JP2008281057A - Transmission control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission control device capable of suitably preventing generation of a shock in disengagement of a clutch even when a variable valve-characteristic mechanism is installed in an engine. <P>SOLUTION: A transmission ECU 4 requires torque-down of the engine 1 to an engine ECU 5 in gear stage change of a transmission 3, and disengagement of the clutch 2 is performed when the engine torque is substantially "0" based on the engine torque (return torque) estimated by the engine ECU 5. The transmission ECU 4 acquires an operation position of the variable valve-characteristic mechanism 10, and changes disengagement timing of the clutch 2 based on the acquired operation position, and thereby, generation of the shock in clutch disengagement caused by separation between the return torque and the actual torque by operation of the variable valve-characteristic mechanism 10 can be prevented. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a transmission control apparatus that performs shift control of a transmission that is drivingly connected to an engine provided with a valve characteristic variable mechanism that varies a valve characteristic of an engine valve via a clutch.

  2. Description of the Related Art In recent years, mechanical automatic transmissions in which clutch operation and gear shifting are automated by operating a transmission gear mechanism and a clutch mechanism similar to those of a manual transmission with an actuator based on a manual transmission have been put into practical use. In such a mechanical automatic transmission, the clutch interposed between the engine and the transmission is connected / disconnected when the gear position is changed, but the engine torque must be sufficiently low when the clutch is disconnected. A shock will occur.

  Therefore, conventionally, as seen in Patent Document 1, a technique for preventing a shock when the clutch is disconnected has been proposed. In the transmission control device described in Patent Document 1, the clutch mechanism is disengaged at the time of shifting in the following manner.

FIG. 6 shows an example of a control mode at the time of shifting of such a conventional transmission control device. When switching of the gear position is requested, the transmission control device requests torque reduction from the engine control device. In the figure, the engine torque reduction for this request is started from time t1. The torque reduction at this time is performed by reducing the fuel injection amount or reducing the throttle opening to limit the intake air amount. Such torque reduction is performed until the engine torque estimated from the engine speed and the throttle opening or the fuel injection amount becomes substantially “0”. At time t2, when the engine torque decreases to substantially “0”, the engine control device outputs a clutch disengagement command to cause the transmission control device to disengage the clutch.
JP 2005-280631 A

  By the way, in recent years, a valve characteristic variable mechanism that varies the valve characteristics (valve timing, valve lift amount, etc.) of engine valves (suction and exhaust valves) has been adopted in many in-vehicle engines. When the above conventional technique is applied to a vehicle equipped with such an engine with a variable valve characteristic mechanism, the following problems arise.

  When the engine torque is reduced at the time of shifting as described above, the variable valve characteristic mechanism may be operated to reduce the valve overlap amount or reduce the valve lift amount to prevent misfire. The engine torque also changes due to the change in the valve characteristic of the engine valve due to the operation of the variable valve characteristic mechanism. Therefore, when the valve characteristic variable mechanism is operated during torque reduction and the valve characteristics of the engine valve (valve overlap amount, valve lift amount, etc.) are changed, as shown in FIG. Torque) and its actual value (actual torque) will be different. In such a case, even if the clutch is disengaged when the estimated torque becomes “0”, the actual torque is not sufficiently lowered, so the engine speed has increased due to the lighter load due to the disengagement of the clutch. Torque reversal, that is, a temporary increase in engine torque occurs, causing a shock.

  The present invention has been made in view of such a situation, and the problem to be solved is that it is preferable to generate a shock when the clutch is disengaged even when the valve characteristic variable mechanism is installed in the engine. It is another object of the present invention to provide a transmission control device that can prevent the above.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
The shift control device according to claim 1 is a device that performs shift control of a transmission that is drive-coupled via a clutch to an engine in which a valve characteristic variable mechanism that varies a valve characteristic of an engine valve is installed. The gist of the invention is that the clutch disengagement timing at the time of shifting of the transmission is determined based on the estimated value of the engine torque acquired from the engine control device and the operating position of the valve characteristic variable mechanism.

  In the above configuration, the clutch disengagement timing is determined in consideration of not only the estimated value of the engine torque acquired from the engine control device but also the operating position of the valve characteristic variable mechanism. Therefore, even if the engine torque acquired from the engine control device deviates from the actual engine torque due to the operation of the variable valve characteristic mechanism during the shift control, the clutch can be disconnected at an appropriate timing when the engine torque has completely decreased. It becomes like this. Therefore, according to the above configuration, even when the variable valve characteristic mechanism is installed in the engine, it is possible to suitably prevent the occurrence of a shock when the clutch is disengaged.

  According to a second aspect of the present invention, there is provided an apparatus for performing a shift control of a transmission that is drive-coupled via a clutch to an engine in which a valve characteristic variable mechanism that varies a valve characteristic of an engine valve is installed. In the transmission control device that determines the clutch disengagement timing at the time of gear shifting based on the estimated value of the engine torque acquired from the engine control device, the operating position of the valve characteristic variable mechanism is acquired, and the operating position is Accordingly, the gist thereof is to include a changing means for changing the clutch disengagement timing accordingly.

  In the above-described configuration, the transmission control device acquires the operating position of the valve characteristic variable mechanism when the clutch is disconnected when the gear position is switched, and changes the clutch disconnection timing according to the operating position. Therefore, even when the estimated value of the engine torque obtained from the engine control device and the actual engine torque deviate due to the operation of the variable valve characteristic mechanism during the shift control, the clutch is disengaged at an appropriate timing when the engine torque has fully dropped. can do. Therefore, even with the above-described configuration, even when the variable valve characteristic mechanism is installed in the engine, it is possible to suitably prevent the occurrence of a shock when the clutch is disengaged.

  According to a third aspect of the present invention, in the transmission control device according to the second aspect, the changing unit calculates a delay time according to the operating position and is determined based on the estimated value of the engine torque. The gist of the invention is to determine the final clutch disengagement timing when the calculated delay time has elapsed from the clutch disengagement timing.

  In the above configuration, the clutch is disengaged when the delay time calculated according to the operating position of the valve characteristic variable mechanism has elapsed from the timing determined based on the estimated value of the engine torque acquired from the engine control device. become. From the operating position of the variable valve characteristic mechanism, the degree of deviation between the estimated value of the engine torque resulting from the operation of the mechanism and its actual value is obtained, and the appropriate amount of clutch disengagement timing deviation corresponding to the degree of deviation is obtained. Can be sought. Therefore, by determining the clutch disengagement timing in the above-described manner, it is possible to prevent the occurrence of a shock at the time of clutch disengagement due to the difference between the estimated value of the engine torque and the actual value due to the operation of the variable valve characteristic mechanism.

  According to a fourth aspect of the present invention, there is provided an apparatus for performing a shift control of a transmission that is drive-coupled via a clutch to an engine in which a valve characteristic variable mechanism that varies a valve characteristic of an engine valve is installed. In the transmission control device that determines the disconnection timing of the clutch at the time of gear change based on the estimated value of the engine torque acquired from the engine control device, the operating position of the valve characteristic variable mechanism is acquired, and the clutch The gist is to correct the estimated value used for determining the cutting timing in accordance with the operation position.

  In the above-described configuration, the transmission control device acquires the operating position of the valve characteristic variable mechanism when the clutch is disengaged when the gear position is switched, and the estimated value of the engine torque acquired from the engine control device is determined according to the operating position. I am trying to correct it. Based on the corrected estimated value of the engine torque, the clutch disengagement timing is determined. Therefore, even when the estimated value of the engine torque obtained from the engine control device and the actual engine torque deviate due to the operation of the variable valve characteristic mechanism during the shift control, the clutch is disengaged at an appropriate timing when the engine torque has fully dropped. can do. Therefore, even with the above-described configuration, even when the variable valve characteristic mechanism is installed in the engine, it is possible to suitably prevent the occurrence of a shock when the clutch is disengaged.

  According to a fifth aspect of the present invention, in the transmission control device according to any one of the first to fourth aspects, the transmission is a machine that performs an engagement / disengagement operation of the clutch and a switching operation of the gear stage by an actuator. Its gist is that it is an automatic transmission.

  The transmission control device having the above-described configuration is particularly suitable when such a mechanical automatic transmission is a control target.

(First embodiment)
Hereinafter, a first embodiment of a transmission control device according to the present invention will be described in detail with reference to FIGS.

  In the transmission control device of the present embodiment, the clutch disengagement timing at the time of shifting of the transmission, that is, switching of the gear position, is basically an estimated estimated value of engine torque (return torque) acquired from the engine control device. Based on the decision. However, as described above, when the variable valve characteristic mechanism installed in the engine is operated during shifting, the return torque and the actual torque deviate from each other, and the disconnection timing is determined based on the return torque alone. May become inadequate and a shock may occur when cutting. Therefore, in the speed change control device of the present embodiment, the operating position (valve overlap amount, valve lift amount, etc.) of the valve characteristic variable mechanism installed in the engine is obtained, and the clutch disengagement timing determined based on the return torque is obtained. The position is changed according to the operation position. Thus, the clutch can be disengaged at an appropriate timing regardless of the difference between the return torque and the actual torque due to the operation of the variable valve characteristic mechanism at the time of shifting.

  FIG. 1 shows a configuration of a vehicle control system to which the shift control device of the present embodiment is applied. As shown in the figure, this vehicle includes an engine 1 in which a valve characteristic variable mechanism 10 that varies valve characteristics (valve timing, valve lift amount, etc.) of an engine valve (intake / exhaust valve) is installed, A transmission 3 that is drivingly connected to the engine 1 via a clutch 2 is mounted. In this vehicle, a mechanical automatic transmission is employed in which the clutch 2 connection / disconnection operation and the transmission gear 3 switching operation are performed by the clutch actuator 11 and the transmission actuator 12, respectively.

  The operations of the clutch 2 and the transmission 3 are performed by a transmission ECU (electronic control unit) 4. The transmission ECU 4 includes a central processing unit (CPU) that performs various arithmetic processes related to the operation control of the clutch 2 and the transmission 3, a read-only memory (ROM) that stores control programs and data, arithmetic results, and the like. It comprises a random access memory (RAM) for storing, an input / output port for inputting / outputting signals, and the like. Similarly, the vehicle is provided with an engine ECU 5 that includes a CPU, a ROM, a RAM, and an input / output port and controls the engine 1. The transmission ECU 4 and the engine ECU 5 can communicate with each other via an in-vehicle network.

  The input port of the engine ECU 5 includes an accelerator operation amount signal from the accelerator sensor 14, a vehicle speed signal from the vehicle speed sensor 15, a rotation speed signal of the engine 1 from the NE sensor 16, and a throttle opening signal from the throttle sensor 17. An intake air amount signal is input from 18 respectively. An operation position signal indicating the operation position is also input from the valve characteristic variable mechanism 10 to the input port of the engine ECU 5. The engine ECU 5 outputs a control signal to the engine 1 based on these input signals, and performs engine control such as fuel injection amount control, ignition timing control, and intake air amount control. Incidentally, the engine ECU 5 controls the variable valve characteristic mechanism 10 installed in the engine 1 as part of such engine control. That is, the engine ECU 5 calculates the optimum operating position based on the operating condition of the engine 1 ascertained from the input signal, and outputs an operation command signal to the valve characteristic variable mechanism 10, thereby adjusting the valve characteristic of the engine valve. I have control.

  On the other hand, a shift lever operation signal from the shift lever device 13, an accelerator operation amount signal from the accelerator sensor 14, and a rotational speed signal of the NE sensor 16 through the engine ECU 5 are input to the input port of the transmission ECU 4. Yes. In the present embodiment, an operation position signal is also input from the valve characteristic variable mechanism 10 to the input port of the transmission ECU 4. Then, the transmission ECU 4 drives the clutch actuator 11 and the transmission actuator 12 in accordance with the vehicle running condition and the driver's shift lever operation, which are grasped from the accelerator operation signal and the vehicle speed signal, so that the transmission 3 Change gears. The driving of the clutch actuator 11 and the transmission actuator 12 is performed through the output of a clutch operation signal to the clutch actuator 11 and the output of a shift signal to the transmission actuator 12.

  Switching of the gear position of the transmission 3 by the transmission ECU 4 is performed in the following manner. That is, when it is necessary to change the gear position of the transmission 3 due to a change in the traveling state of the vehicle or a shift lever operation by the driver, the transmission ECU 4 first requests the engine ECU 5 to reduce the torque of the engine 1. In response to this request, the engine ECU 5 reduces the torque of the engine 1 through limiting the amount of intake air by reducing the throttle opening. When it is confirmed that the engine torque has sufficiently decreased, the transmission ECU 4 drives the clutch actuator 11 to disconnect the clutch 2. After the clutch 2 is disengaged, the transmission ECU 4 drives the transmission actuator 12 to rearrange the gear train of the transmission 3. When the gear train rearrangement is completed, the transmission ECU 4 drives the clutch actuator 11 to reconnect the clutch 2, thereby completing the shift stage switching.

  The transmission ECU 4 notifies the engine ECU 5 of the required torque, which is a required value of the engine torque, as necessary, and requests adjustment of the engine torque according to the required torque. In response to the notification of the required torque, the engine ECU 5 adjusts the engine torque, estimates the engine torque from the engine rotation speed and the intake air amount, and estimates the estimated engine torque value to the transmission ECU 4. I am returning it. During the shift stage switching, the transmission ECU 4 confirms that the engine torque has dropped to substantially “0” from the approximate estimated value (return torque) of the engine torque returned from the engine ECU 5 in this way, and The disconnection timing of the clutch 2 at the time of switching is determined. The engine torque substantially “0” means a state in which the torque generated by the engine 1 is offset by the rotational resistance so that the torque is not transmitted to the transmission side.

  By the way, the engine ECU 5 operates the valve characteristic variable mechanism 10 so as to reduce the valve overlap amount and the valve lift amount in order to prevent misfiring when the torque of the engine 1 during the shift stage switching is reduced. . However, the rough estimated value (return torque) of the engine torque does not take into account the influence of the operation of the variable valve characteristic mechanism 10, so if the variable valve characteristic mechanism 10 is operated during the shift stage switching, The return torque and the actual engine torque (actual torque) will deviate. If the disengagement timing of the clutch 2 is determined based on the return torque deviating from the actual torque in this way, the timing becomes inappropriate and the occurrence of a shock is allowed.

  Therefore, in the present embodiment, the occurrence of shock due to the difference between the actual torque and the return torque due to the operation of the variable valve characteristic mechanism 10 is prevented in the following manner. That is, in this embodiment, the transmission ECU 4 obtains information on the operation position of the valve characteristic variable mechanism 10 (valve overlap amount, valve lift amount, etc.), and sets the clutch 2 disengagement timing determined by the return torque. The change is made on the basis of the acquired information of the operation position. That is, the degree of deviation between the actual torque and the return torque due to the operation of the variable valve characteristic mechanism 10 is obtained based on the acquired information on the operation position of the variable valve characteristic mechanism 10, and the cutting timing is corrected accordingly. Yes.

  FIG. 2 shows an example of a control mode from the start of torque reduction to the disengagement of the clutch 2 when switching the gear position of the transmission 3 in the present embodiment. From time t3 in the figure, the required torque notified to the engine ECU 5 by the transmission ECU 4 is gradually reduced, and the engine ECU 5 starts to reduce the torque of the engine 1. Thereby, thereafter, the actual torque is gradually reduced, and the engine torque (return torque) roughly estimated by the engine ECU 5 is also reduced. On the other hand, the engine ECU 5 operates the valve characteristic variable mechanism 10 to prevent misfire in conjunction with the torque reduction of the engine 1. As a result, the actual torque and the return torque are deviated.

  At time t4, the return torque is “0”, but the actual torque is not yet sufficiently lowered. Here, the transmission ECU 4 acquires the operating position of the variable valve characteristic mechanism 10 and, based on the acquired operating position, the optimum clutch caused by the difference between the actual torque and the return torque due to the operation of the variable valve characteristic mechanism 10. 2 is calculated as a delay time Td. The transmission ECU 4 disconnects the clutch 2 at time t5 when the delay time Td has elapsed from time t4 when the return torque becomes “0”. Therefore, regardless of the difference between the actual torque and the return torque, the clutch 2 is disengaged after the actual torque has been sufficiently lowered, so that no shock is generated.

  FIG. 3 shows a flowchart of the clutch disengagement process employed in the present embodiment. This process is started by the transmission ECU 4 together with the start of torque reduction of the engine 1 at the time of shift speed switching.

  When this processing is started, the transmission ECU 4 first acquires the return torque estimated by the engine ECU 5 and the operating position of the valve characteristic variable mechanism 10 in step S301, and in step S302, the return torque is “ It is confirmed whether it is 0 or less. Then, the transmission ECU 4 repeats the processes in steps S301 and S302 described above until the return torque becomes “0” or less.

  When the return torque drops below “0” (S302: YES), the transmission ECU 4 calculates a delay time Td in step S303 according to the acquired operating position of the valve characteristic variable mechanism 10. In the engine 1 to which the present embodiment is applied, the engine torque tends to increase as the valve overlap amount is reduced or the valve lift amount of the intake valve is reduced. It is set for a long time.

  After calculating the delay time Td, the transmission ECU 4 waits until the delay time Td elapses (S304). When the delay time Td elapses (S304: YES), the transmission ECU 4 outputs a command to the clutch actuator 11 to cause the clutch 2 to be disconnected in step S305.

  In this embodiment, the engine ECU 5 corresponds to the “engine control device”. Further, the processes of steps S303 to S305 of the clutch disengagement process correspond to the processes performed by the “change means”.

According to the transmission control apparatus of the present embodiment described above, the following effects can be obtained.
In the present embodiment, the transmission ECU 4 acquires the operating position of the valve characteristic variable mechanism 10 when the clutch 2 is disconnected when the gear position is switched, and changes the disconnection timing of the clutch 2 according to the operating position. I have to. Therefore, even if the return torque from the engine ECU 5 and the actual torque deviate due to the operation of the valve characteristic variable mechanism 10 accompanying the torque reduction of the engine 1, the clutch 2 can be disconnected at an appropriate timing when the engine torque has fully decreased. And the occurrence of a shock when the clutch is disengaged can be suitably prevented.

(Second Embodiment)
Next, a second embodiment that embodies the transmission control device of the present invention will be described with reference to FIGS. 4 and 5 focusing on differences from the above-described embodiment.

  As described above, when the variable valve characteristic mechanism 10 is operated during the shift stage switching, the return torque and the actual torque deviate, and the disconnection timing of the clutch 2 determined based on the return torque becomes inappropriate. Shock occurs when the clutch is disengaged. Therefore, in the present embodiment, the transmission ECU 4 acquires the operating position of the variable valve characteristic mechanism 10 by itself, grasps the degree of deviation from the actual torque due to the operation of the variable valve characteristic mechanism 10, and returns torque by the amount of the deviation. Is corrected to prevent the occurrence of a shock when the clutch is disengaged.

  FIG. 4 shows an example of a control mode from the start of torque reduction to the disengagement of the clutch 2 when switching the gear position of the transmission 3 in this embodiment. From the time t6 in the figure, the required torque notified to the engine ECU 5 by the transmission ECU 4 is gradually reduced, and the engine ECU 5 starts the torque reduction of the engine 1. At this time, the engine ECU 5 operates the valve characteristic variable mechanism 10 to prevent misfire in conjunction with the torque reduction of the engine 1, and as a result, the actual torque and the return torque (before correction) seem to diverge. become.

  Here, in the present embodiment, the transmission ECU 4 acquires the operating position of the valve characteristic variable mechanism 10, and based on the acquired operating position, the difference from the actual torque resulting from the operation of the valve characteristic variable mechanism 10. Only correct the return torque. The clutch 2 is disengaged not at time t7 when the return torque before correction becomes “0” but at time t8 when the return torque after correction becomes “0”. Therefore, even if the return torque acquired from the engine ECU 5 is different from the actual torque, the clutch 2 is disengaged at an appropriate timing, so that no shock is generated.

  FIG. 5 shows a flowchart of the clutch disengagement process employed in this embodiment. This process is started by the transmission ECU 4 together with the start of torque reduction of the engine 1 at the time of shift speed switching.

  When this process is started, the transmission ECU 4 first obtains the return torque estimated by the engine ECU 5 and the operating position of the valve characteristic variable mechanism 10 in step S501. In the subsequent step S502, the transmission ECU 4 corrects the return torque based on the obtained operating position of the variable valve characteristic mechanism 10. In the engine 1 to which the present embodiment is applied, the engine torque increases as the valve overlap amount decreases or the valve lift amount of the intake valve decreases due to the operation of the variable valve characteristic mechanism 10 during torque reduction. To increase. Therefore, the return torque at this time is increased and corrected as the valve overlap amount is reduced or the valve lift amount of the intake valve is reduced.

  Thereafter, in step S503, the transmission ECU 4 checks whether or not the corrected return torque is equal to or less than “0”. The transmission ECU 4 repeats the processes of steps S501 to S503 until it is confirmed that the corrected return torque has been reduced to “0” or less. When the corrected return torque is reduced to “0” or less (S503: YES), the transmission ECU 4 outputs a command to the clutch actuator 11 to cause the clutch 2 to be disconnected in step S504. .

In this embodiment, the process of step S502 of the clutch disengagement process corresponds to the process performed by the “correction unit”.
According to the transmission control apparatus of the present embodiment described above, the following effects can be obtained.

  In the present embodiment, the transmission ECU 4 acquires the operating position of the valve characteristic variable mechanism 10 and disengages the return torque acquired from the engine ECU 5 according to the operating position when the clutch 2 is disengaged at the time of shifting the gear. To correct. Then, the disconnection timing of the clutch 2 is determined based on the corrected return torque. Therefore, even if the return torque roughly estimated by the engine ECU 5 deviates from the actual torque due to the operation of the valve characteristic variable mechanism 10 accompanying the torque reduction of the engine 1, the clutch 2 is disconnected at an appropriate timing when the engine torque has been lowered. Thus, the occurrence of a shock when the clutch is disengaged can be suitably prevented.

Each embodiment described above can also be implemented with the following modifications.
In the above embodiment, the engine ECU 5 calculates the approximate estimated value (return torque) of the engine torque based on the engine rotation speed and the intake air amount. The calculation can also be performed using the degree. However, when the engine 1 is configured to adjust the engine torque by changing the throttle opening, the return torque can be calculated using the intake air amount or the throttle opening. As described above, in an engine that adjusts the engine torque based on the fuel injection amount, it is necessary to calculate the return torque based on the engine speed and the fuel injection amount.

The block diagram which shows typically the structure of the control system of the vehicle to which the transmission control apparatus is applied about 1st Embodiment of this invention. The time chart which shows an example of the control aspect at the time of the speed change of the embodiment. The flowchart of the clutch cutting | disconnection process employ | adopted as the embodiment. The time chart which shows an example of the control aspect at the time of the speed change about 2nd Embodiment of this invention. The flowchart of the clutch cutting | disconnection process employ | adopted as the embodiment. The time chart which shows an example of the control aspect at the time of the gear shift about the conventional transmission control apparatus.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Clutch, 3 ... Mechanical automatic transmission, 4 ... Transmission ECU, 5 ... Engine ECU, 10 ... Valve characteristic variable mechanism, 11 ... Clutch actuator, 12 ... Transmission actuator, 13 ... Shift Lever device, 14 ... accelerator sensor, 15 ... vehicle speed sensor, 16 ... NE sensor, 17 ... throttle sensor, 18 ... air flow meter.

Claims (5)

An apparatus that performs shift control of a transmission that is drive-coupled via a clutch to an engine in which a valve characteristic variable mechanism that varies a valve characteristic of an engine valve is installed,
The transmission control device characterized in that the clutch disengagement timing at the time of shifting of the transmission is determined based on the estimated value of the engine torque acquired from the engine control device and the operating position of the valve characteristic variable mechanism. An apparatus for performing a shift control of a transmission that is drive-coupled via a clutch to an engine in which a valve characteristic variable mechanism that varies a valve characteristic of an engine valve is installed, the clutch being disengaged when the transmission is shifted In the transmission control device that determines the timing based on the estimated value of the engine torque acquired from the engine control device,
A transmission control apparatus comprising: a changing unit that acquires an operating position of the valve characteristic variable mechanism and changes a disconnection timing of the clutch according to the operating position. The changing means calculates a delay time according to the operating position, and determines a time point when the delay time has elapsed from the clutch disengagement timing determined based on the estimated value of the engine torque. The transmission control device according to claim 2, wherein the transmission timing is determined. An apparatus for performing a shift control of a transmission that is drive-coupled via a clutch to an engine in which a valve characteristic variable mechanism that varies a valve characteristic of an engine valve is installed, the clutch being disengaged when the transmission is shifted In the transmission control device that determines the timing based on the estimated value of the engine torque acquired from the engine control device,
A transmission control apparatus, comprising: correction means for acquiring an operating position of the valve characteristic variable mechanism and correcting the estimated value used for determining the clutch disengagement timing according to the operating position. The transmission control device according to any one of claims 1 to 4, wherein the transmission is a mechanical automatic transmission that performs an engagement / disengagement operation of the clutch and a switching operation of a shift stage by an actuator.

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