JP2015218896A - Automatic transmission control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic transmission control device capable of suppressing the maximum value of a vehicle front-rear G variation at a time of replacement gear change by disengagement of an engagement clutch and fastening of a friction clutch and suppressing gear change shock.SOLUTION: An automatic transmission control device comprises a gear change controller 21 implementing replacement gear change by disengagement of an engagement clutch 8c and fastening of a friction clutch 9c, an intended value of an engagement-clutch-disengagement-time transmission torque at a time of disengaging the engagement clutch 8c being offset from zero to a torque region side of either a first vehicle G variation characteristic α indicating a vehicle front-rear G variation when the engagement-clutch-disengagement-time transmission torque is a value in a positive torque region or a second vehicle G variation characteristic β indicating a vehicle front-rear G variation when the engagement-clutch-disengagement-time transmission torque is a value in negative torque region, and the engagement-clutch-disengagement-time transmission torque being made to match this offset intended value Tof the engagement-clutch-disengagement-time transmission torque.

Description

  The present invention relates to a control device for an automatic transmission that is provided in a drive system of a vehicle and has an engagement clutch and a friction clutch as replacement gear elements.

  Conventionally, in a stepped automatic transmission having an engagement clutch that is engaged when a low gear is selected as a speed change element and a friction clutch that is engaged when a high gear is selected, the friction clutch is slip-engaged when shifting to a high gear. A control device for an automatic transmission that releases an engagement clutch after changing torque transmission is known (see, for example, Patent Document 1).

JP 2010-188795

However, in the conventional automatic transmission control device, if the engagement clutch is released in a state where the transmission torque remains in the engagement clutch, the vehicle front-rear G acting on the vehicle fluctuates, and a shift shock occurs. There was a problem that occurred.
In other words, at the time of the shifting shift of the speed change element, by increasing the transmission torque of the friction clutch, the transmission torque of the engagement clutch is decreased, and the transmission torque sharing ratio of both is changed. At this time, if the engagement clutch is released before the engagement clutch transmission torque becomes zero, the engagement clutch is released in a state where a positive torque is transmitted. On the other hand, if the engagement clutch is not released even when the engagement clutch transmission torque becomes zero, the engagement clutch starts to transmit negative torque. That is, even when the transmission torque when releasing the engagement clutch is a positive torque or a negative torque, the vehicle front-rear G fluctuation occurs, and a shift shock occurs.

  The present invention has been made paying attention to the above problems, and provides a control device for an automatic transmission that can suppress a shift shock that acts on a vehicle at the time of a shifting shift by releasing an engagement clutch and fastening a friction clutch. The purpose is to provide.

In order to achieve the above object, the present invention provides an automatic transmission having an engagement clutch and a friction clutch as shift elements provided in a drive system of a vehicle, and releasing the engagement clutch and the friction clutch when a shift is requested. In the automatic transmission control device, the shift control unit includes a variation width setting unit, a vehicle G variation characteristic setting unit, and a transmission torque target value setting unit. And an engagement clutch release command control unit.
The variation width setting unit sets the transmission torque when the engagement clutch is released when the target value of the transmission torque when the engagement clutch is released, which is the engagement clutch transmission torque when the engagement clutch is released, is set to zero. Set the variation width.
The vehicle G fluctuation characteristic setting unit is configured such that the first vehicle G fluctuation characteristic indicating the front and rear G fluctuation when the engagement clutch release torque is in a positive torque range and the engagement clutch release torque is negative. A second vehicle G variation characteristic indicating a vehicle front-rear G variation at a torque region value is set.
The transmission torque target value setting unit sets the target value of the transmission torque at the time of releasing the engagement clutch from zero when the slope of the first vehicle G fluctuation characteristic is different from the slope of the second vehicle G fluctuation characteristic. The first vehicle G variation characteristic and the second vehicle G variation characteristic are offset to the torque region side having the smaller inclination.
The engagement clutch release command control unit is configured to cause the engagement clutch release time transmission torque to coincide with the target value of the engagement clutch release time transmission torque offset by the transmission torque target value setting unit. Is output.

Therefore, in the automatic transmission control device according to the present invention, when the slopes of the first and second vehicle G fluctuation characteristics are different at the time of shifting the shifting element by releasing the engaging clutch and fastening the friction clutch, The target value of the transmission torque at the time of release is offset from zero to the torque region side with the smaller inclination of the vehicle G fluctuation characteristics. Then, an engagement clutch release command for causing the engagement clutch release time transmission torque to coincide with the target value of the offset engagement clutch release time transmission torque is output.
Therefore, the maximum value of the vehicle front-rear G variation can be reduced as compared with the case where the target value of the transmission torque at the time of releasing the engagement clutch is set to zero.
That is, when the target value of the engagement clutch release torque is set to zero, the vehicle front-rear G fluctuation when the engagement clutch release torque varies on the torque region side where the gradient of the vehicle G fluctuation characteristic is larger. The maximum value is larger than the maximum value of the vehicle front-rear G variation when the transmission torque at the time of releasing the engagement clutch varies toward the torque region where the gradient of the vehicle G variation characteristic is smaller.
On the other hand, the target value of the transmission torque at the time of releasing the engagement clutch is offset from zero to the torque region side with the smaller inclination in the vehicle G fluctuation characteristics. As a result, the maximum value of the vehicle front-rear G fluctuation when the engagement clutch disengagement transmission torque varies to the torque region side where the inclination of the vehicle G fluctuation characteristic is larger is zero, and the target value of the engagement clutch disengagement transmission torque is zero. It can be lower than when set to.
As a result, the maximum value of the vehicle front-rear G fluctuation can be reduced at the time of the shifting shift by releasing the engagement clutch and fastening the friction clutch, and the shift shock acting on the vehicle can be suppressed.

1 shows a drive system configuration and a control system configuration of an electric vehicle (a type of vehicle) to which an automatic transmission control device according to a first embodiment is applied. It is a control block diagram which shows the detailed structure of the speed change control system using the 1st electric actuator and 2nd electric actuator of Example 1. FIG. It is an example of the map which shows the 1st vehicle G fluctuation characteristic and the 2nd vehicle G fluctuation characteristic in Example 1. It is explanatory drawing which shows the vehicle front-back G fluctuation | variation with respect to the transmission torque at the time of the engagement clutch release in Example 1. FIG. It is an example of the target value of the transmission torque when the engagement clutch is released after the offset in the first embodiment. 6 is a flowchart showing a flow of an upshift engagement clutch release command output control process executed in the first embodiment. It is a schematic diagram which shows the torque transmission path | route in the automatic transmission of Example 1, (a) shows the time of low gear stage selection, (b) shows the middle of transmission torque transfer to the high gear stage, (c) Indicates the end of transfer torque transfer to the friction clutch. It is a time chart which shows each characteristic of the motor torque at the time of upshift, friction clutch transmission torque, and engagement clutch transmission torque. It is a schematic diagram which shows the relationship between an engagement clutch release timing and transmission torque, (a) shows when the release timing is early, and (b) shows when the release timing is late. It is another 1st example after offsetting the target value of the transmission torque at the time of engagement clutch release. It is another 2nd example after offsetting the target value of the transmission torque at the time of engagement clutch release. It is another 3rd example after offsetting the target value of the transmission torque at the time of engagement clutch release.

  Hereinafter, a mode for carrying out an automatic transmission control device of the present invention will be described based on a first embodiment shown in the drawings.

Example 1
First, the configuration of the control device for the automatic transmission according to the first embodiment will be described by dividing it into “the overall system configuration”, “the detailed configuration of the shift control system”, and “the up-shift engagement clutch release command output control processing configuration”. .

[Overall system configuration]
FIG. 1 shows a drive system configuration and a control system configuration of an electric vehicle (a type of vehicle) to which the control device for an automatic transmission according to the first embodiment is applied. The overall system configuration will be described below with reference to FIG.

  As shown in FIG. 1, the drive system configuration of the electric vehicle includes a drive motor generator 2, an automatic transmission 3, and drive wheels 14.

  The drive motor generator 2 is mainly used as a drive motor, and its motor shaft is connected to the transmission input shaft 6 of the automatic transmission 3.

  The automatic transmission 3 is a constantly meshing stepped transmission that transmits power by one of two gear pairs having different gear ratios, and has a high gear stage (high speed stage) with a small reduction ratio and a low gear stage with a large reduction ratio. Two-speed transmission having (low speed) is used. The automatic transmission 3 is used for shifting when the motor power is output from the driving motor generator 2 through the transmission input shaft 6 and the transmission output shaft 7 in order, and a low-side transmission mechanism 8 for realizing a low speed stage. It is comprised by the high side transmission mechanism 9 which implement | achieves a high-speed stage. Here, the transmission input shaft 6 and the transmission output shaft 7 are arranged in parallel.

  The low-side transmission mechanism 8 is for selecting a low-side transmission path when the motor power is output, and is disposed on the transmission output shaft 7. The low-side transmission mechanism 8 is configured to synchronize / release the gear 8a with respect to the transmission output shaft 7 so that the low-speed gear pair (gear 8a, gear 8b) is drivingly coupled between the transmission input / output shafts 6 and 7. The engagement clutch 8c performs the above. Here, the low-speed gear pair includes a gear 8 a that is rotatably supported on the transmission output shaft 7, and a gear 8 b that meshes with the gear 8 a and rotates together with the transmission input shaft 6.

  The high-side transmission mechanism 9 is for selecting a high-side transmission path when the motor power is output, and is disposed on the transmission input shaft 6. The high-side transmission mechanism 9 is configured to frictionally engage / release the gear 9a with respect to the transmission input shaft 6 so that the high-speed gear pair (gear 9a, gear 9b) is drivingly coupled between the transmission input / output shafts 6 and 7. It is comprised by the friction clutch 9c which performs. Here, the high-speed gear pair includes a gear 9 a rotatably supported on the transmission input shaft 6 and a gear 9 b that meshes with the gear 9 a and rotates together with the transmission output shaft 7.

  The transmission output shaft 7 fixes a gear 11 and drives and couples a differential gear device 13 to the transmission output shaft 7 through a final drive gear set including the gear 11 and a gear 12 meshing with the gear 11. . As a result, the motor power of the drive motor generator 2 that has reached the transmission output shaft 7 passes through the final drive gear set (gears 11 and 12) and the differential gear device 13 and the left and right drive wheels 14 (in FIG. (Only the drive wheels are shown). Further, a park gear 17 is fixed to the transmission output shaft 7 on the opposite side of the gear 11, and a parking pole 18 provided in a transmission case (not shown) that can mesh with the park gear 17 is disposed. That is, when the P range position is selected, the parking pole 18 is meshed with the park gear 17 by the first electric actuator 41 shared with the actuator of the engagement clutch 8c, so that the transmission output shaft 7 is not rotated. To do.

  As shown in FIG. 1, the control system configuration of the electric vehicle includes a shift controller 21, a vehicle speed sensor 22, an accelerator opening sensor 23, a vehicle front / rear G sensor 24, a slider position sensor 25, a sleeve position sensor 26, and the like. ing. In addition, a motor controller 27, an integrated controller 28, a CAN communication line 29, a motor rotation speed sensor 30, and a transmission output rotation speed sensor 31 are provided.

The shift controller 21 (shift control means) is constituted by a microcomputer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a backup memory, and an input / output interface circuit. The shift controller 21 outputs a shift request based on vehicle speed information from the vehicle speed sensor 22, accelerator opening information from the accelerator opening sensor 23, and a shift map (not shown).
That is, in the state where the engagement gear 8c is engaged and the friction clutch 9c is disengaged and the low gear stage is selected, the operating point depending on the vehicle speed and the accelerator opening is the upshift in the first speed region and the second speed region of the shift map. When the line is crossed, an upshift request is output and the upshift is performed to the high gear stage. As a result, the transmission controller 21 performs replacement control by releasing the engagement clutch 8c and engaging the friction clutch 9c. Further, in a state where the engagement clutch 8c is disengaged and the friction clutch 9c is frictionally engaged and the high gear stage is selected, the operating point according to the vehicle speed and the accelerator opening is the downshift line of the second speed region and the first speed region of the shift map When the vehicle crosses, a downshift request is output and the downshift is performed to the low gear stage. As a result, the transmission controller 21 performs switching control by meshing engagement of the engagement clutch 8c and release of the friction clutch 9c.

  The motor rotation speed sensor 30 is a sensor that detects the output rotation speed of the drive motor generator 2, and here detects the rotation speed of the transmission input shaft 6. That is, the rotation speed (motor rotation speed) of the drive motor generator 2 is the input rotation speed to the fastening elements (engagement clutch 8c, friction clutch 9c) of the automatic transmission 3.

  The transmission output rotational speed sensor 31 is a sensor that detects the output rotational speed of the automatic transmission 3, and here detects the rotational speed of the transmission output shaft 7. That is, the rotational speed of the transmission output shaft 7 (transmission output rotational speed) is the output rotational speed of the fastening elements (engagement clutch 8c, friction clutch 9c) of the automatic transmission 3. When the friction clutch 9c is slip-engaged, the differential rotation of the friction clutch 9c can be calculated from the difference between the motor rotation speed and the transmission output rotation speed.

[Detailed configuration of shift control system]
FIG. 2 shows a detailed configuration of the shift control system of the first embodiment. The detailed configuration of the shift control system will be described below with reference to FIG.

  As shown in FIG. 2, the shift control system of the electric vehicle control system includes an engagement clutch 8c, a friction clutch 9c, a park gear 17, a drive motor generator 2, a shift controller 21, It has. That is, the engagement clutch 8c, the friction clutch 9c, the park gear 17, and the drive motor generator 2 are controlled, and are controlled by commands from the transmission controller 21 according to conditions.

The engagement clutch 8c is a clutch by meshing engagement having a rotation synchronization mechanism, and includes a clutch gear 8d provided on the gear 8a, a clutch hub 8e coupled to the transmission output shaft 7, and a coupling sleeve 8f. (See FIG. 1). Then, by driving the coupling sleeve 8f by the first electric actuator 41, the clutch gear 8d and the clutch hub 8e are engaged and disengaged through the coupling sleeve 8f.
Since the gear 8 a meshes with the gear 8 b that rotates together with the transmission input shaft 6, the clutch gear 8 d provided on the gear 8 a is connected to the transmission input shaft 6. That is, when the clutch gear 8d and the clutch hub 8e are engaged and engaged, the transmission input shaft 6 and the transmission output shaft 7 are connected.

  The meshing engagement and release of the engagement clutch 8c is determined by the position of the coupling sleeve 8f. The shift controller 21 reads the value of the sleeve position sensor 26 and applies a current to the first electric actuator 41 so that the position of the coupling sleeve 8f is in the meshing engagement position or the release position. For example, a position servo system by PID control) is provided. When the coupling sleeve 8f is in the meshing position shown in FIG. 1 meshed with both the clutch gear 8d and the outer peripheral clutch teeth of the clutch hub 8e, the gear 8a is drivingly connected to the transmission output shaft 7. On the other hand, when the coupling sleeve 8f is displaced in the axial direction from the position shown in FIG. 1 and is in a non-engagement position with one of the outer peripheral clutch teeth of the clutch gear 8d and the clutch hub 8e, the gear 8a is moved to the transmission output shaft 7. Disconnect from.

  The friction clutch 9c has a driven plate 9d that rotates with the gear 9a and a drive plate 9e that rotates with the transmission input shaft 6 (see FIG. 1). Then, the second electric actuator 42 engages / releases friction by driving the slider 9f that applies pressing force to the plates 9d and 9e. The friction clutch 9c rotates integrally with the transmission input shaft 6 to drive-couple the gear 9a to the transmission input shaft 6 when the clutch friction is engaged, and between the gear 9a and the transmission input shaft 6 when the clutch is released. Disconnect the drive connection.

  The transmission torque capacity of the friction clutch 9c is determined by the position of the slider 9f, and the slider 9f is a screw mechanism. When the input of the second electric actuator 42 is zero, the position is maintained. . The shift controller 21 reads the value of the slider position sensor 25 and supplies a current to the second electric actuator 42 so as to obtain a slider position where a desired transmission torque capacity can be obtained (for example, PID control). Position servo system).

  When the P gear position (non-traveling range position) is selected, the park gear 17 is engaged with the parking pole 18 by the first electric actuator 41 that also serves as the engagement clutch 8c, so that the transmission output shaft 7 does not rotate. Fix the case. That is, the first electric actuator 41 manages the operation of the three positions of the engagement position of the engagement clutch 8c, the non-engagement position of the engagement clutch 8c, and the engagement position of the park gear 17.

  The drive motor generator 2 is torque controlled or rotational speed controlled by a motor controller 27 to which a command from the transmission controller 21 is input. That is, when the motor controller 27 receives a motor torque capacity command, a torque limit command, or an input / output rotation synchronization command from the speed change controller 21, the output rotational speed and output torque of the drive motor generator 2 are controlled based on these commands. Is done.

  The shift controller 21 includes a variation width setting unit 21a, a vehicle G variation characteristic setting unit 21b, a maximum vehicle G variation calculation unit 21c, a transmission torque target value setting unit 21d, and an engagement clutch release command control unit 21e. And have.

When the target value of the engagement clutch transmission torque when the engagement clutch 8c is released (hereinafter referred to as "transmission torque when the engagement clutch is released") is set to zero, the variation width setting unit 21a It is an arithmetic circuit for setting a variation width of the transmission torque at the time of releasing the engagement clutch, which is a combination of the variation amount on the positive torque region side and the variation amount on the negative torque region side of the release torque.
Here, the “target value of the engagement clutch releasing torque” is a target value of the engagement clutch transmission torque at the timing of releasing the engagement clutch 8c.
The variation width setting unit 21a experimentally obtains the variation width of the transmission torque when the engagement clutch is released.

Further, in the variation width setting unit 21a, the variation width of the transmission torque at the time of releasing the engagement clutch is set such that the torque control variation of the driving motor generator 2 provided in the drive system of the vehicle, the transmission torque variation of the friction clutch 9c, This is determined in consideration of at least one of the release time variation of the engagement clutch 8c.
When learning control is performed on the transmission torque variation of the friction clutch 9c, the variation range of the transmission torque when the engagement clutch is released is obtained after the learning control is converged. Further, when the vehicle is started with the ignition key-on operation, the variation width of the transmission torque when the engagement clutch is released is obtained after the traveling environment is stabilized.

As shown in FIG. 3, the vehicle G fluctuation characteristic setting unit 21 b includes a first vehicle G fluctuation characteristic α indicating a vehicle front-rear G fluctuation when the engagement clutch disengagement transmission torque is a positive torque region value, and an engagement. 2 is a calculation circuit for setting a second vehicle G variation characteristic β indicating a vehicle front-rear G variation when the clutch-disengaged transmission torque is a value in a negative torque region.
Here, the vehicle front-rear G variation when the engagement clutch release torque is a positive torque region value and the vehicle front-rear G variation when the engagement clutch release torque is a negative torque region value are Even if the absolute value of the transmission torque at the time of releasing the clutch is the same, it becomes different.
That is, the sensitivity of the vehicle G fluctuation is greater with respect to the value in the positive torque region when the engagement clutch release torque is in the negative torque region. Therefore, the slope θ ₂ of the second vehicle G fluctuation characteristic β is larger than the slope θ _{1 of} the first vehicle G fluctuation characteristic α.

The maximum vehicle G fluctuation calculation unit 21c calculates a maximum value of the vehicle G fluctuation (hereinafter referred to as “vehicle G fluctuation maximum value”) when the target value of the transmission torque when the engagement clutch is released is set to zero. It is.
That is, as shown in FIG. 4, the vehicle front-rear G variation with respect to the engagement clutch releasing torque can be obtained based on the first vehicle G variation characteristic α or the second vehicle G variation characteristic β. On the other hand, the transmission torque when the engagement clutch is released has a variation range. Therefore, as shown in FIG. 4, even if the target value of the engagement clutch release torque is set to zero, for example, if the actual engagement clutch release torque is “a”, the vehicle longitudinal G variation Becomes “x”, and if the actual engagement clutch release torque is “b”, the vehicle front-rear G variation is “y”. That is, since the actual transmission torque at the time of releasing the engagement clutch varies, even if the target value of the transmission torque at the time of releasing the engagement clutch is zero, the generated vehicle front-rear G variation becomes a different value. The maximum vehicle G fluctuation calculation unit 21c calculates a vehicle G fluctuation maximum value “G _max ” that is the maximum value of the vehicle front and rear G fluctuations that occur when the actual engagement clutch disengagement transmission torque varies most. Ask.

As shown in FIG. 5, the transmission torque target value setting unit 21d sets the target value T of the transmission torque at the time of releasing the engagement clutch from zero to the first vehicle G variation characteristic α and the second vehicle G variation characteristic β. This is an arithmetic circuit for setting an offset to the transmission torque region side (here, the positive torque region side) when the engagement clutch is released with the smaller inclination.
In FIG. 5, the variation width of the transmission torque when the engagement clutch is released when the target value T is set to zero is indicated by a broken line, and the engagement clutch is released when the target value T is offset from zero to the positive torque region side. The variation width of the hourly transmission torque is indicated by a solid line.
Here, the vehicle front-rear G fluctuation that occurs when the actual engagement clutch disengagement transmission torque varies most is less than the preset allowable value _Gth, and the actual engagement clutch disengagement transmission torque is The vehicle front-rear G fluctuation when the variation is most in the positive torque region side (when the transmission torque when the engagement clutch is released = a1) and the actual transmission torque when the engagement clutch is released are most varied in the negative torque region side (the relationship The target value T is offset so that the vehicle front-rear G fluctuation at the time of disengagement clutch release torque = b1) becomes the same value.
Here, the “allowable value G _th ” is the maximum value of the vehicle G fluctuation that the driver can tolerate (does not make it uncomfortable), and is obtained through experiments or the like. Further, the “vehicle G fluctuation” is the maximum value of the fluctuation range of the front and rear G of the vehicle that occurs at the time of shifting.
Further, “the vehicle front-rear G fluctuation that occurs when the actual transmission torque at the time of releasing the engagement clutch varies most” is the maximum value of the vehicle front-rear G fluctuation that occurs when the engagement clutch 8 c is released. In addition, “the vehicle front-rear G fluctuation when the actual transmission torque when the engagement clutch is released varies most toward the positive torque region” occurs when the transmission torque when the engagement clutch is released varies toward the positive torque region. This is the maximum value of the vehicle front-rear G variation. Further, “the vehicle front-rear G fluctuation when the actual transmission torque at the time of releasing the engagement clutch varies most toward the negative torque region” occurs when the transmission torque at the time of release of the engagement clutch varies toward the negative torque region. This is the maximum value of the vehicle front-rear G variation.

The engagement clutch release command control unit 21e is an arithmetic circuit that outputs an engagement clutch release command for releasing the engagement clutch 8c. Here, the engagement clutch release command control unit 21e issues an engagement clutch release command for making the engagement clutch release torque zero when the vehicle G fluctuation maximum value G _max is equal to or _smaller than a preset allowable value _Gth. Output. Further, when the vehicle G fluctuation maximum value G _max exceeds a preset allowable value G _th , an engagement clutch release command for matching the engagement clutch release torque to the target value after being offset to the positive torque region side. Is output.
Here, “to output an engagement clutch release command for setting the transmission torque when the engagement clutch is released to zero” means that the engagement clutch 8c is released at the timing when the transmission torque when the engagement clutch is released becomes zero. This is to output a clutch release command. The “timing at which the transmission torque when the engagement clutch is released becomes zero” is a timing at which the transmission torque of the friction clutch 9c coincides with the output torque of the drive motor generator 2 that is the transmission input torque.
In addition, “outputting an engagement clutch release command to make the transmission torque when the engagement clutch is released coincide with the target value after being offset to the positive torque region side” means that the transmission torque when the engagement clutch is released is offset. An engagement clutch release command for releasing the engagement clutch 8c is output at the timing when the target value T is reached.

[Up-shifting engagement clutch release command output control processing configuration]
FIG. 6 is a flowchart showing a flow of an upshift engagement clutch release command output control process executed in the first embodiment. In the following, each step representing an upshift engagement clutch release command output control processing configuration will be described with reference to FIG.

In step S1, it is determined whether an upshift request has been output based on the vehicle speed and the accelerator opening. If YES (upshift requested), the process proceeds to step S2. If NO (no upshift request), step S1 is repeated.
Here, the up-shift request is performed when the low gear stage in which the engagement clutch 8c is engaged and the friction clutch 9c is released is selected, and the operating point based on the vehicle speed and the accelerator opening is the first speed region of the shift map. Output when crossing the upshift line in the 2nd speed region.

In step S2, following the determination that there is an upshift request in step S1, a variation width of the engagement clutch release torque when the target value of the engagement clutch release torque is set to zero is set. Proceed to S3.
Here, the learning control of the transmission torque variation of the friction clutch 9c is converged, and after the vehicle is started due to the ignition key-on operation, after the running environment is stabilized, the variation width of the engagement clutch releasing transmission torque is set. Further, the variation range of the transmission torque at the time of releasing the engagement clutch includes the variation in torque control of the drive motor generator 2 provided in the drive system of the vehicle, the transmission torque variation of the friction clutch 9c, and the release time of the engagement clutch 8c. This is determined in consideration of at least one of variation.

In step S3, following the setting of the variation width of the transmission torque at the time of releasing the engagement clutch in step S2, the first vehicle G variation characteristic α and the second vehicle G variation characteristic β shown in FIG. 3 are set, and the process proceeds to step S4. .
Here, the first vehicle G variation characteristic α is set by the following equation (1), and the second vehicle G variation characteristic β is set by the following equation (2). The constant a1 in the formula (1) and the constant a2 in the formula (2) are obtained experimentally.
Vehicle front-rear G fluctuation = a1 × engagement clutch release torque (1)
Vehicle front-rear G fluctuation = a2 × engagement clutch release torque (2)
Further, in the first vehicle G fluctuation characteristic α and the second vehicle G fluctuation characteristic β, the slope θ ₂ of the second vehicle G fluctuation characteristic β is larger than the slope θ _{1 of} the first vehicle G fluctuation characteristic α. .

In step S4, following the setting of the first vehicle G variation characteristic and the second vehicle G variation characteristic in step S3, the variation width of the transmission torque at the time of releasing the engagement clutch set in step S2 and the step S3 are set. Based on the first vehicle G variation characteristic α and the second vehicle G variation characteristic β, the vehicle G variation maximum value G _max when the target value of the transmission torque at the time of releasing the engagement clutch is set to zero is calculated, step S5 Proceed to

In step S5, following the calculation of the vehicle G fluctuation maximum value in step S4, it is determined whether or not the vehicle G fluctuation maximum value _Gmax obtained in step S4 is equal to or less than a preset allowable value _Gth . If YES (G _max ≦ G _th ), the process proceeds to step S6. If NO (G _max > G _th ), the process proceeds to step S7.

In step S6, following the determination of G _max ≦ G _th in step S5, an engagement clutch release command for setting the engagement clutch release torque to zero is output, and the process proceeds to the end. As a result, an engagement clutch release command for releasing the engagement clutch 8c is output at a timing when the transmission torque when the engagement clutch is released becomes zero.

In step S7, following the determination of G _max > G _th in step S5, the target value T of the engagement clutch disengagement transmission torque is changed from zero to the first vehicle G variation characteristic and the second vehicle G variation characteristic. The offset is set to the torque region side (here, the positive torque region side) with the smaller inclination, and the process proceeds to step S8.
Here, the vehicle front-rear G variation when the maximum value of the vehicle front-rear G variation is _less than the allowable value G _th and the actual engagement clutch disengagement transmission torque varies most toward the positive torque region side, and the actual engagement clutch The target value T is offset so that the vehicle front-rear G fluctuation when the release-time transmission torque is most varied on the negative torque region side becomes the same value.

  In step S8, following the setting of the target value offset in step S7, an engagement clutch release command for matching the target torque value after the engagement clutch release torque is offset is output, and the process proceeds to the end. As a result, an engagement clutch release command for releasing the engagement clutch 8c is output at a timing when the transmission torque when the engagement clutch is released becomes zero.

Next, the operation will be described.
First, “variation in transmission torque at the time of disengagement of the clutch and its problem” will be described, and subsequently, the vehicle G variation suppressing action in the control device for the automatic transmission according to the first embodiment will be described.

[Dispersion of transmission torque during engagement clutch release and its problems]
FIGS. 7A and 7B are schematic diagrams showing torque transmission paths in the automatic transmission of the first embodiment, in which FIG. 7A shows the time when the low gear is selected, and FIG. 7B shows the process of changing the transmission torque to the high gear. , (C) shows the end of transfer torque transfer to the friction clutch. FIG. 8 is a time chart showing characteristics of the motor torque, the friction clutch transmission torque, and the engagement clutch transmission torque during the upshift. FIG. 9 is a schematic diagram showing the relationship between the engagement clutch release timing and the transmission torque, where (a) shows when the release timing is early, and (b) shows when the release timing is late.

  In the automatic transmission 3 according to the first embodiment, when the low gear is selected (before the upshift is started), as shown in FIG. 7A, the engagement clutch 8c is engaged and the friction clutch 9c is released. Therefore, the output torque (motor torque) of the drive source motor generator 2 is transmitted to the drive wheels 14 only through the engagement clutch 8c. That is, the motor torque, the transmission torque of the engagement clutch 8c (engagement clutch transmission torque), and the torque input to the drive wheels 14 (transmission output torque) have the same magnitude.

When an upshift request is output when the low gear is selected, replacement control is performed by releasing the engagement clutch 8c and engaging the friction clutch 9c.
At this time, as shown in FIG. 8, the shift start time (time t ₁ point in FIG. 8), increases the transmission torque of the friction clutch 9c release state (friction clutch transmission torque). That is, as shown in FIG. 7B, the motor torque is transmitted to the drive wheel 14 through both the engagement clutch 8c and the friction clutch 9c.
Here, the motor torque, which is the torque input to the automatic transmission 3, and the torque (transmission output torque) output from the automatic transmission 3 and input to the drive wheels 14 have the same magnitude. That is, the sum of the engagement clutch transmission torque and the friction clutch transmission torque is the motor torque (= transmission output torque). Therefore, as shown in FIG. 8, when the friction clutch transmission torque increases, the engagement clutch transmission torque relatively decreases, and the transmission torque sharing ratio in the friction clutch 9c is higher than the transmission torque sharing ratio in the engagement clutch 8c. It gradually becomes dominant.

Then, at time t ₂ point shown in FIG. 8, when the motor torque and the friction clutch transmission torque coincide, as shown in FIG. 7 (c), the transmission torque of which the engagement clutch 8c is entered is zero, The motor torque is transmitted to the drive wheel 14 only through the friction clutch 9c.
Then, when releasing the engagement clutch 8c at time t ₂ time, the transmission torque at the engaging clutch release becomes zero, without variation of the transmission output torque is generated, the vehicle longitudinal G change occurs Absent.

However, even if the release command is output so that the transmission torque when the engagement clutch is released becomes zero, the actual transmission torque when the engagement clutch is released varies with the control of the motor torque, the friction clutch transmission torque, Variations occur due to variations in the release time of the clutch 8c.
Therefore, when the engagement clutch 8c is released, a vehicle front-rear G variation occurs, and a shift shock occurs.

That is, as shown in FIG. 9 (a), thereby releasing the engagement clutch 8c at a timing earlier than the time t ₂ when, in the state that convey the engagement clutch 8c positive torque ([Delta] T) Yes, the transmission torque of the friction clutch 9c is a value obtained by subtracting the engagement clutch transmission torque ΔT from the motor torque T (T−ΔT).
If the engagement clutch 8c is released in this state, the torque transmitted when the engagement clutch is released becomes a value in the positive torque region, and the torque (transmission output torque) transmitted to the drive wheels 14 changes suddenly. A vehicle front-rear G variation occurs.

Further, as shown in FIG. 9 (b), the thus releasing the engagement clutch 8c at a timing later than the time t ₂ time, begins to transmit negative torque in the engagement clutch 8c (-.DELTA.T). Further, the friction clutch transmission torque at this time is obtained by subtracting the engagement clutch transmission torque −ΔT from the motor torque T in order to match the torque balance, that is, adding the absolute value of the engagement clutch transmission torque −ΔT to the motor torque T. (T + ΔT).
If the engagement clutch 8c is released in this state, the torque transmitted when the engagement clutch is released becomes a value in the negative torque region, and the torque (transmission output torque) transmitted to the drive wheels 14 changes suddenly. A vehicle front-rear G variation occurs.

[Vehicle G fluctuation suppression effect]
FIG. 10 shows the maximum value of the vehicle front-rear G fluctuation when the target value of the transmission torque when the engagement clutch is released is zero, and the maximum value of the vehicle front-rear G fluctuation when the target value of the transmission torque when the engagement clutch is released is offset. It is explanatory drawing which shows a value. Hereinafter, the vehicle G fluctuation suppressing action of the first embodiment will be described with reference to FIG.

In the automatic transmission control apparatus according to the first embodiment, when an upshift request is output when the low gear is selected, in the flowchart shown in FIG. 6, the process proceeds from step S1 to step S2 to step S3, and when the engagement clutch is released. The variation width of the transmission torque, the first vehicle G fluctuation characteristic α, and the second vehicle G fluctuation characteristic β are obtained.
Here, the time when the transmission torque when the engagement clutch is released becomes a value in the positive torque region is when the engagement clutch 8c is released before the transmission torque when the engagement clutch is released becomes zero. That is, as shown in FIG. 9A, when the friction clutch transmission torque is smaller than the motor torque by ΔT, the engagement clutch 8c is released. As a result, the transmission output torque decreases momentarily, and a vehicle longitudinal G variation such as torque loss occurs.
On the other hand, when the engagement clutch release torque becomes a value in the negative torque region, the engagement clutch 8c is released after the engagement clutch release torque becomes zero. That is, as shown in FIG. 9B, when the friction clutch transmission torque is larger than the motor torque by ΔT, the engagement clutch 8c is released. For this reason, the transmission output torque increases momentarily, and a vehicle front-rear G variation such as a push-up shock occurs.
And, in the vehicle longitudinal G variation such as this torque loss and the vehicle longitudinal G variation such as a push-up shock, the sensitivity of the latter is greater, and the slope θ _{1 of} the first vehicle G variation characteristic α is greater than The inclination θ ₂ of the second vehicle G fluctuation characteristic β is larger.

Subsequently, the process proceeds to step S4, and the vehicle G fluctuation maximum value G _max is obtained based on the variation width of the transmission torque when the engagement clutch is released, the first vehicle G fluctuation characteristic α, and the second vehicle G fluctuation characteristic β. That is, in FIG. 10, when the target value T of the engagement torque when the engagement clutch is released is set to zero, the variation width of the engagement torque when the engagement clutch is released is shown by a broken line. The vehicle G fluctuation maximum value G _{max at} this time is the vehicle front and rear G fluctuation fluctuation according to the engagement clutch release transmission torque “b2” when the engagement clutch release transmission torque varies most toward the negative torque region side. The maximum value is “G _max 1”.

Then, the process proceeds to step S5, whether the vehicle G variation maximum value _{G max} (in FIG. 10 vehicle longitudinal G variation _{"G max} 1") is equal to or less than the allowable value _{G th} set in advance is _{determined, G max>} If it is _Gth , the _routine proceeds to step S7, where the target value of the transmission torque at the time of releasing the engagement clutch is offset from zero by Δt toward the positive torque region where the gradient of the vehicle G fluctuation characteristic is small.
That is, the target value T of the transmission torque at the time of releasing the engagement clutch is offset to T ^* shown in FIG.

As a result, as shown by the solid line in FIG. 10, the variation width of the transmission torque when the engagement clutch is released is offset to the positive torque region side by Δt, and the transmission torque when the engagement clutch is released is on the negative torque region side. The transmission torque at the time of releasing the engagement clutch at the time of the most variation is “b3 (= b2−Δt)”.
Therefore, the maximum value “G _max 2” of the vehicle front-rear G variation according to the engagement clutch release torque “b3” is the maximum value of the vehicle front-rear G variation according to the engagement clutch release torque “b2”. The value is smaller than “G _max 1” by ΔG.

  As a result, the maximum value of the vehicle front-rear G fluctuation when the engagement clutch 8c is released can be reduced, and a shift shock that acts on the vehicle during upshifting by releasing the engagement clutch 8c and engaging the friction clutch 9c can be reduced. Can be suppressed.

In addition, when the engagement clutch is released when the target value T of the engagement clutch release torque is set to zero by offsetting the variation width of the transfer torque at release of the engagement clutch toward the positive torque region by Δt. Transmission when the engagement clutch is released when the transmission torque is offset to the target value T ^{* of the} transmission torque when the engagement clutch is released rather than the transmission torque “a2” when the engagement clutch is released when the transmission torque is most varied to the positive torque region side The engagement clutch disengagement transmission torque “a3” when the torque varies most to the positive torque region side is larger by Δt.
However, here, the slope θ ₂ of the second vehicle G fluctuation characteristic β is larger than the slope θ _{1 of} the first vehicle G fluctuation characteristic α. Therefore, the amount of increase in the maximum value of the vehicle longitudinal G variation obtained based on the first vehicle G variation characteristic α is smaller than the amount of decrease in the maximum value of the vehicle longitudinal G variation obtained based on the second vehicle G variation characteristic β. Is smaller.
Thus, when the target value of the transmission torque at the time of releasing the engagement clutch is offset by Δt from zero to the positive torque region side where the gradient of the vehicle G fluctuation characteristic is small, the vehicle longitudinal G fluctuation when releasing the engagement clutch 8c. The maximum value of can be prevented from increasing.
That is, the maximum value of the vehicle front-rear G fluctuation when releasing the engagement clutch 8c can be appropriately reduced.

Further, in the first embodiment, as shown in FIG. 5, the vehicle front-rear G variation that occurs when the actual transmission torque at the time of clutch release varies most is less than the preset allowable value _Gth. The target value of the transmission torque when the clutch is released is offset.
Therefore, it is possible to appropriately reduce the shift shock that occurs when the engagement clutch 8c is released, and to prevent the driver from feeling the shock.

Further, in the first embodiment, as shown in FIG. 5, the vehicle front-rear G fluctuation when the actual engagement clutch disengagement transmission torque varies most toward the positive torque region side, and the actual engagement clutch disengagement transmission torque. The target value of the transmission torque at the time of releasing the engagement clutch is offset so that the vehicle front-rear G variation when V is most varied on the negative torque region side becomes the same value.
Therefore, the maximum value of the vehicle front-rear G fluctuation when releasing the engagement clutch 8c can be reduced to the maximum, and the shift shock can be further reduced.

Moreover, in the first embodiment, when learning control is performed on the transmission torque variation of the friction clutch 9c, the variation width of the transmission torque when the engagement clutch is released is obtained after the learning control is converged. Further, when the vehicle is started with the ignition key-on operation, the variation range of the torque transmitted when the engagement clutch is released is obtained after the traveling environment is stabilized.
Therefore, it is possible to improve the accuracy of setting the variation width of the transmission torque when the engagement clutch is released, and it is possible to more appropriately reduce the shift shock that occurs when the engagement clutch 8c is released.

In the first embodiment, the variation range of the transmission torque when the engagement clutch is released is divided into the torque control variation of the drive motor generator 2 provided in the drive system of the vehicle, the transmission torque variation of the friction clutch 9c, and the engagement clutch. This is determined in consideration of at least one of the release time variations of 8c.
Therefore, it is possible to improve the setting accuracy of the variation width of the transmission torque when the engagement clutch is released, and to further appropriately reduce the shift shock that occurs when the engagement clutch 8c is released.

Further, in the first embodiment, when the maximum value of the vehicle front-rear G variation (vehicle G variation maximum value G _max ) when the target value of the engagement torque at the time of releasing the engagement clutch is set to zero is equal to or less than the allowable value G _th , An engagement clutch release command for making the transmission torque zero when the engagement clutch is released is output. Further, when the vehicle G fluctuation maximum value G _max exceeds a preset allowable value G _th , an engagement clutch release command for causing the engagement clutch release torque to coincide with the target value after offset is output.
Therefore, when it is determined that the shift shock is small without offsetting the engagement clutch release transmission torque, it is not necessary to offset the target value of the engagement clutch release transmission torque, and the calculation burden on the shift controller 21 is reduced. Can do.

Next, the effect will be described.
In the automatic transmission control apparatus according to the first embodiment, the following effects can be obtained.

(1) An automatic transmission 3 that is provided in a vehicle drive system and has an engagement clutch 8c and a friction clutch 9c as shift elements, and when a shift is requested, the engagement clutch 8c is released and the friction clutch 9c is engaged. In a control device for an automatic transmission, comprising a shift control means (shift controller 21) for performing a crossover shift,
The shift control means (shift controller 21)
Variation for setting the variation width of the engagement clutch disengagement transmission torque when the target value of the engagement clutch disengagement transmission torque, which is the engagement clutch transmission torque when releasing the engagement clutch 8c, is set to zero. A width setting unit 21a;
A first vehicle G variation characteristic α indicating a vehicle front-rear G variation when the engagement clutch release torque is a value in the positive torque region, and a vehicle when the engagement clutch release torque is a value in the negative torque region. A vehicle G fluctuation characteristic setting unit 21b for setting a second vehicle G fluctuation characteristic β indicating front and rear G fluctuation;
When the slope θ _{1 of} the first vehicle G fluctuation characteristic α is different from the slope θ _{2 of} the second vehicle G fluctuation characteristic β, the target value of the transmission torque when the engagement clutch is released is set from zero to the first vehicle G. A transmission torque target value setting unit 21d that is offset to the torque region side (positive torque region side) having the smaller inclination of the variation characteristic α and the second vehicle G variation characteristic β;
Engagement clutch release command for outputting an engagement clutch release command for making the transmission torque at the time of release of the engagement clutch coincide with the target value T ^* of the transmission torque at the time of release of the engagement clutch offset by the transmission torque target value setting unit 21d A command control unit 21e;
It was set as the structure which has.
As a result, the maximum value of the vehicle front-rear G fluctuation can be reduced at the time of a changeover shift by releasing the engagement clutch 8c and fastening the friction clutch 9c, and a shift shock acting on the vehicle can be suppressed.

(2) The transmission torque target value setting unit 21d transmits the engagement clutch when the clutch is released so that the maximum value of the vehicle front-rear G variation (vehicle G variation maximum value G _max ) is _less than a preset allowable value G _th. The target torque value is set to be offset.
As a result, in addition to the effect of (1), it is possible to appropriately reduce the shift shock that occurs when the engagement clutch 8c is released, and to prevent the driver from feeling a shock.

(3) The transmission torque target value setting unit 21d is configured such that the transmission torque when the engagement clutch is released is on the torque region side having the larger inclination of the first vehicle G variation characteristic α and the second vehicle G variation characteristic β ( The maximum value of the vehicle front-rear G fluctuation when it fluctuates in the negative torque region) and the transmission torque at the time of disengagement of the engagement clutch have a small inclination between the first vehicle G fluctuation characteristic α and the second vehicle G fluctuation characteristic β The target value of the transmission torque at the time of releasing the engagement clutch is set to be offset so that the maximum value of the vehicle front-rear G fluctuation when it fluctuates in the torque region side (positive torque region side) becomes the same value did.
Thereby, in addition to the effect of (2), the maximum value of the vehicle front-rear G fluctuation when releasing the engagement clutch 8c can be reduced to the maximum, and the shift shock can be further reduced.

(4) The variation range setting unit 21a is configured to calculate the variation range of the transmission torque when the engagement clutch is released after the learning control of the friction clutch 9c has converged.
As a result, in addition to any of the effects (1) to (3), it is possible to improve the setting accuracy of the variation width of the transmission torque when the engagement clutch is released, and the shift shock generated when the engagement clutch 8c is released. Can be further appropriately reduced.

(5) The variation width setting unit 21a is configured to calculate the variation width of the transmission torque at the time of releasing the engagement clutch after the traveling environment is stabilized at the time of vehicle start accompanying the ignition key-on operation.
As a result, in addition to the effects (1) to (4), it is possible to improve the setting accuracy of the variation width of the transmission torque when the engagement clutch is released, and the shift shock that occurs when the engagement clutch 8c is released. Can be further appropriately reduced.

(6) The variation width setting unit 21a includes variations in torque control of a drive source (drive motor generator 2) provided in the drive system of the vehicle, variations in transmission torque of the friction clutch 9c, and engagement clutch 8c. In consideration of at least one of the release time variation of the engagement clutch, the variation range of the transmission torque when the engagement clutch is released is set.
As a result, in addition to any one of the effects (1) to (5), it is possible to improve the setting accuracy of the variation width of the transmission torque when the engagement clutch is released, and the shift shock that occurs when the engagement clutch 8c is released. Can be further appropriately reduced.

(7) The shift control means (shift controller 21) calculates a maximum value of vehicle front-rear G variation (vehicle G variation maximum value G _max ) when the target value of the transmission torque when the engagement clutch is released is set to zero. A maximum vehicle G fluctuation calculating unit 21c,
The engagement clutch release command control unit 21e is configured such that the maximum value of the vehicle front-rear G variation (vehicle G variation maximum value _Gmax ) when the target value of the transmission torque at the time of engagement clutch release is set to zero is set in advance. When the value _{Gth is} less than or equal to the value _Gth , an engagement clutch release command to output the engagement clutch release torque to zero is output, and the vehicle front-rear G fluctuation when the target value of the engagement clutch release torque is set to zero When the maximum value (vehicle G fluctuation maximum value G _max ) exceeds a preset allowable value G _th , the engagement clutch released torque is offset by the transmission torque target value setting unit 21d. An engagement clutch disengagement command that matches the target value T ^* of the transmission torque during disengagement is output.
As a result, in addition to the effects (1) to (6), when it is determined that the shift shock is small without offsetting the engagement clutch release transmission torque, the target value of the engagement clutch release transmission torque is set. There is no need for offset, and the calculation burden on the shift controller 21 can be reduced.

  As mentioned above, although the control apparatus of the automatic transmission of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, It concerns on each claim of a claim Design changes and additions are allowed without departing from the scope of the invention.

In the first embodiment, the vehicle when the vehicle front-rear G fluctuation that occurs when the transmission torque at the time of actual engagement clutch release varies most is less than the preset allowable value G _th and the vehicle varies most in the positive torque region side. The target value of the transmission torque at the time of releasing the engagement clutch is offset so that the front-rear G variation and the vehicle front-rear G variation when the variation to the negative torque region side is the same are the same value.
However, the present invention is not limited to this, and as shown in FIG. 10, the actual engagement factor is offset by offsetting the vehicle G fluctuation characteristic to a smaller inclination than when the target value of the transmission torque at the time of engagement clutch release is zero. It is only necessary to reduce the vehicle front-rear G fluctuation that occurs when the transmission torque at the time of releasing the clutch is the most varied. Also, as shown in FIG. 11, if the vehicle front-rear G fluctuation that occurs when the actual transmission torque at the time of releasing the engagement clutch varies most is less than the preset allowable value _Gth , the positive torque region side is reached. The vehicle front-rear G variation G _max α when it varies the most and the vehicle front-rear G variation G _max β when it varies most on the negative torque region side may be different values. In FIG. 11, the vehicle longitudinal G variation G _max α <the vehicle longitudinal G variation G _max β, but the vehicle longitudinal G variation G _max α may be _{greater than the} vehicle longitudinal G variation G _max β. .

Further, as shown in FIG. 12, the maximum value of the vehicle G fluctuation when the transmission torque when the engagement clutch is released varies toward the negative torque region where the gradient of the vehicle G fluctuation characteristic is large is set to an allowable value G _th . The target value T of the transmission torque when the engagement clutch is released may be set as an offset.
As a result, for example, as indicated by a broken line in FIG. 12, the maximum value of the vehicle G variation when the transmission torque at the time of engagement clutch release varies toward the positive torque region where the gradient of the vehicle G variation characteristic is small is the allowable value G _th. Thus, the target value T can be made closer to zero than when the target value T ′ of the transmission torque when the engagement clutch is released is set as an offset.
Here, it is known that the variation of the transmission torque when the engagement clutch is released has a normal distribution. That is, the probability that the actual transmission torque at the time of releasing the engagement clutch will be the target value T is higher than the probability that it will be the most varied value. Therefore, even if the maximum value of the vehicle G fluctuation is the same value, by setting the target value T to a value closer to zero, the average value of the vehicle front-rear G fluctuation can be reduced, and the occurrence of a shift shock can be prevented. Can be suppressed.

  In the automatic transmission 3 according to the first embodiment, the example in which the engagement clutch 8c is released and the friction clutch 9c is engaged and the upshift is performed is shown. However, the engagement clutch 8c is released and the friction clutch 9c is engaged. An automatic transmission that shifts down may be used. Moreover, you may have a some friction clutch and engagement clutch.

  In the embodiment, the automatic transmission control device of the present invention is applied to an electric vehicle. For example, an engine vehicle having only an engine as a drive source, a hybrid vehicle having an engine and a motor as drive sources, Even plug-in hybrid vehicles and fuel cell vehicles can be applied.

2 Driving motor generator 3 Automatic transmission 8c Engaging clutch 9c Friction clutch 14 Drive wheel 21 Shift controller 21a Variation width setting unit 21b Vehicle G variation characteristic setting unit 21c Maximum vehicle G variation calculation unit 21d Transmission torque target value setting unit 21e Joint clutch release command controller

Claims (8)

An automatic transmission having an engagement clutch and a friction clutch as shift elements provided in a drive system of the vehicle, and a shift control means for performing a shifting shift by releasing the engagement clutch and fastening the friction clutch when a shift is requested In an automatic transmission control device comprising:
The shift control means includes
The variation width for setting the variation width of the engagement clutch release torque when the target value of the engagement clutch release torque, which is the engagement clutch transmission torque when releasing the engagement clutch, is set to zero. A setting section;
A first vehicle G variation characteristic indicating a vehicle longitudinal G variation when the engagement clutch release torque is a value in the positive torque region, and a vehicle front and rear when the engagement clutch release torque is a value in the negative torque region. A vehicle G fluctuation characteristic setting unit for setting a second vehicle G fluctuation characteristic indicating G fluctuation;
When the slope of the first vehicle G fluctuation characteristic is different from the slope of the second vehicle G fluctuation characteristic, the target value of the engagement clutch releasing torque is set from zero to the first vehicle G fluctuation characteristic and the second vehicle G fluctuation characteristic. A transmission torque target value setting unit that is offset to the torque region side with the smaller inclination of the vehicle G fluctuation characteristics;
An engagement clutch release command control unit that outputs an engagement clutch release command for causing the transmission torque at the time of engagement clutch release to coincide with the target value of the transmission torque at the time of release of the engagement clutch offset by the transmission torque target value setting unit When,
A control device for an automatic transmission, comprising: The control device for an automatic transmission according to claim 1,
The transmission torque target value setting unit offsets the target value of the transmission torque when the engagement clutch is released so that the maximum value of the vehicle front-rear G variation is less than a preset allowable value. Machine control device. The control apparatus for an automatic transmission according to claim 2,
The transmission torque target value setting unit is configured to change the vehicle G when the engagement clutch disengagement transmission torque varies toward the torque region having the larger inclination of the first vehicle G variation characteristic and the second vehicle G variation characteristic. A control device for an automatic transmission, wherein the target value of the transmission torque when the engagement clutch is released is set to be offset so that the maximum value of fluctuation becomes the allowable value. The control apparatus for an automatic transmission according to claim 2,
The transmission torque target value setting unit is configured to change the front and rear of the vehicle when the engagement torque when the engagement clutch is released varies toward the torque region having the larger inclination of the first vehicle G variation characteristic and the second vehicle G variation characteristic. The vehicle front-rear G variation when the maximum value of G variation and the torque transmitted when the engagement clutch is released vary to the torque region side having the smaller inclination of the first vehicle G variation characteristic and the second vehicle G variation characteristic. A control device for an automatic transmission, wherein the target value of the transmission torque at the time of disengagement of the engagement clutch is set so as to be the same value as the maximum value. In the automatic transmission control device according to any one of claims 1 to 4,
The control device for an automatic transmission, wherein the variation width setting unit calculates a variation width of the transmission torque when the engagement clutch is released after learning control of the friction clutch has converged. In the automatic transmission control device according to any one of claims 1 to 5,
The control device for an automatic transmission, wherein the variation width setting unit calculates a variation width of the transmission torque at the time of releasing the engagement clutch after the traveling environment is stabilized when the vehicle is started in accordance with an ignition key-on operation. In the control apparatus for an automatic transmission according to any one of claims 1 to 6,
The variation width setting unit considers at least one of torque control variation of a drive source provided in the drive system of the vehicle, transmission torque variation of the friction clutch, and disengagement time variation of the engagement clutch. Then, a variation range of the transmission torque when the engagement clutch is released is set. In the automatic transmission control device according to any one of claims 1 to 7,
The shift control means includes a maximum vehicle G variation calculation unit that calculates a maximum value of the vehicle longitudinal G variation when the target value of the transmission torque at the time of disengaging the engagement clutch is set to zero,
The engagement clutch release command control unit releases the engagement clutch when the maximum value of the vehicle front-rear G fluctuation when the target value of the transmission torque at the time of engagement clutch release is set to zero is equal to or less than a preset allowable value. When the engagement clutch release command to output the hourly transmission torque to zero is output, and the maximum value of the vehicle front-rear G fluctuation when the target value of the engagement clutch release torque is set to zero exceeds a preset allowable value An engagement clutch release command for outputting the engagement torque at the time of releasing the engagement clutch to the target value of the transmission torque at the time of releasing the engagement clutch offset by the transmission torque target value setting unit is output. Transmission control device.