JP2668359B2 - Transmission control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a transmission used in a construction vehicle or the like, and in particular, to a transmission in which an electronic pressure control valve is individually provided for each transmission clutch. The present invention relates to a configuration for preventing double engagement of a clutch in a machine. [Prior Art] In a conventional transmission control system, in order to prevent double engagement of the clutches, a plurality of switching valves for switching on / off of each clutch are connected in series to each clutch and one clutch is connected. Is engaged, the other clutch is always disengaged. Recently, there has been proposed a transmission system in which pressure (proportional) control valves operated by an electric command are individually connected in parallel to a plurality of transmission clutches, and pressure control of these transmission clutches is individually performed by an electric command. In the system, it is difficult to mechanically connect each pressure control valve in series to prevent double engagement of the clutch.
Further, the double engagement of the clutch also occurs due to a mechanical failure of a drive circuit or a clutch body that inputs an electric command to the pressure control valve, and in the above-described system, the double engagement of the clutch is prevented. There has been a demand for a suitable method. [Problems to be Solved by the Invention] The present invention has been made in view of these circumstances. In a speed change system in which each speed change clutch is independently controlled by an electronic pressure control valve, double engagement of the clutch is qualified. It is an object of the present invention to provide a control device for a transmission which prevents the transmission from being stopped. [Means and Actions for Solving the Problems] In the present invention, a plurality of shift clutches and a plurality of shift clutches that are individually connected to the plurality of shift clutches and individually control the hydraulic pressures of the plurality of shift clutches are provided. A pressure control valve;
To the plurality of pressure control valves to execute crossover control that intersects build-down control that turns off the shift clutch that should be turned off during build-up control and build-up control that turns on the shift clutch that should be turned on And a control means for outputting a clutch oil pressure command.
A plurality of pressure detection means provided separately for the plurality of speed change clutches to detect on / off of a clutch pressure of each speed change clutch; a clutch oil pressure command output from the control means and a detection signal of the pressure detection means; Abnormality detection means for comparing each of the transmission clutches, and detecting abnormality of each of the plurality of transmission clutches based on the comparison result.
When an abnormality is detected by the abnormality detecting means, it is determined which shift clutch is abnormal, the on / off state of the clutch pressure of the shift clutch having the abnormality is determined, and each is determined according to these determination results. An abnormality processing means for executing different abnormality processing is provided. Further, in the present invention, the clutch hydraulic pressure command is compared with the output current of the drive circuit for each clutch, and an abnormality in the drive circuit is detected based on the comparison result. That is, since there is a correspondence between the clutch oil pressure command and the output of the pressure detecting means or the output current of the drive circuit, when a mismatch occurs between these signals, an abnormality is detected. [Example] Hereinafter, the present invention will be described in detail with reference to an embodiment shown in the accompanying drawings. In FIG. 1, the transmission 10 includes six speed change clutches F, R, 1, 2, 3, and 4. These shift clutches are clutches F (forward) and R (reverse) directly connected to the output shaft of the torque converter 11 as shown in FIG.
And speed clutches 1, 2, 3, and 4 coupled on the output shaft side of the transmission 10. The first-stage forward / reverse clutches F and R and the second-stage speed clutches 1, 2, 3 , 4 and select the speed stage (F1, F2, F3, F4, R1, R2, R3, R4). Pressure control valves 21 to 26 that are operated by electric commands are individually connected to these speed change clutches, and each clutch is independently hydraulically controlled by the pressure control valves 21 to 26 connected to each of these clutches. These pressure control valves 21 to
26 has proportional solenoids 21S to 26S as actuators for moving the spool, and can generate a hydraulic pressure proportional to the drive current I input to the solenoid. The pressure control valves 21 to 26 are supplied with hydraulic pressure from a pump 31 via a main relief valve 30. A command signal is input from the controller 40 to the proportional solenoids of the pressure control valves 21 to 26 via the drive circuits 31 to 36. That is, the clutch pressure command signals C (C _{1 to} C ₆ ) output from the controller 40 are
After being amplified by 36, it is inputted to the pressure control valves 21 to 26, and these clutch pressure command signal C and the drive current I flowing through the solenoid are in a comparative relationship. Further, each of the clutches is provided with a pressure switch 51 to 56 for monitoring the clutch pressure. FIG. 3 shows the relationship between the clutch oil pressure and the detection signal S of the pressure switches 51 to 56. The pressure switches 51 to 56 have a clutch pressure of a predetermined set pressure Ps (about 1/2 of the clutch set pressure Pa). ) When the clutch pressure is lower than the same set pressure Ps.
In FIG. 1, reference numeral 41 is a shift lever operated by an operator, and 42 and 43 are lamps that are turned on when an abnormality occurs. In such a configuration, the solenoid drive currents I _{1 to} I ₆ output from the drive circuits 31 to 36 and the detection signals S _{1 to} S ₆ of the pressure switches 51 to 56 are input to the controller 40, and the controller 40 inputs these inputs. Drive circuit using signals
Detects 31-36 and clutch main unit failure. That is, the controller 40 compares the clutch pressure command signals C _{1 to} C ₆ output by itself with the solenoid drive currents I _{1 to} I _6, and when a disagreement that deviates from the proportional relationship occurs between these signals,
This is detected as a failure of the drive circuits 31 to 36. Further, the controller 40 compares the detection signal S ₁ to S ₆ of the clutch pressure command signal C ₁ -C ₆ and the pressure switch 51 to 56, determines the presence or absence of a failure of the clutch body by a comparison of these signals. For example, when the clutch pressure command signal C is not output, if the pressure switch of the clutch is turned on, or vice versa, it can be determined that some abnormality has occurred. In this transmission system, as shown in FIG. 3 (a), crossover control that intersects build-down control of the clutch that is turned off and build-up control of the clutch that is turned on is performed at the time of shifting to perform acceleration and running. During builddown, the hydraulic pressure is
When Ps falls below Ps, the detection signal of the pressure switch connected to the off-clutch turns off, and the controller 40 can recognize that this is the case when the clutch to be turned off is released (Fig. 3). (B)) Further, at the time of build-up, when the hydraulic pressure exceeds the set pressure Ps, the detection signal of the pressure switch connected to the on-clutch turns on, so the controller 40 recognizes this and tries to turn on. It can be confirmed that the clutch is engaged or is being engaged (FIG. 3 (c)). FIG. 4 shows pressure control valves 21 to 26 for hydraulically controlling each clutch.
5 shows an example of the internal configuration of pressure switches 51 to 56. In the configuration shown in FIG. 4, a flow rate detection valve 60 is attached to the pressure control valve 20 in order to flow a large flow rate of oil to the clutch. That is, this valve is composed of an electronic pressure control valve 20, a flow detection valve 60, and a pressure switch 50.
Is driven by an electric command from the controller 40.
This valve flows oil from the pump 31 through the input port 61 and supplies oil to the clutch through the output port 62. The port 62a is closed. The electronic pressure control valve 20 has a spool 63, the right end of which is in contact with the plunger 65 of the proportional solenoid 20s, and the left end of which is supported by a spring 66. The oil pressure in an oil passage 69 is piloted in an oil chamber 68 defined by the spool 63 and the piston 67. The flow rate detection valve 60 has a spool 70, an orifice 71 is formed on the output port 62 side of the spool 70, and the left end of the spool 70 is supported by a spring 72. The pressure switch 50 is provided at an end of the oil passage 69 and detects a clutch pressure. The pressure detection switch 50 includes a pressure detection piston 73 and a spring 74 that supports the piston 73. Spring 74 is spring guide 75
, The piston 73 is urged by a spring force that will not be pushed back if the clutch oil pressure, that is, the oil pressure of the oil passage 69 is lower than a predetermined set pressure Ps. The piston 73 is in contact with the valve body 76 through the oil film, but is not normally in contact with the iron cover 77 provided on the upper surface of the body 76, and the clutch pressure overcomes the biasing force of the spring 74. When the piston 73 moves upward, it comes into contact with the cover 77. The iron cover 77 is electrically insulated from the body 76 via the insulating sheet 78, and the cover mounting bolt 79 is also an insulating sleeve.
It is kept insulated from the cover 77 by 80. A lead wire 81 is drawn out from the cover 77, and the lead wire 81 is connected to the point a between the resistors R ₁ and R ₂ connected in series. A predetermined DC voltage V is applied between these resistors R ₁ and R _2.
(For example, 12 V) is applied, and the body 76 is grounded. The operation of this configuration will be described with reference to the time chart shown in FIG. When attempting to engage the clutch, the controller 40 inputs a trigger command to the solenoid 20s of the valve connected to the clutch (see FIG. 5 (a)). Pressure control valve by input of the trigger command
The spool 63 of 20 moves to the left, and the oil from the pump flows into the pressure control valve 20 via the input port 61 and the oil passage 82.
The oil flowing into the pressure control valve 20 flows into the flow rate detection valve 60 via the oil passage 69 and the port 83, and then flows into the clutch via the orifice 71 formed in the spool 70 and the output port 62.
The oil that has entered the port 83 is guided to an oil chamber 85 through an oil passage 84 provided in the spool 70. Then, the orifice 71 causes a differential pressure before and after the orifice 71, and the differential pressure causes the spool 70 to move to the left and the flow rate detection valve 60 to open. As a result, the pressure oil flowing into the input port 61 directly enters the port 83, and flows into the clutch via the orifice 71. This flow of oil continues until the clutch pack is full of oil. During the filling time t _f until the clutch pack is filled with oil, the oil pressure of the clutch pack is almost zero as shown in FIG. 5 (b), and the set pressure Ps of the spring 74 is Ps.
Therefore, the upper end surface of the piston 73 of the pressure detection switch 50 is not in contact with the iron cover 77. Therefore, in this state, the potential at the point a has a voltage value (ON) obtained by dividing the voltage V by the resistors R ₁ and R ₂ as shown in FIG. 5 (c). When the clutch pack is filled with oil, the filling is completed and the oil no longer flows, so there is no differential pressure before and after the orifice 71, and as a result, the spool 70 of the flow rate detection valve 60 moves to the right by the spring 72 and the flow rate detection valve 60 Is returned to the closed state. After the filling is completed, the controller 40 gradually increases the current applied to the solenoid 20s from the initial pressure command current value as shown in FIG. 5 (a). Therefore, the clutch hydraulic pressure gradually increases from the initial pressure Pc (about 2 kg / cm ² ) as shown in FIG. 5 (b). Since the set pressure Ps of the spring is set to a value slightly larger than the initial pressure C, the clutch subsequently exceeds the set value Ps. Then, the clutch hydraulic pressure overcomes the urging force of the spring 74 and pushes up the pressure detecting piston 73, so that the upper end surface of the piston 73 comes into contact with the cover 77. As a result, the iron cover 77
Is connected to the grounded body 76 via the piston 73, the potential at point a drops to zero (off) as shown in FIG. 5 (c), and no voltage appears at point a. That is, in the structure shown in FIG. 4, the pressure detecting piston 73 is arranged at the end of the oil passage 69 depending on the presence or absence of the hydraulic pressure of the clutch pack.
Is considered as a contact / separation operation with respect to the cover 77, and this contact / separation operation is electrically detected as a change in the voltage at the point a.
Therefore, by examining the presence or absence of the point a potential,
The presence or absence of clutch hydraulic pressure can be known. This fourth
The ON / OFF operation of the pressure switch 50 shown in the figure is opposite to that shown in FIG. 1, but in order to match these ON / OFF relationships, an inverter or the like may be used to appropriately change the electrical connection. I just need. Next, an abnormality detection process of the controller 40 and a countermeasure process after the abnormality is detected will be described with reference to flowcharts shown in FIGS. FIG. 6 shows the abnormality detection process of the controller 40. The controller 40 outputs the clutch pressure command signals C _{1 to} C ₆ and the solenoid drive current I ₁ output from the drive circuits 31 to 36. ~I ₆ and monitors the detection signal S ₁ to S ₆ of the pressure switch 51 to 56 (step 100-12
0). Then, the controller 40 outputs the clutch pressure command signal C ₁
~ C ₆ and solenoid drive currents I _{1 to} I ₆ are compared for each clutch (step 130), and if there is a disagreement between these signals that deviates from the proportional relationship (step 140), the process is performed in the drive circuit abnormality routine. Move to Further, the controller 40 is provided with clutch pressure command signals C _{1 to} C ₆ and a pressure switch.
Performed to compare the detected signal S ₁ to S ₆ of 51 to 56 by the clutch (step 150), if there is disagreement departing from the correspondence between these two signals (step 160), moves the process to clutch abnormal routine Let it. In the drive circuit abnormality routine shown in FIG. 7, the controller 40 first determines whether the solenoid drive current corresponding to the clutch (one or more) determined to be inconsistent in the process of step 140 is in the on state, the off state, or the on state.・
It is determined which of the two states is off (step 200). First, when it is determined that the solenoid drive current is a failure in the OFF state, the controller 40 determines whether the abnormal clutch is single or plural (step 201). If the abnormal clutch is alone, the controller 40 then proceeds to the forward / reverse clutch F, R of the six clutches F, R, 1-4.
If it is determined that the abnormal clutch is not the forward / reverse clutch F or R, that is, the speed clutch 1 to 4, the blue lamp 42 is turned on (step 202). Step B, step 203), using the controllable speed clutch, the shift is made possible only to the lowest forward speed and the lowest reverse speed. (Treatment I, step 204). Here, the measure B is for a failure in a movable state of the vehicle, and after turning on the blue lamp 42, any of the eight processes shown in Table 1 below is performed to minimize the necessary amount. The speed stage is made usable so that the vehicle can be moved to a repairable place or an evacuation place. That is, when the abnormality of the countermeasure B occurs, the controllable clutch is temporarily turned off, and then only the clutch corresponding to the appropriate speed stage among the controllable clutches is brought into a usable state. Further, the controller 40 makes a YES determination in step 202 above.
If the fault clutch is the forward / reverse clutch in step 205,
F or R, and the reverse clutch R
When the fault is present, the blue lamp 42 is turned on (step 206), and the treatment II is performed (step 207, see Table 1). When the forward clutch F is faulty, the blue lamp is lit.
After turning on 42 (step 208), the procedure III is performed (step 209, see Table 1). If it is determined in step 201 that there are a plurality of abnormal clutches, the controller 40 first determines whether there are three or more abnormal clutches or two abnormal clutches (step 210). In this case, the red lamp 43 is turned on and all the clutches are turned off only when the forward and backward clutches F and R have a simultaneous failure (step 211) or all the speed clutches have a failure (step 212). 213). Here, the countermeasure A is for a failure in which the vehicle cannot move, and the red lamp 43 is turned on and all clutches are turned off. When the red lamp 43 is turned on, the driver is instructed to turn off the engine immediately by a manual or the like. Also, when the determinations in steps 211 and 212 are NO,
Since there are still left and right clutches that can be used for both the forward and reverse clutches, the controller 40 turns on the blue lamp 42 (step 214), and then executes the process I (step 2).
15). When it is determined in step 210 that there are two abnormal clutches, the controller 40 determines that these two abnormal clutches are the forward and backward clutches F and R, two of the speed clutches 1 to 4, or the forward and backward clutches. It is determined which one of the speed clutch and the speed clutch belongs (step 216). When the abnormal clutch is both the forward and backward clutches F and R, the countermeasure A for turning on the red lamp 43 is executed (step 213). When the two abnormal clutches are speed clutches, a countermeasure B for turning on the blue lamp 42 is performed (step 222), and then the process I is executed (step 223,
See Table 1). Furthermore, one of the two abnormal clutches
If it is the forward clutch F (step 217), the countermeasure B and the procedure III (see Table 1) are executed (step 2).
18, 219), and if it is the reverse clutch R, the countermeasure B and the measure II are executed (steps 220, 221). Next, if it is determined in step 200 that the malfunction is caused by the solenoid drive current being in the ON state, the controller 40 determines whether the number of abnormal clutches is one or more (step 200).
230) If there is only one abnormal clutch, it is determined whether the one abnormal clutch is any of the forward / backward clutches F and R or the speed clutches 1-4 (step 231). When the speed clutch has a failure, the controller 40 turns on the blue lamp (step 232) and then enables only the forward and reverse travel of the speed stage corresponding to the failed speed clutch in this ON state (step 233, Action V
I). If the forward clutch F has an ON failure, the controller 40 executes the countermeasure B and the measure VII (steps 234 and 23).
5,236), when the reverse clutch R is in the on-failure,
Perform treatment VIII (steps 237, 238). If it is determined in step 230 that there are multiple failed clutches and the controller 40 determines that there are three or more on-failed clutches (step 239), the controller 40 moves forward and backward.
Only when the F and R are simultaneously out of order (step 240), or when the speed clutch is out of two consonants (step 241), the countermeasure A for turning on the red lamp is executed (step 242). Also, if one of the two on-failure clutches is the forward clutch F and the remaining one is a speed clutch, only the forward speed stage selected by these on-failure forward clutch F and the speed clutch can be used. (Steps 244, 245). If one of the two on-failure clutches is the reverse clutch R, measures B and V are executed in the same manner (steps 246 and 247). Next, in step 200, when the solenoid drive current includes both an on-state failure and an off-state failure, the controller 40 determines that the forward and reverse clutches F and R are both on (step 250). If both are off (step 251), the speed clutch is on for two or more (step 252), or the speed clutch is all off (step 253), the countermeasure A is executed (step 254). If the above conditions are not satisfied and the forward clutch F has an ON failure (step 255), the controller 40 determines whether or not there is an ON failure in the speed clutch (step 256), and YES.
In the case of, the action B and the action VI are executed (steps 259 and 26).
0), if NO, take action B and take action VII (step
257,258). If it is determined in step 255 that the reverse clutch is on-failure, in the same manner as described above, when there is an on-failure in the speed clutch, the countermeasure B and the treatment V are executed (steps 264 and 265), and the speed clutch is turned on. If there is no ON failure, measures B and VIII are executed (steps 262 and 263). FIG. 8 shows a clutch abnormality routine. In this routine, the determination processing in the first step 300 is performed as follows.
Only the flowchart is different from that of FIG. 7, and all other procedures are the same. That is, in step 300, the clutch that has shown a mismatch in the determination in step 160 (FIG. 6) has a fault in which the hydraulic pressure is kept high, a fault in which the hydraulic pressure is low, or a fault in which both are mixed. It is determined which one of the two belongs to, and thereafter, the same processing as the above-described procedure is executed. That is, in the abnormality countermeasure processing shown in FIGS. 6 to 8, the clutch pressure command signals C _{1 to} C ₆ are compared with the solenoid drive currents I _{1 to} I ₆ and the pressure switch outputs S _{1 to} S ₆ , respectively. Even if the clutch pressure command signal is output, an abnormality is detected when the solenoid drive current does not flow, the clutch hydraulic pressure remains on, or vice versa. When an abnormality is detected, if the vehicle is in a clutch state in which the vehicle can move, the vehicle is allowed to use only a minimum necessary speed stage so that the vehicle can travel to a place where it can be repaired or a retreat place. Next, another embodiment of the present invention will be described with reference to the flowcharts shown in FIGS. In this control, the controller 40 starts a clutch oil pressure control interrupt when performing a gear shift (steps 400 and 410). In this interrupt processing, the controller 40 first outputs a clutch oil pressure command as shown in FIG. 3A to the clutch to be turned off and the clutch to be turned on to perform the crossover control (step
420). After the output of the hydraulic pressure command, the controller 40 compares the detection signal of the pressure switch connected to the clutch to be turned off with the hydraulic pressure command output to this clutch (step 430). If the detection signal of the pressure switch is not turned off even after the lapse of the specified time, it is recognized as abnormal and the process is shifted to the abnormal processing routine (steps 440, 450,
510). Further, the controller 40 compares the detection signal of the pressure switch connected to the clutch to be turned on with the hydraulic pressure command output to this clutch (step 460),
If the detection signal of the pressure switch does not turn on even after the lapse of the specified time, it is recognized as abnormal, and the processing is shifted to an abnormal processing routine (steps 480, 490, 510). Further, the controller 40 ends the interrupt processing when a normal shift operation is confirmed by comparing the detection signal of the pressure switch with the hydraulic pressure command. FIG. 10 shows an abnormality processing routine. When the controller 40 detects an abnormality by the above-described processing, it immediately lowers the command oil pressure for all the clutches to turn off all the clutches (step 520), and then displays a message. The monitor displays which clutch is abnormal (step 530). After that, the controller 40 turns off the display monitor at the time when a signal indicating that the abnormality is confirmed is input from the operator (step 550). In other words, in the embodiment shown in FIGS. 9 and 10, each clutch of the transmission is provided with a pressure switch for outputting an on / off binary signal with a specified clutch pressure as a threshold value, and a command signal output from the controller 40 is provided. The detection signal of the pressure switch is constantly compared, and when these two signals do not match, all the clutches are immediately turned off and an abnormality of the clutch is notified to the operator. In the above embodiment, the pressure switch shown in FIG. 4 is merely an example, and another arbitrary configuration may be adopted as long as it can perform the same function as the pressure switch. Further, a normal pressure sensor may be used instead of the pressure switch. Furthermore, the clutch configuration of the transmission is not limited to that shown in FIG. 2, and the present invention can be applied to transmissions of other arbitrary configurations. [Effects of the Invention] As described above, according to the present invention, in a transmission system in which a plurality of clutches are independently controlled by an electro-hydraulic control valve provided for each clutch, a clutch hydraulic command signal is transmitted to the electro-hydraulic control signal. The drive current of the control valve or the detected clutch pressure is compared with each clutch, and each clutch is detected based on the comparison result. If any abnormality is detected, the location of the abnormality is identified and different abnormalities differ depending on the abnormal situation. Since the processing is executed, double engagement of the clutch can be reliably prevented, equipment damage due to double engagement and the like can be prevented beforehand, and a response to an abnormal situation can be prevented. Optimal error handling can be performed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an example of the system configuration of a transmission according to an embodiment of the present invention, FIG. 2 is a schematic diagram showing an example of the internal configuration of a transmission, and FIG. FIG. 4 is a cross-sectional view showing an internal configuration example of a pressure control valve, a pressure switch, and the like. FIG. 5 is a time chart for explaining an operation example of the pressure control valve and the like. FIG. 8 to FIG. 8 are flow charts for explaining specific operation examples of the configuration of the above embodiment, and FIG. 9 and FIG.
FIG. 5 is a flowchart for explaining another embodiment of the present invention. 1,2,3,4, F, R: Shift clutch, 10: Transmission, 21 to 26: Pressure control valve, 20
s to 26s: proportional solenoid, 31 to 36 ... drive circuit, 40 ... controller, 42 ... blue lamp, 43 ... red lamp, 51-56 ... pressure switch, 60 ... flow rate detection valve.

Claims (1)

(57) [Claims] A plurality of shift clutches, a plurality of pressure control valves that are individually connected to the plurality of shift clutches and individually control hydraulic pressures of the plurality of shift clutches, and a shift clutch that should be turned off during a shift. Control means for outputting a clutch hydraulic pressure command to the plurality of pressure control valves so as to execute a crossover control for intersecting a builddown control for turning off and a buildup control for turning on a shift clutch to be turned on. A plurality of pressure detecting means provided separately for the plurality of shift clutches to detect on / off of a clutch pressure of each shift clutch; a clutch oil pressure command output from the control means; The detection signal of the detection means is compared for each shift clutch,
Abnormality detecting means for individually detecting the abnormality of the plurality of shift clutches based on the comparison result, and when the abnormality is detected by the abnormality detecting means, it is determined which shift clutch is abnormal and the abnormality is detected. An abnormality processing means for determining the on / off state of the clutch pressure of the transmission clutch, and performing different abnormality processing in accordance with the results of these determinations. 2. A plurality of shift clutches, a plurality of pressure control valves that are individually connected to the plurality of shift clutches and individually control hydraulic pressures of the plurality of shift clutches, and a shift clutch that should be turned off during a shift. Control means for respectively generating clutch hydraulic pressure commands to the plurality of shift clutches so as to execute crossover control that intersects build-down control for turning off and build-up control for turning on the shift clutch to be turned on. A plurality of drive circuits for applying a current corresponding to each clutch oil pressure command generated from the control means to the plurality of pressure control valves, wherein the plurality of drive circuits are individually provided for the plurality of shift clutches, A plurality of pressure detecting means for detecting on / off of a clutch pressure of each shift clutch; a clutch oil pressure command generated by the control means; First abnormality detection means for comparing the detection signals of the pressure detection means for each shift clutch, and detecting abnormality of each of the plurality of shift clutches based on the comparison result; and outputs of the plurality of drive circuits and Second abnormality detecting means for comparing each clutch hydraulic pressure command generated from the control means for each shift clutch, and detecting abnormality of each of the plurality of drive circuits based on the comparison result, and the first abnormality. If an abnormality is detected by the detection means,
A first abnormality processing unit that determines which shift clutch is abnormal, determines the on / off state of the clutch pressure of the shift clutch that is abnormal, and executes different abnormality processes according to the determination results. When an abnormality is detected by the second abnormality detection means,
A determination is made as to which shift clutch corresponds to the drive circuit that is abnormal, the on / off state of the output current of the drive circuit that is abnormal is determined, and different abnormality processes are executed according to the determination results. 2. A control device for a transmission, comprising: an abnormality processing means according to claim 2;