JP2014070715A - Overload history storage device for vehicular friction clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an overload history storage device for a vehicular friction clutch which improves reliability of clutch maintenance and reduces costs by recording an error code when a clutch reaches a temperature at which the clutch begins to be damaged and obtaining information upon vehicle maintenance.SOLUTION: An overload history storage device for a vehicular friction clutch includes: an output shaft speed sensor which detects the rotating speed of an output shaft; an input shaft speed sensor which detects the rotating speed of an input shaft of a change gear; rotating speed difference calculation means 37 of calculating the rotating speed difference between the output shaft and input shaft; shaft torque calculation means 31; heating temperature estimation means 35 of estimating a heating temperature of a friction clutch on the basis of the rotating speed difference and shaft torque; alarm means 29 of generating an alarm when the estimated temperature exceeds a first threshold T1; recording means 36 of recording a predetermined error code when the estimated temperature exceeds a second threshold T2; and clutch temperature determination means 34 of instructing the alarm means 29 and recording means 36 to operate according to the estimated temperature.

Description

  The present invention relates to an overload history storage device for a friction clutch for a vehicle for estimating a heat generation amount of a friction clutch mounted on a vehicle and grasping a usage state of the friction clutch during vehicle maintenance.

The vehicle is provided with a clutch for connecting and disconnecting transmission of power from the internal combustion engine to the drive system.
As the clutch, dry type and wet type friction power connection / disconnection devices (clutches) are used.
In these friction clutches, frictional heat is generated due to slippage generated between the internal combustion engine side and the transmission side of the clutch due to the driving operation of the driver and the difference in the rotational speed between the internal combustion engine side and the transmission depending on the vehicle condition. Depending on the amount of frictional heat generated, the clutch itself may be damaged.
Measures are taken to prevent clutch damage.

  According to Patent Document 1, friction is obtained from the product of the rotational speed difference obtained by calculating the difference between the rotational speed of the input system from the internal combustion engine to the clutch and the rotational speed of the output system from the clutch to the wheel, and the shaft torque of the internal combustion engine. An apparatus is disclosed that calculates (estimates) the amount of heat generated by the clutch and issues an alarm when the estimated temperature exceeds a set temperature.

2008-57670 gazette

However, in Patent Document 1, the criterion for warning is a temperature that adversely affects the friction material when the estimated amount of heat generation continuously exceeds the set value.
Therefore, the temperature at which the alarm is generated is set lower than the temperature at which the clutch is actually damaged in order to prevent the clutch from being damaged.
Even if this low temperature alarm history is stored, it is unclear at the maintenance site whether the temperature has risen to the temperature range where clutch breakage has occurred in the past.
Therefore, the state of the clutch can only be determined by disassembling the clutch.
Therefore, it is necessary to remove the transmission from the vehicle and check the clutch damage status. Such work becomes useless work when there is no need for work such as clutch replacement, which causes a problem of extra maintenance costs.
Furthermore, the vehicle rest time becomes longer, the operating rate of the vehicle is lowered, and the user service is also lowered.

  The present invention has been made in view of the above-described problems of the prior art, and aims to provide an overload history storage device for a friction clutch for a vehicle that improves the reliability of clutch maintenance and reduces maintenance costs. To do.

In order to achieve the above object, according to the present invention, there is provided an overload history storage device for a friction clutch disposed in a vehicle,
Output-side rotational speed detection means for detecting the rotational speed of an output shaft connected to the friction clutch from an internal combustion engine mounted on the vehicle;
Input side rotational speed detection means for detecting the rotational speed of the input shaft of the transmission connected to the friction clutch;
A rotational speed difference calculating means for calculating a difference between the rotational speed of the output shaft and the rotational speed of the input shaft;
Shaft torque calculating means for calculating the shaft torque of the internal combustion engine;
Heat generation temperature estimation means for estimating the heat generation temperature of the friction clutch based on the rotation speed difference calculation value of the rotation speed difference calculation means and the shaft torque calculation value of the shaft torque calculation means;
Warning means for issuing a warning to the driver of the vehicle when the estimated temperature value of the heat generation temperature estimating means exceeds a first threshold;
A recording means for recording when the estimated temperature value of the exothermic temperature estimating means exceeds a first threshold and exceeds a second threshold;
An overload history storage device for a friction clutch for a vehicle, comprising: clutch temperature determination means for issuing an operation instruction to the alarm means and the recording means based on the temperature estimated value of the heat generation temperature estimation means Can provide.

  In the present invention, it is preferable that the recording unit records an error code when the temperature estimation value of the heat generation temperature estimation unit exceeds the second threshold value.

According to the present invention, an early warning to the driver of the overload state of the clutch improves the durability of the clutch, and records that the estimated temperature value exceeds the threshold as an error code. It can be easily taken out as an information source for studying maintenance methods at the time of maintenance.
Based on the extracted information, appropriate maintenance can be performed and the vehicle can be maintained and used in a comfortable state.

  In the present invention, it is preferable that the shaft torque calculating means calculates the moment of inertia of the internal combustion engine from a torque value obtained from a fuel injection torque map created based on the rotational speed of the internal combustion engine and a fuel injection amount. A value obtained by dividing the product of the amount of change in the rotation speed is preferable.

  With this configuration, the internal combustion engine has a rotational inertia force. Therefore, when the output of the internal combustion engine is changed, the shaft torque from the internal combustion engine side in the friction clutch is the fuel injection amount torque of the internal combustion engine. By using a value obtained by dividing the product of the moment of inertia of the internal combustion engine and the amount of change in rotational speed from the map, the heat generation temperature of the friction clutch can be estimated more accurately.

  In the present invention, it is preferable that the second threshold value of the estimated temperature value is a temperature at which the clutch starts to be damaged.

With this configuration, the error code recording temperature is set to a temperature at which the clutch starts to be damaged.
Therefore, it is possible to advise the driver that overload driving is being performed during vehicle maintenance.
On the other hand, since the error code record reveals that the clutch has started to be damaged, there is no omission in repairing the clutch, and it is possible to prevent problems such as a clutch disengagement failure while the vehicle is running. Will improve.

  In the present invention, it is preferable that the error code recorded in the recording means is written in a nonvolatile memory, and the recording remains until it is erased based on a predetermined procedure.

  By adopting such a configuration, a record of the usage state of the clutch in an overloaded state remains regardless of whether the vehicle is powered on or off, so that it is possible to provide advice to the driver when using the vehicle.

  In the present invention, it is preferable that the clutch temperature determination unit is configured to output the error code to the recording unit when the estimated temperature value estimated by the heat generation temperature estimation unit continues for a predetermined time after reaching the second threshold value. Should be stored.

  By adopting such a configuration, the estimated value by the heat generation temperature estimating means fluctuates due to load fluctuations and rotational speed fluctuations to the internal combustion engine while the vehicle is running, so the second threshold value is recorded after continuing for a predetermined time. In this way, accurate error code information can be obtained.

  According to the present invention, an error code is recorded when the temperature at which the clutch starts to be damaged is reached, and information is obtained at the time of vehicle maintenance. It is possible to improve reliability and eliminate unnecessary maintenance work, thereby speeding up maintenance and reducing costs.

The whole block diagram which operates the overload history storage device of the friction clutch for vehicles which is an embodiment is shown. The block diagram of the overload log | history storage apparatus in embodiment is shown. An example of the map which calculates the axial torque with respect to the injection fuel of the internal combustion engine in embodiment is shown. The control flow figure of error code recording in an embodiment is shown.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention only to specific examples unless otherwise specifically described. Only.

FIG. 1 is an overall configuration diagram of an overload history storage device for a vehicle friction clutch in which an embodiment of the present invention is used.
The overall configuration in which the vehicle friction clutch overload history storage device operates is an internal combustion engine (diesel engine, E / G) 1 serving as a driving power source for the vehicle and the power from the internal combustion engine 1 by shifting the power. A transmission 2 having clutches C1 and C2 for transmitting and receiving power to and from the internal combustion engine 1 and connecting / disconnecting the power from the internal combustion engine 1, an accelerator pedal 26 for arbitrarily adjusting the vehicle speed and the output of the internal combustion engine 1, and a shift stage of the transmission 2 The change lever 9 to be selected, the ECU (control unit) 21 that controls the operation of the internal combustion engine 1, the transmission 2, and the clutch overload history storage device 30, and the status of each device that the ECU 21 controls are detected. Each sensor to be transmitted to the ECU 21, a hydraulic supply source 6 that supplies hydraulic oil to the hydraulic actuator to operate the transmission 2, and wiring and piping that connect these devices It has been made.
The internal combustion engine 1 is provided with a so-called common rail type fuel injection device that supplies high pressure fuel accumulated in a common rail by an overpressure pump to a fuel injection valve of each cylinder and injects fuel into the combustion chamber by opening each fuel injection valve. Has been.

The internal combustion engine 1 is provided with an output shaft 1a that is a rotating shaft up to a dual clutch that is a friction clutch. The output shaft 1a protrudes from the internal combustion engine 1 toward the rear side of the vehicle, and a drive system transmission from a dual clutch of a mechanical automatic transmission (hereinafter abbreviated as “transmission”) 2 to drive wheels (not shown). 2 input shafts 2a.
The transmission 2 in the present embodiment includes 12 forward speeds (1st speed to 12th speed) and 1st reverse speed.
The power of the internal combustion engine 1 is input to the transmission 2 via the input shaft 2a. The power is changed according to the shift speed and transmitted from the main shaft 2b of the transmission 2 to the drive wheels.

The transmission 2 is configured as a dual clutch transmission. The details of the dual clutch transmission are described in, for example, Japanese Patent Application Laid-Open No. 2009-035168.
For this reason, in FIG. 1, the transmission 2 is shown by a schematic description different from an actual mechanism.
Accordingly, the configuration and operating state of the transmission 2 are conceptually described in the following description.

The dual clutch type transmission is provided with an odd-numbered gear stage and an even-numbered gear stage as mutually independent power transmission systems, and when one of them is transmitting power, the other is switched in advance to the next predicted next gear stage. By doing so, the system completes switching to the next gear without interrupting power transmission.
That is, as shown in FIG. 1, a gear mechanism G1 having odd gears (1, 3, 5, 7, 9, 11) is connected to the input shaft 2a of the transmission 2 via the clutch C1. .
Similarly, a gear mechanism G2 composed of even speeds (2, 4, 6, 8, 10, 12) is connected via the clutch C2. The power output sides of these gear mechanisms G1 and G2 are connected to a common main shaft 2b and are transmitted from the main shaft 2b to drive wheels (not shown).
As a result, the transmission 2 includes a power transmission system including the clutch C1 and the gear mechanism G1 that are independent from each other, and a power transmission system including the clutch C2 and the gear mechanism G2.

The hydraulic actuators 3 and 3 are connected to the clutch C1 and the clutch C2, respectively. The hydraulic actuators 3 and 3 are connected to a hydraulic supply source 6 through oil passages 5 and 5 in which electromagnetic valves 4 and 4 are interposed. ing. When the solenoid valves 4 and 4 are opened, hydraulic oil is supplied from the hydraulic supply source 6 to the hydraulic actuators 3 and 3 via the oil passages 5 and 5, and the corresponding clutch C1 or clutch C2 is disconnected from the connected state. Switch to state.
On the other hand, when the solenoid valve 4 is closed, the hydraulic actuator 3 stops operating due to the stop of the supply of hydraulic oil, and the clutch C1 (or C2) on which the solenoid valve 4 is closed is disconnected from the disconnected state by a pressure spring (not shown). Is switched to.

In addition, gear shift units 7 and 7 are disposed in the gear mechanism G1 of the odd-numbered speed stage and the gear mechanism G2 of the even-numbered speed stage of the transmission 2, respectively. The gear shift units 7 and 7 include a plurality of hydraulic cylinders that operate a shift fork (not shown) corresponding to each gear stage in the gear mechanism G1 and the gear mechanism G2, and a plurality of solenoid valves (not shown) that operate the hydraulic cylinder. Yes.
The electromagnetic valve operates the hydraulic cylinder at the gear stage of the corresponding gear mechanism G1, G2 according to the switching operation of the change lever 9.
Each electromagnetic valve of the gear shift units 7 and 7 is connected to a hydraulic pressure supply source 6 through an oil passage 8. The hydraulic oil from the hydraulic supply source 6 is supplied to the corresponding hydraulic cylinder according to the opening and closing of the solenoid valve. The hydraulic cylinder is activated and the shift fork is operated.
The corresponding gear mechanism G1, G2 is switched to the gear position by the shift fork.

The ECU (control unit) 21 is disposed in the vehicle interior. The ECU (control unit) 21 includes an input / output device (not shown), a storage device (ROM, RAM, etc.) used for storage of a control program, a control map, a central processing unit (CPU), an overload history storage device 30, a timer. An ECU (control unit) 21 having a counter and the like is installed.
Further, the ECU (control unit) 21 performs comprehensive control of the internal combustion engine 1, the transmission 2, the clutches C1 and C2, and the overload history storage device 30 of the clutches C1 and C2.
In particular, as shown in FIG. 2, the overload history storage device 30 includes a rotational speed difference calculating means 37 for calculating a rotational difference between the output shaft 1a and the input shaft 2a of each of the clutches C1 and C2, and the internal combustion engine 1. Shaft torque calculating means 31 for calculating the shaft torque of the engine from a map created based on the rotational speed and the fuel injection amount, a rotational speed change amount calculating unit 32 of the output shaft 1a, and an internal combustion engine inertia moment calculating unit 33 which will be described later. The heat generation temperature estimation means 35 for estimating the heat generation temperature of the clutches C1 and C2, and when the heat generation temperature calculated by the heat generation temperature estimation means 35 exceeds the first threshold, an alarm is issued to the driver via the alarm means 29, and the heat generation temperature is When the second threshold value is exceeded, a clutch temperature determination unit 34 having a determination criterion for instructing the recording unit 36 to record an error code, and the recording unit 36 are provided.
The alarm means 29 is arranged in the vicinity of the driver, for example, an instrument panel or the like on which meters are arranged.
Further, the electromagnetic valves 4 and 4 of the clutches C1 and C2 and the electromagnetic valves of the gear shift units 7 and 7 are connected to the output side of the ECU 21.
Further, a pressure pump for common rail pressure accumulation, a fuel injection valve for each cylinder, and the like are connected to control the operation of these devices.

  On the input side of the ECU 21, there are rotations of the internal combustion engine rotational speed sensor 22 which is output side rotational speed detection means for detecting the internal combustion engine rotational speed Ne, and the input shafts 2a and 2a which are output side rotational speed detection means of the clutches C1 and C2. Clutch rotational speed sensors 23 and 23 which are input side rotational speed detecting means for detecting the speeds Nc1 and Nc2, a lever position sensor 24 for detecting the switching position of the change lever 9 provided in the driver's seat, and gear shifting of the gear mechanisms G1 and G2. Sensors such as a gear position sensor 25 for detecting the speed, an accelerator sensor 27 for detecting the opening degree Acc of the accelerator pedal 26, and a vehicle speed sensor 28 for detecting the vehicle speed V provided on the main shaft 2b of the transmission 2 are connected. ing.

Based on the internal combustion engine rotational speed Ne detected by the internal combustion engine rotational speed sensor 22 and the accelerator opening degree Acc detected by the accelerator sensor 27, the ECU 21 applies the rail pressure of the common rail accumulated by the pressurizing pump to each cylinder. And the fuel injection timing is calculated from a map (not shown) based on the internal combustion engine rotational speed Ne and the injection amount Q.
Based on these calculated values, the pressure pump is driven and controlled, and the internal combustion engine 1 is operated while controlling the fuel injection valves of the cylinders.

The three-dimensional map of FIG. 3 is an example of a fuel injection torque map that is created based on the rotational speed Ne of the internal combustion engine 1 and the fuel injection amount Q using a test device for the performance of the internal combustion engine 1.
The relationship between the rotational speed Ne (rpm) and the shaft torque Tcl (Nm) with respect to the magnitude of the accelerator opening Acc, that is, the fuel injection amount Q (cc) to the internal combustion engine 1 is shown.
Therefore, the shaft torque Tcl (Nm) input to the clutch C1 or C2 is easily calculated from the three-dimensional map based on the fuel injection amount Q and the rotational speed Ne of the output shaft 1a.
However, an inertia moment Ieg including a flywheel, a piston's own weight, a crankshaft, various auxiliary machines connected to the crankshaft and the like (not shown) acts on the rotation of the internal combustion engine 1.
Therefore, in order to set the rotational speed of the internal combustion engine 1 to the target rotational speed, a part of the shaft torque Tcl is consumed in order to set the current moment of inertia to the target moment of inertia.
The inertia moment Ieg is calculated by a map which is an internal combustion engine inertia moment calculation unit 33 which has previously obtained the relationship between the rotational speed Ne and the inertia moment Ieg.
Therefore, the actual shaft torque Tel actually input to the clutch C1 or C2 is calculated by the shaft torque Tcl calculated by the internal combustion engine torque calculation unit 31, the inertia moment Ieg of the internal combustion engine 1, and the rotation speed change amount calculation unit 32. Based on the calculated rotational speed change amount aeg and the following equation (1) obtained from the equation of motion, the shaft torque calculator 31 calculates the actual shaft torque Tel.
Tel = Tcl−Ieg × aeg (1)
However, the rotational speed change amount aeg is a value obtained by differentiating the rotational speed detected by the internal combustion engine rotational speed sensor 22 with respect to time.

The rotational speed difference ΔNe calculated by the rotational speed difference calculating means 37 is obtained from the difference between the detected value Ne of the internal combustion engine rotational speed sensor 22 input to the ECU 21 and the detected value Nc1 (or Nc2) of the clutch rotational speed sensor 22. It is done.
Rotational speed difference ΔNe = Ne−Nc1 (or Nc2) (2)
It becomes.
From the above, the heat generation temperatures of the friction clutches C1 and C2 are approximated by the product of the actual shaft torque Tel obtained by the above equation (1) and the rotational speed difference ΔNe obtained by the above equation (2). it can.
Therefore, the heat generation temperature estimation means 35 estimates from the product of the rotation speed difference ΔNe calculated by the rotation speed difference calculation means 37 and the actual shaft torque Tel calculated by the shaft torque calculation means 31.
The heat generation amount of the friction clutches C1 and C2 can be estimated by a value obtained by the following arithmetic expression.
Clutch heat generation temperature Th = actual shaft torque Tel × rotational speed difference ΔNe (3)

Further, the overload history storage device 30 of the ECU (control unit) 21 has a clutch temperature determination means 34 for determining a treatment method based on the clutch heat generation temperature Th.
The clutch temperature determination means 34 determines whether the heat generation temperature Th of the above-described clutch C1 or C2 continues for the predetermined time for the first threshold T1, exceeds the first threshold T1, and continues for the predetermined time for the second threshold T2. Judgment.
In the present embodiment, the first threshold value T1 of the heat generation temperature Th is a temperature at which the clutch facing of the clutch C1 or C2 starts to carbonize.
The temperature at which carbonization starts is a state in which the surface of the clutch facing starts to become black. In such a state, there is no problem in running the vehicle.
However, since the durability of the clutch is affected, a warning is issued to the driver via the warning means 29.
As a warning method, a warning is given by turning on a pilot lamp or a buzzer.
You may use a pilot lamp and a buzzer together.
Therefore, the first threshold value T1 is a reference value that warns that the clutch load is in an overload state.

In the present embodiment, the second threshold value T2 of the heat generation temperature Th is a temperature at which the clutch plate of the friction clutch starts to deform in the present embodiment.
The temperature at which the clutch plate starts to deform is that the clutch plate is defective when the clutch plate is deformed.
Therefore, when the heat generation temperature Th reaches the second threshold value T2, it is necessary to replace the clutches C1 and C2.

The overload history storage device 30 has a recording unit 36 that records the determination result of the clutch temperature determination unit 34.
The recording means 36 is recorded in a non-volatile memory EEPROM (Electrically Erasable Programmable Read Only Memory), and the record can be read out at a vehicle maintenance factory according to a predetermined procedure. If unnecessary, it can be erased in a predetermined manner.
Therefore, the record is retained regardless of whether the vehicle power is on or off.
In the present embodiment, recording is performed when the first threshold value T1 and the second threshold value T2 of the heat generation temperature Th continue for a predetermined time.
The predetermined time is a temperature at which the exothermic temperature Th reaches the first threshold value T1 and the clutch facing starts to carbonize. Therefore, since the progress of carbonization affects the clutch durability, it is set within several seconds to 10 seconds.
In addition, the predetermined time duration is set to be a time width because the estimated value of the heat generation temperature estimating means varies due to a rotation variation of the internal combustion engine 1 or a load variation.

When the second threshold value T2 of the heat generation temperature Th exceeds the predetermined time continuously, it is recorded in the memory EEPROM as a predetermined error code.
For example, the error code is recorded as “error code 123”, and when read by a dedicated failure diagnosis device, it is converted and output as “error code 123 = clutch overload history”. "Overload history exists" message is recognized.
If an error code is recorded, clutch failure may occur as described above. Therefore, in the vehicle maintenance shop, the clutches C1 and C2 are replaced, and the driver can be advised on how to drive. It is like that.

A control flow of the overload history storage device 30 will be described with reference to FIG.
In step S1, the overload history storage device 30 starts processing.
In step S2, the clutch temperature determination means 34 determines whether the estimated temperature in the heat generation temperature estimation means 35 exceeds the first threshold T1. If the estimated temperature does not exceed the first threshold value T1, No is selected and the process proceeds to step S3.
In this case, it is determined that the heat generation temperature is low and normal at the clutches C1 and C2.

In step S3, the state where the warning of the warning means 29 is stopped is maintained, and the process returns to step S2. In step S2, when the estimated temperature does not exceed the first threshold value T1, the state of repeating step S2 and step S3 continues.
If it is determined in step S2 that the estimated temperature has exceeded the first threshold T1 for a predetermined time in the clutch temperature determination means 34, Yes is selected and the process proceeds to step S4.

  In step S4, since the estimated temperature exceeds the first threshold value T1, that is, a state where the clutch facing has reached a temperature at which carbonization starts, the load on the clutch C1, or C2 is overloaded to the driver. Generate an alarm of being.

In step S5, the estimated temperature is determined again in order to determine whether the driver has taken action to reduce the load on the clutch C1 or C2 in response to the warning in step S4. It is determined whether or not the temperature generated in the clutch C1 or C2 is lower than the threshold value T1 in the normal use state.
If it is determined in step S5 that the estimated temperature is lower than the threshold value T1, Yes is selected and the process returns to step S3 to stop the alarm.
If it is determined that the estimated temperature is equal to or higher than the threshold T1, No is selected and the process proceeds to step S6.

In step S6, the clutch temperature determination unit 34 determines whether or not the estimated temperature in the heat generation temperature estimation unit 35 exceeds the second threshold T2. If the estimated temperature does not exceed the second threshold T2, No is selected and the process returns to step S5.
Therefore, the alarm is in a generated state.
On the other hand, if it is determined that the estimated temperature exceeds the second threshold value T2, Yes is selected and the process proceeds to step S7. In step S7, the clutch temperature determination means 34 records that the clutch C1 or C2 has continuously reached the failure temperature for a predetermined time or longer as a predetermined error code, for example, "error code 123".
During this time, the alarm is still active.

Proceeding to step S8, the clutch temperature determination means 34 determines again whether or not the estimated temperature in the heat generation temperature estimation means 35 has exceeded the first threshold value T1.
If it is determined that the estimated temperature is less than the first threshold T1, Yes is selected and the process returns to step S3 to stop the alarm.
If the estimated temperature exceeds the first threshold value T1, the alarm is continuously generated while repeating step S8.
The maintenance worker recognizes the message converted to “error code 123 = clutch overload history” when read by the dedicated failure diagnosis device.

  By doing so, an error code is recorded when the temperature at which the clutch begins to be damaged is reached, and information is obtained during vehicle maintenance, so that it is determined whether or not clutch replacement is necessary, and maintenance for the vehicle is performed. In addition to improving the reliability of the system, it is possible to speed up the maintenance and reduce costs by eliminating unnecessary maintenance work.

  It is possible to grasp and record the usage status of the friction clutch mounted on the vehicle, and to apply it to improve the maintenance accuracy of the friction clutch during vehicle maintenance.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 1a Output shaft 2 Transmission 2a Input shaft 2b Main shaft 3 Hydraulic actuator 4 Solenoid valve 6 Hydraulic supply source 7 Gear shift unit 9 Change lever 22 Internal combustion engine rotational speed sensor (output side rotational speed detection means)
23 Clutch rotation speed sensor (input side rotation speed detection means)
Reference Signs List 24 lever position sensor 25 gear position sensor 27 accelerator sensor 28 vehicle speed sensor 29 alarm means 30 overload history storage device 31 shaft torque calculation means 32 rotational speed change amount calculation section 33 internal combustion engine inertia moment calculation section 34 clutch temperature determination means 35 heat generation temperature Estimating means 36 Recording means C1, C2 Clutch

Claims (6)

An overload history storage device for a friction clutch disposed in a vehicle,
Output-side rotational speed detection means for detecting the rotational speed of an output shaft connected to the friction clutch from an internal combustion engine mounted on the vehicle;
Input side rotational speed detection means for detecting the rotational speed of the input shaft of the transmission connected to the friction clutch;
A rotational speed difference calculating means for calculating a difference between the rotational speed of the output shaft and the rotational speed of the input shaft;
Shaft torque calculating means for calculating the shaft torque of the internal combustion engine;
Heat generation temperature estimation means for estimating the heat generation temperature of the friction clutch based on the rotation speed difference calculation value of the rotation speed difference calculation means and the shaft torque calculation value of the shaft torque calculation means;
Warning means for issuing a warning to the driver of the vehicle when the estimated temperature value of the heat generation temperature estimating means exceeds a first threshold;
A recording means for recording when the estimated temperature value of the exothermic temperature estimating means exceeds a first threshold and exceeds a second threshold;
An overload history storage device for a friction clutch for a vehicle, comprising: clutch temperature determination means for issuing an operation instruction to the alarm means and the recording means based on the temperature estimated value of the heat generation temperature estimation means .   2. The vehicle friction clutch overload according to claim 1, wherein the recording means records an error code when the estimated temperature value of the heat generation temperature estimating means exceeds the second threshold value. Load history storage device.   The shaft torque calculating means calculates a product of the moment of inertia of the internal combustion engine and the amount of change in rotational speed from a torque value obtained from a fuel injection torque map created based on the rotational speed of the internal combustion engine and the fuel injection amount. The overload history storage device for a friction clutch for a vehicle according to any one of claims 1 and 2, wherein the value is obtained by dividing the value.   The overload history storage device for a friction clutch for a vehicle according to any one of claims 1 to 3, wherein the second threshold value of the estimated temperature value is a temperature at which damage starts to occur in the clutch.   5. The error code recorded in the recording means is recorded in a non-volatile memory, and the recording remains until the error code is erased based on a predetermined procedure. An overload history storage device for a friction clutch for a vehicle according to claim 1.   The clutch temperature determining means stores the error code in the recording means when the estimated temperature value estimated by the heat generation temperature estimating means has continued for a predetermined time after reaching the second threshold value. The overload history storage device for a friction clutch for a vehicle according to any one of claims 1 to 5.