SPEED CHANGER OF HYDRAULIC DRIVING DEVICE AND CONTROL METHOD THEREOF

Abstract: The present invention relates to a speed changing device for a hydraulic driving apparatus and a speed change control method thereof which provide excellent controllability, running efficiency and reliability without occurrence of cavitation. To this end, the device comprises a shifter selected position sensor (63a) for detecting a shift lever change, a motor rotation speed sensor (52) for detecting a rotation speed of a hydraulic motor (50), and a control device (60), and the control device (60) judges and controls either a powering control or a brake control based on the change of the shift lever selection and on the comparison of the detected motor rotation speed with a memorized motor rotation speed. In addition, a two-stage back pressure valve (23) may be provided between a directional control valve (21) and an oil tank.

Description: TECHNICAL FIELD The present invention relates to a speed changing device for a hydraulic driving apparatus and a speed change control method thereof, and more particularly, to a speed changing device for a hydraulic driving apparatus for use in construction vehicles, agricultural machinery and automobiles, etc. and a speed change control method thereof. Such a speed changing device as well as a speed change control method according to the preambles of claims 1 and 4 is known from DE-A-2526154. Hitherto, various types of power transmission devices for use in construction vehicles, agricultural machinery and automobiles, etc. such as of mechanical type, hydraulic type and electric type have been proposed and used. Regarding small vehicles for construction equipment, those of hydraulic type have been used relatively often. This is because those of hydraulic type can change their running speed from zero to infinity, and a merit of excellent operability has been highly regarded. On the other hand, those of hydraulic type have disadvantages of lower efficiency and higher cost to those of mechanical type. However, operating machines for digging and earth moving, etc.are mounted in construction equipment such as a wheel hydraulic excavator, and all power from an engine is converted by a hydraulic pump in order to actuate the operating machine, so that the use of hydraulic driving apparatuses may becomes less expensive conversely. In addition, the above-described hydraulic driving apparatuses include two types: closed circuit and open circuit. Since they have different characteristics, they are used in accordance to purpose. For example, in construction equipment used mainly for the purpose of running, when large amounts of flowing oil pressure is required, those of open circuit type are used. Recently, closed center load sensing circuits have been used in operating machines in terms of improvement in operability, and closed center valves are adopted therein. Incidentally, when running efficiency or controllability is emphasized, those of closed circuit type are used. Further, a prior art using a counter balance valve comprises, as shown in Fig. 14, a variable displacement hydraulic pump 210 driven by a driving source 1 such as an engine; a capacity control device 211 for controlling capacity of the hydraulic pump 210; a forward-reverse directional control valve 212; solenoid operated proportional valve 213 (forward) and 214 (reverse) for controlling the directional control valve; a counter balance valve 215; a variable displacement hydraulic motor 216; and a capacity control device 217 for controlling the capacity of the hydraulic motor 216. This arrangement controls return oil from the counter balance valve 215 to effect speed control (runaway prevention) when descending a slope. However, such a prior art encounters the following problems. That is, the use of the counter balance valve in a running circuit reduces efficiency because the forward-reverse directional control valve and the counter balance valve are controlled by restriction. Moreover, since heat is generated while running, a large cooler and an engine of larger output are required, so that size and cost of a vehicle increases. In addition, the use of the closed center valve in the running circuit of a vehicle emphasizing operability encounters a similar malfunction because the valve is controlled by restriction similar to the counter balance valve. Particularly, in a high-speed, long-distance running vehicle, resistance increases reducing efficiency and heating value also increases, so that a large cooler is required. Further, the use of the open circuit type in a speed changing device for hydraulic driving apparatuses such as construction vehicles emphasizing running efficiency and controllability encounter the following problem. When a forward-reverse speed change, such as from neutral to forward, from forward to reverse and from reverse to forward, is effected, a start or a speed change operation is performed regardless of the present vehicle speed. During operation, if the shift lever does not correspond to the actual traveling direction of the vehicle, braking action is effected until motor rotation is reduced to zero. When control is exercised without recognizing the braking action, there occurs a malfunction such that cavitation occurs and excessive braking is applied. For example, the case of switching to the reverse direction while rotating in the forward direction at high speed is shown in Figs. 15A to 15F. Fig. 15A shows pilot pressure for operating a directional control valve in the forward direction by actuation of a forward side solenoid operated proportional valve, and Fig. 15B shows a pilot pressure for operating the directional control valve in the reverse direction by actuation of a revere side solenoid operated proportional valve, respectively. Fig. 15C shows a pressure Pa for rotating the hydraulic motor in the forward direction, and Fig. 15D shows a pressure Pb for rotating the hydraulic motor in the reverse direction, respectively. In addition, Fig. 15E shows a pilot pressure of a solenoid operated proportional valve for actuating an inclined shaft which controls displacement of the hydraulic motor. Further, Fig. 15F shows rotation speed of a hydraulic motor output axis in which the forward rotation output shaft decelerates. An operation due to the switching will be described. Up to point W in Fig. 15A, the pilot pressure is applied in the forward direction, and the pilot pressure is applied in the reverse direction after point W in Fig. 15B. This applies a brake on the hydraulic motor from point W to decelerate the output axis, as shown in Fig. 15F. At this time, however, the supply pressure Pa of the hydraulic motor in Fig. 15C becomes zero because the directional control valve is closed. However, the pressure Pb in Fig. 15D causes cavitation at point V because forward supply has already been cut off, even though the hydraulic motor is rotating in the forward direction due to inertia of the vehicle. Thus, when high-speed rotation in the forward direction is decelerated and switched to the reverse direction, a problem arises such that cavitation occurs, which shortens the life of the hydraulic equipment, and a braking action cannot be effected, resulting in loss control. In addition, when the output axis of the hydraulic motor is provided with a sub transmission which interrupts torque using clutches, there is a problem such that, when forward-reverse switching using the shift lever, the rotation speed or direction of the hydraulic motor before the switching does not match the rotation speed or direction of the hydraulic motor due to drag associated with coasting of the vehicle, whereby the hydraulic motor is damaged. DISCLOSURE OF THE INVENTION The present invention has been made to solve the drawbacks of the prior art, and its object is to provide a speed changing device for a hydraulic driving apparatus for use in construction vehicles, agricultural machinery and automobiles, etc. and a control method thereof which have excellent running efficiency, controllability and reliability. That object is solved with the features of claim 1 and with a method according to claim 4. Additional features are disclosed in independent claims 2 to 3 and 5 to 6. BRIEF DESCRIPTION OF DRAWINGS Fig. 1 illustrates a construction of a speed changing device for a hydraulic driving apparatus according to a first embodiment of the present invention; Fig. 2 is a detail view of Fig. 1; Fig. 3 is the first half flowchart of an operation of a speed changing device according to the first embodiment; Fig. 4 is the latter half flowchart following Fig. 3; Figs. 5A to 5G illustrate change of various properties with time, in which Fig. 5A is a diagram showing pressure of a forward solenoid operated directional control valve, Fig. 5B is a diagram showing pressure of a reverse solenoid operated directional control valve, Fig. 5C is a diagram showing forward pressure of a hydraulic motor; Fig. 5D is a diagram showing reverse pressure of the hydraulic motor, Fig. 5E is a diagram showing pressure of a motor solenoid operated valve; Fig. 5F is a diagram showing rotation speed of a hydraulic motor output axis, and Fig. 5G is a diagram showing an operation of a two-stage back pressure valve, respectively; Fig. 6 illustrates a construction of a speed changing device for a hydraulic driving apparatus according to a second embodiment of the present invention; Fig. 7 is a hydraulic circuit diagram of a clutch oil pressure control valve according to the second embodiment; Fig. 8 is the first half flowchart of an operation of a speed changing device according to the second embodiment; Fig. 9 is the latter half flow chart following Figs. 8 and 13; Fig. 10 is a diagram showing a change of clutch oil pressure with time when switched from forward to reverse according to the second embodiment; Figs. 11A to 11H illustrate change of various properties with time when switched from coasting at neutral to reverse according to the second embodiment, in which Fig. 11A is a diagram showing clutch oil pressure, Fig. 11B is a diagram showing pressure of a forward solenoid operated directional control valve, Fig. 11C is a diagram showing pressure of a reverse solenoid operated directional control valve, Fig. 11D is a diagram showing forward pressure of a hydraulic motor, Fig. 11E is a diagram showing reverse pressure of the hydraulic motor, Fig. 11F is a diagram showing pressure of a motor solenoid operated valve, Fig. 11G is a diagram showing rotation speed of a hydraulic motor output axis, and Fig. 11H is a diagram showing an operation of a two-stage back pressure valve, respectively; Fig. 12 illustrates a construction of a speed changing device for a hydraulic driving apparatus according to a third embodiment of the present invention; Fig. 13 is the first half flowchart of an operation of a speed changing device according to the third embodiment; Fig. 14 illustrates a main part construction of a speed changing device for a hydraulic driving apparatus using a counter balance valve according to a prior art; and Figs. 15A to 15F illustrate change of various properties with time of the speed changing device for a hydraulic driving apparatus according to the prior art, in which Fig. 15A is a diagram showing forward pilot pressure, Fig. 15B is a diagram showing reverse pilot pressure, Fig. 15C is a diagram showing forward pressure of a hydraulic motor, Fig. 15D is a diagram showing reverse pressure of the hydraulic motor, Fig. 15E is a diagram showing pilot pressure of a solenoid operated proportional valve for actuating an inclined shaft, and Fig. 15F is a diagram showing rotation speed of a hydraulic motor output axis. BEST MODE FOR CARRYING OUT THE INVENTION The preferred embodiments of a speed changing device for a hydraulic driving apparatus and a speed change control method thereof according to the present invention will be described in detail with reference to the attached drawings. Fig. 1 illustrates a speed changing device for a hydraulic driving apparatus according to a first embodiment. A variable displacement hydraulic pump 10 (hereinafter, referred to as a hydraulic pump 10) driven by an engine 1 sucks oil therein from an oil tank 6 and converts outputs of the engine 1 into pressure oil. The pressure oil is fed to a variable displacement hydraulic motor 50 (hereinafter, referred to as a hydraulic motor 50) via a switching device 20, and converted into rotary torque by the hydraulic motor 50 to drive a construction vehicle, etc. To a jet pump 2 which supplies fuels to the engine 1, an actuator 2a is attached, and the actuator 2a receives an order from a control device 60 to control rotation speed and outputs of the engine 1. The hydraulic pump 10 and the hydraulic motor 50 are provided with servo devices 11, 51 for controlling a swash plate, etc., which allow displacement to be variable. Pilot pressure passing through a solenoid operated directional control valve, which is switched upon receipt of an order from the control device 60, act on the servo devices 11, 51 to variably control discharge capacities of the hydraulic pump 10 and the hydraulic motor 50. A closed center load sensing valve (a closed center directional control valve) 21 (hereinafter, referred to as CLSS valve 21) of the switching device 20 comprises three positions. The pilot pressure from solenoid operated directional control valves 41, 42, which are switched upon receipt of an order from the control device 60, act on both ends of the CLSS valve 21, and the CLSS valve 21 is switched to a forward position ("forward" shown in the drawing) or a reverse position ("reverse" shown in the drawing). A return circuit 22 formed between the CLSS valve 21 and the oil tank 6 is provided with a variable pressure two-stage back pressure valve 23, which is switched in two stages by the order from the control device 60 and controls return pressure of return oil to the tank 6. To the control device 60, an engine rotation speed sensor 3 for detecting rotation speed of the engine 1, a motor rotation speed sensor 52 for detecting a rotation speed of the hydraulic motor 50 to detect a vehicle speed, and motor pressure sensors 53, 54 for detecting inlet and outlet pressures of pipes 56, 57 (see Fig. 2) connected to the hydraulic motor 50 are connected, respectively. Here, for reasons of convenience, the sensor 53 secured to the pipe 56 on which pressure acts in the direction of forward rotation of the hydraulic motor 50 is referred to as a forward pressure sensor 53, and the sensor 54 secured to the opposite side pipe 57 is referred to as a reverse pressure sensor 54. Incidentally, although the motor rotation speed sensor 52 detects the rotation speed and direction, two sensors may be provided to detect the rotation speed and the direction, separately. In addition, the control device 60 is provided with an accelerator pedal 61 for controlling a vehicle speed, a brake pedal 62 for controlling a vehicle braking, and a shifter 63 for selecting a vehicle travelling direction. Further, an accelerating amount detection sensor 61a for detecting an accelerating amount is attached to the accelerator pedal 61, a braking amount detection sensor 62a for detecting a braking amount is attached to the brake pedal 62, and a shifter selected position sensor 63a for detecting a vehicle travelling direction is attached to the shifter 63. A mode detection sensor 64a is attached to a mode selection switch 64, and the mode detection sensor 64a detects an operation mode S which becomes a selected mode to actuate an operating machine (not shown) attached to the vehicle, and a running mode M which becomes a vehicle running selected mode. Each of signals are inputted to the control device 60 from each of the above-described sensors. Referring to Fig. 2, a pipe 12 secured to a hydraulic pump 10 is branched, and to one branched pipe 12a, the switching device 20 is connected. The other branched pipe 12b is further branched into pipes 12c, 12d, 12e, and to the pipe 12c, an unload valve 13 is connected, and to the pipes 12d and 12e, a plurality of operating machine CLSS valves 46a, 46b are connected. The operating machine CLSS valves 46a, 46b supplies and discharges pressure oil to and from operating machine actuators 47, 47a. Incidentally, although the pipe 12b is further branched into a plurality of pipes, and connected to further a plurality of operating machine CLSS valves, they have been omitted as they are similar to those described above. The servo device 11 of the hydraulic pump 10 is composed of a torque value control valve 11a (hereinafter, referred to as a TVC valve 11a), a load sensing valve lib (hereinafter, referred to as an LS valve 11b), and a servo 11c. The TVC valve 11a is connected to a pilot tube 12w from the pipe 12, and a signal from the control device 60 is inputted thereto. The TVC valve 11a receives an order from the control device 60 to widely control discharge pressure of the hydraulic pump 10 and send to the LS valve 11b. That is, the TVC valve 11a has a power mode function, the function for widely and freely controlling a discharge amount of the hydraulic pump 10. For example, when an ordered current value from the control device 60 is small, the pump discharge amount is maximum, and when the ordered current value is large, reduction of the pump discharge amount enables a constant torque control, etc. in which [pump discharge capacity (cc/rev) x discharge pressure] is held constant. To the LS valve 11b, a pilot tube 12w and a tube 48 of an LS circuit are connected. The LS valve 11b receives the highest pressure PS among the pressures from the LS circuit of the CLSS valve 21 and operating machine CLSS valves 46a, 46b through check valves 49, 49a, and the discharge pressure PP of the hydraulic pump 10. In addition, the LS valve 11b controls pressure from the TVC valve 11a to send to the servo 11c so that an LS differential pressure PLS (= PP - PS), which is the differential pressure between the discharge pressure PP and the pressure PS is held constant, thereby controlling an angle of the swash plate (the discharge amount of the pump) of the hydraulic pump 10. The switching device 20 comprises the CLSS valve 21, suction valves 31, 32, and safety valves 33, 34. Each one side of the suction valve 31, 32 and the safety valve 33, 34 is connected between the CLSS valve 21 and the hydraulic motor 50. Each other side thereof is connected between the CLSS valve 21 and the two-stage back pressure valve 23 by means of the return circuit 22 from the CLSS valve 21. Pilot pressure for switching to forward or reverse acts on both ends of the CLSS valve 21 so as to switch the CLSS valve 21 in accordance with operation of the shifter 63 (see Fig. 1). The pilot pressure is generated when discharge pressure of a pilot pump (not shown) receives an order from the control device 60, and the forward solenoid operated directional control valve 41 or the reverse solenoid operated directional control valve 42 is switched. A motor solenoid operated directional control valve 55 is switched upon receipt of an order from the control device 60, and pressure of the pilot pump acts on the servo device 51 of the hydraulic motor 50 so as to control displacement of the hydraulic motor 50. The hydraulic motor 50 receives the discharge amount from the hydraulic pump 10 in accordance with an accelerating amount to output a predetermined rotation speed, i.e., a predetermined vehicle speed. The solenoid operated directional control valve 24 is switched upon receipt of an order from the control device 60, and pressure of the pilot pump acts on the two-stage back pressure valve 23 so as to control return pressure in the two steps of high pressure and low pressure. When high pressure, the discharge return oil from the hydraulic motor 50 is fed to the supply pipe 56 or 57 from the hydraulic pump 10 to the hydraulic motor 50 through the suction valve 31 or 32. When low pressure, the oil is returned to the oil tank 6 as it is. An operation of the first embodiment constructed as described above will be described. First, there is a power running which is a condition where the hydraulic motor 50 is actuated, and torque is transmitted to effect starting, acceleration, or constant speed running of a vehicle. In addition, there is a brake region running for effecting braking operation by the hydraulic motor 50 when driving down a slope, deceleration, or stopping the vehicle. The operation in such conditions will be described with reference to flowcharts of Figs. 3 and 4. In step 301, when the shifter 63 is not changed from a forward position F without operation, operated to effect forward or reverse from a vehicle stop condition, or changed to reverse R from the forward position F or to the forward position from reverse R, and when the rotation of the hydraulic motor is low, i.e., in the case of NO in step 301, a procedure advances to a normal process of step 302 to perform the next power running. Signals from each of the sensors are inputted to the control device 60. Among them, by the signals from the motor rotation speed sensor 52, the shifter selected position sensor 63a and the accelerating amount detection sensor 61a, a hydraulic driving apparatus is operated as follows. For example, in the case of forward, by the signal of the shifter selected position sensor 63a and the signal of the accelerating amount detection sensor 61a, the forward solenoid operated directional control valve 41 is switched upon receipt of an order corresponding to the accelerating amount of the accelerator pedal 61 from the control device 60. By this switching, the pilot pressure is controlled to be sent to the CLSS valve 21 and signals are also sent to the servo device 51 of the hydraulic motor 50. This switches the motor solenoid operated directional control valve 55, and controls the swash plate, etc. so that the hydraulic motor 50 has a predetermined displacement. At this time, the CLSS valve 21 takes a large opening degree amount with little resistance to the discharge amount from the hydraulic pump 10, and sends a discharge amount from the hydraulic pump 10 to the hydraulic motor 50 so as to provide a predetermined rotation speed, i.e., a predetermined vehicle speed. The return oil from the hydraulic motor 50 is returned to the oil tank 6 via the CLSS valve 21 and a low-pressure two-stage back pressure valve 23. At this time, a power running of a normal process with less internal resistance of the CLSS valve 21 is performed. In addition, in step 301, for example, when an operator operates the shifter 63 from the forward position F to the reverse position R, i.e., in the case of YES, the procedure advances to step 303. However, the hydraulic driving apparatus is operated as follows. At the forward position F, the forward solenoid operated directional control valve 41 is switched by the signals of the shifter selected position sensor 63a and the accelerating amount detection sensor 61a in accordance with the accelerating amount of the accelerator pedal 61. By this switching, the pilot pressure is controlled and sent to the CLSS valve 21, and signals are also sent to the servo device 51 of the hydraulic motor 50. The motor solenoid operated directional control valve 55 is switched, and the swash plate, etc. are controlled so that the hydraulic motor 50 has a predetermined displacement. This allows the CLSS valve 21 to be switched from a neutral position 21a to the forward position 21b, and pressure is generated in a forward side pipe of the hydraulic motor 50 to rotate the hydraulic motor in a forward direction. At this time, the CLSS valve 21 is opened with a predetermined opening degree by which no resistance is generated, and the discharge amount from the hydraulic pump 10 is discharged in accordance with the accelerating amount and sent to the hydraulic motor 50 via the CLSS valve 21, so that the hydraulic motor 50 obtains a predetermined rotation speed ωout. In step 303, the rotation speed ωout is compared with the minimum rotation speed ωlow of the motor. When ωout < ωlow, the procedure advances to a normal process of step 302 to effect the operation in the same manner as described above. On the other hand, when ωout ≥ ωlow, the procedure advances to step 304 to compare the rotation speed ωout with the maximum rotation speed ωhigh of the motor. In the comparison, when ωout > ωhigh, the procedure returns to step 303 to prohibit speed changing until the rotation speed becomes not more than the permissible value of the motor. Therefore, step 303 and step 304 are repeated to wait for the rotation speed ωout to become smaller than the maximum rotation speed ωhigh of the motor. When ωout ≤ ωhigh in step 304, the procedure advances to step 305. In step 305, the control device 60 outputs the following orders. That is, the control device 60 outputs a switching order to the solenoid operated directional control valve 24 so that the two-stage back pressure valve 23 has high pressure, a switching order to the solenoid operated directional control valve 55 of the servo device 51 which controls the swash plate, etc. so that the hydraulic motor 50 has the minimum displacement (predetermined value), and an order for switching the CLSS valve 21 from the forward position 21b to the neutral position 21a, respectively. In the above description, the hydraulic motor 50 is allowed to have the minimum displacement for the purpose of reducing a braking force to the minimum. When a larger braking force is required, displacement larger than the minimum one may be taken. In step 306, whether or not a fixed period of time has elapsed is judged to stabilize cavitaticn, which may occur in step 305. When a fixed period of time has not elapsed, the elapse of time is waited, and the procedure advances to step 307 after the fixed period of time has elapsed and the cavitation has become stabilized. Here, the value of the forward pressure sensor 53 is referred to as Pca, and the value of the reverse pressure sensor 54 is referred to as Pcb. When the CLSS valve 21 is at the neutral position 21a and the hydraulic motor is not rotated in the direction designated by the shifter 63, braking pressure of the hydraulic motor 50 is generated at the inward pressure sensor 53 or 54, so that the following judgement is made. In step 307, it is judged whether or not pressures Pca, Pcb acting on the hydraulic motor 50 are larger than brake threshold value PC required for braking. When smaller, i.e., when Pca ≤ PC and Pcb ≤ PC, a normal process is effected as in the case of step 302. On the other hand, when larger (Pca is > Pc, or Pcb > PC), the procedure advances to step 308 to judge whether the shift lever is forward F or reverse R. If forward F, the procedure advances to step 309 to compare the pressures Pca and Pcb for judgement. When Pca is ≤ Pcb (N0), this coincides with forward F, so that a normal process is effected as in the case of step 302. When Pca > Pcb (YES), this does not coincides with forward F (the shift lever is in reverse R), so that the procedure advances to step 310. In addition, when the shift lever is in reverse R in step 308, the procedure advances to step 311 to compare the pressures Pca and Pcb for judgement. When Pca ≥ Pcb (NO), this coincides with reverse R, so that a normal process is effected as in the case of step 302. When Pca < Pcb, this does not coincide with reverse R (in forward F), so that the procedure advances to step 310. In step 310, it is judged by the mode detection sensor 54a whether the mode selection switch 64 is set to an operation mode S or a running mode M. When the running mode M, the procedure advances to step 313 in which a brake map outputs an M mode braking amount. That is, the brake map outputs an order of the M mode braking amount to the solenoid operated directional control valve 41 or 42 which controls the CLSS valve 21, and to the servo device 51 of the hydraulic motor 50 so as to change a motor inclined shaft angle in accordance with an M mode accelerator opening degree, and to change an opening amount of the CLSS valve 21. When the S mode, the procedure advances to step 312 to perform the same control as that of the M mode to the S mode. For example, in the M mode, the motor inclined shaft angle is significantly changed in accordance with the accelerator opening degree so as to greatly change effectiveness of the brake, and in the S mode, a large motor inclined shaft angle is generally taken in accordance with the accelerator opening degree to obtain a great braking force. Incidentally, the criteria for judging the above description are, regarding the minimum rotation speed ωlow, for example, whether a permissible rotation speed is taken at which the hydraulic motor causes no cavitation with a supply rate supplied through the suction, valve 31 or 32b when the two-stage back pressure valve 23 has low pressure, whether a permissible rotation speed is taken at which the hydraulic motor itself causes no cavitation, or whether the value by which the motor rotates at a speed near zero is taken. In addition, regarding the maximum rotation speed ωhigh, the permissible rotation speed of the hydraulic motor which causes no cavitation with a supply rate supplied through the suction valve 31 or 32 when the two-stage back pressure valve 23 is set to a high pressure, or the permissible rotation speed of the motor itself is taken. In the above-described operation, change which occur when the accelerator opening degree is large and a high speed forward F is switched to reverse R will be described with reference to Figs. 5A to 5G. Fig. 5A shows pressure of the forward solenoid operated directional control valve 41 for switching the CLSS valve 21 to the forward side, in which the operation stops at point p and the CLSS valve 21 has returned to the neutral position 21a. Fig. 5B shows pressure of the reverse solenoid operated directional valve 42 for switching the CLSS valve 21 to the reverse side 21c (see Fig. 2), in which the operation starts at point q and the CLSS valve 21 is switched to the reverse side 21c. Fig. 5C shows inlet side pressure for rotating the hydraulic motor 50 to the forward side, in which pressure increased by the two-stage back pressure valve 23 supplies return oil to the hydraulic motor 50 through the suction valve 31 or 32 from point p, so as to generate pressure at the inlet side. From point q, resistance of the return oil is applied to the normal tank 6 in which the two-stage back pressure valve 23 is not operated, so that the pressure is low. Fig. 5D shows an inlet side (the return oil side when forwarding) pressure for rotating the hydraulic motor 50 to the reverse side, in which the CLSS valve 21 is closed at point p. For this reason, the pressure increases to apply a brake due to the hydraulic motor 50, and the hydraulic motor 50 starts deceleration, as shown in Fig. 5F. In addition, at point q in Fig. 5D, the reverse side 21c of the CLSS valve 21 is opened to start a control of supply pressure oil for starting rotation of the hydraulic motor 50 to the reverse side. Fig. 5E shows pressure of the solenoid operated directional control valve 55 for controlling the swash plate, etc. so that the hydraulic motor 50 has a predetermined displacement, in which the area between points p and ps is a time for judging the necessity of the brake by reducing the size of the swash plate, and on the area between the points ps and pt, a predetermined (due to the brake map) braking force is applied. Fig. 5F shows rotation speed of an output axis of the hydraulic motor 50, in which the brake is applied from point p, and switched to the reverse solenoid operated directional control valve 42 at the position pu (point q in Fig. 5B) where the rotation speed is reduced to almost zero. Fig. 5G shows an operation of the two-stage back pressure valve 23, in which the solenoid operated directional control valve 24 is switched upon receipt of an order from the control device 60 at point p so as to control the return pressure to the oil tank 6 to high pressure, and to supply the return oil to the hydraulic motor 50 through the suction valve 31 or 32. As described above, it is shown that by controlling as the flowcharts of Figs. 3 and 4, the pressure of the inlet side where the hydraulic motor 50 rotates to the reverse side shown in Fig. 5D has no disturbance in waveform and causes no cavitation. And, when running opposite to the direction designated by the shifter 53, the brake can be applied. According to the above-described embodiment, inputting is effected immediately after connecting to the output axis from the hydraulic motor 50. However, when there is no suitable large hydraulic motor in spite of a large vehicle, or when a large tractive power is required, the provision of a sub transmission to the output axis from the hydraulic motor can cope with such situations. In this case, the hydraulic motor is often used at high speed rotation, so that cavitation increasingly tends to occur. The effect of the present invention increases due to the prevention of the occurrence. The embodiment will now be described. Fig. 6 illustrates a speed changing device for a hydraulic driving apparatus according to a second embodiment. The output axis 50a of the hydraulic motor 50 in the first embodiment is provided with a sub transmission 70 of a clutch type. The sub transmission 70 comprises, for example, a first speed and a second speed. To a shaft 71 coaxially coupled to the output axis 50a, a gear 72 is fixed and a clutch 73 is disposed. To a shaft 74 coupled through the clutch 73, a gear 75 is fixed. In addition, to a countershaft 76 disposed parallel to the output axis 50a, a gear 77 is fixed and a clutch 78 is disposed. To a countershaft 79 coupled through the clutch 78, a gear 80 is fixed. The first speed clutch 73 is provided with a first speed electronic clutch oil pressure control valve 85, and the second speed clutch 78 is provided with a second speed electronic clutch oil pressure control valve 86. The countershaft 79 is connected to non-illustrated tires, and is provided with an output rotation speed sensor 87 for detecting rotation speed from the tires so as to detect the vehicle speed. The control device 60 is provided with a speed stage lever 81, and a speed stage selected position sensor 81a is attached to the speed stage lever 81. In the above description, the first speed of the sub transmission 70 is outputted from the output axis 50a via the shaft 71, the gear 72, a gear 77 meshed with the gear 72, the shaft 76, the clutch 78, and the countershaft 79. The second speed is outputted from the output axis 50a via the shaft 71, the clutch 73, the shaft 74, the gear 75, a gear 80 meshed with the gear 75, and the countershaft 79. Switching of the first speed or the second speed of the sub transmission 70 is performed in such a manner that the control device 60 outputs a signal to the first speed electronic clutch oil pressure control valve 85 or the second speed electronic clutch oil pressure control valve 86 due to a signal from the speed stage selected position sensor 81a so as to engage a clutch corresponding to the signals. The clutches 73, 78 are composed of a hydraulic clutch circuit of an electronic clutch oil pressure control valve 100 including a control device shown in Fig. 7. The construction is similar to that disclosed in Japanese Unexamined Patent Publication No. 63-235730, which has already been filed by the applicant. Referring to Fig, 7, the clutch oil pressure control valve 100 comprises a pressure control valve 101 for controlling clutch oil pressure, a flow rate detection valve 104, and a filling and clutch pressure detection sensor section 105. The pressure control valve 101 is controlled by the control device 60, and a detection signal Sf of the sensor section 105 is inputted to the control device 60. An order is outputted from the control device 60 to a proportional solenoid 107, the pressure control valve 101 is switched by thrust of the proportional solenoid 107 so as to allow oil from a pump 108 to enter through an inlet port 110, and to supply the oil to the clutches 73, 78 through an outlet port 111. The flow rate detection valve 104 is opened until clutch packs of the clutches 73, 78 are filled with oil through the outlet port 111. However, when the clutch packs are filled with the oil, filling is completed and flowing of the oil is stopped, so that differential pressure between the front and the back of the orifice 112 is eliminated. For this reason, a spool (not shown) is switched by a spring 113, so that the sensor section 105 detects the completion of filling, and outputs the detection signal Sf to the control device 60. An operation of the foregoing second embodiment will be described with reference to the flowcharts of Figs. 8 and 9. In step 331, it is judged whether or not the speed stage lever 81 is the first speed or the second speed. If the first speed, a procedure advances to step 332 to select the maximum rotation speed ωhigh and the minimum rotation speed ωlow of the first hydraulic motor 50 by a storage section of the control device 60. If the second speed, a procedure advances to step 333 to select the second speed ωhigh and ωlow by the storage section of the control device 60. After selecting the rotation speed in accordance with the respective speed stages in steps 332 and 333, the procedure advances to step 301. In steps 301, 302, 303, 304, and 305, a process of each step is performed in accordance with the speed stage, as in the case of the first embodiment. After the control device 60 has outputted an ON order to the two-stage back pressure valve 23, an order for reducing the size of the swash plate of the hydraulic motor 50, and an order for reducing the opening degree of the CLSS valve 21 to zero in step 305, the procedure advances to step 334. In step 334, an order is outputted from the control device 60 to the clutch oil pressure control valve 100 to engage the clutch 73 or 78 in accordance with the first speed or the second speed of the speed stage lever 81 selected in step 331. In step 335, engagement of the clutch 73 or 78 is judged by the detection signal Sf outputted from the sensor section 105 regarding the completion of filling and the clutch pressure, and the procedure advances to step 306 when the relative rotation number of the clutch 73 or 78 becomes smaller than a predetermined value. In step 306, either the clutch 73 or 78 is engaged again, and the hydraulic motor 50 is connected to tires so as to produce outlet/inlet pressure in the pipe 56 or 57 which flows out and flows in from and to the hydraulic motor 50 rotated upon receipt of a driving force from the tires. Although the outlet/inlet pressure is detected by the motor pressure sensors 53, 54, the outlet/inlet pressure is stabilized by waiting until the elapse of the fixed period of time and then, the procedure advances to step 307. In steps 307, 308, 309, 311, a process of each step is performed in accordance with the speed stage, as in the case of the first embodiment. In step 310, whether the operation mode S or the running mode M is judged by the mode detection sensor 64a as in the case of the first embodiment. If the S mode, the procedure advances to step 336 to judge whether the speed stage lever 81 is in the first speed or in the second speed. The procedure advances to step 337 when the first speed, and the procedure advances to step 333 when the second speed so as to change the motor inclined angle and the opening amount of the CLSS valve 21 in the first speed S1 mode and in the second speed S2 mode, respectively, in accordance with each accelerator opening degree. In addition, if the M mode in step 310, the procedure advances to step 339 to judge whether the speed stage lever 81 is the first speed or the second speed. The procedure advances to step 340 when the first speed, and the procedure advances to step 341 when the second speed so as to change the motor inclined angle and the opening amount of the CLSS valve 21 in the first speed M1 mode and in the second speed M2 mode, respectively, in accordance with each accelerator opening degree. In the above description, if the operation mode S, for example, the motor inclined shaft angle is enlarged (inclination-rotation angle) to increase effectiveness of the brake to a load mounted on the operating machine, and the opening amount of the CLSS valve 21 is changed so as to be reduced. Although a case is described where either the clutch 73 or 78 is engaged again in step 336, the clutch 73 or 78 may be kept engaged when the control device 60 judges a conversion between forward F and reverse R, i.e., non-stop in neutral. In the above-described operation, change in the clutch oil pressure when the accelerator opening degree is large and a high speed forward F is switched to reverse R is shown in Fig. 10. Either the clutch 73 or 78 is kept engaged and the clutch oil pressure Pc is constant. Incidentally, the change in pressure of the forward solenoid operated directional control valve 41 and the reveres solenoid operated directional control valve 42, the change in inlet side pressure of hydraulic motor 50, the change in rotation speed of the output axis of the hydraulic motor, etc. are the same as those of shown in Figs. 5A to 5G, and explanation thereof has been omitted. Next, in the above-described operation, a change which occurs when the accelerator opening degree is large, the shifter 63 is stopped at neutral N from a high speed forward F for coasting, and further switched to reverse R will be described with reference to Figs. 11A to 11H. Fig. 11A shows clutch oil pressure Pc generated in the clutch 73 by the order from the control device 60 to the clutch oil pressure control valve 100. That is, when the vehicle coasts and the rotation speed ωout of the hydraulic motor 50 becomes not more than the maximum rotation speed ωhigh, this is the case where each order of the above-described step 305 is outputted. At point r, the order in step 334, i.e., the order for engaging the clutch 73 or 78 is outputted to the clutch oil pressure control valve 100, so that the oil pressure Pc acts on the clutch 73 or 78. Further, the oil pressure Pc increases, and overshoot pressure is detected at point w. By this detection, the end of filling is detected to start engagement of the clutch. At point x, the clutch 73 or 78 has already finished complete engagement to provide a predetermined speed. Fig. 11B shows pressure EF of the forward solenoid operated directional control valve 41 for switching the CLSS valve 21 to the forward side, and shows that the pressure EF does not act on the forward side. Fig. 11C shows pressure EF of the reverse solenoid operated directional control valve 42 for switching the CLSS valve 21 to the reverse side, and operation starts at point u to switch the CLSS valve 21 to the reverse side. The point u is the point where the control device 60 outputs an order to the reverse solenoid operated directional control valve 42 and the solenoid operated directional control valve 42 generates switching pressure when the rotation speed of the hydraulic motor 50 becomes not more than the predetermined value after the shifter 63 has been switched to reverse R. Fig. 11D shows an inlet side pressure PA for rotating the hydraulic motor 50 to the forward side. By engagement of the clutch 73 or 78, the hydraulic motor 50 starts to rotate from point r with coasting, the pressure increased by the two-stage back pressure valve 23 supplies return oil to the hydraulic motor 50 through the suction valve 31, so that the pressure PA is generated at the inlet side. From point u, the two-stage back pressure valve 23 is not operated and normal resistance of the return oil is applied to the tank 6, so that the pressure PA is low. Fig. 11E shows an inlet side pressure PB for rotating the hydraulic motor 50 to the reverse side. Like Fig. 11D, the hydraulic motor 50 starts to rotate from point r with drag due to coasting, and the pressure PB is generated. The pressure PB starts to increase due to the completion of feeling at point w, and a braking action is suddenly generated on the hydraulic motor 50. At point u, the rotation speed of the hydraulic motor 50 is reduced, so that the pressure PB decreases. The pressure from the reverse solenoid operated directional control valve 42 acts on the CLSS valve 21 to switch to the reverse side when the rotation speed drops to about zero, so that the pressure PB becomes the predetermined pressure. Fig. 11F shows a pressure Er of the motor solenoid operated directional control valve 55 for controlling the swash plate, etc. so that the hydraulic motor 50 has a predetermined displacement. By the order in step 305 for reducing the size of the swash plate of the hydraulic motor 50, the solenoid operated directional control valve 55 is switched at point r to allow the hydraulic motor 50 to have a predetermined minimum displacement. When the fixed period of time has elapsed after the clutch engagement at point x, the inlet/outlet pressures PA and PB of the hydraulic motor 50 are measured for judgement. After the judgement, the inclination-rotation angle of the swash plate of the hydraulic motor 50 is enlarged from point v to apply a predetermined braking force. From point u, the solenoid operated directional control valve 42 is switched to supply pressure oil from the hydraulic pump 10 to the hydraulic motor 50, and to generate driving torque for driving the vehicle to the reverse side. Fig. 11G shows rotation speed ω0 of the output axis of a hydraulic motor 5. The brake is applied from point v, and the reverse solenoid operated directional control valve 42 is switched at point u where the rotation speed is reduced to about zero. Fig. 11H shows an operation of the two-stage back pressure valve 23. The solenoid operated directional control valve 24 is switched at point r upon receipt of an order from the control device 60, so as to control the return pressure to the oil tank 6 to high pressure. The operation of the two-stage back pressure valve 23 is removed at point u, so that the return pressure is low. As described above, by controlling as flowcharts of this embodiment, there is no disturbance in the inlet pressure PB for rotating the hydraulic motor 50 to the reverse side, as shown in Fig. 11E. That is, it is shown that there occurs no cavitation. Fig. 12 illustrates a speed changing device for a hydraulic driving apparatus according to a third embodiment. The output axis 50a of the hydraulic motor 50 is provided with the sub transmission 70 of the clutch type in the second embodiment, while it is provided with the sub transmission 90 of a mechanical type. The sub transmission 90 comprises, for example, a first speed and a second speed, and a first speed gear 92 and a second speed gear 93 are fixed to a shaft 91 which is coaxially coupled to the output axis 50a. A first speed gear 95 and a second speed gear 96 are rotatably provided on an output axis 94 disposed parallel to the output axis 50a. A synchromesh 97 is disposed between the gear 95 and the gear 96. The synchromesh 97 is always meshed with the first speed gear 95 or the second speed gear 98. The control device 60 outputs a signal to an electromagnetic servo 98 in accordance with a selection of the speed stage lever 81 to move a non-illustrated selector, thereby engaging the synchromesh 97 in response to the signal. Therefore, the first speed of the sub transmission 90 is outputted from the output axis 50a via the shaft 91, the gear 92, the gear 95, the synchromesh 97, and the output axis 94. The second speed is outputted from the output axis 50a via the shaft 91, the gear 93, the gear 96 the synchromesh 97, and the output axis 94. Switching of the sub transmission 90 to the first speed or to the second speed is performed by a signal from the speed stage lever 81a attached to the control device 60. An operation of such a construction are shown in the flowcharts of Figs. 13 and 9. In this embodiment, steps relating to clutches have been omitted, more specifically, steps 334 and 335 have been omitted with respect to Figs. 8 and 9 of the second embodiment, and detailed explanation has been omitted. In this embodiment, the gear of the speed stage lever is engaged even if no clutch is provided and a shift is at the neutral position. Thus, even if the shifter 68 stops at the neutral position to cause coasting of the vehicle, the hydraulic motor rotates at all times. This enables inlet/outlet pressures of the hydraulic motor 50 to be measured and judged at all times, so that steps 334 and 335 can be omitted. INDUSTRIAL APPLICABILITY The present invention is useful as a speed changer of a hydraulic driving device and a speed change control method thereof which enables smooth start and speed change without causing cavitation by separately controlling in braking and in power running, and which can improve operability, running efficiency and reliability of hydraulic equipment.

Claims: A speed changing device for a hydraulic driving apparatus including a hydraulic pump (10) driven by a driving source (1), a variable displacement hydraulic motor (50) for receiving pressure oil from the hydraulic pump to output a driving force, and a closed center directional control valve (21) provided between the hydraulic pump (10) and the hydraulic motor (50) for switching forward and reverse, wherein said device comprises: a shifter selected position sensor (63a) for detecting change of a shift lever (63) selection; suction valves (31,32) and safety valves (33,34) each one side thereof is connected between said directional control valve (21) and said hydraulic motor (50), and each other side thereof is connected by means of a return circuit (22) between said directional control valve (21) and an oil tank, so that either of said suction valves (31,32) is actuated when switching to forward or reverse; and a control device (60), characterized in that said device comprises a motor rotation speed sensor (52) for detecting rotation speed of said hydraulic motor (50), a two-stage back pressure valve (23) for controlling return pressure of said return circuit (22) into at least two different pressures; and wherein said control device (60) upon detection of the change of said shift lever (63) selection to forward or reverse, performs running with the driving force of said hydraulic motor (50) when the detected motor rotation speed is lower than a memorized motor minimum permissible rotation speed and outputs an order for reducing the opening degree of said directional control valve (21) to zero, an order for allowing said two-stage back pressure valve (23) to have a predetermined high back pressure so as to feed the return oil from the discharge side of said hydraulic motor (50) to the supply side of said hydraulic motor (50) through one of said suction valves (31,32) and one of said safety valves (33,34) and an order for allowing said hydraulic motor (50) to have a predetermined minimum displacement, in order to reduce rotation speed of said hydraulic motor (50), when the detected motor rotation speed lies between said motor minimum permissible rotation speed and a memorized motor maximum permissible rotation speed. A speed changing device for a hydraulic driving apparatus according to claim 1, wherein said device comprises a mode detection sensor (64a) for detecting a selected position of a running mode or an operation mode; and wherein said control device (60) outputs its orders based on the selected position of said mode when the detected motor rotation speed lies between said motor minimum permissible rotation speed and a memorized motor maximum permissible rotation speed, and further outputs an order for providing a predetermined motor displacement fitted to detected said running mode or said operation mode when the pressure applied on said hydraulic motor is larger than a brake threshold value. A speed changing device for a hydraulic driving apparatus according to claim 2, wherein said device comprises a sub transmission (70) connected to an output axis (50a) of said hydraulic motor (50) for interrupting torque by clutches (73,78) to drive tires for variable speed; and wherein said control device (60) outputs an order for engaging either of clutches (73,78) in order to measure inlet/outlet pressure of said hydraulic motor (50) rotated by coasting of a vehicle when the change of said shift lever (63) selection is detected and said detected motor rotation speed lies between said motor minimum permissible rotation speed and a memorized motor maximum permissible rotation speed. A speed change control method of a hydraulic driving apparatus supplying pressure oil from a hydraulic pump (10) to a hydraulic motor (50) through a closed center directional control valve (21) so as to switch forward and verse by the directional control valve (21), and control speed by the hydraulic motor (50), characterized by switching said directional control valve (21) to a neutral position when the rotation speed of said hydraulic motor (50) upon detection of the change of the shift lever (63) selection lies between a memorized motor minimum permissible rotation speed and a memorized motor maximum permissible rotation speed; measuring inlet and outlet pressures of said hydraulic motor (50) after elapse of a fixed period of time from the switching to the neutral position; detecting change of shift lever (63) selection again; and reducing rotation speed of said hydraulic motor (50) when either of said measured inlet and outlet pressures is larger than the brake threshold value, and the forward direction or the reverse direction in said shift lever selection does not match the forward direction or the reverse direction judged from a comparison of said inlet and outlet pressures. A speed change control method of a hydraulic driving apparatus according to claim 4, wherein, when measuring the inlet/outlet pressure of said hydraulic motor (50), clutches (73,78) secured to an output axis of said hydraulic motor for interrupting torque are engaged to measure the inlet/outlet pressure of said hydraulic motor (50). A speed change control method of a hydraulic driving apparatus according to claim 4 or 5, wherein additionally to switching said directional control valve (21) to a neutral position, reducing of the displacement of said hydraulic motor (50) is performed.

Inventors: HIRAKI HIKOSABUROU, KANAYAMA NOBORU, MAKIDA RYUTARO, OHKURA YASUNORI, HIRAKI, HIKOSABUROU, KANAYAMA, NOBORU, MAKIDA, RYUTARO, OHKURA, YASUNORI
Applicants: KOMATSU MFG CO LTD, KOMATSU LTD.
Application year: 1995
Main classification: F16H61
IPC codes: F16H59, F16H47, F16H61