JPS6323640Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a speed change control device for a composite clutch type multi-gear transmission having a plurality of clutches.

The most common multi-gear transmission for automobiles is a synchronized mesh transmission, which is classified as a countershaft type transmission. This type of transmission consists of an input shaft that is connected to the engine drive shaft via a clutch, and a multi-stage gear group for connecting the input shaft to the output shaft. When changing the meshing of gears, it is necessary to disconnect the clutch each time and disconnect the input shaft from the engine drive shaft, and each time the clutch is disconnected, the accelerator pedal must be released. the engine throttle valve must be closed. This not only complicates operation in the case of manual transmission, but also poses an obstacle when applying this type of transmission to an automatic transmission. Gear transmissions suitable for automatic transmissions include those that have a plurality of gear trains that are always in mesh, and any one of these gear trains can be selected by operating a clutch or brake. This type of transmission using a planetary gear mechanism is widely used in automatic transmissions. However, planetary gear mechanisms have disadvantages in terms of weight and efficiency, and require the use of a torque converter for use in automatic transmissions.

Among countershaft type transmissions, there is also known a type of transmission in which it is not necessary to close an engine throttle valve each time the meshing is changed. This type of transmission was published in the magazine ``AUTOCAR'', for example.
As stated on page 14 of the March 29, 1980 issue, it is broadly divided into two power transmission systems, and these two power transmission systems each have an input shaft and a It is known to include a clutch for connection to an engine drive shaft, and first and third speed change gears or second and fourth speed change gears provided on the input shaft.
In such a transmission, shifting is performed efficiently by alternately using the two power transmission systems. However, this type of transmission generally does not have a means to cut out the power transmission system that does not contribute to power transmission from the output shaft.
A power transmission system that does not contribute to power transmission is rotated by the output shaft, resulting in a loss of energy and resulting in a lack of engine output.

Additionally, in general, in internal combustion engines, the amount of harmful substances contained in non-gases is greater when operating at low speeds than when operating at high speeds, and is greater when operating at low temperatures than when operating at high temperatures. It has been known. Furthermore, when the engine is operated at low temperatures, the combustion condition is poor and when the engine is operated at low speeds, a predetermined engine output cannot be obtained, and so-called engine stalling is likely to occur. However, when changing vehicle speeds in the drive stage of automatic transmissions such as automobiles using this engine, the smaller the throttle opening, the lower the speed, and the larger the throttle opening, the faster the speed, shifting to a higher gear. It has nothing to do with whether the temperature of the engine itself is low or high. Therefore, in the past, when the engine was at a low temperature, it was difficult to avoid an increase in the amount of harmful components emitted or a lack of engine output.

Therefore, in Japanese Utility Model Publication No. 48-27324, when the engine is cold, switching between the low speed gear and the high speed gear is performed after reaching a relatively high constant vehicle speed, regardless of the throttle opening. This reduces harmful components in the exhaust gas by maintaining the engine's high rotation speed, while at the same time, when the engine gets hot, an automatic transmission that can change the vehicle speed by changing the throttle opening is installed. is suggesting. Kono Jitsugō 48-27324
Specifically, the transmission proposed in this issue uses a solenoid connected to a thermoswitch directly connected to the internal combustion engine to control the spool of the control valve in both forward and backward positions. The system is configured to detect and change gears, and to switch to a normal shift pattern when the temperature is high. However, this transmission uses relatively low-speed gears when the engine is running at a low temperature, so there is a problem in that fuel consumption increases during this period.

Furthermore, when shifting the transmission line to a high speed side when the engine temperature is low, the following problem occurs in the case of a compound clutch type.

In other words, in the case of a compound clutch type, when one clutch is driving, the gear change gear on the other clutch side is changed, but at this time, this change point is determined in advance by determining the relationship between vehicle speed and load. If it is set from 1, it is necessary to make sure that the changeover point and the shift line do not overlap when shifting the shift line at low temperatures, making the setting difficult and reducing the degree of freedom.

Therefore, the present invention can control the gear shift according to the throttle opening and vehicle speed even when the engine temperature is low, suppressing the increase in harmful components in the exhaust, and solving the problem of insufficient engine output. It is an object of the present invention to provide such a speed change control device.

The present invention comprises a plurality of input shafts, a plurality of clutches for coupling each of the input shafts to an engine output shaft, and one or more sets of transmission gears for drivingly coupling each of the input shafts to an output shaft. , a compound clutch type multi-stage transmission in which each set of transmission gears is constituted by transmission gears that are not adjacent to each other in the transmission stage, and the transmission gear combined with each input shaft is selected to transmit the torque transmission path 1. a hydraulic speed change actuator for switching, a plurality of hydraulic clutch actuators for engaging and disengaging each of the clutches, electromagnetic valve means for controlling the supply of fluid pressure to each actuator, and at least a vehicle speed signal and an engine load signal. The system executes automatic start and stop control by turning on and off the clutches connected to the start speed gear, and also connects both clutches according to the shift point that is preset and stored based on the vehicle speed and engine load. When the clutch is shifted, an engine temperature signal is input, and based on this signal, when the engine temperature is low, the shift point is corrected to move to the high speed side, and when shifting up, the shift point is corrected to move to the high speed side. After that time, the hydraulic speed change actuator was operated to change the gear on the disconnected clutch side to the high speed side, and when downshifting, the speed change gear on the clutch side to be connected was changed to the low speed side after the gear change command was received. The present invention is characterized in that it further comprises a control unit that issues operation signals for controlling each of the electromagnetic means so as to subsequently execute automatic speed change control for switching the clutch.

As the clutch actuator, a hydraulic type may be used, and the clutch is engaged and engaged by controlling the supply oil pressure or the pressure on the drain side. In addition, a microcomputer may be used as the controller, and this microcomputer not only inputs the necessary information and issues a clutch operation signal for normal operation when the engine is hot, but also outputs a clutch operation signal for normal operation when the engine is cold. It is possible to correct the region where the shift occurs to move to the high speed side.

As mentioned above, in the speed change control device for the composite clutch type multi-gear transmission of the present invention, especially when upshifting, the speed change gear is shifted to the high speed side after a predetermined period of time has elapsed since the clutch is switched, that is, the speed has been changed. The speed change gear connected to the clutch on the connected side can always be replaced with one on the high speed side, and the load caused by the rotation of the power transmission system on the side of the unconnected clutch by the output shaft can be reduced. This is because when the speed change gear on the high speed side is rotated from the output shaft side, the gear ratio is large and the load can be reduced. This reduction in load is particularly effective when the lubricant is cold because the viscosity of the lubricating oil is high.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic diagram showing the entire transmission, in which a first input shaft 2 and a second input shaft 3 are rotatably arranged on an output shaft 1b extending from a clutch shaft 1a of an engine 1. An output shaft 4 is provided parallel to the shafts 2 and 3. The first input shaft 2 is connected to the first clutch 5
Accordingly, the second input shafts 3 are respectively coupled to the drive shafts 1b by means of the second clutches 6. The first clutch 5 is preferably a dry clutch with a large torque transmission capacity;
In order to control the engagement and disengagement of the clutch 5, a first clutch operating lever 7 is provided. The operating lever 7 is actuated by a hydraulic first clutch actuator 8.
When fluid pressure is applied to the actuating lever 7, the operating lever 7 actuates the first clutch 5 in the connecting direction. The second clutch 6 is preferably a relatively small wet type clutch, and a second clutch operating lever 9 is provided to control the engagement and engagement of the second clutch 6. The operating lever 9 is a hydraulic second actuator 1
0 and when fluid pressure is supplied to the actuator 10, the operating lever 9 moves to the second position.
Activate the clutch 6 in the connecting direction.

On the first input shaft 2, there is a drive gear 11 for the first speed.
Drive gears 11a and 12a for third speed are rotatably arranged, respectively.
a is meshed with first speed and third speed driven gears 11b and 12b, which are provided in fixed relation to the output shaft 4, respectively. Further, a reverse drive gear 13a is rotatably arranged on the first input shaft 2, and this gear 13a meshes with a reverse driven gear 13b on the output shaft 4 via an intermediate gear 13c. A second speed drive gear 14a and a fourth speed drive gear 15a are rotatably arranged on the second input shaft 3, and these gears 14a and 15a are connected to the output shaft 4.
They mesh with the upper second speed driven gear 14b and the fourth speed driven gear 15b, respectively.

A transmission hub 16 is provided on the first input shaft 2 between the gears 11a and 12a. This hub 16
is spline-engaged with the first input shaft 2 and rotates together with the first input shaft 2, but is arranged so as to be movable in the axial direction. At both ends of the hub 16, there are meshing teeth 17 that mesh with meshing teeth 17a and 18b formed on the hub portions of the gears 11a and 12a, respectively.
b, 18b are formed, and by moving the hub 16 along the first input shaft 2, the hub 16 is engaged with either of the gears 11a, 12a, and the first input shaft 2 is moved between the gears 11a, 12a. Can be combined on one side. In order to operate the gear shifting hub 16,
A shift fork 19 is provided, and this shift fork 19 is connected to the piston 2 of the first shift cylinder 20.
It is coupled to 0a. Similarly, on the second input shaft 3, the transmission hub 1 is disposed between the gears 14a and 15a.
A shift hub 21 having the same configuration as that of 6 is disposed, and this hub 21 is actuated by a piston 23a of a second shift cylinder 23 via a shift fork 22. A shift hub 24 for the reverse gear 13a is further provided on the first input shaft 2, and this hub 24 is operated by a piston 26a of a third shift cylinder 26 via a shift fork 25.

An output gear 27 is further provided on the output shaft 4, and this output gear 27 is engaged with an input gear 28a of the differential gear 28. An oil pump 29 is provided at the end of the drive shaft 1b.
The hydraulic fluid discharged from the pressure regulator 30
It is sent to the pressure line 31 through the.

FIG. 2 shows a hydraulic circuit for shift control. In order to control the supply of hydraulic pressure to the first shift cylinder 20, the first shift solenoid valve 32 controls the supply of hydraulic pressure to the second shift cylinder 23. 2nd to control supply
A speed change solenoid valve 33 is provided. The first speed change solenoid valve 32 consists of a valve hole 32a and a plunger 32b that slides inside the valve hole 32a, and a port 32c connected to the forward pressure line 34 is formed near the center of the side of the valve hole 32a. On both sides of the port 32c, there are cylinders 2 on both sides of the piston 20a.
Ports 32d and 32e are formed which communicate with 0, respectively. The plunger 32b moves the port 32c to the port 32d by moving in the axial direction.
Or connect to one side of 32e. Plunger 32b
is pushed in one direction by a spring 32f, and in that position, the port 32c is connected to the port 32d, and the piston 20a moves the first speed gear 11a to the first
It is held in a position where it is connected to the input shaft 2. Solenoid valve 3
When an antimagnetic current is applied to the plunger 32
b is moved against spring 32f, and port 32c
Connect port 32e. In this position, the piston 20a is moved in the opposite direction and the third gear gear 1
2a is coupled to the first input shaft 2. The second shift solenoid valve 33 has the same configuration as the first shift valve 32, and corresponding parts are indicated with the same suffixes. When the electromagnetic valve 33 is not excited, the port 33c communicates with the port 33d, and the fourth speed gear 15a is coupled to the second input shaft 3. Solenoid valve 33
When energized, the port 33c communicates with the port 33e, and the second speed gear 14a is coupled to the second input shaft 3.

In order to control the engagement and disengagement of the clutches 5 and 6, the first
A control solenoid valve 35 and a second control solenoid valve 36 are provided. The first control solenoid valve 35 has a valve hole 35a.
and a plunger 35b, and a cut valve 37 that acts as a pressure regulating valve is provided on the side of the valve hole 35a.
A port 35c is formed which communicates with the. This cut valve 37 will be explained in detail later. Further, a port 35d is formed in the valve hole 35a,
This port 35d is connected by a passage 38 to one pressure receiving surface 8 of the first actuator 8 for actuating the first clutch.
It communicates with side a. A spring 35e is disposed at one end of the plunger 35b, and the spring 35e pushes the plunger 35b toward the one end to push the plunger 35b toward the port 3.
Cut off communication between 5c and 35d. When the solenoid valve 35 is excited, the plunger 35b is moved against the spring 35e, and the ports 35c and 35d are brought into communication.

The second control solenoid valve 36 is the first control solenoid valve 35
It has the same configuration as , and the same parts are indicated with the same suffixes. The port 36c is the cut valve 3
7, and the port 36d is connected to one pressure receiving surface 10a of the second actuator 10 for actuating the second clutch by a passage 38a.

The cut valve 37 includes a valve hole 37a and a plunger 37b, and a port 37c communicating with the pressure line 34a is formed on the side of the valve hole 37a. Furthermore, a port 37d is formed in the valve hole 37a, and this port 37 communicates with a port 35c of the valve hole 35a of the first control solenoid valve 35 and a port 36c of the valve hole 36a of the second control solenoid valve 36. There is. A spring 37e is arranged at one end of the plunger 37b, and this spring 37e causes the plunger 3 to
7b communicates ports 37c and 37d toward the other end. When the cut valve 37 is energized,
Plunger 37b is moved against spring 37e, and communication between ports 37c and 37d is cut off.

A reverse pressure line 39 is connected to the third shift cylinder 26 for reverse control, and this line 3
9 is provided with a check valve 40 with an orifice. This check valve 40 is closed when hydraulic pressure is supplied to the cylinder 26 and hydraulic pressure is conducted through its orifice, but is opened when hydraulic pressure is removed from the cylinder 26. A pressure line 31 from the oil pump 29 is connected to lines 34 and 39 via a shift valve 41.
When is in the D, 3, or 2 position, the line 31 is connected to the line 34, and when it is in the R position, the line 31 is connected to the line 39.

Reference numeral 42 denotes a controller composed of, for example, a microcomputer, and a shift valve position detector 43, a vehicle speed sensor 44, and an engine load sensor 45 are connected to this controller 42. The controller 42 receives a shift valve position signal S from a shift valve position detector 43.
1. Vehicle speed signal S2 from vehicle speed sensor 44, engine load signal S3 from engine load sensor 45,
And engine temperature signal S4 from engine temperature sensor 46 is input. Further, a memory M is connected to the controller 42, in which shift information determined based on engine load and vehicle speed is stored in advance. In this memory M, shift information _I1 during normal operation, shown by a solid line in FIG. 2a, is stored in advance. The controller 42 receives signals S1, S2, S
3. According to S4 and the shift information _I1 , the solenoid valves 32, 33,
35, 36 and the supply of current to the solenoid of the cut valve 37.

FIG. 3 is a chart showing an example of shift-up control of the transmission explained above.
The currents to the control solenoid valves 32 and 33 are Q ₁ and Q ₄ ,
Further, the currents flowing to the first and second speed change solenoid valves 35 and 36 are indicated by Q ₂ and Q ₃ , respectively. Also, the current to the cutoff valve 37 is indicated by _Q5 .

When the shift valve 41 is in the D, 2, or 3 position, oil pressure is applied to the lines 34 and 34a. However, when the accelerator pedal is not depressed while the vehicle is stopped, an excitation current _Q5 is applied to the cutoff valve 37 as shown in _e1 .
The valve 37 is closed. Therefore, solenoid valve 3
Pressure fluid is not supplied to the passages communicating with 5 and 36. Further, the excitation current Q ₁ given to the solenoid valve 35 is zero as shown by a ₁ in FIG.
No pressure is applied to the pressure receiving surface 8a of the clutch actuator 8, and the first clutch 5 is in a disengaged state. Similarly, the excitation current Q ₄ of the solenoid valve 36 is also zero, as indicated by d ₁ , and the second clutch 6 is also in the disconnected state. The first speed change solenoid valve 32 is supplied with an excitation current Q ₂ and is excited, so that the first speed drive gear 11 a is coupled to the first input shaft 2 . An excitation current Q ₃ is applied to the second speed change solenoid valve 33, and the second speed drive gear 14a is connected to the second input shaft 3.
is combined with

When the controller 42 is activated while the vehicle is stopped, as shown in FIG.
In step A, it is determined whether or not the vehicle is to be started, and if the vehicle speed is zero, the process moves to step B as the next step for starting. Here, it is determined whether the shift valve 41 is in the R position. In step C, if the shift valve 41 is in a position other than the R position, the first speed and second speed gears are respectively connected to the input shaft. Next, the position of the shift valve 41 is set to step D.
If the accelerator pedal is in one of the D, 3, and 2 positions, it is determined in step E whether the accelerator pedal is depressed. When the accelerator pedal is depressed for starting, an exciting current _Q1 is applied to the solenoid valve 35 as shown by _a2 , and the port 35
c and 35d communicate. At the same time, the excitation current of the cutoff valve 37 is cut off as indicated by _e2 , so that the line 34a is connected to the passage 38 via the cutoff valve 37 and the solenoid valve 35. Therefore, the first clutch actuator 8 is moved in the connecting direction by applying hydraulic pressure to its pressure receiving surface 8a. During the engagement stroke of the first clutch 5, an excitation current _Q5 is temporarily applied to the cut-off valve 37, as indicated by _e3 in FIG. Therefore, the pressure applied to the clutch actuator 8 is temporarily disconnected when the first clutch 5 is in the half-clutched state, and therefore the connecting operation of the first clutch 5 is temporarily interrupted. Thereafter, when the excitation current _Q5 of the cut valve 27 is cut off, the clutch actuator 8 is operated again, and the connection of the first clutch 5 is completed. This clutch connection operation allows for a smooth start without any impact. After starting, when the vehicle speed drops below a certain speed, for example 10 km/h, due to stopping, a stop signal is issued and the first and second clutches are disconnected (the fifth
figure).

The shift operation of the transmission while the vehicle is running is determined and controlled as shown in FIG. 5 in accordance with the position of the shift valve. That is, shift control is performed based on the shift information stored in the memory M. For example, while driving in first gear, it is determined in step F whether the temperature of the cooling water is below a predetermined temperature t°C, and if it is, the vehicle speed is directly converted to an address in memory M as shown in step G. Then, in step H, the stored value corresponding to this address, that is, the accelerator opening degree is read. This read memory value is then compared with the current accelerator opening in step 1,
When the accelerator opening is smaller than the memorized value, solenoid valve 3
6 is supplied with an excitation current Q ₄ as indicated by d ₂ and hydraulic pressure is applied to the pressure receiving surface 10a of the actuator 10, so that the actuator 10 is moved in the connecting direction and the second clutch 6 is moved to the first position. Start connecting at connection speed. After a time t ₀ after the start of the connecting operation of the second clutch 6, the excitation current Q ₅ is intermittently applied to the cutoff valve 37 for a time t ₁ as indicated by e ₄ . This time t ₀ may be predetermined as the time when the second clutch 6 becomes half-connected and the load is applied to the engine via the second clutch 6, or as another method, the engine While detecting the engine speed, the time t ₀ may be defined as the time when the engine speed decreases during upshifting.

On the other hand, if the determination of the engine coolant temperature in step F is YES, the vehicle speed is not directly converted into an address, but a predetermined number k is subtracted from the vehicle speed as shown in step J, and this (vehicle speed - k) is The value is converted into an address (step K), and the following steps are performed based on this address. That is, during low-temperature operation, in step J (vehicle speed -
By calculating k) and determining the address based on this calculated value, the shift information I during normal operation and the shift information I during low-temperature operation shifted to the higher speed side, as shown by the broken line in Figure 2 a, can be obtained. Shift information I ₂ for this purpose is virtually created, and shift control is performed using this shift information I ₂ . Therefore, during low-temperature operation, the gear is switched to the high speed gear after the engine speed has increased sufficiently, so that the emission of harmful components is reduced and the lack of engine output is eliminated.

After said time t ₀ has elapsed, the second clutch actuator 10 engages the second clutch 6 at a second engagement speed, which is slower than said first engagement speed, during said time t ₁ . On the other hand, after time t ₀ has passed since the connection operation of the second clutch 6 starts, that is, when the second clutch 6
When the connection operation changes from the first connection speed to the second connection speed, the current _Q1 applied to the solenoid valve 35 is cut off as shown by _a3 . Therefore, the first
The clutch actuator 8 is disconnected from the hydraulic pressure, and the first clutch 5 is disengaged by the action of the spring. This disengaging action of the first clutch 5 is as follows:
This is carried out within the above-mentioned time _t1 , that is, while the second clutch 6 is being engaged at a relatively slow second engagement speed. After the disengagement of the first clutch 5 is completed, that is, after time _t1 , the second clutch actuator 10 again engages the second clutch 6 at the first engagement speed. As a result of the above, the first clutch 5
The disconnection of the clutch 6 and the connection of the second clutch 6 can be smoothly performed. The chart of this control process is shown in the sixth section.
As shown in the figure. In this way, the vehicle runs in second gear,
At an appropriate point in the middle (after time t ₂ has elapsed since the connection speed of the second clutch actuator 10 was restored to the first connection speed), the excitation current Q ₂ to the solenoid valve 32 is changed as shown by b ₂ By cutting into
A third speed drive gear 12a on the first input shaft 2 is coupled to the shaft. Then, in the same manner, the second clutch 6 is disengaged (Q ₄ →d ₃ ), the first clutch is engaged (Q ₁ →a ₄ ), or the first clutch 5 is disengaged (Q ₁
→a ₅ ), and by connecting the second clutch 6 (Q ₄ →d ₄ ), a shift from the second gear to the third gear or from the third gear to the fourth gear can be performed. The connection timing of the driving side clutch and the non-driving side clutch for this shift-up speed change control is the same as that for the shift-up from the first speed to the second speed, as shown by t ₀ and t ₁ .

Next, downshift control in the transmission with the above configuration will be briefly explained with reference to FIGS. 4, 5, and 6b.

While running in the fourth speed, as shown in FIG. 4, the excitation current Q ₁ given to the solenoid valve 35 is zero,
No pressure is applied to the pressure receiving surface 8a of the first clutch actuator 8, and the first clutch 5 is in the disconnected state. On the other hand, the electromagnetic valve 36 is supplied with an excitation current _Q4 and is in an excited state, and therefore, the pressure receiving surface 10a of the second clutch actuator 10 is supplied with hydraulic pressure, so that the second clutch 6 is in a connected state. 1st
Excitation currents Q ₂ and Q ₃ are not applied to the second speed change solenoid valves 32 and 33, and therefore the third speed drive gear 12a is coupled to the first input shaft 2, and the third speed drive gear 12a is connected to the first input shaft 2. A fourth speed drive gear 15a is coupled to the two input shafts.

When downshifting from 4th gear to 3rd gear, the controller 42 first shifts steps F', G',
At H', I', J', and K', perform the same operations as steps F, G, H, I, J, and K during normal operation, that is, perform gear change control during normal operation, or perform gear change control during low-temperature operation. Decide whether to perform speed change control,
Next, as shown in FIG. 6b, it is determined whether or not a downshift from fourth speed to third speed is to be performed, and if YES, a second clutch disengagement command is issued. As a result, the exciting current to the solenoid valve 36
_Q4 is disengaged, and therefore no hydraulic pressure is supplied to the second clutch actuator 10, so that the second clutch 6 is disengaged. During this disengaging operation of the second clutch 6, the control circuit 42 detects whether the engine speed has increased by the amount of the downshift, and only when the engine speed reaches the set value does the first
Issue a clutch connection command. As a result, an exciting current _Q1 is applied to the solenoid valve 35, pressure is applied to the pressure receiving surface 8a of the first clutch actuator 8, and the first clutch 5 is engaged. According to the above method, when the clutch on the power transmission side is disengaged and the engine is placed in a no-load state,
The clutch on the non-power transmitting side is connected when the engine speed increases by an amount equivalent to the downshift, so the engine speed will not drop abnormally during this switching. Easy and accurate switching. Thereafter, downshifts from 3rd speed to 2nd speed, etc. are performed in the same manner as described above. Note that when downshifting from 4th gear to 3rd gear, 4th gear is the highest gear, so
The first clutch on the non-connecting side for 1st and 3rd gears is in the state where the 3rd gear gear is selected, and you can just switch the clutch as is, but from 3rd gear to 2nd gear.
When downshifting from 4th gear to 1st gear, or from 2nd gear to 1st gear, the gears on the disengaged clutch side are in 4th gear, 3rd gear, and 3rd gear, respectively. Therefore, after a shift command is given, it is necessary to switch the gears before switching the clutch. In this way, even during downshift operations, during low-temperature operation, shift control is performed in the region of high engine speed, thereby reducing the amount of harmful components in exhaust gas and eliminating insufficient engine output. I try to do that.

In the above embodiment, the memory M stores the accelerator opening degree as the shift information _I1 and specifies its address according to the vehicle speed. You may also do so. In this case, address conversion when the engine temperature is below t° C. may be performed by converting a value obtained by adding a predetermined constant kθ to the accelerator opening degree into an address. Alternatively, both the shift information I ₁ and I ₂ may be stored in the memory in advance, and either one may be selected depending on the engine temperature.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of a transmission showing an embodiment of the present invention, Fig. 2 is a system diagram of a hydraulic circuit for speed change control, Fig. 2a is a plug showing an example of a vehicle speed table; 4 is a chart showing the operation of shift-up speed change control, FIG. 4 is a chart showing the operation of shift-down speed change control, FIG. 5 is a flowchart showing the speed change operation by the hydraulic circuit of FIG. 2, and FIG. 6 a is a flowchart showing details of the gear control subflow part of the flowchart of FIG. 5 during shift-up speed change control, and FIG. 6b is a flowchart showing details of the gear control subflow part of the flowchart of FIG. 5 during shift-down speed change control. This is a flowchart showing the following. 2...First input shaft, 3...Second input shaft, 4...
Output shaft, 5...first clutch, 6...second clutch, 8...first clutch actuator, 10...
...Second clutch actuator, 32...First speed change solenoid valve, 33...Second speed change solenoid valve, 35...
...First control solenoid valve, 36...Second control solenoid valve, 37...Cut valve.

Claims (1)

[Scope of utility model registration request] It consists of a plurality of input shafts, a plurality of clutches for connecting each of the input shafts to an engine output shaft, and one or more sets of transmission gears for drivingly connecting each of the input shafts to the output shaft, A compound clutch type multi-stage transmission in which the transmission gears are not adjacent to each other in the transmission gears, and the hydraulic transmission selects the transmission gear combined with each input shaft to switch one torque transmission path. an actuator, a plurality of hydraulic clutch actuators for engaging and disengaging each of the clutches, an electromagnetic valve means for controlling the supply of fluid pressure to each actuator, and at least a vehicle speed signal and an engine load signal are inputted, and the vehicle starts. It executes automatic start and stop control by turning on and off the clutches connected to the speed change gears, and also switches the connection of both clutches according to the change point that is preset and stored according to the vehicle speed and engine load. Further, an engine temperature signal is input, and based on this signal, when the engine temperature is low, the shift point is corrected to move to the high speed side, and when the shift is up, the clutch is disconnected after a predetermined time has elapsed from the completion of the clutch switching operation. The hydraulic transmission actuator is operated to change the transmission gear on the clutch side to the high speed side, and when downshifting, the clutch is changed after changing the transmission gear on the clutch side to be connected to the low speed side after the transmission command is changed. 1. A speed change control device for a composite clutch type multi-gear transmission, comprising: a control unit that issues operation signals for controlling each of the electromagnetic means described above so as to execute automatic speed change control for switching operations.