JP2008190701A - Method and device for controlling automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve problem of a conventional automobile on which a single clutch automatic MT, a twin clutch automatic MT, a torque assisted automatic MT with a drag torque, etc. are mounted wherein the drag torque may act thereon as a blocking action (blocking force) when gears are disengaged or engaged. <P>SOLUTION: In this method of controlling a gear transmission having pairs of gears capable of transmitting torque from the input shaft of the transmission to the output shaft of the transmission, engagement transmission mechanisms for changing a torque transmission path from the pairs of gears to the other pairs of gears, and at least one transmission torque variable mechanism between the output shaft of a motor and the output shaft of the transmission, the transmission has a means for obtaining a drag torque by estimation or detection. When the connection between the pair of gears and the engagement transmission mechanism is changed from a first connection to a second connection, a control amount for changing the connection is corrected according to the drag torque. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automatic transmission control method and control apparatus, and more particularly, to an automatic transmission control method suitable for shift control of an automatic transmission.

  Along with the recent heightened awareness of global warming, automobile transmissions are required to have high efficiency, and the torque converter lock-up area expansion in transmissions using torque converters (so-called ATs) Technological developments such as continuously variable transmissions for large displacement vehicles are becoming active.

  Under such circumstances, an automatic MT (automated manual transmission) has been developed that uses a manual transmission mechanism with high transmission efficiency to automate clutch and gear changes.

  However, a shift in the conventional automatic MT (hereinafter referred to as a single clutch automatic MT) is a shift (hereinafter referred to as a single clutch shift) involving a release / engagement operation of a clutch that connects / disconnects a transmission input of engine torque. Since there is a torque interruption in which the engine torque is not output from the transmission, there is a problem that the passenger feels uncomfortable.

  Therefore, there are two power transmission systems from the output shaft of the prime mover described in Patent Document 1 and Patent Document 2 to the transmission output shaft, and two clutches that switch connection / disconnection of input torque to each power transmission system. A transmission that has a set, and at the time of shifting, a transmission (so-called transmission that avoids torque interruption during shifting) by switching output torque from one power transmission system to the other power transmission system Twin clutch type automatic MT) has been put into practical use.

  On the other hand, a power transmission mechanism (hereinafter referred to as an assist clutch) is added to the single clutch type automatic MT, and when performing a shift, the assist clutch is controlled to perform rotation speed synchronization and torque transmission (hereinafter referred to as torque assist shift). Japanese Patent Application Laid-Open No. 2004-133867 discloses an automobile equipped with an automatic transmission (hereinafter referred to as torque assist type automatic MT) that performs the above-described operation.

  The torque assist type automatic MT is characterized in that the transmission is smaller and lighter than the twin clutch type automatic MT, and the structural change from the existing manual transmission is small.

  As a gear release / gear fastening operation in the twin clutch type automatic MT, disclosed in Patent Document 4 and Patent Document 5, when a predetermined shift stage is achieved in order to shorten the shift time to the next stage. Next, the next gear stage is predicted, and the clutch-side transmission input shaft and the transmission output shaft, which are not used for traveling, are selectively connected by a synchronous meshing mechanism to wait for a predetermined gear stage. In other words, there are a gear release / gear engagement operation in so-called pre-shift control and a gear release / gear engagement operation in a single clutch shift executed at the time of failure.

  In the torque assist type automatic MT, there are also a gear release operation and a gear engagement operation in torque assist shift and single clutch shift.

  In any shift operation of gear shift or gear engagement control in pre-shift control, single clutch shift and torque assist shift, a synchronous mesh mechanism (so-called synchro) is used for gear release or gear engagement at each stage of the shift operation. On the other hand, if the applied load (shift load) is inappropriate, the following problems occur.

  For example, when the shift load is insufficient, gear release, prolonged gear engagement, and poor gear engagement. If the shift load is excessive, shock, noise, and synchro wear may occur.

  Here, drag torque (hereinafter referred to as drag torque) is a factor that hinders the gear release or gear fastening operation of the single clutch type automatic MT, twin clutch type automatic MT, torque assist type automatic MT, and the like.

  Drag torque includes drag resistance of wet multi-plate clutch, stirring resistance, pump load for circulating oil in the transmission, pump load for generating hydraulic actuator operating pressure, One of sliding part frictions such as input shaft, output shaft, etc., or a combination of them, for example, drag torque due to wet multi-plate clutch depends on the lubrication state between clutch facing and plate It is affected by clutch differential rotation, clutch clearance, lubrication flow rate, clutch temperature, and the like.

  In relation to this drag torque, according to Patent Document 6, a drag torque estimation means and a detection means are provided, and a difference due to secular change is calculated from the difference between the estimated drag torque and the detected drag torque, and the difference is large. Discloses a technology configured to increase the engine speed.

JP 2000-234654 A JP 2001-295898 A Japanese Patent No. 2703169 Japanese Patent Laid-Open No. 10-318361 JP 2003-269592 A JP 2004-218694 A

  In a vehicle equipped with a single clutch type automatic MT, a twin clutch type automatic MT, a torque assist type automatic MT, etc. having a drag torque, the drag torque inhibits the following (1) to (3) when the gear is released or engaged. It may work as an action (inhibitory force).

(1) When the gear is released, the inhibitory action against the relative movement (scraping movement) between the gear dock and bokeh ring when releasing the gear dock and bokeh chamfer engagement (scraping inhibition force)
(2) Inhibiting action that prevents rotation synchronization during synchronization (synchronous inhibition power)
(3) Inhibition of relative movement (scraping movement) between the gear dock and bokeh ring when the gear dock is engaged with the bokeh chamfer when the gear is engaged.
When the drag torque is sufficiently small, such as when the transmission temperature is sufficiently high after the vehicle has completely warmed up, the scratching inhibition force of (1) against the synchronous torque capacity and the scraping load of the synchronous meshing mechanism, ( Since the synchronization inhibition force in 2) and the scraping inhibition force in (3) are small, the gear release operation and the gear fastening operation can be performed without any problem.

  However, under conditions where drag torque increases, such as in low-temperature environments, gear release and gear engagement may fail if the same shift load is used as in the normal state. In order to avoid this, it is necessary to correct the shift load.

  However, when the shift load correction amount is too small with respect to the appropriate value, it is possible that the gear release or gear engagement will continue to fail. On the other hand, when the shift load correction amount is excessive with respect to the appropriate value, it is considered that it may cause a release sound, a fastening sound, a shock, and a decrease in durability.

  As described above, there are problems such as gear release, failure and extension of gear fastening, gear fastening sound, and gear fastening shock caused by drag torque.

  A plurality of gear pairs capable of transmitting torque from the input shaft of the transmission to the output shaft of the transmission, a plurality of mesh transmission mechanisms for switching the torque transmission path from the gear pair to another gear pair, and the output shaft of the prime mover and the speed change In a control method for a gear-type transmission having at least one transmission torque variable mechanism between the output shaft of the machine and the transmission, the transmission has means for estimating or detecting the drag torque, and the gear pair and meshing transmission mechanism When the connection is switched from the first connection to the second connection, the control amount for switching the connection is corrected based on the drag torque.

  By correcting the shift load based on the estimated or detected drag torque, gear disengagement, gear engagement failure and lengthening, gear engagement noise, and gear engagement shock are prevented even when cold.

  Hereinafter, embodiments of the present invention will be described in detail with reference to FIGS.

  First, a first configuration example of an automobile transmission and its control device according to the present invention will be described with reference to FIG. FIG. 1 is a skeleton diagram of a first system configuration example showing an embodiment of a control apparatus for an automobile according to the present invention.

  Engine 1 which is a driving force source, an engine speed sensor (not shown) for measuring the number of revolutions of the engine 1, a device for adjusting engine torque (not shown, for example, an electronic control throttle), and an amount of fuel corresponding to the intake air amount A fuel injection device (not shown) for injection is provided, and the engine control unit 101 operates the intake air amount, the fuel amount, the ignition timing, and the like to control the torque of the engine 1 with high accuracy. Can be done. As a driving force source, not only the gasoline engine described above but also a diesel engine, a natural gas engine, an electric motor, or the like may be used.

The engine 1 is connected to input shaft clutches CIA and CIB. By engaging and releasing the input shaft clutch CIA, the torque of the engine 1 can be transmitted to and cut off from the transmission input shaft SIA. . Further, by engaging and releasing the input shaft clutch CIB, the torque of the engine 1 can be transmitted to and interrupted from the transmission input shaft SIB. As the input shaft clutches CIA and CIB, a wet multi-plate system is generally used, but all friction transmission mechanisms such as a dry multi-plate clutch and an electromagnetic clutch can also be used.

For controlling the pressing force (input shaft clutch torque) of the input shaft clutches CIA and CIB, the input shaft clutch actuators 31 and 32 driven by hydraulic pressure are used, and this pressing force (input shaft clutch torque) is adjusted. The output of engine 1 is input shaft SIA,
It can be transmitted to the SIB and blocked.

  The transmission input shaft SIA is provided with a second drive gear D2, a fourth drive gear D4, and a reverse drive gear (not shown). A sensor NSIA for detecting the rotational speed of the transmission input shaft SIA is provided as the input shaft rotational speed detection mechanism.

  The transmission input shaft SIB is provided with a first drive gear D1, a third drive gear D3, and a fifth drive gear D5. A sensor NSIB for detecting the rotational speed of the transmission input shaft SIB is provided as the input shaft rotational speed detection mechanism.

  On the other hand, the transmission output shaft SO is provided with a first driven gear G1, a second driven gear G2, a third driven gear G3, a fourth driven gear G4, a fifth driven gear G5, and a reverse driven gear (not shown). The first driven gear G1 is in mesh with the first drive gear D1, the second driven gear G2 is in mesh with the second drive gear D2, and the third driven gear G3 is in the third drive gear. Is engaged with D3, the fourth driven gear G4 is engaged with the fourth drive gear D4, the fifth driven gear G5 is engaged with the fifth drive gear D5, and the reverse driven gear (not shown). Meshes with the reverse drive gear via a reverse gear (not shown).

Between the second drive gear D2 and the fourth drive gear D4, the second drive gear D2 is engaged with the transmission input shaft SIA or the fourth drive gear D4 is engaged with the transmission input shaft SIA. A first meshing transmission mechanism SC24 that is a meshing transmission mechanism is provided.

  Therefore, the rotational torque transmitted from the transmission input shaft SIA to the second drive gear D2 or the fourth drive gear D4 via the first mesh transmission mechanism SC24 is the second driven gear G2 or the fourth driven gear G4. To the transmission output shaft SO.

  Further, the reverse drive gear is provided with a second mesh transmission mechanism (not shown) which is a mesh transmission mechanism for engaging or releasing the reverse drive gear with the transmission input shaft SIA.

Therefore, the rotational torque transmitted from the transmission input shaft SIA to the reverse drive gear via the second meshing transmission mechanism is transmitted from the reverse drive gear to the transmission output shaft SO via the idle gear. It will be.

Between the first drive gear D1 and the third drive gear D3, the first drive gear D1 is engaged with the transmission input shaft SIB, or the third drive gear D3 is engaged with the transmission input shaft SIB. A third meshing transmission mechanism SC13, which is a meshing transmission mechanism, is provided.

  Therefore, the rotational torque transmitted from the transmission input shaft SIB to the first drive gear D1 or the third drive gear D3 via the second mesh transmission mechanism SC13 is the first driven gear G1 or the third driven gear G3. To the transmission output shaft SO.

  The fifth drive gear D5 is provided with a fourth mesh transmission mechanism SC5 that is a mesh transmission mechanism for engaging or releasing the fifth drive gear D5 with the transmission input shaft SIB. .

  Therefore, the rotational torque transmitted from the transmission input shaft SIB to the fifth drive gear D5 via the fourth mesh transmission mechanism SC5 is transmitted from the fifth driven gear G5 to the transmission output shaft SO. Become.

  The first meshing transmission mechanism SC24, the second meshing transmission mechanism, the third meshing transmission mechanism SC13, and the fourth meshing transmission mechanism SC5 may be always meshing mechanisms.

  Further, a clutch that includes a friction transmission mechanism and meshes with the friction transmission mechanism in a rotationally synchronized manner (so-called synchronous meshing mechanism) may be used.

  In order to transmit the rotational torque of the transmission input shaft SIA to the first mesh transmission mechanism SC24 or the second mesh transmission mechanism, either the first mesh transmission mechanism SC24 or the second mesh transmission mechanism One of them needs to be moved in the axial direction of the transmission input shaft SIA and engaged with any one of the second drive gear D2, the fourth drive gear D4, and the reverse drive gear.

  To move either the first meshing transmission mechanism SC24 or the second meshing transmission mechanism, the shift first actuator 23 and the shift second actuator (not shown) are operated.

  In order to transmit the rotational torque of the transmission input shaft SIB to the third mesh transmission mechanism SC13 or the fourth mesh transmission mechanism SC5, the third mesh transmission mechanism SC13 or the fourth mesh transmission mechanism SC5 Any one of them needs to be moved in the axial direction of the transmission input shaft SIB, and must be engaged with any one of the first drive gear D1, the third drive gear D3, and the fifth drive gear D5. To move either the mechanism SC13 or the fourth meshing transmission mechanism SC5, the shift third actuator 25 and the shift fourth actuator 26 are operated.

  Any one of the first meshing transmission mechanism SC24 or the second meshing transmission mechanism is fastened to any one of the second drive gear D2, the fourth drive gear D4, and the reverse driven gear, whereby the transmission input The rotational torque of the shaft SIA can be transmitted to the drive wheel output shaft SO via either the first meshing transmission mechanism SC24 or the second meshing transmission mechanism. Further, a sensor NSO for detecting the rotational speed of the transmission output shaft SO is provided as an output shaft rotational speed detection mechanism.

  By fastening any one of the third mesh transmission mechanism SC13 or the fourth mesh transmission mechanism SC5 to any one of the first drive gear D1, the third drive gear D3, and the fifth drive gear D5, The rotational torque of the transmission input shaft SIB can be transmitted to the drive wheel output shaft SO via either the third mesh transmission mechanism SC13 or the fourth mesh transmission mechanism SC5.

  The shift first actuator 23, the shift second actuator, the shift third actuator 25, and the shift fourth actuator 26 may be configured using electromagnetic valves, or may be configured by an electric motor or the like. The shift / select mechanism 29 may be constituted by a shifter rail, a shifter fork, or the like, or may be a drum type. In addition, the shift / select mechanism 29 is provided with a position holding mechanism (not shown) for holding the gear position in order to prevent gear loss during traveling.

Thus, the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth drive gear D4, the reverse drive gear, the first driven gear G1, the second driven gear G2, the third driven gear G3, the third drive gear D3. The rotational torque of the transmission input shaft SIA or SIB transmitted to the transmission output shaft SO via the 4 driven gear G4, the reverse driven gear is transmitted via a differential gear (not shown) connected to the transmission output shaft SO. It is transmitted to the axle (not shown).

  The first input shaft clutch actuator 31 that generates the pressing force (first input shaft clutch torque) of the first clutch CIA, and the second input shaft clutch actuator that generates the pressing force (second input shaft clutch torque) of the second clutch CIB The hydraulic control unit 103 adjusts the stroke amount of a hydraulic cylinder (not shown) provided in each actuator by controlling the current of a solenoid valve (not shown) provided in each actuator by the hydraulic control unit 103. The hydraulic pressure of the actuator is controlled, and the transmission torque of each clutch is controlled.

  Further, the hydraulic control unit 103 controls the currents of electromagnetic valves (not shown) provided in the shift first actuator 23, the shift second actuator, the shift third actuator 25, and the shift fourth actuator 26, thereby controlling each actuator. The hydraulic pressure of each actuator is controlled by adjusting the stroke amount of a hydraulic cylinder (not shown) provided to the first mesh transmission mechanism SC24, the second mesh transmission mechanism (not shown), and the third mesh transmission. Either the mechanism SC13 or the fourth mesh transmission mechanism SC5 is selected to move.

  Further, the hydraulic control unit 103 controls the currents of electromagnetic valves (not shown) provided in the actuators of the shift first actuator 23, the shift second actuator, the shift third actuator 25, and the shift fourth actuator 26. The first engagement transmission mechanism SC24, the second engagement transmission mechanism, and the third engagement are controlled by adjusting the stroke amount of a hydraulic cylinder (not shown) provided in each actuator to control the hydraulic pressure of each actuator. The load for operating the transmission mechanism SC13 and the fourth meshing transmission mechanism SC5 can be controlled.

  In this embodiment, the first input shaft clutch actuator 31 and the second input shaft clutch actuator 32 are hydraulic actuators, but may be configured by electric actuators such as an electric motor.

  In this embodiment, hydraulic actuators are used as the shift first actuator 23, the shift second actuator, the shift third actuator 25, and the shift fourth actuator 26, which are actuators that drive the shift / select mechanism 29. It may be configured by an electric actuator such as.

Further, instead of the shift first actuator 23 and the shift second actuator, one actuator may be configured, and instead of the shift third actuator 25 and the shift fourth actuator 26, one actuator may be configured. Further, as a mechanism for operating the first mesh transmission mechanism SC24, the second mesh transmission mechanism (not shown), the third mesh transmission mechanism SC13, and the fourth mesh transmission mechanism SC5, a shifter rail, a shifter fork, or the like is used. Or other mechanisms for moving the first meshing transmission mechanism SC24, the second meshing transmission mechanism, the third meshing transmission mechanism SC13, and the fourth meshing transmission mechanism SC5, such as a drum type. Can also be configured.

  Further, the engine 1 is configured to control the torque of the engine 1 with high accuracy by operating the intake air amount, fuel amount, ignition timing and the like by the engine control unit 101. The engine control unit 101 and the transmission control unit 102 are controlled by the powertrain control unit 100. The hydraulic control unit 103 is controlled by the transmission control unit 102. The powertrain control unit 100, the engine control unit 101, the transmission control unit 102, and the hydraulic control unit 103 transmit / receive information to / from each other by communication means (not shown).

  In this embodiment, since a hydraulic actuator is used, a hydraulic control unit 103 that controls the hydraulic actuator is used. However, in the case of an electric actuator such as an electric motor, an electric motor control unit is used instead of the hydraulic control unit 103. .

  Next, the control contents of the shift control by the vehicle control apparatus according to the present embodiment will be described with reference to FIGS.

  FIG. 2 is a flowchart of a program executed by the transmission control unit 102 shown in FIG. When the program is executed, in step 201, parameters such as vehicle speed, accelerator opening, clutch temperature, lubrication flow rate, differential rotation, and clutch clearance are calculated, and the process proceeds to step 202.

  In step 202, the actual shift position is detected, and the process proceeds to step 203. The actual shift position detects RPSSFTn (n = 1 to 4) corresponding to the positions of the first to fourth transmission meshing mechanisms.

  In step 203, the current gear position is calculated based on the actual shift position obtained in step 202, and the process proceeds to step 204. As the current gear position, GPCURx (x = A, B) corresponding to the input shaft SIA side gear and the input shaft SIB side gear is calculated.

  In step 204, the target gear position is calculated based on parameters representing the driving state of the vehicle such as the vehicle speed and accelerator opening calculated in step 201, and the process proceeds to step 205.

  For the target gear position, GPNXTx (x = A, B) corresponding to the input shaft SIA side gear and the input shaft SIB side gear is calculated.

  In step 205, it is determined whether or not shift control is necessary from the current gear position obtained in step 203 and the target gear position obtained in step 204. If shift control is necessary, the process proceeds to step 206. If shift control is not necessary, the calculation ends.

  In step 206, the shift control mode is calculated, and the process proceeds to step 207.

  In step 207, shift control is executed.

  FIG. 3 is a flowchart of the shift control mode calculation shown at step 206 in FIG. When the program is executed, it is determined in step 301 whether or not the gear release control is completed. If the gear release control is not completed, the process proceeds to step 302. When the gear release control is completed, the process proceeds to step 303.

  In step 302, the shift control mode is set to the “gear release” mode and the process ends.

  In step 303, it is determined whether or not “gear neutral” control is completed. If “gear neutral” control is not completed, the process proceeds to step 304.

  If the “gear neutral” control is completed, the process proceeds to step 305.

  In step 304, the shift control mode is set to the “gear neutral” mode and the process ends.

  In step 305, it is determined whether or not the gear engagement control is completed. If the gear engagement control is not completed, the process proceeds to step 306. When the gear fastening control is completed, the process proceeds to step 307.

  In step 306, the shift control mode is set to the “gear engagement” mode and the process ends.

  In step 307, the shift control mode is set to the “initial” mode and the process ends.

  In the shift control mode, SMODEx (x = A, B) corresponding to the input shaft SIA side and the input shaft SIB side is calculated.

  FIG. 4 is a flowchart of the shift control shown at step 207 in FIG. When the program is executed, in step 401, a timer calculation is performed to calculate a gear release timer that is a control timer during gear release to gear neutral control and a gear engagement timer that is a control timer during gear engagement control.

  In step 402, shift target position calculation is executed, and the process proceeds to step 403.

  In step 403, shift inhibition force calculation is executed to calculate a synchronization inhibition force that is an inhibition force for the synchronization operation and an engagement inhibition force that is an inhibition force for the engagement operation, and the process proceeds to step 404.

  In step 404, FF target load calculation, which is a load for feed forward (hereinafter referred to as FF) control, is executed, and the process proceeds to step 405.

  In step 405, an FB target load calculation, which is a load for feedback (hereinafter referred to as FB) control, is executed, and the process proceeds to step 406.

  In step 406, the shift target load is calculated by adding the FF target load calculated in step 404 and the FB target load calculated in step 405, and the process proceeds to step 407.

  As the shift target load, TFSFTn (n = 1 to 4) corresponding to the positions of the first to fourth transmission meshing mechanisms is calculated.

  In step 407, the shift target current is calculated based on the shift target load calculated in step 406, and the process proceeds to step 408. As a method of calculating the shift target current, it may be calculated based on a previously obtained shift current-shift load characteristic, may be calculated from a physical formula based on the actuator structure, or other methods may be used.

  In step 408, the shift target duty is calculated based on the shift target current calculated in step 407, and the calculation ends.

  As a method for calculating the shift target duty, it may be calculated based on a previously obtained shift current-shift target duty characteristic, may be calculated based on an electronic circuit characteristic such as a motor drive circuit, or other methods. But it ’s okay.

  FIG. 5 is a flowchart of the timer calculation shown at step 401 in FIG. When the program is executed, it is determined in step 501 whether or not the shift control mode is the “gear release” mode or the “gear neutral” mode. If it is “gear release” mode or “gear neutral” mode, the process proceeds to step 502. If neither the “gear release” mode nor the “gear neutral” mode is selected, the process proceeds to step 503.

  In step 502, the gear release timer is counted up and the process proceeds to step 504.

  In step 503, the gear release timer is cleared and the routine proceeds to step 504.

  In step 504, it is determined whether the shift control mode is “gear engagement mode”. If it is not in the “gear engagement” mode, the process proceeds to step 506.

  In step 505, the gear engagement timer is counted up and the calculation is terminated.

  In step 505, the gear engagement timer is cleared and the calculation is terminated.

  The gear release timer and the gear engagement timer calculate a gear release timer TMRSFTRx and a gear engagement timer TMRSFTEX (x = A, B) corresponding to the input shaft SIA side and the input shaft SIB side, respectively.

  FIG. 6 is a flowchart of the shift target position calculation shown in step 402 of FIG. When the program is executed, in step 601, the pre-shift shift position is calculated based on the actual shift position calculated in step 202 of FIG. The pre-shift shift position is calculated as RPSSFTnPRE (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In step 602, the shift target neutral position is calculated, and the process proceeds to step 603.

As the shift target neutral position, TPSSFTnNTL (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms is calculated. It is desirable that the shift target neutral position can be set separately for each of the first to fourth transmission meshing mechanisms.

  In step 603, it is determined whether or not the shift control mode is the “gear release” mode, and in the case of the “gear release” mode, the process proceeds to step 604. If not in the “gear release” mode, the process proceeds to step 606.

  In step 604, the shift release progress rate is calculated, and the process proceeds to step 605.

  As the shift release progress rate, a shift release progress rate TRTSFTRx (x = A, B) corresponding to the input shaft SIA side and the input shaft SIB side is calculated.

  In step 605, the shift target position is set from the pre-shift shift position obtained in step 601, the shift target neutral position obtained in step 602, and the shift release progress rate obtained in step 604, and the calculation ends.

  In step 606 in which the shift target position is set to TPSSFTn (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms, it is determined whether or not the shift control mode is the “gear neutral” mode. In the case of the “neutral” mode, the process proceeds to step 607. If not in “Gear Neutral” mode, the calculation ends.

  In step 607, the shift target neutral position calculated in step 602 is set as the shift target position, and the calculation ends.

  As the shift target position, TPSSFTn (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms is set.

  FIG. 7 is a setting example of the function g1 used for the shift progress rate shown in step 604 of FIG. The function g1 is preferably a gear release timer table.

  Further, it is desirable that the setting is made separately for each gear before shifting.

  FIG. 8 is a flowchart of the shift inhibition force calculation shown in step 403 of FIG. When the program is executed, a gear ratio is calculated in step 801 and the process proceeds to step 802.

  At this time, when the shift control mode is the “gear release” mode or the “gear neutral” mode, a gear ratio corresponding to the gear position before the shift is set as the gear ratio. In the “gear engagement” mode, a gear ratio corresponding to the target gear position is set as the gear ratio.

  The gear ratio is calculated as GRRx (x = A, B) corresponding to the input shaft SIA side and the input shaft SIB side.

  In step 802, the estimated drag torque is calculated, the estimated drag torque is calculated, and the process proceeds to step 803.

  As the estimated drag torque, ESDRGBSx (x = A, B) corresponding to the input shaft SIA side and the input shaft SIB side is calculated.

  In step 803, the estimated drag torque obtained in step 802 is multiplied by the gear ratio obtained in step 801 to calculate the around-drag drag torque, and the process proceeds to step 804.

  The synchro drag torque is calculated by EDRGSYx (x = A, B) corresponding to the input shaft SIA side and the input shaft SIB side.

  In step 804, the synchronous inhibition force SYNCPVF is calculated by multiplying the synchronization drag torque obtained in step 802 by a predetermined constant, and the process proceeds to step 805.

  Here, the constant is preferably set based on the relationship between the synchronous torque characteristic of the synchro and the shift load.

  The synchronization inhibition force calculates SYNCPVFn (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In step 805, the dragging inhibition force is calculated by multiplying the synchronization drag torque obtained in step 803 by a predetermined constant, and the calculation ends.

  Here, the constant is desirably set based on the geometric shape of the gear meshing portion, the friction coefficient, and the like.

The scraping inhibition force is equivalent to MESHPVFn corresponding to each of the first to fourth transmission meshing mechanisms.
(N = 1 to 4) is calculated.

  FIG. 9 shows the estimated drag torque calculation shown in step 802 of FIG.

  As shown in FIG. 9A, the estimated drag torque is obtained by interpolation calculation of a value close to the clutch clearance obtained in step 201 in FIG.

  The estimated drag torque in each clearance is obtained by interpolating and calculating a value close to the clutch temperature obtained in step 201 in FIG. 2 among the drag torque characteristics for each clutch temperature shown in FIG. 9B.

  As a setting example of the function g2 used for drag torque estimation at each clutch temperature, it is desirable to have a map structure of the lubrication flow rate obtained in Step 201 of FIG. 2 and the clutch differential rotation.

  In FIG. 9, the drag torque is obtained using the four parameters of the clutch temperature, the lubrication flow rate, the clutch clearance, and the clutch differential rotation, but some of these parameters may be used. For example, instead of the clutch temperature, the lubricant temperature Or other parameters that affect the drag torque.

  Further, the drag torque estimated and calculated based on the physical model may be used, or the drag torque directly detected using a torque sensor or the like may be used. Further, the drag torque obtained by any other method may be used.

  FIG. 10 is a flowchart of the FF target load calculation shown in step 404 of FIG. When the program is executed, it is determined in step 1001 whether or not the shift control mode is the “gear release” or “gear neutral” mode, and in the case of the “gear release” or “gear neutral” mode, the process proceeds to step 1002. If neither the “gear release” or “gear neutral” mode is selected, the process proceeds to step 1006.

  In step 1002, the FF base load is calculated, and the process proceeds to step 1003.

  The FF base load calculates TFSFTFFnBSB (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In step 1003, the FF base load correction amount is calculated based on the scraping inhibition force obtained in step 805 of FIG.

  The FF base load correction amount is calculated as TFSFTFFnBSC (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

In step 1004, the corrected FF base load is calculated from the FF base load obtained in step 1002 and the FF base load correction amount obtained in step 1003, and the process proceeds to step 1005. The corrected FF base load calculates TFSFTFFnBS (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In step 1005, the FF target load is calculated from the corrected FF base load obtained in step 1004, and the calculation ends.

  The FF target load calculates TFSFTn (n = 1 to 4) corresponding to each of the first to fourth transmission meshing mechanisms.

  In step 1006, it is determined whether or not the shift control mode is the “gear engagement” mode. If the shift control mode is the “gear engagement” mode, the process proceeds to step 1007. If it is not in “gear engagement” mode, the calculation ends.

  In step 1007, the FF base load is calculated, and the process proceeds to step 1008.

  The FF base load calculates TFSFTFFnBSB (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In step 1008, the FF base load correction amount is calculated based on the synchronous inhibition force calculated in step 804 of FIG.

  The FF base load correction amount is calculated as TFSFTFFnBSC (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In step 1009, the FF upper limiter is calculated, and the process proceeds to step 1010.

  The FF upper limiter calculates TFSFTFFnULB (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In step 1010, the FF upper limiter correction amount is calculated based on the scraping inhibition force obtained in step 805 of FIG.

The FF upper limiter correction amount is calculated as TFSFTFFnULC (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In Step 1011, the corrected base load is calculated from the FF base load and the FF base load correction amount obtained in Step 1007 and Step 1008, and the process proceeds to Step 1012.

  The corrected base load is calculated as TFSFTFFnBS (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In step 1012, the corrected FF upper limiter is calculated from the FF upper limiter and the FF upper limiter correction amount obtained in steps 1009 and 1010, and the process proceeds to step 1013.

  The corrected FF upper limiter calculates TFSFTFFnUL (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

  In step 1013, the FF target load is calculated from the corrected FF base load determined in step 1011 and the corrected FF upper limit limiter determined in step 1012, and the calculation ends.

  The FF target load calculates TFSFTn (n = 1 to 4) corresponding to each of the first to fourth transmission meshing mechanisms.

  FIG. 11A shows a setting example of the function g3 used in the FF base load calculation shown in step 1002 of FIG. The function g3 is preferably a table of the gear release timer obtained in step 401 of FIG. It is desirable to set the value to gradually increase at the beginning of release and to decrease again near the end of release. Further, it is desirable that the setting is made separately for each gear to be released.

  FIG. 11B is a setting example of the function g4 used in the FF base load correction amount calculation shown in step 1003 of FIG. The function g4 is preferably a table of gear release timers obtained in step 401 of FIG. Also, it is desirable that the setting is gradually increased at the initial stage of release. Further, it is desirable that the setting is made separately for each gear to be released.

  FIG. 12A is a setting example of the function g5 used in the base load calculation shown in step 1007 of FIG.

  The function g5 is preferably a table of gear engagement timers obtained in step 401 of FIG. It is desirable to increase gradually at the initial stage of fastening and increase in the middle. Further, it is desirable that the setting is made separately for each gear to be fastened.

  FIG. 12B is a setting example of the function g6 used in the base load correction amount calculation shown in step 1008 of FIG. The function g6 is desirably a table of the gear engagement timer obtained in step 401 of FIG. A setting that gradually increases at the initial stage of fastening is desirable. Further, it is desirable that the setting is made separately for each gear to be fastened.

FIG. 13A shows a setting example of the function g7 used in the upper limiter calculation shown in step 1009 of FIG. The function g7 is preferably a table of shift positions. It is desirable that the value of the upper limit limiter be small near the complete fastening position. Further, it is desirable that the setting is made separately for each gear to be fastened.

  FIG. 13B is a setting example of the function g8 used in the upper limit limiter correction amount calculation shown in step 1010 of FIG. The function g8 is preferably a table of shift positions obtained in step 202 in FIG. It is desirable to set the correction amount to be small near the complete fastening position. Further, it is desirable that the setting is made separately for each gear to be fastened.

  FIG. 14 is a flowchart of the FB target load calculation shown in step 405 of FIG. When the program is executed, it is determined in step 1401 whether or not the shift control mode is “gear release” or “gear neutral” mode, and if it is either “gear release” or “gear neutral” mode, step Proceed to 1402. If neither the “gear release” or “gear neutral” mode is selected, the process proceeds to step 1407.

  In step 1402, a shift position deviation is calculated from the actual shift position calculated in step 202 in FIG. 2 and the shift target position calculated in step 402 in FIG.

  The shift position deviation is calculated for each of the first to fourth transmission meshing mechanisms.

  In step 1403, proportional, integral, and differential correction amounts are calculated based on the shift position deviation calculated in step 1402, and the process proceeds to step 1404.

  The proportional, integral, and differential correction amounts are calculated for each of the first to fourth transmission meshing mechanisms.

  In step 1404, the FB base target load is calculated, and the process proceeds to step 1405.

The FB base target load is TFSFTFBnBSB corresponding to each of the first to fourth transmission meshing mechanisms.
(N = 1 to 4) is calculated.

  In step 1405, the FB base load correction amount is calculated, and the process proceeds to step 1406.

  The FB base load correction amount calculates TFSFTFBnBSC (n = 1 to 4) corresponding to the first to fourth transmission meshing mechanisms.

In step 1406, the FB target load is set from the FB base target load obtained in step 1404 and the FB base load correction amount obtained in step 1405, and the calculation ends.

  The FB target load calculates TFSFTFn (n = 1 to 4) corresponding to each of the first to fourth transmission meshing mechanisms.

  In step 1407, the FB target load is set to 0, and the calculation ends.

  The FB target load calculates TFSFTFn (n = 1 to 4) corresponding to each of the first to fourth transmission meshing mechanisms.

  Here, it is described that the FB control is performed only during the gear release control and the gear neutral control period. However, the FB control may be performed not only during the gear release control and the gear neutral control but also in the gear engagement control.

  FIG. 15 is a time chart showing the gear release control and the gear neutral control when switching from the third gear to the gear neutral in the control described with reference to FIGS.

  The same applies to the gear release control from the gear other than the third gear to the gear neutral, and the gear release control from the gear release to the vicinity of the gear neutral in the gear switching control between certain gears.

  The same applies to the pre-shift control described above.

  FIG. 15A is a time chart showing the target gear position.

  FIG. 15B is a time chart showing the shift load.

  FIG. 15C is a time chart showing the shift position.

  At time tr1, the target gear position changes from the third gear to neutral, and gear release control is started. Next, the FF base load indicated by the dotted line is raised from time tr2 to time tr3.

  From time tr4 to time tr5, the FF base load indicated by the dotted line is decreased.

  The FF base load correction amount represented by hatching is added to the FF base load to obtain an FF target load (= corrected FF base load) represented by a broken line.

  Then, the FF target load and the FB base target load calculated based on the deviation between the shift target position and the shift position shown in FIG. 15B are added to obtain the shift target load indicated by a solid line.

  At time tr6 when the shift position becomes a predetermined position indicated by pos1, the gear release control is ended and the gear neutral control is started.

  Even during the gear neutral control, the FB base target load calculated based on the deviation between the shift target position and the shift position shown in FIG. 15B is added to obtain the shift target load indicated by a solid line.

  Next, the shift position is neutralized, and the gear neutral control is completed at time tr7 when a predetermined time has elapsed.

  FIG. 16 is a time chart showing gear engagement control when switching from gear neutral to first gear in the control described with reference to FIGS.

  The same applies to the gear fastening control from the gear neutral to a gear other than the first gear, and the control from the gear neutral vicinity to the gear fastening completion of the gear switching control between certain gears.

  The same applies to the preshift control.

  FIG. 16A is a time chart showing the target gear position.

  FIG. 16B is a time chart showing the shift load.

  FIG. 16C is a time chart showing the shift position.

  At time te1, the target gear position changes from N to the first speed, and gear engagement control is started.

  Next, an FF base load indicated by a dotted line is started at time te2. The FF base load correction amount represented by hatching is added to this to obtain a corrected FF base load represented by a broken line.

  Further, the FF upper limit limiter correction amount represented by hatching is added to the FF upper limit limiter represented by a two-dot chain line, and a corrected FF upper limiter represented by a one-dot chain line is obtained.

  The FF base load increases after time te3 when the shift position reaches a predetermined position (pos2 in FIG. 16C).

  Further, the corrected FF upper limit limiter indicated by a one-dot chain line decreases as the shift position approaches the fastening position from time te4 to te5 when the shift position exceeds a predetermined position (indicated by pos3 in FIG. 16C).

  Since the corrected FF upper limit limiter becomes the upper limit limit with respect to the corrected FF base load, the FF target load decreases.

  Then, the shift load becomes zero at time te6 when a predetermined time has elapsed from the time when the shift position becomes the position corresponding to the first gear, and the gear engagement control ends.

  Next, a second configuration example of the automobile control apparatus according to the present invention will be described with reference to FIG.

  FIG. 17 is a skeleton diagram of a second system configuration example showing an embodiment of a control apparatus for an automobile according to the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  1 differs from the configuration example shown in FIG. 1 in that the input shaft clutch C1 is connected to the engine 1 instead of the input shaft clutches CIA and CIB. In place of the input shafts SIA and SIB connected to the input shaft clutches CIA and CIB, the input shaft SI is coupled.

  In addition, 1st to 5th speed, reverse drives and driven gears are arranged on the input shaft SI. A dry clutch is used as the input shaft clutch C1, but all friction transmission mechanisms such as a wet multi-plate clutch and an electromagnetic clutch can also be used.

  The transmission input shaft SI is provided with a sensor NSI for detecting the rotational speed of the transmission input shaft SI as an input shaft rotational speed detection mechanism.

Between the first drive gear D1 and the second drive gear D2, the first drive gear D1 is engaged with the transmission input shaft SI, or the second drive gear D2 is engaged with the transmission input shaft SI. A first meshing transmission mechanism SC1, which is a meshing transmission mechanism, is provided.

Therefore, the rotational torque transmitted from the transmission input shaft SI to the first drive gear D1 or the second drive gear D2 via the first mesh transmission mechanism SC1 is the first driven gear G1 or the second driven gear G2. To the transmission output shaft SO.

  Further, between the third drive gear D3 and the fourth drive gear D4, the third drive gear D3 is engaged with the transmission input shaft SI, or the fourth drive gear D4 is engaged with the transmission input shaft SI. A second meshing transmission mechanism SC2, which is a meshing transmission mechanism, is provided.

Therefore, the rotational torque transmitted from the transmission input shaft SI to the third drive gear D3 or the fourth drive gear D4 via the first mesh transmission mechanism SC2 is the third driven gear G3 or the fourth driven gear G4. To the transmission output shaft SO.

  Further, between the reverse drive gear and the fifth drive gear D5, meshing transmission in which the reverse drive gear is engaged with the transmission input shaft SI or the fifth drive gear D5 is engaged with the transmission input shaft SI. A third meshing transmission mechanism SC3, which is a mechanism, is provided.

  Therefore, the rotational torque transmitted from the transmission input shaft SI to the reverse drive gear or the fifth drive gear D5 via the third mesh transmission mechanism SC3 is transmitted from the reverse drive gear or the fifth driven gear G5 to the transmission. It is transmitted to the output shaft SO.

  In order to transmit the rotational torque of the transmission input shaft SI to the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, or the third mesh transmission mechanism SC3, the first mesh transmission mechanism SC1 and the second mesh transmission mechanism SC2 Either one of the mesh transmission mechanism SC2 or the third mesh transmission mechanism SC3 is moved in the axial direction of the transmission input shaft SI, and the first drive gear D1, the second drive gear D2, and the third drive gear D3. , The fourth drive gear D4, the fifth drive gear D5, and the reverse drive gear must be engaged.

  To fasten the transmission input shaft SI with any one of the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth drive gear D4, the fifth drive gear D5, or the reverse drive gear. Is one of the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, or the third meshing transmission mechanism (not shown), but the first meshing transmission mechanism SC1. In order to move any one of the second mesh transmission mechanism SC2 and the third mesh transmission mechanism, the shift first actuator 23 and the select actuator 27 are operated.

  The hydraulic control unit 103 controls the current of the select actuator 27 to select which of the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, and the third mesh transmission mechanism SC3 to move. .

  By controlling the current of the shift first actuator 23 by the hydraulic control unit 103, the load for operating the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, and the third mesh transmission mechanism SC3 can be controlled. It has become.

  The input shaft clutch actuator 33 that generates the pressing force (input shaft clutch torque) of the first clutch C1 controls the transmission torque of each clutch by controlling the current of the electric actuator by the hydraulic control unit 103.

  Instead, the hydraulic control unit controls the current of the solenoid valve provided in the actuator, adjusts the stroke amount of the hydraulic cylinder provided in the actuator, and controls the hydraulic pressure of the actuator, thereby controlling the transmission torque of the clutch. Control may be performed. In the present embodiment, an electric actuator is used as the input shaft clutch actuator 33, but a hydraulic actuator may be used.

  In this embodiment, an electric actuator is used for the shift first actuator 23 and the select actuator 27 which are actuators for driving the shift / select mechanism 29. However, a hydraulic actuator using an electromagnetic valve or the like may be used. good. Moreover, it is good also as a structure which uses a some actuator instead of the shift 1st actuator 23, and a some actuator instead of the select actuator 27. FIG.

  Further, the shift / select mechanism 29 is configured by a shifter rail, a shifter fork, or the like, or moves in the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, and the third mesh transmission mechanism SC3. It is also possible to configure using other mechanisms.

  In addition, the shift / select mechanism 29 is provided with a position holding mechanism (not shown) for holding the gear position in order to prevent gear loss during traveling.

  Next, a third configuration example of the vehicle control apparatus according to the present invention will be described with reference to FIG.

  FIG. 18 is a skeleton diagram of a third system configuration example showing an embodiment of an automobile control apparatus according to the present invention. Note that the same reference numerals as those in FIG. 17 denote the same parts.

  This configuration example is different from the configuration example shown in FIG. 17 in that the configuration example shown in FIG. 17 is engaged with the fifth drive gear D5 to engage the fifth drive gear D5 with the transmission input shaft SI. In contrast to the provision of the third mesh transmission mechanism SC3, which is a mechanism, the present configuration example is provided with a power transmission mechanism AS, and the torque of the transmission input shaft SI is applied to the transmission output shaft SO. It is possible to communicate.

  Here, the power transmission mechanism AS is provided with a second clutch C2, which is one type of transmission torque variable mechanism. By engaging the second clutch C2, the fifth drive gear D5 and the input shaft SI are It is possible to transmit the rotational torque of the transmission input shaft SI to the transmission output shaft SO via the fifth driven gear G5 that is connected and fitted with the fifth drive gear D5.

  An electric actuator 30 is used to control the pressing force of the second clutch C2, and the output of the engine 1 can be transmitted and cut off by adjusting the pressing force. Although the electric actuator 30 is used here, a hydraulic actuator may be used.

  The power transmission mechanism AS may be configured using a friction transmission mechanism or a motor generator. Here, the friction transmission mechanism is a mechanism that generates a frictional force by the pressing force of the friction surface and transmits the torque, and a typical example is a friction clutch. Examples of the friction clutch include a dry single plate clutch, a dry multi-plate clutch, a wet multi-plate clutch, and an electromagnetic clutch. In this embodiment, the power transmission mechanism AS is a wet multi-plate clutch that is a friction transmission mechanism, but any other transmission torque variable mechanism can be used.

  The assist clutch actuator 34 that generates the pressing force (assist clutch torque) of the second clutch C2 controls the transmission torque of the clutch by controlling the current of each electric actuator by the hydraulic control unit 103.

First system configuration example (twin clutch AMT). flowchart. flowchart. flowchart. flowchart. flowchart. flowchart. flowchart. flowchart. flowchart. Data setting. Data setting. Data setting. flowchart. Time chart. Time chart. Second system configuration example (single clutch AMT). Third system configuration example (torque assist type AMT).

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission 23 Shift 1st actuator 25 Shift 3rd actuator 26 Shift 4th actuator 27 Select actuator 29 Shift / select mechanism 31 1st input shaft clutch actuator 32 2nd input shaft clutch actuator 33 Input shaft clutch actuator 34 Assist clutch Actuator 41, 42, 43 Hub 100 Powertrain control unit 101 Engine control unit 102 Transmission control unit 103 Hydraulic control unit C1, C1A First clutch C2, C2B Second clutch AS Power transmission mechanism D Drive gear G Driven gear H Spline L Sleeve N Speed sensor SC Shift clutch mechanism SE Motor output shaft SI Input shaft SO Output shaft

Claims (10)

A plurality of gear pairs capable of transmitting torque from an input shaft of a transmission to an output shaft of the transmission and a plurality of meshes for switching a torque transmission path from one gear pair to another gear pair. In a control method of a gear type transmission comprising at least one transmission torque variable mechanism between a transmission mechanism and an output shaft of a prime mover and an output shaft of the transmission,
The transmission has means for estimating or detecting drag torque;
A control method for correcting a control amount for switching the connection based on the drag torque when the connection between the gear pair and the meshing transmission mechanism is switched from the first connection to the second connection. A plurality of gear pairs capable of transmitting torque from an input shaft of a transmission to an output shaft of the transmission and a plurality of meshes for switching a torque transmission path from one gear pair to another gear pair. A control method for a gear-type transmission comprising a transmission mechanism and at least one transmission torque variable mechanism between an output shaft of a prime mover and an output shaft of the transmission,
The transmission has means for estimating or detecting drag torque;
When the connection between the gear pair and the meshing transmission mechanism is switched from the first connection to the second connection, the control amount for switching the connection is corrected based on the drag torque and the shape of the gear pair. Control method to do. A plurality of gear pairs capable of transmitting torque from an input shaft of the transmission to the output shaft of the transmission, and a plurality of meshes for switching a torque transmission path from one gear pair to another gear pair in the gear pair. In a control method for a gear-type transmission comprising: a transmission mechanism; and at least one transmission torque variable mechanism between an output shaft of a prime mover and an output shaft of the transmission.
The transmission has means for estimating or detecting drag torque;
When switching the connection between the gear pair and the meshing transmission mechanism from the first coupling to the second coupling, the switching is performed based on the drag torque and the synchronous torque characteristics of the meshing transmission mechanism. A control method for correcting the control amount.   The control method using a shift load as a control amount for switching the connection according to claim 1.   The control method using the pressure which changes a shift load as a controlled variable for switching connection of Claims 1-3.   The control method using the electric current which changes a shift load as a controlled variable for switching a connection of Claims 1-3.   The control method using the duty which changes shift load as a controlled variable for switching connection according to claims 1-3. A plurality of gear pairs capable of transmitting torque from an input shaft of the transmission to the output shaft of the transmission, and a plurality of meshes for switching a torque transmission path from one gear pair to another gear pair in the gear pair. A transmission mechanism, and a gear-type transmission control device including at least one transmission torque variable mechanism between the output shaft of the prime mover and the output shaft of the transmission.
The control device has means for obtaining drag torque by estimation or detection,
When switching the connection between the gear pair and the meshing transmission mechanism from the first connection to the second connection,
A control device for correcting a control amount for switching the connection based on the drag torque. A plurality of gear pairs capable of transmitting torque from an input shaft of the transmission to the output shaft of the transmission, and a plurality of meshes for switching a torque transmission path from one gear pair to another gear pair in the gear pair. A transmission mechanism, and a gear-type transmission control device including at least one transmission torque variable mechanism between the output shaft of the prime mover and the output shaft of the transmission.
The control device has means for obtaining drag torque by estimation or detection,
When the connection between the gear pair and the meshing transmission mechanism is switched from the first connection to the second connection, the control amount for switching the connection is corrected based on the drag torque and the shape of the gear pair. Control device. A plurality of gear pairs capable of transmitting torque from an input shaft of the transmission to the output shaft of the transmission, and a plurality of meshes for switching a torque transmission path from one gear pair to another gear pair in the gear pair. A transmission mechanism, and a gear-type transmission control device including at least one transmission torque variable mechanism between the output shaft of the prime mover and the output shaft of the transmission.
The control device has means for obtaining drag torque by estimation or detection,
When switching the connection between the gear pair and the meshing transmission mechanism from the first coupling to the second coupling, the switching is performed based on the drag torque and the synchronous torque characteristics of the meshing transmission mechanism. A control device that corrects the control amount.

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