TRANSMISSION CONTROLLER

Abstract: When a speed is to be changed, a transmission controller of the present invention judges a load, the quantity of a remaining oil in each transmission clutch (F, R, 1-4) and a speed change path, from which stage to which stage, and changes an electrical instruction pattern to be applied to pressure control valves (51-56) for required transmission clutches in accordance with the result of this judgement so that the speed change can be made always smoothly irrespective of a driving condition. The electrical instruction (C1-C4) to be applied to each pressure control valve (51-56) is compared with an output current (I1-I6) of a drive circuit and with the output (S1-S6) of clutch pressure detection means (101-106) and clutch abnormality is detected on the basis of the result of this comparison. When abnormality is detected, suitable measures are taken to reliably prevent double engagement of clutch.

Description: The present invention relates generally to an apparatus for controlling a clutch pressure for a gear box usable for a construction machine or the like vehicle separately connected to a plurality of pressure control valves adapted to be actuated in response to an electrical command issued to a plurality of shift change clutches. More particularly, it relates to a manner of providing a pattern indicative of a command hydraulic pressure to always realize smooth shift change under various condition of running. A filling time, an initial pressure for clutch engagement and a gradient of build-up hydraulic pressure can be noted as evaluation parameters employable for a gear box. The filling time represents a period of time that elapses until an empty clutch pack is fully filled with hydraulic oil. Since no torque is transmitted for the period of filling time, it is desirable that the filling time is shortened as far as possible. If a clutch pressure is elevated to a high level when a clutch starts to be brought in an engaged state, shock caused by shift change may be amplified. Accordingly, it is desirous that the initial pressure usable for clutch engagement is reduced as far as possible. Since a property of acceleration and a riding comfort vary depending on a gradient of build-up hydraulic pressure after completion of the filling, it is necessary that the gradient is adequately determined depending on a variety of running conditions. With a conventional gear box used for a construction machine, however, a mechanical type modulation valve is employed while utilizing a spring force. This modulation valve has a function of gradually increasing a hydraulic pressure active on a clutch in a purely mechanical manner when the clutch is brought in an engaged state, and this function causes the clutch pressure to be increased with a predetermined gradient. However, a pattern indicative of a hydraulic pressure derived from this modulation valve is determined uniformly due to the structure specific to the modulation valve. Thus, with the conventional apparatus, the hydraulic pressure pattern is set to such an intermediate value that requirements for the above-described properties can satisfactorily be met to some extent. However, the respective clutch properties as described above vary largely during shift change under various conditions such as a loading state, a time interval of shift change (representative of a period of time from the time when a clutch is turned off till the time when it is later turned on) and a speed stage at which the shift change has been effected. For the reason, as long as an uniform hydraulic pressure pattern is always provided like the conventional apparatus, there arises a problem that adequate shift change can not be achieved any more. If a command pressure pattern to be given is not correctly determined at the time of shift change, e.g., at the time of running of the vehicle on a slope under a large magnitude of load, at the time of an excavating operation or the like, a malfunction such as breathing or plunge-back (representative of a state that the vehicle moves back after it plunges into a mass of excavated gravel) occurs. US-A-4,653,350 describes a shift control system for controlling, as part of a transmission, a gear box having individual connections to a plurality of pressure control valves actuable in response to electrical commands issued to a plurality of shift change clutches. The system includes: including means for discriminating from which speed stage to which other speed stage is shift change to be effected and means for detecting the speed of the output from the transmission and an extent of opening of a throttle, on the basis of which the pattern of control of the pressure action control valves is determined. The system does not include means for determining the quantity of residual hydraulic oil in each shift change clutch during a shift change, or for determining the pattern of control in dependence on that quantity. According to the present invention there is provided an apparatus for controlling a gear box having individual connections to a plurality of pressure control valves actuable in response to electrical commands issued to a plurality of shift change clutches, said apparatus comprising: shift change stage discriminating means for discriminating from which speed stage to which other speed stage is shift change to be effected; and load determining means, for determining the magnitude of a load exerted on a vehicle, including vehicle speed detecting means for detecting the vehicle's speed, throttle opening extent detecting means for detecting the extent of opening of a throttle, and loading state determining means for determining a loading state based on outputs from said vehicle speed detecting means and said throttle opening extent detecting means; and characterised in that the apparatus includes: residual oil quantity determining means for determining the quantity of residual hydraulic oil in each shift change clutch during a shift change; and controlling means for variably controlling the pattern of said electrical commands to be issued to a pressure control valve via a required shift change clutch during the shift change in dependence on outputs from said shift change stage discriminating means, said load determining means and said residual oil quantity determining means, said pattern varying as time elapses. In this manner, with the apparatus of the present invention, the load, the manner of shift change and the operative state of each clutch are determined based on the vehicle speed, the extent of opening of the throttle, the time interval of shift change and the shift change stage, whereby the command pressure pattern to be issued to a required clutch is variably controlled depending on results derived from the foregoing determinations. Thus, malfunctions such as breathing at the time of running of the vehicle on a slope and plunge-back of the vehicle during excavating operation can be minimized. Consequently, stable filling can be achieved and smooth speed changing can always be accomplished. Fig. 1 is a block diagram which schematically illustrates an apparatus for controlling a gear box in accordance with an embodiment of the invention, Fig. 2 is an explanatory view which schematically illustrates the inner structure of a transmission, Fig. 3 is a time chart which illustrates a pattern indicative of command pressure, Fig. 4 shows time charts each illustrating by way of example a manner of variably controlling the command pressure pattern, Fig. 5 is a graph illustrating a relationship between the filling time and the number of revolutions of a clutch, Figs. 6 6A and 6B form a flowchart illustrating by way of example variable control for the command pressure pattern with the use of a controller employed for the apparatus of the present invention, Figs. 7 and 8 show a plurality of time charts each exemplifying various manners of variably controlling the command pressure pattern, Fig. 9 is a graph illustrating a relationship between the filling time and the time interval of shift change. Now, the present invention will be described in detail hereinafter with reference to the accompanying drawings which illustrate preferred embodiments thereof. Fig. 1 is a block diagram which schematically illustrates a controlling system in accordance with an embodiment of the invention. The system shown in Fig. 1 is constructed on the assumption that it is employed for a wheel loader. The output from an engine 10 is transmitted to a transmission 30 via a torque converter 20 and then it is transmitted further to driving wheels 41 via a differential gear and a final speed reduction unit 40. As shown in Fig. 2, the transmission 30 includes a clutch F (forward movement) and a clutch R (rearward movement) belonging to a first stage to be selectively connected to an output shaft of the torque converter 20 as well as a speed clutch 1 (1st speed), a speed clutch 2 (2nd speed), a speed clutch 3 (3rd speed) and a speed clutch 4 (4th speed) belonging to a second stage and arranged on the output shaft side of the transmission 30, whereby one of speed stages (F1, F2, F3, F4, R1, R2, R3 and R4) is selected by correct combination among the forward and rearward clutches F and R at the first stage and the speed clutches 1, 2, 3 and 4 at the second speed stage. These clutches usable for the purpose of shift change are supplied with hydraulic oil delivered from a hydraulic oil supplying unit 50. Specifically, the hydraulic oil supplying unit 50 includes a plurality of pressure control valves 51 to 56 hydraulically connected to the corresponding speed changing clutches which are individually controlled by the pressure control valves 51 to 56. The pressure control valves 51 to 56 include corresponding proportional solenoids each serving as an actuator for displacing a spool so as to generate hydraulic pressure in proportion to electrical command signals C₁ to C₆ to be input into the corresponding proportional solenoids. Accordingly, an arbitrary hydraulic pressure pattern can be given to each clutch by properly controlling the command signals C₁ to C₆ to be output from a controller 70. The output shaft of the engine 10 is equipped with a rotation sensor 60 and the output shaft of the transmission 30 is equipped with another rotation sensor 65 so as to detect the number of revolutions of the respective output shafts. Outputs n₁ and n₂ from the rotation sensors 60 and 65 are inputted into the controller 70. In addition to the outputs n₁ and n₂, a lever position signal SH indicative of the current position assumed by a shift lever 80 and an output TH from a throttle opening extent sensor 90 for detecting a quantity of depression of an acceleration pedal are input into the controller 70. The controller 70 senses the current vehicle speed V based on an output from the rotation sensor 65 installed on the output shaft of the transmission 30 and makes a determination depending on the vehicle speed V and the throttle opening extent signal TH as to whether the vehicle remains in a loading state, i.e., it runs on a flat ground (under a small magnitude of load) or it runs on an uphill land (under an intermediate magnitude of load) or it performs an excavating operation (under a large magnitude of load). Further, the controller 70 makes a determination as to a time interval of shift change (which will be described later) with the aid of a timer circuit incorporated therein. Additionally, the controller 70 makes a determination as to the current stage of shift change (representing that shift change has been effected from what speed stage to what speed stage) in response to the lever position signal SH. Thus, a command pressure pattern to be given to the respective pressure control valves 51 to 56 can adequately be varied depending on results derived the foregoing determinations. Next, detailed description will be made hereinafter as to variable controlling for the command pressure pattern. Basically, the controller 70 gives command voltages each indicative of a pattern as represented by solid lines and dotted lines in Fig. 3 to a clutch to be turned on (hereinafter referred to as ON clutch) and a clutch to be turned off (hereinafter referred to as OFF clutch) during shift change. In detail, the controller 70 operates such that with respect to the OFF clutch (represented by dotted lines), the command voltage is transiently lowered to a level of zero at the time of starting the shift change, with respect to the ON clutch, the command voltage is elevated to a high level (representative of a trigger part) for an initial period of time during a filling time t f so as to allow a large quantity of hydraulic oil to be introduced into the clutch at a high flow rate with an increased hydraulic pressure and, just before completion of the filling, the command voltage is lowered to a low level so as to allow the initial hydraulic pressure to be reduced when the clutch is brought in an engaged state. After completion of the filling, the command voltage is gradually increased to build up hydraulic pressure. In this manner, crossover control is carried out such that the hydraulic pressure pattern to be given to the ON clutch partially overlapps the hydraulic pressure pattern to be given to the OFF clutch during the controlling operation for shift change. The time chart shown in Fig. 3 represents a basic hydraulic pressure pattern, and the controller 70 varies a voltage level V h of the trigger command part (representative of the high pressure part) in the hydraulic pressure pattern on the ON clutch side, a level holding time t h for the voltage level V h , a voltage level V ℓ in a low pressure level part and a level holding time t ℓ for the voltage level V ℓ (which may be reduced to a level of zero), a gradient dV/dt of the hydraulic pressure gradual increasing part and a manner of reducing the voltage corresponding to the hydraulic pressure pattern of the OFF clutch depending on four parameters to be described in more detail later (shift change stage, vehicle speed, extent of opening of the throttle and time interval of shift change) (see Fig. 3). In detail, various kinds of hydraulic pressure patterns each having these parts varied adequately are prepared so that these many hydraulic pressure patterns are previously stored in a memory of the controller 70. Thus, variable controlling can be effected for a command pressure pattern by selecting and reading an adequate hydraulic pattern with reference to a value which can be assumed by each of the foregoing parameters. Firstly, the first parameter is "a shift change stage", and the command pressure pattern is varied depending on the current shift change which has been effected from what speed stage to what speed stage. Due to the fact that each clutch has a clutch pack of which capacity differs from clutch to clutch, V h , t h , V ℓ , t ℓ and dV/dt each belonging to the command pressure pattern are varied depending on difference among the clutches themselves (see Fig. 3). When shift change is effected from forward movement to rearward movement and vice versa such as from R1 to F1, R2 to F2 or the like, the forward movement clutch F or the rearward movement clutch R are shifted from ON to OFF or from OFF to ON while the ON state of the speed clutch 1 or 2 is maintained as it is left unchanged. According to the present invention, when shift change is effected from F to R and vice versa in that way, a command pressure pattern to be given to the forward movement clutch F is varied in a different manner as shown in Fig. 4 at the time of shift change from R1 to F1 as well as at the time of shift change from R2 to F2. When shift change is effected from F to R and vice versa, it is natural that running energy and a property of acceleration owned by the vehicle body differ from speed clutch to speed clutch. Consequently, energy to be absorbed by each speed clutch varies. Since variation of speed (acceleration) of the vehicle is normally small at the time of shift change from R1 to F1, an operator does not feel unpleasant for a short period of time even when hydraulic pressure is increased, as shown in Fig. 4(a). However, since variation of speed of the vehicle is normally large at the time of shift change from R2 to F2, an operator feels speed increase in a doubled scale, if shift change is effected with the same hydraulic pressure pattern as at the time of speed changing from R1 to F1. For the reason, at the shift change from R2 to F2, hydraulic pressure is gradually increased with a gentle gradient as shown in Fig. 4(b). Such build-up variable controlling is effected not only for a property of riding comfort but also for reducing the effect attributable to a thermal load generated in the gear box. Specifically, since each clutch is brought in an engaged state accompanied by slippage at the time of shift change, absorbed energy is transformed into heat. However, an excessively large quantity of heat causes the clutch to be damaged. Since the above-described behavior appears in the same manner not only at the time of shifting from R to F and vice versa but also at the time of shifting of the speed clutch from F4 to F3, F3 to F2 or the like, the command pressure pattern is varied every time when speed changing is effected in that way. Next, the second parameter is "a vehicle speed". A vehicle with which the filling time fluctuates depending on the vehicle speed is of type that the clutch itself rotates as the shaft rotates. With this type of vehicle, the clutch rotates as the vehicle runs with the result that hydraulic pressure is generated in the interior of the clutch pack due to centrifugal force. The thus generated hydraulic pressure attributable to the centrifugal force allow hydraulic oil to enter into the clutch pack with ease. Accordingly, a cyclical relationship as represented by an order of increasing of vehicle speed, increasing of the number of revolutions of a clutch, increasing of hydraulic pressure attributable to centrifugal force and shortening of the filling time is established. Fig. 5 is a graph which schematically illustrates a relationship between the clutch speed and the filling time based on results derived from a number of experiments. As is apparent from the graph, the larger the clutch speed, the shorter the filling time. Next, the third parameter is "an extent of opening of the throttle". An output TH from a throttle quantity sensor 90 is inputted into the controller 70 so that the controller 70 determines the current loading state of the vehicle depending on the output TH from the throttle quantity sensor 90 and the value V of vehicle speed. Namely, the controller 70 makes a determination based on the extent of opening of the throttle and the vehicle speed as to what state is currently assumed by the vehicle among three operative states, i.e., (1) running of the vehicle on a slope, (2) running of the vehicle on the flat ground and (3) excavating operation performed by the vehicle. Then, the controller 70 issues a command pressure pattern corresponding to results derived from the foregoing determination. Figs. 6A and 6B form a flowchart which illustrates by way of example variable controlling for the pattern indicative of a command to be issued from the controller 70 based on the above-described three parameters. When the controller 70 senses the current shift change (step 200), it makes a discrimination as to what shift change is currently effected among three types of shift change, i.e., (1) shift change from forward movement to rearward movement and vice versa with the use of forward movement clutch and rearward movement clutch only, (2) shift change with the use of speed clutches only and (3) shift change with the use of both forward movement/rearward movement clutches and speed clutches (step 201). In the case of shift change from forward movement to rearward movement and vice versa as defined in the item (1), the controller 70 makes a discrimination as to either of the shift change from forward movement to rearward movement and the shift change from rearward movement to forward movement is next performed (step 202). In case where it is found that the shift change from forward movement to rearward movement is practically effected, the controller 70 provides a command pressure pattern indicative of R1 or R2. Namely, in the case of shift change from F1 to R1, the controller 70 gives R1 pattern to the rearward movement clutch R as a command pressure (steps 203 and 205). In the case of shift change from F2 to R2, F3 to R3 and F4 to R4 other than the foregoing shift change from F1 to R1, the controller 70 gives R2 pattern to the rearward movement clutch R (step 204). Further, in the case of shift change from rearward movement to forward movement, the controller 70 gives F1 pattern to the forward movement clutch F in the same manner as mentioned above (steps 206 and 208). In the case of shift change from R2 to F2, R3 to F2 and R3 to F3, the controller 70 gives F2 pattern to the forward movement clutch F (step 207). When forward movement is shifted to rearward movement and vice versa, the speed clutch 1 or 2 is brought in an engaged state in almost cases. In this case, the controller 70 provides a pattern common to R2 to R4 or F2 to F4. As required, the controller 70 may allocate a different command pressure pattern to any one of the speed clutches which are different from each other. Next, when the controller 70 determines the item (3), i.e., shift change with the use of the both forward/rearward movement clutches and speed clutches at the step 201, the controller 70 controls the respective clutches with the use of a pattern indicative of shift change from F1 to R2 (step 212) only in the case of shift change from F1 to R2 (step 209) as well as in the case where the vehicle speed V is equal to or less than V₁₂ (V₁₂ : set value) (step 212). In other cases rather than the foregoing ones, however, the controller 70 gives a normal hydraulic pressure pattern to a required clutch. When the controller 70 determines the item (2), i.e., shift change only with the use of speed clutches, the controller 70 makes a determination as to what speed clutch is used for shift change. In the case of shift change from F3 to F2 (step 213), the controller 70 investigates the vehicle speed V and the throttle opening extent TH (steps 214 and 215). In case where V is more than V₃₂ (set value) or in case where V is equal to or less than V₃₂ and TH is less than TH₃₂ (set value), the controller 70 controls hydraulic pressure for the speed clutch 3 or 2 with the use of a power pattern representative of shift change from F3 to F2 (step 216). In case where V is equal to V₃₂ or less than V₃₂ and TH is equal to or more than TH₃₂, the controller 70 controls hydraulic pressure for the speed clutch 3 or 2 with the use of a power pattern representative F₃ to F₂ (step 217). Fig. 7(b) is a time chart which schematically illustrates a hydraulic pressure pattern at the time of normal shift-down that is a basis shape of normal pattern representative of shift change from F3 to F2. Similarly, Fig. 7(c) is a time chart which schematically illustrates a power pattern representative of shift change from F3 to F2. With respect to the both patterns as described above, hydraulic pressure in the OFF clutch is elevated and lowered in a different manner. Next, in the case of shift change from F2 to F1 (step 218), the controller 70 investigates the vehicle speed V and the throttle opening extent TH (steps 219, 220, 222 and 223). When it is found that V is equal to or less than V 21s and TH is equal to or more than TH 21s , the controller 70 controls hydraulic pressure for the speed clutches 2 and 1 with the use of an excavating pattern representative of shift change from F2 to F1 (step 221). When it is found that V is equal to less than V 21pf and TH is equal to or more than TH 21pf , the controller 70 controls hydraulic pressure for the speed clutches 2 and 1 with the use of a power pattern representative of shift change from F2 to F1 (step 224). In other case rather than the foregoing ones, the controller 70 controls hydraulic pressure for the speed clutches 2 and 1 with the use of a normal pattern representative of shift change from F2 to F1 (step 225). It should be noted that V 21s , V 21pf , TH 21s and TH 21pf are a preset value, respectively, and they provide a relationship representing that V 21pf is more than V 21s as well as a relationship representing that TH 21s is more than TH 21pf . Fig. 8 shows a plurality of time charts which schematically illustrate command pressure patterns in connection with speed changing from F2 to F1. As will be apparent from these time charts, hydraulic pressure in the OFF clutches is elevated and lowered in a different manner and a build-up rate for the ON clutches is adjustably varied. At the time of shift change from R2 to R1 (step 226), the controller 70 investigates the vehicle speed and the throttle opening extent in the same manner as mentioned above (steps 227 and 228). When it is found that V is equal to or less than V 21pr (set value) and TH is equal to or more than TH 21pr (set value), the controller 70 controls hydraulic pressure for the speed clutches 2 and 1 with the use of a power pattern representative of shift change from R2 to R1 (step 229). In other case rather than the foregoing one, the controller 70 controls hydraulic pressure for the speed clutches 2 and 1 with the use of a normal pattern representative of shift change from R2 to R1 (step 230). Further, at the time of shift-down other than the foregoing cases (shift change from F4 to F3 or the like), the controller 70 controls hydraulic pressure for a required speed clutch with the use of a normal pattern indicative of shift-down shown in Fig. 7(c) (steps 231 and 232). Additionally, at the time of shift-up shift change, the controller 70 controls hydraulic pressure for a required clutch with the use of a normal pattern indicative of shift-up shown in Fig. 7(a) (step 233). In this manner, as is apparent from the flowchart shown in Fig. 6, the controller 70 adjustably varies a command pressure pattern to be given to a required clutch depending on the above-described three parameters, i.e., "shift change stage", "vehicle speed" and "extent of opening of the throttle". In addition to the aforementioned parameters, there is "time interval of shift change" as a factor of inducing fluctuation of the filling time. Specifically, hydraulic oil in clutch packs and hydraulic pipings can not completely be drained, unless a certain period of time which has been predetermined based on their capacity and others elapses after each clutch is held in a disengaged state. For the reason, if a time interval of shift change as measured from the time when the clutch is held in a disengaged state till the time when it is brought in an engaged state again is short (in case where shift change is effected in an order of the speed clutches 1, 2, 3, 2 and 1, the time interval of shifted change for the speed clutch 1 represents a time required for shift change to be effected in an order of the speed clutches 1, 2, 3, 2 and 1 and the time interval of shift change for the speed clutch 2 represents a time required for shift change to be effected in an order of the speed clutches 2, 3 and 2) is short, this means that on completion of the shift change, the clutch pack for the clutch is not completely emptied but some quantity of hydraulic oil remains therein. In such a case, therefore, the filling time is unavoidably shortened. Fig. 9 is a graph which illustrates a relationship between the time interval of shift change and the filling time. As is apparent from the drawing, as long as the time interval of speed changing is shorter than a predetermined period of time, the filling time largely varies depending on the time interval of shift change. A quantity of residual hydraulic oil in the clutch pack varies depending on not only the time interval of shift change but also the vehicle speed. For the reason, the controller 70 corrects the width t h of the trigger part in the command pressure pattern (see Fig. 3) based on the time interval of shift change and the vehicle speed. It should be added that the time interval of shift change is measured with each clutch using a timer incorporated in the controller 70. For example, in response to an output from the timer, the controller 70 temporarily stores the time when each clutch is held in a disengaged state and then measures the time interval of speed changing based on the stored time and an output from the timer when the clutch is brought in an engaged state. Concretely speaking, the time interval of shift change is classified into, e.g., seven stages as noted below. (I) 0 to 1 sec., (II) 1 to 3 sec. (III) 3 to 5 sec., (IV) 5 to 10 sec., (V) 10 to 30 sec., (VI) 30 to 60 sec. and (VII) longer than 60 sec. Further, the vehicle speed is classified into ten stages as noted below. (I) 0 to 2 km/h, (II) 2 to 4 Km/h, (III) 4 to 6 Km/h, (IV) 6 to 8 Km/h, (V) 8 to 10 Km/h, (VI) 10 to 14 Km/h, (VII) 14 to 18 Km/h, (VIII) 18 to 22 Km/h, (IX) 22 to 26 Km/h and (X) higher than 60 Km/h. As intermediate data for deriving the trigger value t h , the following values are set. For example, with respect to the forward movement clutch F operatively associated with the speed clutch 1, the time interval of shift change is set to the following values. (I) 3, (II) 3, (III) 6, (IV) 7, (V) 8, (VI) 9 and (VII) 10. Further, the vehicle speed is set to the following values. (I) 10, (II) 10, (III) 10, (IV) 10, (V) 10, (VI) 10, (VII) 10, (VIII) 10, (IX) 10 and (X) 10. When it is assumed that when shift change is effected in an order of the speed stages F1, R1 and F1, the time interval of shift change is 15 seconds and at this time of shift change the vehicle assumes a vehicle speed of 7 Km/h, the class (V) is selected with respect to the time interval of shift change and the class (IV) is selected with respect to the vehicle speed. As a result, the trigger width t h is represented by the following equation. trigger width t h = 8 x 10 = 80 (msec) These intermediate data are set under such conditions as (1) forward movement at the speed stage F1, (2) forward movement at speed stage F2, F3 and F4, (3) rearward movement at the speed stage R1, (4) rearward movement at the speed stages R2, R3 and R4, (5) operative state of the speed clutch 1, (6) operative state of the speed clutch 2, (7) operative state of the speed clutch 3, (8) operative state of the speed stage 4, (9) operative state of the speed stage 1 at the time of an excavating operation (representative of a stool pattern), (10) operative state of the speed clutch 1 at the time of power-up (running of the vehicle on a slope), (11) operative state of OFF clutch at the time of shift-up and (12) operative state of power-shift during shift change from F3 to F2. Thus, the trigger width at the time of each shift change can adjustably be varied depending on the time interval of shift change and the vehicle speed, whereby a filling operation can be stabilized. Incidentally, with respect to the forward movement clutch F corresponding to the speed clutch 1, the intermediate data on the vehicle speed are kept constant as described above but the intermediate data on the vehicle speed are suitably varied during shift change under other conditions. In this manner, according to this embodiment of the present invention, since the voltage level V h of the trigger command part (high pressure part) of a command pressure pattern to be given to ON clutches and OFF clutches, its level holding time t h , the voltage level V ℓ of the low pressure part, its level holding time t ℓ , the gradient dV/dt of the gradual increasing part and the voltage reduction manner of a hydraulic pressure pattern (for OFF clutch) are adjustably varied depending on the vehicle speed, the extent of opening of the throttle, the time interval of speed changing and the shift change stage, smooth shift change can always be effected regardless of the loading state, the clutch state (residual quantity of hydraulic oil) and the shift change stage. Incidentally, in addition to the above-described four parameters, there is existent "the number of revolutions of the engine". Accordingly, the command pressure pattern may adjustably be varied depending on the engine speed. This is because of the fact that since a quantity of hydraulic oil delivered from the hydraulic pump varies as the engine speed varies, the filling time varies depending on the engine speed. In addition, an operator may arbitrarily select various kinds of hydraulic patterns as mentioned above by shifting an actuating switch. For example, with respect to the hydraulic pressure build-up rate, the apparatus may be provided with a plurality of build-up rates such as build-up rate for steep slope, build-up rate for slope having an intermediate gradient, build-up rate for gentle slope or the like. This makes it possible to carry out shift change in accordance with an operator's choice under such a condition that the foregoing build-up rate can be selected by a switch to be actuated by him. The present invention is advantageously employable for a transmission installed on a construction machine such as wheel loader, dump truck or the like machine and a passenger car.

Claims: An apparatus for controlling a gear box having individual connections to a plurality of pressure control valves (51-56) actuable in response to electrical commands issued to a plurality of shift change clutches (F,R,1-4), said apparatus comprising: shift change stage discriminating means (80) for discriminating from which speed stage to which other speed stage is shift change to be effected; and load determining means, for determining the magnitude of a load exerted on a vehicle, including vehicle speed detecting means (65) for detecting the vehicle's speed, throttle opening extent detecting means (90) for detecting the extent of opening of a throttle, and loading state determining means for determining a loading state based on outputs from said vehicle speed detecting means and said throttle opening extent detecting means; and characterised in that the apparatus includes: residual oil quantity determining means for determining the quantity of residual hydraulic oil in each shift change clutch during a shift change; and controlling means (70) for variably controlling the pattern of said electrical commands to be issued to a pressure control valve via a required shift change clutch during the shift change in dependence on outputs from said shift change stage discriminating means, said load determining means and said residual oil quantity determining means, said pattern varying as time elapses. An apparatus for controlling a gear box as claimed in claim 1, wherein said vehicle speed detecting means (65) detects said vehicle's speed from the speed of an output shaft of said gear box. An apparatus for controlling a gear box as claimed in claim 1 or 2, wherein said loading state determining means is such that said loading state is classified into three states: an ultimate state, an intermediate state and a low state; corresponding to three operation states: a state of running of the vehicle on flat ground, a state of running of the vehicle on a slope and a state of excavating operation; said classification being achieved by comparing a value of input vehicle speed and the extent of opening of the throttle with preset values. An apparatus for controlling a gear box as claimed in any preceding claim, wherein said residual oil quantity determining means includes shift change time interval measuring means for measuring a time interval of shift changing, from the time when each relevant shift change clutch (F,R,1-4) is turned off to the time when it is turned on, for each of said shift change clutches. An apparatus for controlling a gear box as claimed in claim 4, wherein said residual oil quantity determining means includes: vehicle speed detecting means for detecting the vehicle's speed and determining means for determining a quantity of residual hydraulic oil in each shift change clutch (F,R,1-4) during the shift change based on outputs from said shift change time interval measuring means and said vehicle speed detecting means. An apparatus for controlling a gear box as claimed in any preceding claim, wherein said pattern of electrical commands varying as time elapses to be issued by said controlling means (70) to a shift change clutch (F,R,1-4) to be brought into an engaged state includes a high-pressure level part appearing immediately after starting of the shift change; a low-pressure level part appearing subsequent to said high-pressure level part; and a gradually-increasing-pressure part appearing subsequent to said low-pressure level part. An apparatus for controlling a gear box as claimed in claim 6, wherein said controlling means (70) carries out crossover control such that an electrical command to be issued to said shift change clutch (F,R,1-4) to be brought into an engaged state partially overlaps an electrical command to be issued to a shift change clutch to be released from the engaged state. An apparatus for controlling a gear box as claimed in claim 7, wherein said controlling means (70) controls at least one pattern of electrical commands to vary, as time elapses, at least one of: in said electrical command to be issued to said shift change clutch (F,R,1-4) to be brought into an engaged state, a level holding-time or a level value of said high-pressure level part; and in said electrical command to be issued to said shift change clutch to be released from the engaged state, a level holding-time, a level value of a low-pressure level part, a rate of gradual increase of a gradually-increasing-pressure part or a rate of gradual decrease of a gradually-decreasing-pressure part. An apparatus for controlling a gear box as claimed in any of claims 6 to 8, wherein said controlling means (70) variably controls a holding time for said high-pressure level part depending on an output from said residual oil quantity determining means. An apparatus for controlling a gear box as claimed in any preceding claim, wherein said controlling means (70): includes storing means for storing a plurality of patterns of electrical commands varying as time elapses in dependence on outputs from: said shift change stage discriminating means (80), said load determining means and said residual oil quantity determining means; and performs variable controlling for a pattern varying as time elapses in dependence on outputs from: said storing means, said shift change stage discriminating means, said load determining means and said residual oil quantity determining means.

Inventors: ASAYAMA YOSHIO, OKURA YASUNORI, SATO TAKAYUKI, TSUBOTA MAKIO, ASAYAMA, YOSHIO, OKURA, YASUNORI, SATO, TAKAYUKI, TSUBOTA, MAKIO
Applicants: KOMATSU MFG CO LTD, KABUSHIKI KAISHA KOMATSU SEISAKUSHO
Application year: 1988
Main classification: F16H61
IPC codes: F16H59, F16H61