new state, correction based on the thermal history after a said time period It is characterized in that the connecting / disconnecting means is controlled by a control pressure that is not removed .

According to the present invention, it is possible to control the connection / disconnection portion by using the thermal history as an evaluation parameter of the friction coefficient that changes with time.

The block diagram which shows the schematic structure of the transportation equipment which concerns on embodiment. The skeleton figure which shows the structural example of the power transmission device which concerns on embodiment. An engagement table (fastening table) showing the engagement combinations of the engagement mechanisms provided in the power transmission device. The block diagram which shows the structure of the control device CT. The figure which illustrates the structure of the conversion table. The figure explaining the process flow of the temperature calculation part and the instruction pressure calculation part. (A) is a diagram showing the relationship between the lockup clutch capacity and the thermal history, and (B) is a diagram showing the relationship between the lockup clutch capacity and the mileage. The block diagram which shows the structure of the control apparatus CT of Embodiment 2. The figure explaining the processing flow of the thermodynamics calculation part, the calorific value calculation part, and the instruction pressure calculation part. The figure which illustrates the structure of the conversion table of Embodiment 2.

Hereinafter, embodiments of the transport device of the present invention will be described with reference to the drawings. The components described in this embodiment are merely exemplary and are not limited by the following embodiments.

FIG. 1 is a block diagram showing a schematic configuration of a transportation device TA according to an embodiment. The transportation equipment TA includes, for example, a drive source EG of an engine, a motor, etc., an output shaft S to which the drive wheels W are connected, and a power transmission device TM capable of transmitting power between the drive source EG and the output shaft S. Be prepared. The transport device TA is provided with a control device CT composed of an ECU and a TCU, and the control device (ECU, TCU) controls the drive source EG and the power transmission device TM. The power transmission device TM includes a connecting / disconnecting portion C that can control (switchable) a engaged state in which power is transmitted from the drive source EG and an released state in which power transmission is not performed. The configuration of the connecting / disconnecting portion C includes, for example, a lockup clutch LC, a torque converter TC, and the like. The control device (ECU, TCU) variably controls the connecting / disconnecting portion C based on the thermal history of the connecting / disconnecting portion C.

FIG. 2 is a skeleton diagram showing a configuration example of the power transmission device TM (automatic transmission) according to the embodiment. With reference to FIG. 2, the power transmission device TM has an input shaft 10 rotatably supported in a casing 12 constituting the transmission case, and a support member 12a supported by the casing 12. An output member 11 rotatably supported around the same axis as the output member 11 and an output shaft S are provided.

A driving force from a driving source EG (sometimes referred to simply as EG) is input to the input shaft 10, and the input shaft 10 is rotated by the driving force. A starting device is provided between the input shaft 10 and the drive source EG. Examples of the starting device include a clutch type starting device (single plate clutch, multi-plate clutch, etc.) and a fluid coupling type starting device (torque converter, etc.). In this embodiment, a torque converter TC is provided. ing. Therefore, the driving force of the driving source EG is input to the input shaft 10 via the torque converter TC. The drive source EG is configured as, for example, an in-cylinder injection type engine having a plurality of cylinders. A spark plug and an electromagnetic fuel injection valve (fuel supply unit) (not shown) are attached to the cylinder head of the drive source EG for each cylinder, and high-pressure fuel supplied from the fuel pump is supplied from the fuel injection valve to each cylinder. Is injected into the combustion chamber of.

The output member 11 includes a gear concentric with the input shaft 10, and the output shaft S includes a gear that meshes with this gear. The rotation of the input shaft 10 is changed by the speed change mechanism described below and transmitted to the output shaft S. The rotation (driving force) of the output shaft S is transmitted to the drive wheels W (FIG. 1) via, for example, a differential gear device (not shown).

The power transmission device TM includes planetary gear mechanisms P1 to P4 and engagement mechanisms C1 to C3, B1 to B3, and F1 as a speed change mechanism. In the case of this embodiment, the planetary gear mechanisms P1 to P4 are all single pinion type planetary gear mechanisms. The planetary gear mechanisms P1 to P4 transmit a driving force from the input shaft 10 to the output member 11. The planetary gear mechanisms P1 to P4 can form a plurality of driving force transmission paths. Then, the engagement mechanisms C1 to C3, B1 to B3, and F1 switch the transmission path of the driving force in the planetary gear mechanisms P1 to P4 to establish a plurality of shift stages.

The planetary gear mechanisms P1 to P4 include sun gears S1 to S4, ring gears R1 to R4, and carriers Cr1 to Cr4 supporting the pinion gear as rotating elements (12 in total), and are arranged coaxially with the input shaft 10. It is installed.

The engaging mechanisms C1 to C3, B1 to B3 and F1 function as a clutch or a brake. The clutch engages and disengages between rotating elements included in the power transmission device TM. The brake connects and disconnects between the rotating element included in the power transmission device TM and the casing 12. The rotating element included in the power transmission device TM includes an input shaft 10, sun gears, ring gears, and carriers of planetary gear mechanisms P1 to P4.

In the case of this embodiment, the engaging mechanisms C1 to C3 are clutches, and the engaging mechanisms B1 to B3 and F1 are brakes. Therefore, the engaging mechanisms C1 to C3 may be referred to as clutches C1 to C3, and the engaging mechanisms B1 to B3 and F1 may be referred to as brakes B1 to B3 and F1. Driving from the input shaft 10 to the output member 11 by switching the engaging mechanisms C1 to C3 and B1 to B3 between the engaged state (fastened state) and the disengaging state, and by switching the state of the engaging mechanism F1. The force transmission path is switched, and multiple gears are realized.

In the case of the present embodiment, the engaging mechanisms C1 to C3 and B1 to B3 all assume a hydraulic friction engaging mechanism. Examples of the hydraulic friction engagement mechanism include a dry or wet single plate clutch, a dry or wet multi-plate clutch, and the like. The engaging mechanisms C1 to C3 and B1 to B3 can function as a connecting / disconnecting portion C for transmitting power from the drive source EG.

The engaging mechanism F1 is provided between a predetermined rotating element (here, carriers Cr1 and Cr2 connected to each other) and the casing 12. The engaging mechanism F1 has a one-way rotation allowable state (sometimes called OWC) that regulates only one-way rotation of predetermined rotating elements (carriers Cr1 and Cr2) and allows rotation in the opposite direction, and bidirectional rotation thereof. It is possible to switch to a rotation blocking state (sometimes called TWC) that regulates rotation.

The sun gear S3 of the planetary gear mechanism P3 is connected to the input shaft 10. The ring gear R3 is connected to the sun gear S2 of the planetary gear mechanism P2. The carrier Cr3 is connected to the ring gear R1 of the planetary gear mechanism P1 and the carrier Cr4 of the planetary gear mechanism P4. The carrier Cr2 of the planetary gear mechanism P2 is connected to the carrier Cr1 of the planetary gear mechanism P1. The ring gear R2 is connected to the output member 11. Therefore, the planetary gear mechanism P2 is a planetary gear mechanism that transmits the input rotational drive to the output shaft S.

The clutch C1 connects the input shaft 10 with the carrier Cr1 of the planetary gear mechanism P1 and the carrier Cr2 connected to the input shaft 10 in the engaged state, and releases these connections in the released state. The released state may be referred to as an disengaged state. The clutch C2 engages the ring gear R3 of the planetary gear mechanism P3 and the sun gear S4 of the planetary gear mechanism P4 in the engaged state, and releases these connections in the released state. The clutch C3 connects the input shaft 10 and the ring gear R4 of the planetary gear mechanism P4 in the engaged state, and releases these connections in the released state.

The brake B1 connects the casing 12 and the sun gear S1 of the planetary gear mechanism P1 in the engaged state, and releases these connections in the released state. The brake B2 connects the casing 12 and the sun gear S4 of the planetary gear mechanism P4 in the engaged state, and releases these connections in the released state. The brake B3 connects the casing 12 and the ring gear R4 of the planetary gear mechanism P4 in the engaged state, and releases these connections in the released state.

As described above, the engagement mechanism F1 regulates only the rotation of the carrier Cr2 (and the carrier Cr1 connected to the carrier Cr1) of the planetary gear mechanism P2 in one direction in the unidirectional rotation allowable state, and is in the rotation blocking state. In this case, the carrier Cr2 (and the carrier Cr1 connected to the carrier Cr2) of the planetary gear mechanism P2 is fixed to the casing 12.

FIG. 3 is an engagement table (fastening table) showing the engagement combinations of the engagement mechanisms included in the power transmission device TM. In the case of this embodiment, it is possible to establish 10 forward steps (1st to 10th) and 1 reverse step (RVS). "P / N" indicates a non-driving range, "P" is a parking range, and "N" is a neutral range.

In the example of the engagement table of FIG. 3, “◯” indicates an engaged state, and no mark indicates an released state. Although it is not essential for establishing the gears, an engaging mechanism that is in an engaged state is included in order to facilitate the transition to the adjacent front and rear gears. For example, in the case of the first speed stage (1st), the engagement of the brake B2 is not essential, but when shifting to the reverse speed stage (RVS) or the second speed stage (2nd), there are few engagement mechanisms for switching the engagement state. It is in an engaged state for the purpose of Similarly, in the case of the fifth speed stage (5th), the engagement of the clutch C3 is not essential, but when shifting to the fourth speed stage (4th) or the sixth speed stage (6th), the engagement state is switched. It is in an engaged state for the purpose of reducing the mechanism.

Regarding the engaging mechanism F1, "◯" indicates that the rotation is blocked, and "Δ" indicates that the rotation is allowed in one direction. In the case of the first speed stage (1st), the engaging mechanism F1 may be in either a rotation blocking state or a one-way rotation permitting state, but in the rotation blocking state, the engine brake is enabled. In the first speed stage, the engagement mechanism F1 is in a unidirectional rotation allowable state, and the engine brake can be enabled or disabled by engaging and disengaging the brake B3. In FIG. 3, the “(◯)” of the brake B3 in the first speed stage (1st) indicates this.

The algorithm for which state the engagement mechanism F1 is in in the case of the first speed stage (1st) can be appropriately designed, but in the present embodiment, the state before the transition to the first speed stage (1st) is inherited. To do. For example, when shifting from the reverse stage (RVS) to the first speed stage (1st), the first speed stage (1st) is left in the rotation blocking state. However, when the vehicle speed becomes higher than the predetermined speed, the vehicle is switched to the one-way rotation allowable state. Similarly, when shifting from the other forward stage (2nd to 10th) to the first speed stage (1st), the first speed stage (1st) is left in the one-way rotation allowable state.

Even in the non-traveling range (P / N), the state of the engaging mechanism F1 may be either a rotation blocking state or a unidirectional rotation allowable state. In the case of the present embodiment, the state before the shift to the non-traveling range (P / N) is inherited as in the first speed stage (1st). In the second speed stage (2nd) to the tenth speed stage (10th), the engaging mechanism F1 is in a unidirectional rotation allowable state, but is in an idling state due to the configuration of the power transmission device TM. Therefore, the state of the engaging mechanism F1 is displayed as "(Δ)".

<Control device>
FIG. 4 is a block diagram showing the configuration of the control device CT. The control device CT includes a transmission TCU 100 and a drive source ECU 200. The drive source ECU 200 can control the drive source EG. Further, the transmission TCU 100 can control a power transmission device TM including a torque converter TC having a lockup clutch LC capable of connecting the output shaft 2 of the drive source EG and the input shaft 10 of the power transmission device TM. Is. The transmission TCU 100 can receive various information about the drive source EG and the transportation equipment TA (vehicle) from the drive source ECU 200.

The drive source ECU 200 controls the drive source EG based on the information from the sensor 210. Here, the sensor 210 includes a drive source rotation speed sensor 211 that detects the rotation speed of the drive source EG, a drive source torque sensor 212 that detects the torque of the drive source EG, and the like. The drive source ECU 200 can determine the operating state (operating state) of the drive source EG based on the detection results of various sensors included in the sensor 210.

The rotational output of the drive source EG is output to the drive source output shaft 2. The rotation of the drive source output shaft 2 is transmitted to the input shaft 10 of the power transmission device TM via the torque converter TC. The torque converter TC transmits the rotational torque of the drive source output shaft 2 to the input shaft 10 of the power transmission device TM via a fluid (hydraulic oil (ATF)).

The lockup clutch LC performs lockup control for connecting the pump impeller 33 and the turbine impeller 32 by hydraulic control based on the command of the transmission TCU100. When the lockup clutch LC is open, that is, when the pump impeller 33 and the turbine impeller 32 are not connected, the relative rotation of the pump impeller 33 and the turbine impeller 32 is allowed. In this state, when the rotational torque of the drive source output shaft 2 is transmitted to the pump impeller 33, the hydraulic oil (ATF) filling the torque converter TC is supplied to the pump impeller 33 by the rotation of the pump impeller 33. Circulates to the turbine impeller 32. As a result, the rotational torque of the pump impeller 33 is transmitted to the turbine impeller 32 to drive the input shaft 10. On the other hand, in the engaged state of the lockup clutch, the relative rotation between the pump impeller 33 and the turbine impeller 32 is restricted, and the rotational torque of the drive source output shaft 2 is directly applied to the input shaft 10 of the power transmission device TM. Be transmitted.

The transmission TCU 100 functions as a connection unit for communicating between a processing unit 101 such as a CPU, a storage unit 102 such as a RAM 1 (102a) and a ROM 102c, and an external device or a drive source ECU and the processing unit 101. It includes an IF unit 103. The IF unit 103 is composed of, for example, a communication interface, an input / output interface, and the like.

The processing unit 101 of the transmission TCU 100 uses a temperature calculation unit 101a that calculates the temperature of the connection / disconnection unit and a conversion coefficient that indicates an operating time conversion value in a temperature environment in which the temperature is converted to a reference temperature that is a reference for life evaluation. The instruction pressure calculation unit 101b for acquiring the conversion coefficient corresponding to the temperature calculated by the temperature calculation unit 101a by referring to the stored conversion table is provided.

The indicated pressure calculation unit 101b calculates the heat history by dividing the addition conversion coefficient, which is the sum of the conversion coefficient corresponding to the calculated temperature and the conversion coefficient of the cumulatively added reference temperature, by the life time at the reference temperature. The indicated pressure calculation unit 101b calculates a control pressure correction value for correcting the control pressure of the connecting / disconnecting portion until the upper limit value of the heat history is reached, and the corrected control pressure is corrected based on the calculated control pressure correction value. Controls the connection / disconnection part.

The RAM 1 (102a) stores, for example, the heat history of the connection / disconnection portion. The transmission TCU 100 resets the heat history stored in the RAM 1 (102a) based on the replacement of the connection / disconnection portion. The RAM 1 (102a) stores the mileage of the transport device TA, and the transmission TCU 100 resets the mileage stored in the RAM 1 (102a) based on the replacement of the connection / disconnection portion.

The transport device TA includes a RAM 2 (102b) as a second storage unit for backing up the heat history stored in the RAM 1 (102a). When the transmission TCU 100 is replaced, the replaced transmission TCU 100 stores the heat history stored in the RAM 2 (102b) in the RAM 1 (102a) of the replaced transmission TCU 100.

The processing unit 101 executes a program stored in the storage unit 102, and controls various actuators 120 based on the detection results of the various sensors 110.

The various sensors 110 include various sensors provided in the power transmission device TM, and FIG. 4 illustrates the following sensors. The input rotation speed sensor 111 is a sensor that detects the rotation speed input from the drive source EG to the torque converter TC, that is, the rotation speed (rotation speed) of the output shaft of the drive source EG. The input shaft rotation speed sensor 112 is a sensor that detects the rotation speed (rotation speed) of the input shaft 10. The slip ratio of the torque converter TC: ETR is calculated by the following equation (1).

ETR (%) = (detected rotation speed of input shaft rotation speed sensor 112) / (detected rotation speed of input rotation speed sensor 111) × 100 ... (1)
The output rotation speed sensor 113 is a sensor that detects the rotation speed (rotation speed) of the output shaft S.

The SP sensor (shift position sensor) 114 is a sensor that detects the shift position selected by the driver. In the case of this embodiment, four types of shift positions are assumed: P range (parking range), D range (forward range), N range (neutral range), and R range (reverse range). When the D range is selected, the processing unit 101 can select one of the first speed (1st) to the tenth speed (10th) according to the shift map stored in the storage unit 102 to shift gears. is there. When the R range is selected, the processing unit 101 selects the reverse stage.

The oil pressure sensor 115 includes a sensor that detects the oil pressure of each of the hydraulic fluids of the engaging mechanisms C1 to C3 and B1 to B3. The vehicle speed sensor 116 detects the traveling speed of the transportation device TA (vehicle) on which the power transmission device TM is mounted. By integrating the detection result of the vehicle speed sensor 116, it is possible to calculate the mileage of the transportation equipment TA (vehicle).

The various actuators 120 include various actuators provided in the power transmission device TM. For example, an electromagnetic actuator such as a lockup clutch LC or an electromagnetic solenoid that generates thrust (load, thrust force) for switching the operating states of the engaging mechanisms C1 to C3, B1 to B3, and F1 is included. In this way, the processing unit 101 controls various actuators 120.

FIG. 4B shows an example of arrangement of the oil pressure sensor 115. The oil pressure sensor 115 can be provided for each of the engaging mechanisms C1 to C3 and B1 to B3, for example. As a result, the hydraulic pressure of the hydraulic oil of each engaging mechanism can be detected.

A solenoid valve LS for supplying hydraulic oil is assigned to each engaging mechanism, and the engaging and disengaging of the engaging mechanism can be switched by opening or shutting off the hydraulic oil supply line L with the solenoid valve LS. Can be done. The hydraulic sensor 115 is provided so that the hydraulic oil supplied from the solenoid valve LS to the engaging mechanism is supplied, and the detection result of the hydraulic sensor 115 indicates the oil pressure of the hydraulic oil supplied to the engaging mechanism. Hydraulic oil is pumped to the supply line L by an oil pump 117 driven by a drive source EG. The connecting / disconnecting portion controls the fastening state and the released state by the fluid pressure, and the control device controls the connecting / disconnecting portion by varying the fluid pressure.

FIG. 6 is a flowchart illustrating a processing flow of the temperature calculation unit 101a and the instruction pressure calculation unit 101b. In step S61, the time for controlling the execution of arithmetic processing is set to Time = 0.

In step S62, the temperature (estimated value) of the plate surface of the lockup clutch LC is calculated. The temperature calculation unit 101a of the processing unit 101 acquires the torque of the drive source EG estimated from information such as the rotation speed of the drive source EG, the air intake amount, and the ignition timing for each preset time interval (ΔTM). The temperature (estimated value) of the plate surface of the lockup clutch LC is calculated. When the drive source torque sensor 212 and the oil pressure sensor 115 are provided as shown in FIG. 2, the temperature calculation unit 101a detects from the drive source torque sensor 212 and the oil pressure sensor 115 at each preset time interval (ΔTM). The result may be obtained to calculate the temperature (estimated value) of the plate surface of the lockup clutch LC.

In step S63, the indicated pressure calculation unit 101b acquires the conversion coefficient of the temperature of the plate surface of the lockup clutch LC calculated this time. That is, the instruction pressure calculation unit 101b acquires the conversion coefficient corresponding to the temperature of the plate surface of the lockup clutch LC calculated for each set time interval (ΔTM) by referring to the conversion table.

FIG. 5 is a diagram illustrating the configuration of the conversion table 510, which is stored in, for example, the ROM 102c of the transmission TCU100. In the conversion table 510, the temperature T0 of the lockup clutch LC is a reference temperature that serves as a reference for life evaluation, and the reference conversion coefficient K0 corresponding to the reference temperature is a parameter that indicates the usage time conversion value at the reference temperature T0.

In the conversion table 510, combinations of a plurality of temperatures and conversion coefficients corresponding to each temperature are stored. The conversion table 510 shows the corresponding conversion factors (eg, K1) for temperatures above the reference temperature T0 (eg, T1, ...) Or below the reference temperature T0 (eg, T2, ...). , K2, ...) Is set. The conversion coefficient (K1, K2, ...) Is a parameter indicating the usage time conversion value in a temperature environment in which the corresponding temperature is converted to the reference temperature which is the standard for life evaluation.

When the temperature (estimated value) calculated by the temperature calculation unit 101a is the temperature T1, the instruction pressure calculation unit 101b refers to the conversion table 510 and acquires the conversion coefficient K1 corresponding to the temperature T1. The indicated pressure calculation unit 101b sets the conversion coefficient K1 corresponding to the temperature T1 calculated by the temperature calculation unit 101a in SG (n). The conversion coefficient K1 corresponding to the temperature T1 indicates an operating time conversion value in a temperature environment in which the temperature T1 is converted to the reference temperature T0 which is the reference for the life evaluation. That is, the use of the lockup clutch LC at the temperature T1 is converted to the use at the reference temperature T0, and the use time conversion value is K1 / K0 times the conversion coefficient ratio. For example, when the conversion coefficient ratio K1 / K0 = N, when the use at the temperature T1 is converted into the reference temperature T0, the use is for N hours.

In step S64, the instruction pressure calculation unit 101b acquires from the RAM 1 (102a) the conversion coefficient (SG (n-1)) of the reference temperature that has been cumulatively added by the calculation processing up to the previous time that has already been calculated.

In step S65, the indicated pressure calculation unit 101b calculates the heat history. The indicated pressure calculation unit 101b includes a conversion coefficient (SG (n)) indicating an operating time conversion value in a temperature environment obtained by converting the temperature (for example, T1) acquired by this calculation into a reference temperature, and the calculation up to the previous time. The conversion coefficient (SG (n-1)) of the reference temperature cumulatively added by the processing is added, and the addition conversion coefficient (SG (n) + SG (n-1)) is divided by the life time at the reference temperature. Calculate the heat history.

When the above arithmetic processing is expressed by a mathematical formula, it becomes the following equation (2). The indicated pressure calculation unit 101b calculates the heat history by executing the calculation of the following equation (2) for each set time interval (ΔTM).

Thermal history = (SG (n) + SG (n-1)) / lifetime ... (2)
Here, the life time is a physical property value obtained by combining the lockup clutch LC and the hydraulic oil (ATF). For example, the friction coefficient ratio (μ ratio: friction coefficient μ when the difference rotation of the clutch is small / large difference rotation) It is determined based on the coefficient of friction μ). The life time is the time until the μ ratio exceeds 1 by continuously applying heat between the lockup clutch LC and the hydraulic oil (ATF).

Addition conversion coefficient by adding the conversion coefficient (SG (n)) corresponding to the temperature acquired by this calculation and the conversion coefficient (SG (n-1)) of the reference temperature accumulated by the calculation processing up to the previous time. (SG (n) + SG (n-1)) is the cumulative value (integrated value) of the usage time conversion value in the temperature environment converted to the reference temperature, and the thermal history is in the temperature environment converted to the reference temperature. It is a parameter indicating how much the cumulative value of the usage time conversion value of is increased with respect to the life time.

In this step, the instruction pressure calculation unit 101b has the conversion coefficient (SG (n)) corresponding to the temperature acquired by this calculation and the conversion coefficient (SG (n−n)) of the reference temperature accumulated by the previous calculation processing. The addition conversion coefficient (SG (n) + SG (n-1)) obtained by adding 1)) and is stored in the RAM 1 (102a). The addition conversion coefficient saved here is used as the conversion coefficient accumulated by the previous calculation processing in the calculation process for obtaining the next heat history.

In step S66, the instruction pressure calculation unit 101b calculates a control pressure correction value for correcting the control pressure for controlling the lockup clutch LC based on the heat history.

In step S67, the instruction pressure calculation unit 101b corrects the control pressure and controls the lockup clutch LC based on the calculated control pressure correction value.

In step S68, the time for controlling the execution of arithmetic processing is set to Time = Time + ΔTM.

In step S69, if Time has not elapsed from the new state for a preset period (S69-No) as the usage time of the lockup clutch LC, the process is returned to step S62, and the same process is executed.

On the other hand, in step S69, when the set period has elapsed (S69-Yes), the process ends. When this process is completed, the instruction pressure calculation unit 101b does not perform the correction process of the control pressure of the lockup clutch LC.

FIG. 7A is a diagram showing the relationship between the lockup clutch capacity (LC capacity: vertical axis) and the heat history (LC heat history: horizontal axis), and FIG. 7B is a diagram showing the lockup clutch capacity (LC capacity: vertical axis). It is a figure which shows the relationship between LC capacity (vertical axis) and mileage (horizontal axis).

In FIG. 7A, the LC capacity shown by the broken line 701 indicates a conventional setting of the LC capacity, and in this setting, the control pressure of the lockup clutch is controlled as a uniform LC capacity.

However, the change in LC capacity changes as shown by the solid line 702, and when the lockup clutch LC is in a new state 703 (or when the lockup clutch LC and the hydraulic oil (ATF) are completely replaced), the heat history is recorded. It is low, and the LC capacity is larger than the set value of the broken line 701. As the lockup clutch LC is used, the coefficient of friction becomes smaller and the LC capacity decreases.

The region 704 in which the LC capacitance shown by the solid line 702 is larger than the LC capacitance shown by the broken line 701 is the region for correcting the control pressure of the lockup clutch. In the calculation process of the control pressure correction value in step S66, the instruction pressure calculation unit 101b sets the difference value between the two so that the LC capacity (actual LC capacity) of the solid line 702 approaches the LC capacity (reference LC capacity) of the broken line 701. Calculated as a control pressure correction value. In the LC control pressure correction process in step S67, the instruction pressure calculation unit 101b corrects the control pressure by subtracting the calculated control pressure correction value from the actual LC capacity to control the lockup clutch LC.

The indicated pressure calculation unit 101b executes the correction process until the upper limit value of the heat history is reached (until the elapse of a preset period). At the upper limit of the thermal history, the difference value between the LC capacity of the solid line 702 (actual LC capacity) and the LC capacity of the broken line 701 (reference LC capacity) becomes zero. That is, the LC capacity of the solid line 702 (actual LC capacity) and the LC capacity of the broken line 701 (reference LC capacity) are equal to each other. The upper limit SLIM of the heat history can be set in advance, and the indicated pressure calculation unit 101b compares the preset upper limit SLIM of the heat history with the calculated heat history. Based on the calculated heat history, the instruction pressure calculation unit 101b calculates a control pressure correction value for correcting the control pressure of the connection / disconnection unit C until the upper limit value of the heat history is reached, and the calculated control pressure correction. Based on the value, the connection / disconnection portion C is controlled by the corrected control pressure.

In the region 705, the LC capacity increases due to the partial replacement of the hydraulic oil (ATF), but the LC capacity does not exceed the LC capacity shown by the broken line 701. Therefore, the instruction pressure calculation unit 101b performs the correction process. Not performed.

In FIG. 7 (B), the LC capacity shown by the broken line 711 indicates the setting of the conventional LC capacity. In this setting, the control pressure of the lockup clutch is set as a uniform LC capacity as in FIG. 7 (A). Is controlled.

However, the change in the LC capacity changes as shown by the solid line 712, and in the state where the mileage is short 713, the LC capacity becomes a larger LC capacity than the set value of the broken line 711. As the mileage increases and the lockup clutch LC is used, the coefficient of friction becomes smaller and the LC capacity decreases as shown by the solid line 712.

The region 714 in which the LC capacitance shown by the solid line 712 is larger than the LC capacitance shown by the broken line 711 is the region for correcting the control pressure of the lockup clutch.

In the control pressure correction process, the instruction pressure calculation unit 101b uses the difference value between the two as the control pressure correction value so that the LC capacity (actual LC capacity) of the solid line 712 approaches the LC capacity (reference LC capacity) of the broken line 711. calculate. The indicated pressure calculation unit 101b corrects the control pressure by subtracting the calculated control pressure correction value from the actual LC capacity to control the lockup clutch LC.

The indicated pressure calculation unit 101b sets the mileage at which the difference value between the LC capacity (actual LC capacity) of the solid line 712 and the LC capacity (reference LC capacity) of the broken line 711 becomes zero as the heat history upper limit distance, and the mileage is set. The correction process is executed until the upper limit distance of the thermal history is reached. That is, the instruction pressure calculation unit 101b executes the correction process until the travel distance (heat history upper limit distance) at which the heat history reaches the upper limit value is reached. In the region 715 exceeding the thermal history upper limit distance, the LC capacity (actual LC capacity) of the solid line 712 increases due to the partial replacement of the hydraulic oil (ATF), but the LC capacity (actual LC capacity) of the solid line 712). Does not exceed the LC capacity (reference LC capacity) of the broken line 711, so that the indicated pressure calculation unit 101b does not perform the correction process.

<Modification example>
In the embodiment described above, a configuration has been described in which a conversion coefficient corresponding to the temperature of the connection / connection portion is acquired with reference to a conversion table, and the heat history is calculated based on the conversion coefficient and the life time. In addition to this example, for example, the heat history may be calculated based on an integrated value obtained by integrating the temperature of the connecting portion and the heating time for heating the connecting portion at this temperature.

For example, the temperature calculation unit 101a estimates the drive source EG from information such as the rotation speed of the drive source EG, the air intake amount, and the ignition timing for each preset time interval (ΔTM) as in the previous embodiment. The temperature Ti (estimated value) of the plate surface of the lockup clutch LC is calculated by acquiring the torque of. The temperature calculation unit 101a acquires the heating time HTi at the temperature Ti by storing the time information and integrating the time interval (ΔTM) when calculating the temperature Ti.

The indicated pressure calculation unit 101b calculates the heat history based on the integrated value Si which is the sum of the temperature Ti calculated by the temperature calculation unit 101a and the heating time HTi when the connection / connection unit C is heated at the temperature. For example, assuming that the heating time is HT1 at the temperature T1, the integrated value S1 = T1 × HT1. Further, assuming that the heating time is HT2 at the temperature T2, the integrated value S2 = T2 × HT2.

The indicated pressure calculation unit 101b calculates the sum of the integrated values calculated based on each temperature and the heating time (cumulative integrated value S = S1 + S2 + ... + Sn) as the heat history.

The upper limit SLIM of the thermal history is, for example, a point at which the LC capacity (actual LC capacity) of the solid line 702 in FIG. 7 (A) and the LC capacity (reference LC capacity) of the broken line 701 become equal to each other. Corresponds to the heat history upper limit of FIG. 7B, and corresponds to the heat history upper limit distance of FIG. 7 (B).

The indicated pressure calculation unit 101b compares the preset upper limit value SLIM of the heat history with the calculated heat history (cumulative integrated value S). Then, based on the calculated heat history, the instruction pressure calculation unit 101b calculates and calculates the control pressure correction value for correcting the control pressure of the connection / disconnection unit C until the upper limit value of the heat history is reached. Based on the pressure correction value, the connection / disconnection portion C is controlled by the corrected control pressure.

According to this example, the heat history can be calculated based on the calculated temperature and heating time regardless of the conversion table, and the connection / disconnection portion is controlled by the heat history, so that the change over time is based on the heat history. It is possible to instruct the fastening pressure according to the friction coefficient to be applied, and it is possible to operate with suppressed fastening shock and the like.

<Embodiment 2>
In the previous embodiment, the configuration for obtaining the heat history based on the temperature of the connection / disconnection portion has been described, but in the present embodiment, the heat history is calculated based on the temperature and the calorific value of the connection / connection portion C, and the connection / disconnection portion is calculated. A configuration for correcting the control pressure of C will be described.

FIG. 8 is a block diagram showing the configuration of the control device CT of the second embodiment. The configuration of the control device CT is basically the same as that of the control device CT of FIG. 4 (A) described in the previous embodiment, but in the control device CT of FIG. 8, the processing unit 101 of the transmission TCU 100 It differs from the configuration of the control device CT of FIG. 4 (A) in that it has a calorific value calculation unit 101c as a configuration. Hereinafter, a part different from the configuration of FIG. 4A will be described.

The processing unit 101 of the transmission TCU 100 uses a temperature calculation unit 101a for calculating the temperature of the connection / disconnection unit C, a heat generation calculation unit 101c for calculating the heat generation amount of the connection / disconnection unit C, and a conversion coefficient indicating a usage time conversion value. The instruction pressure calculation unit 101b for acquiring the conversion coefficient corresponding to the temperature and the calorific value of the connection / disconnection unit C by referring to the stored conversion table is provided. Here, the conversion coefficient indicating the usage time conversion value is a coefficient obtained by converting information combining the temperature and calorific value of the connection / disconnection portion C into the usage time of the connection / connection portion C, and the indicated pressure calculation unit 101b converts the information. By referring to the conversion table in which the coefficients are stored, the conversion coefficients corresponding to the temperature calculated by the temperature calculation unit 101a and the calorific value calculated by the calorific value calculation unit 101c are acquired.

The indicated pressure calculation unit 101b sets the reference temperature as an addition conversion coefficient obtained by adding the conversion coefficient corresponding to the temperature calculated by the temperature calculation unit 101a and the calorific value calculated by the calorific value calculation unit 101c and the cumulatively added conversion coefficient. And the heat history is calculated by dividing by the life time at the reference calorific value. The indicated pressure calculation unit 101b calculates a control pressure correction value for correcting the control pressure of the connection / disconnection unit C until the upper limit value of the heat history is reached, and the corrected control is performed based on the calculated control pressure correction value. The connection / disconnection portion C is controlled by pressure.

FIG. 9 is a flowchart illustrating a processing flow of the temperature calculation unit 101a, the calorific value calculation unit 101c, and the indicated pressure calculation unit 101b. In step S91, the time for controlling the execution of arithmetic processing is set to Time = 0.

In step S92, the temperature (estimated value) and calorific value (estimated value) of the plate surface of the lockup clutch LC are calculated. The temperature calculation unit 101a of the processing unit 101 acquires the torque of the drive source EG estimated from information such as the rotation speed of the drive source EG, the air intake amount, and the ignition timing for each preset time interval (ΔTM). , Calculate the temperature (estimated value) of the plate surface of the lockup clutch LC. Further, the heat generation calculation unit 101c of the processing unit 101 calculates the torque of the drive source EG estimated from information such as the rotation speed of the drive source EG, the air intake amount, and the ignition timing for each preset time interval (ΔTM). The temperature change of the lockup clutch LC (for example, the temperature change of the plate surface) is acquired, and the calorific value (estimated value) is calculated based on the acquired temperature change and the heat capacity of the lockup clutch LC. As shown in FIG. 8, when the drive source torque sensor 212 and the oil pressure sensor 115 are provided, the temperature calculation unit 101a and the calorific value calculation unit 101c are provided with the drive source torque sensor 212 at each preset time interval (ΔTM). And the detection result may be obtained from the oil pressure sensor 115 to calculate the temperature (estimated value) and the calorific value (estimated value) of the plate surface of the lockup clutch LC.

In step S93, the indicated pressure calculation unit 101b acquires a conversion coefficient corresponding to the temperature and calorific value of the plate surface of the lockup clutch LC calculated this time. That is, the instruction pressure calculation unit 101b acquires the conversion coefficient corresponding to the temperature and the calorific value of the plate surface of the lockup clutch LC calculated for each set time interval (ΔTM) with reference to the conversion table.

FIG. 10 is a diagram illustrating the configuration of the conversion table 1010, which is stored in, for example, the ROM 102c of the transmission TCU100. In the conversion table 1010, the lockup clutch LC temperature T5 (LC plate temperature) is a reference temperature that serves as a reference for life evaluation, and the calorific value CV4 (LC calorific value) of the lockup clutch LC is a reference that serves as a reference for life evaluation. It is the calorific value. The reference conversion coefficient KS54 corresponding to the reference temperature T5 and the reference calorific value CV4 is a parameter indicating the usage time conversion value at the reference temperature T5 and the reference calorific value CV4.

In the conversion table 1010, the LC plate temperatures T6, T7, and T8 indicate temperatures higher than the reference temperature T5, and the LC plate temperatures T1, T2, T3, and T4 indicate temperatures lower than the reference temperature T5. Further, in the conversion table 1010, the LC calorific value CV5, CV6, and CV7 show a calorific value higher than the reference calorific value CV4, and the LC calorific value CV1, CV2, and CV3 show a calorific value lower than the standard calorific value CV4. Shown.

The conversion table 1010 has conversion coefficients KS (for example, ... KS53, KS54, KS55 ...) Corresponding to each combination of a plurality of temperatures (LC plate temperature) and a plurality of calorific values (LC calorific value). It is set. The conversion coefficient KS is a parameter indicating the usage time conversion value in an environment in which the corresponding temperature and calorific value are converted into the reference temperature and the reference calorific value that are the reference of the life evaluation.

When the temperature (estimated value) calculated by the temperature calculation unit 101a is, for example, the temperature T6, and the calorific value (estimated value) calculated by the calorific value calculation unit 101c is, for example, the calorific value CV5, the indicated pressure calculation unit. 101b refers to the conversion table 1010 and acquires the conversion coefficient KS65 corresponding to the temperature T6 and the calorific value CV5. The indicated pressure calculation unit 101b sets the conversion coefficient KS65 corresponding to the temperature T6 and the calorific value CV5 to SG (n). The conversion coefficient KS65 corresponding to the temperature T6 and the calorific value CV5 indicates the usage time conversion value in the environment in which the temperature T6 and the calorific value CV5 are converted into the reference temperature T5 and the reference calorific value CV4 which are the reference of the life evaluation. That is, the use of the lockup clutch LC at the temperature T6 and the calorific value CV5 is converted into the use at the reference temperature T5 and the reference calorific value CV4, and the conversion coefficient ratio is KS65 / KS54 times the usage time conversion value. .. For example, when the conversion coefficient ratio KS65 / KS54 = NS, the use at the temperature T6 and the calorific value CV5 is converted into the reference temperature T5 and the reference calorific value CV4 for NS hours.

In step S94, the instruction pressure calculation unit 101b acquires the conversion coefficient (SG (n-1)) cumulatively added by the previously calculated arithmetic processing up to the previous time from the RAM 1 (102a).

In step S95, the indicated pressure calculation unit 101b calculates the heat history. The indicated pressure calculation unit 101b has a conversion coefficient (SG (n)) indicating a usage time conversion value in an environment in which the temperature and calorific value (for example, T17, CV5) acquired by this calculation are converted into the reference temperature and the reference calorific value. )) And the conversion coefficient (SG (n-1)) of the reference temperature and the reference calorific value cumulatively added by the calculation processing up to the previous time are added, and the addition conversion coefficient (SG (n) + SG (n-1)) ) Is divided by the life time at the reference temperature and the reference calorific value to calculate the heat history. When the above arithmetic processing is shown by a mathematical formula, it becomes the same formula as the formula (2) described above. The indicated pressure calculation unit 101b calculates the heat history by executing the calculation of the equation (2) for each set time interval (ΔTM).

Addition conversion by adding the conversion coefficient (SG (n)) acquired by this calculation and the conversion coefficient (SG (n-1)) of the reference temperature and reference calorific value cumulatively added by the calculation processing up to the previous time. The coefficient (SG (n) + SG (n-1)) is a cumulative value (integrated value) of the usage time conversion value in the environment converted to the reference temperature and the reference calorific value, and in the present embodiment, the thermal history is It is a parameter indicating how much the cumulative value of the usage time conversion value in the environment converted to the reference temperature and the reference calorific value has increased with respect to the life time.

In this step, the instruction pressure calculation unit 101b uses the conversion coefficient (SG (n)) acquired by this calculation and the conversion coefficient (SG (n)) of the reference temperature and the reference calorific value cumulatively added by the calculation processing up to the previous time. The addition conversion coefficient (SG (n) + SG (n-1)) obtained by adding -1)) and is stored in the RAM 1 (102a). The addition conversion coefficient saved here is used as the conversion coefficient accumulated by the previous calculation processing in the next calculation process for obtaining the thermal history.

In step S96, the instruction pressure calculation unit 101b calculates a control pressure correction value for correcting the control pressure for controlling the lockup clutch LC based on the heat history.

In step S97, the instruction pressure calculation unit 101b corrects the control pressure and controls the lockup clutch LC based on the calculated control pressure correction value.

In step S98, the time for controlling the execution of arithmetic processing is set to Time = Time + ΔTM.

In step S99, if the time for using the lockup clutch LC has not elapsed from the new state to a preset period (S99-No), the process is returned to step S92 and the same process is executed. ..

On the other hand, in step S99, when the set period elapses (S99-Yes), the process ends. When this process is completed, the instruction pressure calculation unit 101b does not perform the correction process of the control pressure of the lockup clutch LC.

According to the present embodiment, the heat history can be calculated based on the temperature and heat generation amount of the connection / disconnection portion C, and the heat history reflecting the temperature and heat generation amount of the connection / connection portion C can be used to calculate the heat history. It becomes possible to correct the control pressure of.

<Summary of Embodiment>
Configuration 1. The transport equipment (eg, FIG. 1, TA) of the above embodiment includes a drive source (eg, FIG. 1, EG) and
With the output shaft (eg, FIG. 1, S),
A transportation device including a power transmission device (for example, FIG. 1, TM) capable of transmitting power between the drive source and the output shaft.
A control device (for example, CT) for controlling the drive source (EG) and the power transmission device (TM) is provided.
The power transmission device (TM) has a connecting / disconnecting means (for example, C in FIG. 1, LC in FIG. 2, TC, etc.) capable of controlling a engaged state in which power transmission is performed and an open state in which power transmission is not performed. )
The control device (CT) is characterized in that the connecting means (C) is controlled based on the thermal history of the connecting means (C).

According to the embodiment of the configuration 1, it is possible to control the connection / disconnection portion by using the thermal history as an evaluation parameter of the friction coefficient that changes with time. Further, since the connecting / disconnecting means is controlled by the heat history, it is possible to instruct the fastening pressure according to the friction coefficient that changes with time based on the heat history, and it is possible to perform the operation while suppressing the fastening shock and the like.

Configuration 2. The control device is characterized in that the control is performed from the start of use of the power transmission device to the elapse of a preset period.

According to the embodiment of the configuration 2, the friction coefficient of the connecting means changes depending on the heat history until a preset period elapses from the new state of the connecting means. Therefore, variable control is performed within that period. By doing so, it becomes possible to operate with less fastening shock and the like. Further, since the friction coefficient becomes stable after the elapse of the period, it is not necessary to perform variable control, and the control can be simplified.

Configuration 3. The control device (CT) determines the period based on the mileage of the transportation device (TA), and does not control the disconnection means (C) after the period has elapsed. And.

According to the embodiment of the configuration 3, the friction coefficient of the connecting means changes depending on the thermal history from the new state until the connecting means travels a predetermined distance, so that variable control is performed within that period. Therefore, it is possible to operate with less fastening shock.

After the period elapses, the coefficient of friction stabilizes, so there is no need to perform variable control, and control can be simplified.

Configuration 4. The control device (CT) has a storage means (for example, 102, RAM1) for storing the thermal history, and the control device has the storage means (102, RAM1) based on the exchange of the disconnection means. It is characterized in that the heat history stored in is reset.

Configuration 5. In the control device (CT), the storage means (102, RAM1) stores the mileage of the transportation device, and the control device (CT) is based on the exchange of the disconnection means (C). It is characterized in that the mileage stored in the storage means (C) is reset.

According to the embodiments of configurations 4 and 5, when the connecting / disconnecting means is replaced, not only the connecting / disconnecting means itself but also the lubricating oil inside the power transmission device is replaced, so that the heat history can be reset. It is possible to instruct the fastening pressure according to the friction coefficient that changes with time based on the heat history again, and it is possible to operate with suppressed fastening shock and the like.

Configuration 6. The transport device (TA) includes a second storage means (for example, RAM 2) that backs up the heat history stored in the storage means (102, RAM 1).
When the control device (CT) is replaced, the replaced control device (CT) stores the heat history stored in the second storage means (RAM 2) in the storage means of the replaced control device. It is characterized in that it is stored in (RAM 1).

According to the embodiment of the configuration 6, if the heat history is reset even though the connecting / disconnecting means has not been replaced, there is a possibility that the actual state of the connecting / disconnecting means and the controlled state may differ. By not resetting the thermal history just by replacing the control device, it is possible to operate with less fastening shock even after replacing the control device.

Configuration 7. The connection / disconnection means (C) controls the fastening state and the release state by the fluid pressure, and the control device (CT) controls the connection / disconnection means (C) by varying the fluid pressure. It is a feature.

According to the embodiment of the configuration 7, since the connecting / disconnecting means is controlled by the fluid pressure, the transmission torque of the connecting / disconnecting means can be changed by changing the fluid pressure. By changing the fluid pressure based on the thermal history, it is possible to instruct the fastening pressure according to the friction coefficient that changes over time, and it is possible to operate with suppressed fastening shock and the like.

Configuration 8. The transport device (TA) includes an actuator (for example, 120) that generates thrust for switching the operating state of the disconnecting means.
The control device (CT) is characterized in that the disconnection means (C) is controlled by controlling the actuator.

According to the embodiment of the configuration 8, by controlling the actuator that generates the thrust, it is possible to instruct the thrust according to the friction coefficient that changes with time, and the operation that suppresses the fastening shock and the like becomes possible.

Configuration 9. The control device (CT)
A temperature calculating means (for example, 101a) for calculating the temperature of the connecting means (C), and
Corresponds to the calculated temperature by referring to a conversion table (for example, 510 in FIG. 5) that stores a conversion coefficient indicating a conversion coefficient indicating the usage time conversion value in a temperature environment in which the temperature is converted to the reference temperature that is the reference for life evaluation. The instruction pressure calculation means (for example, 101b) for acquiring the conversion coefficient to be used is provided.
The indicated pressure calculating means divides the addition conversion coefficient, which is the sum of the conversion coefficient corresponding to the calculated temperature and the conversion coefficient of the cumulatively added reference temperature, by the life time at the reference temperature, and divides the heat history ( For example, it is characterized in that (Equation (2)) is calculated.

Configuration 10. The control device (CT)
A temperature calculating means (for example, 101a) for calculating the temperature of the connecting means (C), and
An instruction pressure calculating means (for example, 101b) that calculates the heat history based on an integrated value obtained by integrating the temperature calculated by the temperature calculating means (101a) and the heating time during which the connecting means is heated at the temperature. ), And.

According to the embodiment of the configuration 10, the heat history can be calculated based on the calculated temperature and the heating time regardless of the conversion table, and the connection / disconnection portion is controlled by the heat history, so that the heat history is used as the basis. It is possible to instruct the fastening pressure according to the friction coefficient that changes over time, and it is possible to operate with suppressed fastening shock and the like.

Configuration 11. The control device (CT)
A temperature calculating means (for example, 101a) for calculating the temperature of the connecting means and
A calorific value calculating means (for example, 101c) for calculating the calorific value of the connecting means and
By referring to the conversion table (for example, 1010 in FIG. 10) that stores the conversion coefficient indicating the conversion value of the usage time in the environment in which the temperature and the calorific value are converted into the reference temperature and the reference calorific value that are the reference of the life evaluation, the above. It is provided with an instruction pressure calculating means (for example, 101b) for acquiring a conversion coefficient corresponding to the calculated temperature and calorific value.
The indicated pressure calculating means (101b) adds the conversion coefficient corresponding to the calculated temperature and calorific value, the cumulatively added reference temperature, and the conversion coefficient of the reference calorific value to the reference temperature and the conversion coefficient. It is characterized in that the thermal history (for example, equation (2)) is calculated by dividing by the life time in the reference calorific value.

According to the configuration 11, the heat history can be calculated based on the temperature and the amount of heat generated by the connecting means (connecting portion C), and the heat reflecting the temperature and the amount of heat generated by the connecting means (connecting portion C). Based on the history, it becomes possible to correct the control pressure of the connecting means (connecting portion C).

Configuration 12. The indicated pressure calculation means (101b) calculates a control pressure correction value for correcting the control pressure of the disconnection means (C) until the upper limit value of the heat history is reached, and the calculated control pressure correction value. The connection means (C) is controlled by the corrected control pressure based on the above.

According to the embodiments of configurations 9, 10, 11 and 12, it is possible to control the connection / disconnection portion by using the thermal history as an evaluation parameter of the friction coefficient that changes with time.

P1 to P4: Planetary gear mechanism, C1 to C3, B1 to B3, F1: Engagement mechanism 1: Power transmission device TM, 100: Transmission TCU, 200: Drive source ECU
300: Control device

Claims (13)

With the drive source
Output axis and
A transportation device including a power transmission device capable of transmitting power between the drive source and the output shaft.
A control device for controlling the drive source and the power transmission device is provided.
The power transmission device has a connecting / disconnecting means capable of controlling a fastening state in which power transmission is performed and an open state in which power transmission is not performed.
The control device calculates a control pressure correction value for correcting the control pressure of the disconnection means based on the thermal history of the disconnection means, and the control pressure corrected based on the calculated control pressure correction value. by the controlled connection and disconnection means, performs the control until the elapsed upper reaches period thermal history that is set in advance from the start of use of the power transmission device in the new state, correction based on the thermal history after a said time period A transportation device characterized in that the connecting / disconnecting means is controlled by a control pressure that is not used . Wherein the control device, the transport device according to claim 1, wherein the determining based on the time the travel distance of the transportation equipment. The control device has a storage means for storing the thermal history.
The transportation device according to claim 1 or 2 , wherein the control device resets the heat history stored in the storage means based on the exchange of the disconnection means. The storage means stores the mileage of the transportation device and stores the mileage.
The transportation device according to claim 3 , wherein the control device resets the mileage stored in the storage means based on the exchange of the disconnection means. The transport device includes a second storage means for backing up the heat history stored in the storage means.
When the control device is replaced, the replaced control device stores the heat history stored in the second storage means in the storage means of the replaced control device. Item 3. The transportation device according to item 3 . The connecting / disconnecting means controls the fastening state and the releasing state by fluid pressure, and controls the fastening state and the release state.
The transportation device according to any one of claims 1 to 5 , wherein the control device controls the connecting / disconnecting means by varying the fluid pressure. The transport device comprises an actuator that generates thrust to switch the operating state of the disconnecting means.
The transportation device according to any one of claims 1 to 5 , wherein the control device controls the disconnection means by controlling the actuator. The control device is
A temperature calculating means for calculating the temperature of the connecting means and
Instructed pressure to obtain the conversion coefficient corresponding to the calculated temperature by referring to the conversion coefficient that stores the conversion coefficient indicating the usage time conversion value under the temperature environment in which the temperature is converted to the reference temperature that is the reference for the life evaluation. With a calculation means,
The indicated pressure calculating means divides the addition conversion coefficient, which is the sum of the conversion coefficient corresponding to the calculated temperature and the conversion coefficient of the cumulatively added reference temperature, by the life time at the reference temperature to obtain the heat history. The transportation device according to any one of claims 1 to 7 , wherein the transportation device is calculated. The control device is
A temperature calculating means for calculating the temperature of the connecting means and
An instruction pressure calculating means for calculating the heat history based on an integrated value obtained by integrating the temperature calculated by the temperature calculating means and the heating time during which the connecting means is heated at the temperature.
The transport device according to any one of claims 1 to 7 , wherein the transport device is provided with. The control device is
A temperature calculating means for calculating the temperature of the connecting means and
A calorific value calculating means for calculating the calorific value of the connecting means and
The calculated temperature and calorific value can be obtained by referring to the conversion table that stores the conversion coefficient showing the conversion coefficient for the usage time in the environment in which the temperature and calorific value are converted into the standard temperature and the standard calorific value that are the reference for the life evaluation. It is equipped with an instruction pressure calculation means for acquiring the corresponding conversion coefficient.
The indicated pressure calculating means adds the conversion coefficient corresponding to the calculated temperature and the calorific value and the cumulatively added reference temperature and the conversion coefficient of the reference calorific value to the reference temperature and the reference heat generation. The transportation device according to any one of claims 1 to 7 , wherein the thermal history is calculated by dividing by a lifetime in quantity. The indicated pressure calculating means calculates a control pressure correction value for correcting the control pressure of the disconnecting means until the upper limit value of the heat history is reached, and corrects the control pressure based on the calculated control pressure correction value. the control pressure to control the disengagement means, in the region exceeding the upper limit of the thermal history, claim 8, wherein the controller controls the disengaging means by a control pressure correction is not based on the thermal history The transportation device according to any one of 10 to 10 . With the drive source
Output axis and
A transportation device including a power transmission device capable of transmitting power between the drive source and the output shaft.
A control device for controlling the drive source and the power transmission device is provided.
The power transmission device has a connecting / disconnecting means capable of controlling a fastening state in which power transmission is performed and an open state in which power transmission is not performed.
The control device is
A temperature calculating means for calculating the temperature of the connecting means and
Instructed pressure to obtain the conversion coefficient corresponding to the calculated temperature by referring to the conversion coefficient that stores the conversion coefficient indicating the usage time conversion value under the temperature environment in which the temperature is converted to the reference temperature that is the reference for the life evaluation. With a calculation means,
The indicated pressure calculating means divides the addition conversion coefficient, which is the sum of the conversion coefficient corresponding to the calculated temperature and the conversion coefficient of the cumulatively added reference temperature, by the life time at the reference temperature, and divides the connection and disconnection means. Calculate the heat history of
The control device is a transportation device characterized in that the connecting means is controlled based on the thermal history of the connecting means. With the drive source
Output axis and
A transportation device including a power transmission device capable of transmitting power between the drive source and the output shaft.
A control device for controlling the drive source and the power transmission device is provided.
The power transmission device has a connecting / disconnecting means capable of controlling a fastening state in which power transmission is performed and an open state in which power transmission is not performed.
The control device is
And temperature calculation means for calculating the temperature of the pre Kidanse' means,
A calorific value calculating means for calculating the calorific value of the connecting means and
The calculated temperature and calorific value can be obtained by referring to the conversion table that stores the conversion coefficient showing the conversion coefficient for the usage time in the environment in which the temperature and calorific value are converted into the standard temperature and the standard calorific value that are the reference for the life evaluation. It is equipped with an instruction pressure calculation means for acquiring the corresponding conversion coefficient.
The indicated pressure calculating means adds the conversion coefficient corresponding to the calculated temperature and the calorific value and the cumulatively added reference temperature and the conversion coefficient of the reference calorific value to the reference temperature and the reference heat generation. Divide by the life time in quantity to calculate the thermal history of the connecting means.
The control device is a transportation device characterized in that the connecting means is controlled based on the thermal history of the connecting means.