Apparatus for controlling gear box

Abstract: When a speed is to be changed, a transmission controller of the present invention compares the electrical instruction (C₁-C₄) to be applied to each pressure control valve (51-56) 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 structure required for preventing double engagement from taking place with clutches. A conventional transmission control system employs such a structure that a plurality of shift valves adapted to perform ON/OFF shifting for each clutch are connected in series to respective clutches so that when one clutch is brought into an engaged state, other clutch is released from the engaged state without fail so as to prevent double engagement from taking place with the clutches. In recent years, a proposal has been made as to a shift change system wherein a plurality of (proportional) pressure control valves adapted to be actuated in response to an electrical command are connected to a plurality of shift change clutches in a parallel relationship. With this system, however, it is difficult that the respective pressure control valves are mechanically connected in series to the corresponding shift change clutches in a conventional manner so as to prevent double engagement from taking place with the clutches. Since it has been found that double engagement takes place with the clutches because of the presence of a drive circuit by way of which an electrical command is inputted into the pressure control valve or due to mechanical trouble with the clutch housing, it has been heretofore requested that a suitable process for preventing double engagement from taking place with the clutches is developed for the shift change system. GB-A-2 058 967 discloses apparatus having the precharacterising features of claim 1. According to the prior art there is provided apparatus for controlling a gear box including a plurality of shift change clutches, a plurality of pressure control valves separately connected to the shift change clutches to individually control hydraulic pressure in the shift change clutches and a plurality of drive circuits in which electric currents is applied to the pressure control valves in response to inputted clutch hydraulic pressure commands, wherein pressure controlling means for detecting clutch pressure in each clutch is provided for each clutch and clutch hydraulic pressure command inputted in the drive circuits is compared with an output from the pressure detecting means for each clutch so as to detect an abnormality with each clutch based on results derived from the foregoing comparison. With the apparatus of the prior art, the clutch hydraulic command is compared with electric current outputted from the drive circuit for each clutch so as to detect an abnormality with each drive circuit based on results from the foregoing comparison. Since a predetermined corresponding relationship is established between the clutch hydraulic pressure command and an output from the pressure detecting means or electric current outputted from the drive circuits, an abnormality is detected when non-coincidence occurs among signals derived from the foregoing corresponding relationship. However, this control does not allow to limp home. This problem is solved by the features of the claim 1. 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 block diagram schematically illustrating by way of example the structure of an apparatus for controlling a gear box in accordance with the invention, Fig. 4 shows a plurality of time charts illustrating by way of example operation of a pressure switch, Fig. 5 is a sectional view which schematically illustrates the inner structure of a pressure control valve and a pressure switch, Fig. 6 shows a plurality of time charts which illustrate by way of example concrete operations of the pressure control valve in Fig. 5, Figs. 7 to 9c are flowcharts, respectively, which illustrate by way of example operation of the apparatus in accordance with the embodiment of the present invention and Figs. 10 and 11 are flowcharts, respectively, which illustrate by way of example operations of an apparatus for controlling a gear box in accordance with an embodiment of the invention. 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 for a gear box. 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 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 C 1 to C 6 to be inputted into the corresponding proportional solenoids. Accordingly, an arbitrary hydraulic pressure pattern can be given to each clutch by properly controlling electrical command signals C 1 to C 6 to be outputted from a controller 70. Fig. 3 is a block diagram which schematically illustrates arrangement of a speed changing unit for the purpose of preventing double engagement. Referring to Fig. 3, a transmission 30 includes six shift change clutches F, R, 1, 2, 3 and 4 in the same manner as described above. The respective shift change clutches are separately connected to a plurality of pressure control valves 51 to 56 each adapted to be actuated in response to an electrical command in the same manner as described above, whereby hydraulic pressure of each clutch is independently controlled by one of the pressure control valves 51 to 56 connected to the respective clutches. The pressure control valves 51 to 56 include a plurality of corresponding proportional solenoids 51S to 56S each serving as an actuator for displacing a spool so as to generate hydraulic pressure in proportion to a driving current I to be inputted into each solenoid. Each of the pressure control valves 51 to 56 is supplied with hydraulic oil delivered from a hydraulic pump 82 via a main relief valve 81. Command signals are inputted into the proportional solenoids of the pressure control valves 51 to 56 via a plurality of drive circuits 91 to 96. Specifically, clutch pressure command signals C (C 1 to C 6 ) outputted from the controller 70 are amplified in the drive circuits 91 to 96 and thereafter they are inputted into the pressure control valves 51 to 56. Incidentally, the clutch pressure command signals C and the driving current I flowing through each proportional solenoid are held in a proportional relationship relative to each other. Driving currents I 1 to I 6 flowing through the respective solenoids 51S to 56S are detected by a plurality of electric current detectors 161 to 166, and detection signals I 1 to I 6 are inputted into the controller 70. The respective clutches are equipped with a plurality of corresponding pressure switches 101 to 106 to monitor clutch pressure. Fig. 4 shows a plurality of time charts which illustrate a relationship between hydraulic pressure in each clutch and detection signal S from each of the pressure switches 101 to 106. The pressure switches 101 to 106 are turned on when clutch pressure is higher than a preset pressure P s (value of about a half of clutch set pressure P a ), while they are turned off when clutch pressure is lower than the preset pressure P s . In Fig.3, reference numeral 80 designates a gear selector lever which is actuated by an operator and reference numerals 83 and 84 designate lamps which are lit in the event of an occurrence of abnormality. With such arrangement, solenoid driving electric currents I 1 to I 6 outputted from the drive circuits 91 to 96 and detection signals S 1 to S 6 of the pressure switches 101 to 106 are input into the controller 70 so that the controller 70 senses troubles of the drive circuits 91 to 96 and the clutch housings based on the input signals. Specifically, the controller 70 compares the clutch pressure command signals C 1 to C 6 outputted the controller 70 itself with the solenoid drive electric currents I 1 to I 6 , and when it is found that there occurs non-coincidence away from the proportional relationship among these signals, the controller 70 senses this non-coincidence as trouble with the drive circuits 91 to 96. Further, the controller 70 compares the clutch pressure command signals C 1 to C 6 with the detection signals S 1 to 6 of the pressure switches 101 to 106 and then determines the presence or absence of trouble with the clutch housings based on results derived from the comparison among these signals. For example, in a case where, when the controller 70 does not output clutch pressure command signals, the pressure switch on the relevant clutch is turned on or in the reverse case to the foregoing one, the controller 70 can determine that such case represents an occurrence of some trouble. With this apparatus for the gear box, as shown in Fig. 4(a), properties of accelerating and running are improved by carrying out crossover control which is such that build-down control for a clutch to be turned off during shift change intersects build-up control for a clutch to be turned on during shift change. In the case of the build-down control, since detection signal from the pressure switch connected to the OFF clutch is turned off at the time point when hydraulic pressure is reduced below the set pressure P s , the controller 70 can confirm, by sensing the foregoing state, that the clutch to be turned off has been released from the engaged state (see Fig. 4(b)). In the case of the build-up control, since detection signal from the pressure switch connected to the ON clutch is turned on at the time point when hydraulic pressure is increased above the preset pressure P s , the controller 70 can confirm, by sensing the foregoing state, that the clutch to be turned on has been brought in an engaged state or is being brought in an engaged state (see Fig. 4(C)). Fig. 5 is a sectional view which schematically illustrates by way of example the inner structure of the pressure control valves 51 to 56 and the pressure switches 101 to 106 both of which control hydraulic pressure in the respective clutches. With the structure shown in Fig. 5, a flow rate detecting valve 130 is additionally provided in the vicinity of the pressure control valve 120 so as to allow a large quantity of hydraulic oil to be delivered to the relevant clutch at a high flow rate. Namely, this valve comprises an electronic type pressure control valve 120, a flow rate detecting valve 130 and a pressure switch 100, and the pressure control valve 120 is driven in response to an electrical command from the controller 70. Hydraulic oil delivered from the hydraulic pump 82 is introduced into this valve via an input port 140 and it is then delivered to the relevant clutch via an output port 141. A port 142 is kept closed. The electronic type pressure control valve 120 includes a spool 121 of which right-hand end comes in contact with the plunger 122 of the proportional solenoid 50S and of which left-hand end is resiliently supported by a spring 123. Hydraulic pressure in a hydraulic passage 126 is transmitted to a hydraulic chamber 125 defined by the spool 121 and the piston 124. The flow rate detecting valve 130 includes a spool 131 of which left-hand end is resiliently supported by a spring 133, while an orifice 132 is formed on the output port 141 side. The pressure switch 100 is disposed at one end of the hydraulic passage 126 to detect a clutch pressure. The pressure detecting switch 100 comprises a pressure detecting piston 150 and a spring 151 for resiliently support the piston 150. The spring 151 energizes the piston 150 via a spring guide 152 with a spring force of which intensity is determined such that the piston 150 does not move back as long as the clutch hydraulic pressure, i.e., hydraulic pressure in the hydraulic passage 126 is kept lower than the preset pressure P s . The piston 150 comes in contact with a valve body 153 but normally does not come in contact with a cover 154 made of ferrous metallic material. When the clutch pressure exceeds the energizing force of the spring 151 and thereby the piston 150 is displaced upwardly, the piston 150 is brought in contact with the cover 154. The cover 154 made of ferrous metallic material is electrically isolated from the valve body 153 with an electrical insulating sheet 155 interposed therebetween. Additionally, cover fitting bolts 156 are electrically isolated from the cover 154 using electrical insulating sleeve 157. A lead wire 158 extends from the cover 154 to be connected to an a point intermediate between a resistor R 1 and a resistor R 2 which are connected in series to each other. A predetermined magnitude of DC voltage V (e.g., 12V) is applied to the circuit between the both resistors R 1 and R 2 and the valve body 153 is earthed. As represented by dotted lines in the drawing, a plurality of hydraulic chambers are connected to drains Dr. Next, operation of the valve as constructed in the above-described manner will be described with reference to Fig.6 which shows a plurality of time charts. When the relevant clutch should be brought in an engaged state, the controller 70 inputs a trigger command into the solenoid 50S of the valve which is hydraulically connected to the relevant clutch (see Fig. 6(a)). In response to the inputted trigger command, the spool 121 of the pressure control valve 120 is displaced in the leftward direction so that hydraulic oil delivered from the hydraulic pump flows in the pressure control valve 120 via the input port 140 and the hydraulic passage 143. The hydraulic oil which has been introduced into the pressure control valve 120 flows in the flow rate detecting valve 130 via the hydraulic passage 126 and the port 144 and then is delivered to the clutch from the output port 141 via an orifice 132 formed on the spool 131. Further, the hydraulic oil which has entered via the port 144 is delivered to a hydraulic chamber 146 via a hydraulic passage 145 formed in the spool 131. This caused a differential pressure to appears across the orifice 132, whereby the spool 131 is displaced in the leftward direction by the differential pressure until the flow rate detecting valve 130 is opened. Consequently, the pressurized hydraulic oil which has flowed in the input port 140 enters directly into the port 144 and then is delivered to the relevant clutch via the orifice 132. Supply of the hydraulic oil continues until the clutch pack is fully filled with the hydraulic oil. As shown in Fig. 6(b), hydraulic pressure in the clutch pack is held at a level of approximate zero for a period of the filling time t f until the clutch pack is fully filled with hydraulic oil. Since hydraulic pressure in the clutch pack does not reach the set pressure P s of the spring 151, the upper end face of the piston 150 in the pressure detecting switch 100 does not come in contact with the cover 154 made of ferrous metallic material. As long as the foregoing state is maintained, an electric potential at the point a assumes a voltage value (representing that the relevant clutch is turned on) derived by dividing the voltage V with the resistors R 1 and R 2 , as shown in Fig. 6(c). When the clutch pack is filled with hydraulic oil, the filling is terminated and no hydraulic oil flows any more. Thus, the differential pressure generated across the orifice 132 disappears with the result that the spool 131 of the flow rate detecting valve 130 is displaced in the rightward direction by the spring 131 and thereby the flow rate detecting valve 130 is restored to the closed state. After completion of the filling, the controller 70 gradually increases an intensity of electric current to be fed to the solenoid 50S, from the value of initial pressure command electric current as shown in Fig. 6(a). Consequently, clutch hydraulic pressure is gradually increased from the initial pressure Pc (about 2 Kg/cm 2 ), as shown in Fig. 6(b). Since the set pressure Ps of the spring is set to a value appreciably larger than the initial pressure Pc, the clutch hydraulic pressure exceeds the set value Ps later, as it is gradually increased in that way. The clutch hydraulic pressure overcomes the energizing force of the spring 151 and thereby the piston 150 is displaced upwardly until the upper end face of the piston 150 comes in contact with the cover 154. As a result, the cover 154 made of ferrous metallic material is earthed via the piston 150, whereby it is electrically communicated with the valve body 153. Thus, the electric potential at the point a is lowered to a level of zero as shown in Fig. 6(c) (representing that the relevant clutch is turned off) and thereby no voltage appears at the point a . Namely, with the structure as shown in Fig.5, the presence or absence of hydraulic pressure in the clutch pack is detected by displacement of the piston received at one end of the hydraulic passage 126, toward or away from the cover 154 so that the displacement of the piston 150 toward or away from the cover 154 is electrically detected in the form of variation of voltage at the point a . Accordingly, an operator can know the presence or absence of clutch hydraulic pressure by examining the presence or absence of electric potential at the point a . Next, a series of processings for detecting an abnormality with the use of the controller 70 and a series of countermeasures to be taken after detection of the abnormality will be described below with reference to flowcharts shown in Figs. 7 to 9c. Fig. 7 shows a flowchart which illustrates a series of detecting an occurrence of abnormality with the use of the controller 70. The controller 70 monitors clutch pressure command signals C 1 to C 6 outputted from the controller 70 itself, detection signals I 1 to I 6 of the electric current detectors 161 to 166 and detection signals S 1 to S 6 of the pressure switches 101 to 106 (steps 300 to 320). The controller 70 makes a comparison between the clutch pressure command signals C 1 to C 6 and the solenoid drive signals I 1 to I 6 for each clutch (step 330). In case where it is found that there is existent non-coincidence between the both signals which is away from the proportional relationship therebetween, the process shifts to a drive circuit abnormality routine in which a series of processings are performed. Further, the controller 70 makes a comparison between the clutch pressure command signals C 1 to C 6 and the detection signals S 1 to S 6 of the pressure switches 101 to 106 for each clutches (step 350). In case where it is found that there is existent non-coincidence between the both signals which is away from the corresponding relationship therebetween (step 360), the process shifts to a clutch abnormality routine in which a series of processings are performed. According to the drive circuit abnormality routine shown in Figs. 8a-c, first, the controller 70 makes a determination as to any one of three cases, i.e., one case where the solenoid driving current corresponding to the clutches (one or more) which have been determined as non-coincidence at the step 340 is turned on (hereinafter referred to as ON state), other case where it is turned off (hereinafter referred to as OFF state) and another case where both the ON and the OFF state are existent in a mixed state (step 400). In case where it is determined that a trouble which takes place in the OFF state with the solenoid driving current, the controller 70 makes a determination as to whether there is a single abnormal clutch or there are plural abnormal clutch (step 401). In case where it is found that there is a single abnormal clutch, next, the controller 70 makes a determination as to whether or not the abnormal clutches are the forward movement clutch F and rearward movement clutch R among the six clutches F,R, 1 to 4 (step 402). In case where the controller 70 determines that the abnormal clutches are not the forward movement clutch F and the rearward movement clutch R but any one or ones of the speed clutches 1 to 4, the blue lamp 83 is lightened (countermeasure B, step 403) and thereafter, the process goes to a state wherein shift change can be effected only with the controllable speed clutches to shift only to the lowest speed stage for forward movement and the lowest speed stage for rearward movement (disposal I, step 404). Here, the countermeasure B is intended for the trouble which has taken place at the state where the vehicle is ready to move. In detail, the countermeasure B is such that after the blue lamp 83 is lightened, one of eight disposals shown in Table 1 is executed so as to allow the lowest speed stage required for the vehicle from the viewpoint of necessity to be available so that the vehicle can move to a location where a repairing operation can be performed or to a refuge zone. Thus, when there occurs an abnormality which is associated with the countermeasure B, the controllable clutches are temporarily turned off and then only clutch or clutches among them corresponding to a suitable speed stage are held in an usable state. When a result derived from the determination at the step 402 is YES, the controller 70 makes a determination at a step 405 as to that a trouble takes place with either of the forward movement clutch F and the rearward movement clutch R. When it is found that a trouble takes place with the rearward movement clutch R, the blue lamp 83 is lightened (step 406) and thereafter the disposal II is executed (step 407 (see Table 1)). When it is found that a trouble takes place with the forward movement clutch F, the blue lamp 83 is lightened (step 408) and thereafter the disposal III is executed (step 409 (see table 1)). In case where it is determined at the step 401 that a plurality of clutches are abnormal, first, the controller 70 makes a determination as to whether three or more clutches are abnormal or two clutches are abnormal (step 410). When it is found that three or more clutches are abnormal, a red lamp 84 is lightened only when both the forward movement clutch F and the rearward movement clutch R simultaneously break down (step 411) or all the speed clutches break down (step 412) and then all the clutches are turned off (countermeasure A, step 413). Here, the countermeasure A is intended for a trouble with which the vehicle can not move any more. With the countermeasure A, the red lamp 84 is lightened and all the clutches are turned off. An operator is instructed with a manual or the like means so as to stop the engine immediately after the red lamp 84 is lightened. When a result derived from the determinations at the steps 411 and 412 is NO, the controller 70 executes the disposal I (step 415) after the blue lamp 83 is lightened (step 414), because one of the forward movement clutch, the rearward movement clutch and the speed clutches remain still in an usable state. In case where it is determined at the step 410 that two clutches are abnormal, the controller 70 makes a determination as to whether the two abnormal clutches are the forward movement clutch F and the rearward movement clutch R or they are two clutches among the speed clutches 1 to 4 or they are two clutches among the forward movement clutch, the rearward movement clutch and the speed clutches (step 416). When it is found that the abnormal clutches are both the forward movement clutch F and the rearward movement clutch R, a countermeasure A is taken to lighten the lamp 84 (step 413). When it is found that the abnormal clutches are two clutches among the speed clutches, a countermeasure B is taken to lighten the blue lamp 83 (step 422) and thereafter the disposal I is executed (step 423 (see Table 1)). Further, when it is found that one of the two abnormal clutches is the forward movement clutch F (step 417), the countermeasure B is taken and the disposal III (see Table 1) is executed (steps 418 and 419). However, when it is found that one of the two abnormal clutches is the rearward movement clutch R, the countermeasure B is taken and the disposal II is executed (steps 420 and 421). Next, in case where it is determined at the step 400 that a trouble takes place while the solenoid driving current is turned on, the controller 70 makes a determination as to whether a single clutch is abnormal or a plurality of clutches are abnormal (step 430). When it is found that a single clutch is abnormal, the controller 70 makes a determination as to which one of the forward movement clutch F, the rearward movement clutch R and the speed clutches 1 to 4 represents the single abnormal clutch (step 431). When it is found that the speed clutches break down, the blue lamp is lightened (step 432) and then the controller 70 makes it possible to perform only forward movement and/or rearward movement at the speed stage corresponding to the abnormal speed clutch or clutches while the foregoing ON state is maintained (step 433, disposal VI). In case where a trouble takes place with the forward movement clutch F which is turned on, the controller 70 operates such that the countermeasure B is taken and the disposal VII is executed (steps 434 and 435). In case where a trouble takes place with the rearward movement clutch R which is turned on, the controller 70 operates such that the countermeasure B is taken and the disposal VIII is executed (steps 437 and 438). In case it is determined at the step 430 that troubles take place with a plurality of clutches which are turned on, the controller 70 operates such that the countermeasure A is taken to lighten the red lamp (442), only when three or more clutches which are turned on break down (step 439) or the forward movement clutch F and the rearward movement clutch R break down simultaneously (step 440) or two clutches among the speed clutches which are turned on break down (step 441). In case where it is found that one of the two abnormal clutches which are turned on is the forward movement clutch F and the residual one is one of the speed clutches, the controller 70 makes it possible to use only the forward movement speed stages which are selected by the abnormal forward movement clutch F and the abnormal speed clutch each of which is turned on (steps 444, 445). Similarly, in case where it is found that one of the two abnormal clutches which are turned on is the rearward movement clutch R, the countermeasure B is taken and the disposal V is executed (steps 446 and 447). Next, when it is found at the step 400 that two troubles take place simultaneously, i.e., one trouble takes place while the solenoid driving electric current is turned on and another trouble takes place while it is turned off, the controller 70 operates such that the countermeasure A is taken (step 454), only when both the forward movement clutch F and the rearward movement clutch R are turned on (step 450) or both the forward movement clutch F and the rearward movement clutch R are turned off (step 451) or the two or more speed clutches are turned on (step 452) or all the speed clutch are turned off (453). In case where the above-described conditions are not established and a trouble takes place with the forward movement clutch F which is turned on (step 455), the controller 70 determines whether any one of the speed clutches which are turned on breaks down or not (step 456). If a result derived from the determination is YES, the countermeasure B is taken and the disposal IV is executed (steps 457 and 458) and if the result is NO, the countermeasure B is taken but the disposal VII is executed (steps 457 and 458). When it is determined at the step 455 that a trouble takes place with the rearward movement clutch which is turned on, the countermeasure B is taken and the disposal V is executed in the same manner as described above (steps 464 and 465), if it is found that a trouble takes place with some one of the speed clutches which are turned on. In this case, however, when it is found that no trouble takes place with the speed clutches which are turned on, the countermeasure B is taken and the disposal VIII is executed (steps 462 and 463). Figs. 9a-c form a flowchart which illustrates a clutch abnormality routine. This routine is different from the drive circuit abnormality routine as represented by the flowchart in Figs. 8a-c only in respect of a processing of determining at a first step 500 but a procedure of all processings other than the foregoing one is same as that of the drive circuit abnormality routine in Figs. 8a-c. Accordingly, repeated description will not be required with respect to the same steps, disposals and countermeasures. In detail, at the step 500, the controller 70 makes a determination as to whether a trouble takes place with the clutch which exhibits non-coincidence based on the determination at the step 360 (Fig. 7) as hydraulic pressure is kept increased or a trouble takes place as hydraulic pressure is kept reduced or a trouble takes place in the presence of the foregoing two states. Thereafter, a series of processings are executed in accordance with the same procedure as mentioned above. Specifically, with a series of abnormality processings accompanied by adequate countermeasures as shown in Figs. 7 to 9c the controller 70 compares the clutch pressure command signals C 1 to C 6 with the solenoid driving electric currents I 1 to I 6 and the outputs S 1 to S 6 from the pressure switches. When it is found that no solenoid driving electric current flows and each clutch is kept filled with pressurized hydraulic oil in spite of outputting of the clutch pressure command signal or in the case of the reversal state to the foregoing one, the controller 70 senses this as an abnormality. When an abnormality is detected and it is found that each clutch is brought in an engaged state so as to allow the vehicle to move, the vehicle is held in an operatively usable state at the lowest speed stage required from the viewpoint of necessity, which makes it possible that the vehicle moves by itself to a location where a repairing operation can be performed or to a refuge zone. Next, an apparatus in accordance with another embodiment of the present invention will be described below with reference to flowcharts shown in Figs. 10 and 11. With the shown controlling system, the controller 70 starts a clutch hydraulic pressure control interruption when it performs shift change (steps 600 and 610). During this interruption processing, first, the controller 70 outputs a clutch hydraulic pressure command as shown in Fig. 4(a) to clutches to be turned off and clutches to be turned on so as to carry out crossover control (step 620). After the hydraulic pressure is outputted in that way, a detection signal of the pressure switch connected to a clutch to be turned off is compared with the hydraulic pressure command outputted to this clutch (step 630). If the detection signal of the pressure switch is not turned off even after a specified period of time elapses, the controller 70 regards this as an abnormality. Then, the process shifts to an abnormality processing routine to perform subsequent processings (steps 640, 650 and 700). Further, the controller 70 compares a detection signal of the pressure switch connected to a clutch to be turned on with the hydraulic pressure command outputted to this clutch (step 660). In case where the detection signal of the pressure switch is not turned on even after the specified period of time elapses, the controller 70 regards this as an abnormality. Then, the process shifts to the abnormality processing routine to perform subsequent processings (steps 670, 680 and 700). When it is confirmed as a result of comparing the detection signal of the pressure switch with the hydraulic pressure command that a normal shift change operation is performed, the interruption processing is terminated (step 690). Fig. 11 is a flowchart which illustrates an abnormality processing routine. When the controller 70 senses an abnormality by the foregoing processings, the controller 70 operates such that all the clutches are turned off by immediately reducing the command hydraulic pressure fed to all the clutches (step 800) and thereafter displays on a display monitor which clutch is abnormal (step 810). Thereafter, the controller 70 turns off the display monitor when a signal representing that the presence of an abnormality is confirmed is outputted from an operator (steps 820 and 830). Specifically, according to the embodiment of the present invention, each clutch in the gear box is provided with a pressure switch adapted to output on/off binary signals with a specified clutch pressure as a threshold, whereby a command signal outputted from the controller 70 are normally compared with a detection signal of the pressure switch. When the both signals do not coincide with each other, all the clutches are immediately turned off and an abnormality with these clutches is informed to an operator. In connection with the above-described embodiments of the present invention, Fig.5 shows merely an example of the pressure switch. Alternatively, other arbitrarily constructed pressure switch may be employed, if it is proven that it exhibits the same functions as those of the foregoing switch. Instead of this pressure sensor, an usual pressure sensor may be used for the same purpose. Further, the structure of clutches in the transmission should not be limited only to that shown in Fig.2. The present invention may be applied to a transmission which is constructed in other arbitrary manner. Additionally, the present invention can equally be applied to any one of a manual shift vehicle, an automatic shift vehicle and a manual shift/automatic shift vehicle.

Claims: Apparatus for processing an abnormality in a gear box including a plurality of shift change clutches (F,R, 1-4), a plurality of pressure control valves (51-56) separately connected to the shift change clutches to individually control hydraulic pressure in each of the shift change clutches, a plurality of drive circuits (91-96) for feeding an electric signal (C1-C6) corresponding to an input clutch hydraulic pressure command to the pressure control valves and abnormality detecting means (70, 161-166, 101-106) for detecting an abnormality in the drive circuits and the shift change clutches with respect to each clutch, characterised in that the apparatus comprises: abnormality content judging means, when an abnormality signal is outputted from the abnormality detecting means, for judging the content of abnormality to determine whether the vehicle can move or not; and abnormality processing means (70), when the abnormality judging means determines that the vehicle can move, for making it possible to use a shift change clutch corresponding to a predetermined speed stage which has been set corresponding to the content of abnormality. Apparatus as claimed in claim 1, wherein the abnormality processing means (70), when the abnormality content judging means determines that the vehicle can move, makes it possible to use the lowest speed stage among usable speed stages. Apparatus as claimed in claim 1 or 2, wherein the abnormality processing means (70), when the abnormality content judging means (70) determines that the vehicle cannot move, makes it impossible to use all of the shift change clutches (F,R,1-4). Apparatus as claimed in any preceding claim, wherein the abnormality detecting means comprises: a plurality of electric signal detecting means (161-166) for respectively detecting electric signals outputted from the drive circuits (91-96); a plurality of clutch pressure detecting means (101-106) separately disposed for the shift change clutches (F,R,1-4) to detect a clutch pressure in each of the shift change clutches (F,R,1-4); and comparison means (70) for comparing each clutch hydraulic pressure command inputted into each of the drive circuits (91-96) with outputs of the electric signal detecting means (161-166) and outputs of the clutch pressure detecting means (101-106) for each clutch and outputting the abnormality signal when comparison results do not coincide. Apparatus as claimed in claim 4, wherein each of the clutch pressure detecting means (101-106) outputs binarized signals each indicating whether the clutch pressure is larger than a preset pressure or not. Apparatus as claimed in any preceding claim, wherein each of the clutch pressure detecting means (101-106) comprises a piston member (150) which allows the clutch pressure to be exerted in one direction and which is energized by a spring (151) having a predetermined resilient force in the opposite direction, and a detecting portion (158,R1,R2) for detecting based on movement of the piston member (150) whether the clutch pressure is larger than the predetermined resilient force or not. Apparatus as claimed in claim 6, wherein the detecting portion (158,R1,R2) detects engagement of the piston member (150) with a member (154) secured to a housing (153) of the apparatus and disengagement of the piston member (150) from the member. Apparatus as claimed in claim 7, wherein the member (154) is an electrically conductive housing cover placed on the housing (153) with insulating material (155) interposed therebetween and the engagement/disengagement detecting means (158,R1,R2) detects engagement/ disengagement of the piston member (150) in the form of an electrical ON/OFF signal to be outputted. Apparatus as claimed in claim 8, wherein the engagement/disengagement detecting means comprises voltage applying means (158,R1,R2) for applying a predetermined intensity of voltage to the housing cover (154) and voltage detecting means for detecting a voltage appearing on the housing cover when the piston member (150) is engaged with and disengaged from the housing cover (154). Apparatus as claimed in any preceding claim, wherein the abnormality detecting means (70,161-166,101-106) comprises a plurality of clutch pressure detecting means (101-106) separately disposed for the respective shift change clutches (F,R,1-4) to detect a clutch pressure in each shift change clutch, and abnormality signal output means for taking in an output of the clutch pressure detecting means disposed in a shift change clutch which has outputted the clutch hydraulic pressure command and outputting the abnormality signal when the taken-in detecting signal of the clutch pressure detecting means does not come to a status corresponding to the clutch hydraulic pressure command even though a preset time has elapsed after the clutch hydraulic pressure command was outputted.

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