JP2016023660A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of suppressing shift shock.SOLUTION: The vehicle control device comprises: an automatic transmission that includes a plurality of engagement devices and a hydraulic pressure control circuit controlling a hydraulic pressure supplied to the engagement devices, and shifting gears by switchover between engagement and disengagement of the engagement devices; and a control unit controlling the automatic transmission on the basis of a target value of a transmission torque of the engaged engagement devices and a target value of a transmission torque of the disengaged engagement devices determined from a shift model. The control unit estimates time PT required for packing of the engaged engagement devices on the basis of an oil pressure of the automatic transmission at a time of controlling the automatic transmission to shift gears, and the control unit sets a time difference WTdw between timing t2 and t3 of outputting a transmission torque increase start command related to the engaged engagement devices and outputting a transmission torque reduction start command related to the disengaged engagement devices on the basis of the time PT required for packing, and starts to increase the transmission torque xap of the engaged engagement devices and to reduce the transmission torque xdw of the disengaged engagement devices after t4 at which the packing is completed.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device.

  Conventionally, there is a technique related to shift control of an automatic transmission. For example, Patent Document 1 discloses that the automatic transmission can be shifted using a shift model by setting a torque sharing ratio of transmission torque that is handled by the engagement device on the engagement side and the engagement device on the release side during the shift. A technique of a vehicle shift control device to be executed is disclosed.

International Publication No. 2014/020585

  In the engagement device on the engagement side, the increase in the transmission torque does not start until the packing is completed. If the transmission torque of the engagement device on the release side starts to decrease before the pack of the engagement device on the engagement side is completed, the transmission torque of the engagement side and the release side will be insufficient. As a result, a shift shock may occur. In addition, since the time required for packing changes according to the oil temperature of the automatic transmission, it is desirable that the gear change shock can be appropriately controlled according to the oil temperature to suppress the shift shock.

  The present invention is a vehicle control device capable of suppressing a shift shock.

  The vehicle control device according to the present invention includes a plurality of engagement devices and a hydraulic control circuit that controls a hydraulic pressure supplied to the engagement devices, and shifts automatically by switching between engagement and release of the engagement devices. And a control unit that controls the automatic transmission based on a target value of a transmission torque of the engagement device on the engagement side and the disengagement side determined from a transmission model, and the control unit includes the automatic transmission When shifting the machine, the time required for packing the engagement device on the engagement side is estimated based on the oil temperature of the automatic transmission, and the control unit is based on the time required for packing. A time difference is provided between the timings of outputting the transmission torque increase start command relating to the engagement device on the engagement side and the transmission torque decrease start command relating to the release side engagement device. The engagement device Characterized in that to start the reduction in the transmission torque of the increase in the transmitted torque and the release side of the engagement device.

  In the vehicle control device, the control unit outputs a command to change the transmission torque for each of the engagement device on the engagement side and the engagement device on the release side based on the oil temperature of the automatic transmission. And the control unit estimates a dead time until the hydraulic control circuit starts an operation in accordance with the command. Based on the dead time and the dead time for the engagement device on the release side, the time difference is provided to increase the transmission torque of the engagement device on the engagement side and the release side after the completion of the packing. It is preferable to start decreasing the transmission torque of the engagement device.

  In the vehicle control device, it is preferable that the time difference is a value that simultaneously starts an increase in transmission torque of the engagement device on the engagement side and a decrease in transmission torque of the engagement device on the release side.

  In the vehicle control device, when the sum of the time required for packing and the dead time of the engagement device on the engagement side is longer than the dead time of the engagement device on the release side, The time difference for delaying the transmission torque decrease start command for the engagement device on the disengagement side from the command for starting increase of the transmission torque for the engagement device on the engagement side is provided, and the control unit When the sum of the dead time of the engagement device on the engagement side is shorter than the dead time of the engagement device on the release side, a command to start increasing the transmission torque related to the engagement device on the engagement side is released It is preferable to provide the time difference that is delayed from the transmission torque reduction start command relating to the engagement device.

  The control unit of the vehicle control device according to the present invention estimates the time required to pack the engagement device on the engagement side based on the oil temperature of the automatic transmission when shifting the automatic transmission. Based on the time required for packing, the control unit provides a time difference in the timing for outputting the transmission torque increase start command for the engagement device on the engagement side and the transmission torque decrease start command for the engagement device on the release side, After completion of the packing, an increase in the transmission torque of the engagement device on the engagement side and a decrease in the transmission torque of the engagement device on the release side are started. According to the vehicle control device of the present invention, there is an effect that the shift shock due to the lack of the total transmission torque can be suppressed.

FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment. FIG. 2 is a block diagram of the vehicle control device according to the embodiment. FIG. 3 is a time chart according to the power-on upshift control of the embodiment. FIG. 4 is a diagram showing a map of the packing completion time. FIG. 5 is a diagram showing a dead time map. FIG. 6 is another time chart according to the power-on upshift control of the embodiment. FIG. 7 is still another time chart according to the power-on upshift control of the embodiment. FIG. 8 is a flowchart according to the shift control of the embodiment. FIG. 9 is a time chart according to the power-on downshift control of the embodiment. FIG. 10 is a time chart according to the power-off downshift control of the embodiment. FIG. 11 is a diagram illustrating a pack packing completion time map according to the first modification of the embodiment. FIG. 12 is a diagram illustrating a problem that occurs in the power-on upshift. FIG. 13 is another diagram for explaining a problem that occurs in the power-on upshift. FIG. 14 is still another diagram illustrating a problem that occurs in the power-on upshift. FIG. 15 is a diagram for explaining the delay due to the dead time and the packing completion time. FIG. 16 is a diagram illustrating a problem that occurs in the power-on downshift. FIG. 17 is a diagram for explaining a problem that occurs in the power-off downshift.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

[First Embodiment]
The first embodiment will be described with reference to FIGS. 1 to 10 and FIGS. 12 to 17. The present embodiment relates to a vehicle control device. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention, FIG. 2 is a block diagram of a vehicle control device according to the embodiment, and FIG. 3 is a time chart according to the power-on upshift control of the embodiment, FIG. FIG. 4 is a diagram showing a map of packing completion time, FIG. 5 is a diagram showing a map of dead time, FIG. 6 is another time chart relating to power-on upshift control of the embodiment, and FIG. 7 is an embodiment. FIG. 8 is a flowchart relating to the shift control of the embodiment, FIG. 9 is a time chart relating to the power-on downshift control of the embodiment, and FIG. 10 is an embodiment. 6 is a time chart according to the power off downshift control.

  As shown in FIG. 1, the vehicle 10 includes an engine 12, a torque converter 14, drive wheels 26, and the vehicle control device 1. The vehicle control device 1 according to the present embodiment includes an automatic transmission 18 and a control unit 70. The vehicle control device 1 may further include an engine 12. The engine 12 is an example of a driving force source, and converts the combustion energy of the fuel into a rotational motion and outputs it. The engine 12 is connected to the input shaft 16 of the automatic transmission 18 via the torque converter 14. An output shaft 20 of the automatic transmission 18 is connected to left and right drive wheels 26 via a differential gear 22 and left and right drive shafts 24.

  The torque converter 14 transmits torque by fluid transmission between a pump impeller connected to the engine 12 and a turbine runner connected to the input shaft 16 of the automatic transmission 18. The torque converter 14 further has a lockup clutch.

  The automatic transmission 18 includes one or more sets of planetary gear devices arranged in a transmission case, a plurality of engagement devices, and a hydraulic control circuit 28. The automatic transmission 18 is a planetary gear type stepped automatic transmission in which a plurality of gear stages are alternatively realized by an engagement device. The automatic transmission 18 performs clutch-to-clutch shift by re-holding a plurality of engagement devices, that is, by releasing the engagement device on the release side and engaging the engagement device on the engagement side. Each of the plurality of engaging devices transmits torque between the input shaft 16 and the output shaft 20. The engagement device of the present embodiment is a hydraulic friction engagement device, for example, a wet multi-plate clutch. The automatic transmission 18 includes, as an engagement device, a clutch C1 that engages the rotating elements, brakes B1 and B2 that restrict the rotation of the rotating elements, and the like. The automatic transmission 18 may include a second clutch C2, a third clutch C3, a third brake B3, a fourth brake B4, and the like other than those illustrated.

  Engagement and release of the engagement device of the automatic transmission 18 is controlled by a hydraulic control circuit 28. The automatic transmission 18 shifts by switching between engagement and disengagement of the engagement device. The hydraulic control circuit 28 has a pressure regulating valve such as a solenoid valve that controls the hydraulic pressure supplied to each engagement device. The hydraulic control circuit 28 has a function of controlling the torque capacity of each engagement device, that is, the engagement force to an arbitrary value by controlling the supply pressure by adjusting the opening of the pressure regulating valve.

  In the present embodiment, among the engagement devices that are re-gripped at the time of shifting, an engagement device that is involved in the establishment of the low gear stage side is referred to as a low gear stage engagement apparatus, and the engagement device that is involved in the establishment of the high gear stage side. Is referred to as a high gear stage engaging device. For example, when an upshift is performed from the second gear to the third gear, the first brake B1 is a low gear engagement device and the third clutch C3 is a high gear engagement device. In this case, the engagement device from the first brake B1 to the third clutch C3 is changed.

  In the present embodiment, among the engagement devices that are re-gripped at the time of a shift, the engagement device that is released at the shift is referred to as a release-side engagement device, and the engagement device that is engaged at the shift is engaged. Is referred to as an engagement device on the engagement side. For example, when an upshift is performed from the second gear to the third gear, the first brake B1 is the disengagement side engagement device and the third clutch C3 is engaged when described in the above example. Side engagement device.

  The control unit 70 controls each unit of the vehicle 10. The control unit 70 of the present embodiment is an electronic control unit. An engine speed sensor 50, a turbine speed sensor 52, and an output shaft speed sensor 54 are connected to the control unit 70. The engine speed sensor 50 detects the engine speed ωe. The turbine rotation speed sensor 52 detects a turbine rotation speed ωt that is the rotation speed of the turbine runner of the torque converter 14. The turbine rotational speed ωt is also the input shaft rotational speed ωi that is the rotational speed of the input shaft 16. The output shaft rotational speed sensor 54 detects an output shaft rotational speed ωo that is the rotational speed of the output shaft 20. The vehicle speed V of the vehicle 10 is calculated from the output shaft speed ωo.

  An accelerator opening sensor 56, a throttle opening sensor 58, a shift sensor 60, and an oil temperature sensor 62 are connected to the control unit 70. The accelerator opening sensor 56 detects the accelerator opening Acc. The throttle opening sensor 58 detects the opening θth of the throttle valve of the engine 12. The shift sensor 60 detects a shift operation SH for the shift lever and the paddle switch. The oil temperature sensor 62 detects the oil temperature of the automatic transmission 18. The oil temperature sensor 62 of the present embodiment detects the temperature of oil flowing through the hydraulic control circuit 28.

  As shown in FIG. 2, the control unit 70 includes an engine output control unit 72, a shift control unit 74, and a control operation amount calculation unit 76. The control operation amount calculation unit 76 includes a torque sharing rate calculation unit 78 and a shift target value calculation unit 80.

  The engine output control unit 72 outputs a command value related to the throttle control, fuel injection control, ignition control, and the like of the engine 12 based on the required engine torque. Further, the engine output control unit 72 calculates a required driving force Fdem for the vehicle 10. The required driving force Fdem is calculated based on, for example, the accelerator opening Acc and the vehicle speed V. The engine output control unit 72 uses a torque value that can generate the required driving force Fdem based on the current speed ratio of the automatic transmission 18, the torque ratio t of the torque converter 14, and the like as the required value of the output torque of the engine 12. calculate. The torque ratio t is calculated based on, for example, the relationship between the speed ratio (= turbine rotational speed ωt / pump rotational speed ωp (engine rotational speed ωe)), torque ratio t, efficiency, and capacity coefficient.

  The shift control unit 74 executes shift control of the automatic transmission 18. The shift control unit 74 makes a shift determination based on a relationship (shift map or shift diagram) stored in advance with the vehicle speed V and the accelerator opening Acc as variables. If the shift control unit 74 determines that the shift of the automatic transmission 18 should be executed, the shift control unit 74 executes the shift of the automatic transmission 18 and switches from the gear stage before the shift to the gear stage after the shift. The shift control unit 74 outputs to the hydraulic control circuit 28 a hydraulic command signal Sp that engages or releases the engagement device involved in the shift so as to switch the gear stage of the automatic transmission 18 to the target gear stage. The hydraulic pressure command signal Sp includes a hydraulic pressure command value for the hydraulic pressure supplied to the engagement device on the release side and a hydraulic pressure command value for the hydraulic pressure supplied to the engagement device on the engagement side.

  The control unit 70 of the present embodiment executes a shift of the automatic transmission 18 using a shift model that determines a control operation amount for realizing a shift target value as the shift control. The shift target value is a target value of an element that determines a change mode to be realized at the time of shifting, for example, a target value of a shift time and a driving force. The control operation amount is a required value of an element to be operated with respect to the control target, for example, a required value of engine torque and clutch torque.

Hereinafter, the shift control of the automatic transmission 18 using the shift model will be described. The equation of motion during the shift of the automatic transmission 18 is expressed by the following [Equation 1] and [Equation 2].

  The above [Equation 1] and [Equation 2] are derived from the equations of motion of the mutually connected rotating elements constituting the automatic transmission 18 and the relational expression in the planetary gear device constituting the automatic transmission 18. The equation of motion for each rotating element is the torque represented by the product of the inertia in each rotating element and the rate of change in rotational speed with time, the three planetary gear units (sun gear, carrier, ring gear), and the engagement device. It is the equation of motion defined by the torque acting on the members involved in each rotating element among the members on both sides. In addition, the relational expression in the planetary gear device is obtained by using the gear ratio of the planetary gear device (the number of teeth of the sun gear / the number of teeth of the ring gear) and the relationship between the torque in the three members of the planetary gear device and the rate of change in rotational speed with time. Are the relational expressions respectively defining the relations.

  In [Equation 1] and [Equation 2], dωt / dt is the time derivative (time change rate) of the turbine rotational speed ωt, and the angular acceleration of the input shaft 16 as the speed change amount of the rotating member on the input shaft 16 side. (Hereinafter simply referred to as “input shaft angular acceleration”). In the drawings and mathematical formulas, the rate of time change is indicated by a dot on the character. dωo / dt is the time change rate of the output shaft rotational speed ωo and represents the output shaft angular acceleration. The turbine torque Tt is torque on the input shaft 16 as an example of torque on the rotating member on the input shaft 16 side. The turbine torque Tt is also an input shaft torque Ti that is an input torque of the automatic transmission 18. The turbine torque Tt is equivalent to the engine torque Te (= Tt / t) when the torque ratio t of the torque converter 14 is taken into consideration.

  Coefficients a1, a2, b1, b2, c1, c2, d1, and d2 in [Equation 1] and [Equation 2] are constants, and are determined by design from the inertia in each rotating element and the gear ratio of the planetary gear device. It is a coefficient. The values of the coefficients a1, a2, b1, b2, c1, c2, d1, and d2 are different for each shift pattern.

  The above [Equation 1] and [Equation 2] are gear train motion equations of the automatic transmission 18 in which the relationship between the shift target value and the control operation amount is formulated. The control unit 70 of the present embodiment uses two values of the output shaft torque To and the input shaft rotation change amount (input shaft angular acceleration dωt / dt) as the shift target value. The input shaft angular acceleration dωt / dt is an example of a physical quantity representing a shift time, and is an angular acceleration of the turbine runner. The output shaft torque To is an example of a physical quantity that expresses the driving force, and is, for example, torque on the output shaft 20.

  Further, the control unit 70 sets the control operation amount for establishing the shift target value as three values of the turbine torque Tt (the engine torque Te is also agreed), the low gear stage side clutch torque Tclow, and the high gear stage side clutch torque Tchi. . The low gear stage side clutch torque Tclow is the torque capacity of the engaging device that is engaged at the low speed side gear stage and released at the high speed side gear stage before and after the speed change. The high gear stage side clutch torque Tchi is the torque capacity of the engaging device that is engaged at the high speed side gear stage and released at the low speed side gear stage before and after shifting. In other words, the control unit 70 determines three values of the input shaft torque of the automatic transmission 18, the torque capacity (transmission torque) of the disengagement side engagement device, and the torque capacity (transmission torque) of the engagement side engagement device. The amount of control operation.

In the present embodiment, as a constraint condition for obtaining a solution of the equation of motion, a torque sharing rate of transmission torque that is handled by the engagement device on the release side and the engagement device on the engagement side is used. By using the torque sharing rate as a constraint, it is possible to incorporate torque transfer during gear shifting into the equation of motion and uniquely solve the control operation amount. The torque sharing ratio is the total transmission torque (total transmission torque) that must be handled by the disengagement side engagement device and the engagement side engagement device when the automatic transmission 18 is shifted, for example, torque on the input shaft 16. Is the ratio of the transmission torque shared by the two engaging devices with respect to the total transmission torque on the input shaft. In the present embodiment, the torque sharing rate of the low gear stage engaging device is “xlow”, and the torque sharing rate of the high gear stage engaging device is “xhi”. During the shift, each torque sharing rate changes in time series to reflect the torque transfer. Assuming that the value of the torque sharing rate xlow of the low gear stage engaging device at a certain moment is x (for example, 0 ≦ x ≦ 1), each torque sharing rate is expressed by the following equations (1) and (2).
xlow = x (1)
xhi = 1-x (2)

  The relational expression between the low gear stage side clutch torque Tclow and the high gear stage side clutch torque Tchi is the values of the clutch torques Tclow and Tchi converted to the torque on the input shaft 16 and the torque sharing ratio values “x” and “1− x ". Then, a relational expression for calculating the control operation amount is obtained from the relational expressions of the above [Equation 1], [Equation 2] and the low gear stage side clutch torque Tclow and the high gear stage side clutch torque Tchi converted to the torque on the input shaft 16. Derived. From the derived relational expression, turbine torque Tt, low gear stage side clutch torque Tclow, and high gear stage side clutch torque Tchi are calculated.

  The turbine torque Tt is represented by a relational expression using torque sharing ratio values “x”, “1-x”, input shaft angular acceleration dωt / dt, output shaft torque To, and the like. Similarly, the low gear stage side clutch torque Tclow is represented by a relational expression using a torque sharing ratio value “x”, input shaft angular acceleration dωt / dt, output shaft torque To, and the like. The high gear stage side clutch torque Tchi is represented by a relational expression using a torque sharing ratio value “1-x”, input shaft angular acceleration dωt / dt, output shaft torque To, and the like. In other words, the speed change model of the present embodiment includes the equation of motion ([Expression 1], [Expression 2]) of the automatic transmission 18 including the shift target value and the control operation amount, and the relationship (Expression (1) ) And equation (2)), the control operation amount is calculated based on the shift target value. As described above, in the present embodiment, the shift of the automatic transmission 18 is executed using the shift model by adding the constraint condition set by the torque sharing ratio x to the above [Expression 1] and [Expression 2]. .

  The control operation amount calculation unit 76 shown in FIG. 2 calculates the control operation amount based on the shift target value using the shift model while the automatic transmission 18 is shifting. Specifically, the control operation amount calculation unit 76 includes a torque sharing rate calculation unit 78 and a shift target value calculation unit 80. The torque sharing rate calculation unit 78 stores, for example, a shift progress map that defines a mode for changing the torque sharing rate x. The shift progress map shows the correspondence between the elapsed time during the shift and the torque sharing rate x to be realized. The elapsed time during the shift is an elapsed time from the start of the shift control, an elapsed time after calculating the previous torque sharing ratio x, or the like. The torque sharing rate calculation unit 78 calculates the current target torque sharing rate x based on the elapsed time and the shift progress map.

  From the calculated torque sharing rate x and the above formulas (1) and (2), the torque sharing rate calculation unit 78 calculates the torque sharing rate xlow of the low gear stage engaging device and the torque sharing rate xhi of the high gear stage engaging device. calculate. The shift progress map is preferably determined in advance for each shift pattern or for each shift stage. The initial value of the torque sharing ratio x is preferably 1 for an upshift and 0 for a downshift.

  The shift target value calculation unit 80 stores an input shaft angular acceleration change map. The input shaft angular acceleration change map is a map that defines a mode of changing the input shaft angular acceleration dωt / dt. The input shaft angular acceleration change map is determined in advance so that the turbine rotational speed ωt can be changed during the inertia phase while simultaneously suppressing the shift shock and shortening the shift time. The shift target value calculation unit 80 calculates the target value of the input shaft angular acceleration dωt / dt during the inertia phase based on the elapsed time during the shift and the input shaft angular acceleration change map. The elapsed time is, for example, the elapsed time from the start of the inertia phase, the elapsed time after calculating the target value of the previous input shaft angular acceleration dωt / dt, or the like. The shift target value calculation unit 80 calculates the target value of the input shaft angular acceleration dωt / dt based on the change in the turbine speed ωt except during the inertia phase.

  The shift target value calculation unit 80 stores an output shaft torque change map. The output shaft torque change map is a map that defines a mode in which the output shaft torque To is changed. The shift target value calculation unit 80 calculates the target value of the output shaft torque To based on the required driving force Fdem calculated by the engine output control unit 72 and the elapsed time from the start of the shift control. Note that the input shaft angular acceleration change map and the output shaft torque change map are determined in advance for each shift pattern or between shift stages, for example.

  The control operation amount calculation unit 76 calculates the torque sharing rate (x, xlow, xhi) of the engagement device calculated by the torque sharing rate calculation unit 78 and the shift target value calculation unit 80 from the relational expression for calculating the control operation amount. Based on the respective shift target values (target values of the input shaft angular acceleration dωt / dt and the output shaft torque To) calculated by the above, the turbine torque Tt, the low gear stage side clutch torque Tclow, and the high gear stage side clutch torque as the control operation amount Each required value of Tchi is calculated.

  When the shift control unit 74 determines that the automatic transmission 18 is shifting, the engine output control unit 72 can obtain the required value of the turbine torque Tt calculated by the control operation amount calculation unit 76. The engine output control command signal Se is output. When the shift control unit 74 determines that the shift of the automatic transmission 18 is to be executed, the low gear stage side clutch torque Tclow calculated by the control operation amount calculation unit 76 and the control operation amount calculation unit 76 so that the target gear stage is achieved. A hydraulic pressure command signal Sp for obtaining each required value of the high gear stage side clutch torque Tchi is output to the hydraulic pressure control circuit 28.

  According to the shift control based on the shift model as described above, a predetermined shift target value can be realized by controlling the engine torque Te and the clutch torque on the engagement side and the release side.

  Here, when shifting the automatic transmission 18 by engaging the engagement device on the engagement side and releasing the engagement device on the release side, the transmission torque of both engagement devices starts to change. If there is a difference in timing, the target shift target value cannot be realized, and problems such as shift shock occur. One of the causes of the timing shift is the packing completion time. In the engagement device on the engagement side, it takes time to pack the pack before switching from the released state to the engaged state. Packing completion time is typically the time required to fill the hydraulic chamber of the engagement device with oil. When the hydraulic chamber is filled with oil, a pressing force for engaging the engaging device is generated by the hydraulic pressure of the hydraulic chamber. For example, after the hydraulic control circuit 28 starts a pressure adjusting operation for engaging the released engagement device, the hydraulic chamber of the engagement device is filled (filled) with oil. This is the time until the transmission torque starts to increase.

  Even when the hydraulic pressure control circuit 28 starts supplying hydraulic pressure for engaging the engaging device on the engagement side, the time until the packing is completed is a delay time. Accordingly, as described below with reference to FIG. 12, if the transmission torque of the engagement side and release side engagement devices is controlled without considering the pack completion time, the actual transmission torque will be There will be a shift in the timing of starting the change. FIG. 12 is a diagram illustrating a problem that occurs in the power-on upshift. The time chart of FIG. 12 shows the input shaft speed and the torque sharing rate. In the column of the input shaft speed, the turbine speed ωt (= input shaft speed ωi) and the target turbine speed ωt_tg are shown. The target rotational speed ωt0 before the shift is a target value of the turbine rotational speed ωt determined from the gear stage before the shift and the vehicle speed. The target rotational speed ωt1 after the shift is a target value of the turbine rotational speed ωt determined from the gear stage after the shift and the vehicle speed.

  In the column of the torque sharing rate in FIG. 12, the engagement side sharing rate xap, the engagement side target sharing rate xap_tg, the release side sharing rate xdw, the release side target sharing rate xdw_tg, and the actual transmission rate xtt are shown. The engagement-side target sharing rate xap_tg is a target value and control command value for the torque sharing rate of the engagement device on the engagement side. The release-side target sharing rate xdw_tg is a target value and control command value for the torque sharing rate of the release-side engagement device. The engagement side share ratio xap is an actual torque share ratio of the engagement device on the engagement side. The release side share ratio xdw is an actual torque share ratio of the release side engagement device. The control operation amount calculation unit 76 calculates the required values of the low gear stage side clutch torque Tclow and the high gear stage side clutch torque Tchi based on the engagement side target share ratio xap_tg and the release side target share ratio xdw_tg.

  For example, in the case of an upshift as shown in FIG. 12, the high gear stage side clutch torque Tchi is calculated based on the engagement side target share ratio xap_tg, and the low gear stage side clutch torque Tclow is calculated based on the release side target share ratio xdw_tg. Is done. In this case, the engagement-side target sharing rate xap_tg corresponds to the command value of the transfer torque relating to the engagement-side engaging device output to the hydraulic control circuit 28, and the release-side target sharing rate xdw_tg is the hydraulic control. This corresponds to the command value of the transmission torque relating to the disengagement side engagement device output to the circuit 28.

  Here, each engaging device has a dead time. The dead time is a time from when a command for changing the transmission torque of the engagement device is output to the hydraulic control circuit 28 until the hydraulic control circuit 28 starts an operation corresponding to the command. The dead time is, for example, the time from when the transmission torque change command is output until the hydraulic pressure in the hydraulic chamber of the engagement device actually starts to change, or after the transmission torque change command is output. This is the time until the opening of the pressure regulating valve starts to change. As shown in FIG. 12, the release-side sharing ratio xdw starts to decrease with a delay of the release-side dead time DTdw with respect to the decrease start of the release-side target sharing ratio xdw_tg. The engagement side share ratio xap starts to increase with a delay by the engagement side dead time DTap with respect to the start of increase of the engagement side target share ratio xap_tg.

  In the engagement device on the engagement side, in addition to the engagement-side dead time DTap, there is a delay in the pack filling completion time PT. The transmission torque of the engagement device on the engagement side does not start to rise until the oil filling of the hydraulic chamber of the engagement device on the engagement side is completed and the packing is completed. Accordingly, there may be a difference between the timing at which the transmission torque starts to decrease in the disengagement-side engagement device and the timing at which the transmission torque starts to increase in the engagement-side engagement device. In FIG. 12, the shift control is started at time t101, and the engagement-side target share ratio xap_tg and the release-side target share ratio xdw_tg start to change at time t102, respectively. On the other hand, the timing at which the release side share ratio xdw starts to change is the time t103 when the release side dead time DTdw has elapsed. On the other hand, the timing at which the engagement-side sharing ratio xap starts to change is time t104 after the engagement-side dead time DTap and the packing completion time PT have elapsed.

  The actual transmission rate xtt becomes insufficient because the start of the increase of the engagement side share rate xap is delayed from the start of the decrease of the release side share rate xdw. The actual transmission rate xtt is the ratio of the actual transmission torque to the target transmission torque of the automatic transmission 18. In other words, the actual transmission rate xtt is the ratio of the total value of the torque actually transmitted by the engagement device on the engagement side and the disengagement side to the target transmission torque of the automatic transmission 18. Since the decrease start of the disengagement side share rate xdw is earlier than the start of increase of the engagement side share rate xap, the actual transmission rate xtt after time t103 becomes a value smaller than the target 1. As a result, the turbine rotational speed ωt increases rapidly, deviates from the target turbine rotational speed ωt_tg, and a shift shock occurs.

  On the other hand, as will be described below with reference to FIG. 3, the control unit 70 of the present embodiment, when shifting the automatic transmission 18, is based on the oil temperature of the automatic transmission 18. The time required for packing the engagement devices is estimated. Further, the control unit 70 outputs a time difference between the timings of outputting the transmission torque increase start command for the engagement device on the engagement side and the decrease start command for the transmission torque on the release side engagement device based on the time required for packing. And starting to increase the transmission torque of the engagement device on the engagement side and decrease the transmission torque of the engagement device on the release side after the completion of packing.

  As shown in FIG. 3, a waiting time WTdw is provided for the release device on the release side. The waiting time WTdw is a time difference provided by the control unit 70. The waiting time WTdw delays the start of the decrease of the release-side target share ratio xdw_tg with respect to the start of the increase of the engagement-side target share ratio xap_tg. The control unit 70 starts shift control at time t1, and starts increasing the engagement-side target share ratio xap_tg at time t2. The engagement-side sharing rate xap starts to increase at time t4 when the engagement-side dead time DTap has passed and the pack-packing completion time PT has elapsed. The control unit 70 starts to decrease the release-side target share ratio xdw_tg at time t3 after the waiting time WTdw from time t2. The release-side sharing ratio xdw starts to decrease at time t5 when the release-side dead time DTdw has elapsed from time t3. The time t5 at which the release side share ratio xdw starts to decrease is after the time t4 when the packing is completed. That is, the control unit 70 determines the waiting time WTdw so as to start a decrease in the transmission torque of the disengagement side engagement device after completion of packing of the engagement side engagement device. As a result, an increase in the transmission torque of the engagement device on the engagement side and a decrease in the transmission torque of the engagement device on the release side start after completion of packing.

  Here, the pack filling completion time PT changes according to the oil temperature of the automatic transmission 18. The control unit 70 of the present embodiment estimates the packing completion time PT based on the oil temperature of the automatic transmission 18. For example, the controller 70 estimates the pack completion time PT with reference to the map shown in FIG. In FIG. 4, the horizontal axis represents the oil temperature of the automatic transmission 18, and the vertical axis represents the packing completion time PT. Packing completion time PT is the time from when the hydraulic control circuit 28 starts supplying hydraulic pressure to the engagement device on the engagement side until the packing is completed. The control unit 70 stores a map of the packing completion time PT for each engagement device of the automatic transmission 18. The map of the packing completion time PT is determined in advance based on, for example, experimental results or derived from a design. The packing completion time PT when the oil temperature is low is longer than the packing completion time PT when the oil temperature is high.

  The control unit 70 determines the waiting time WTdw so that the timing at which the release-side sharing ratio xdw starts to decrease is after the completion of packing. For example, the control unit 70 sets the waiting time WTdw to be longer than the estimated packing completion time PT. As a result, if the automatic transmission 18 has no significant difference between the engagement-side dead time DTap and the release-side dead time DTdw, it is possible to start reducing the release-side sharing ratio xdw after the completion of packing. Note that the control unit 70 may set the waiting time WTdw to be longer than the estimated pack completion time PT with a certain margin.

  Since the start of the reduction of the release side share ratio xdw is after the completion of packing, as shown in FIG. 3, the actual transmission rate xtt is prevented from deviating from the target value 1, and the target turbine speed Deviation of the turbine speed ωt with respect to ωt_tg is suppressed. Therefore, the vehicle control device 1 of the present embodiment can suppress the shift shock. The control unit 70 of the present embodiment estimates the packing completion time PT based on the oil temperature of the automatic transmission 18. Therefore, it is possible to suppress the shift shock regardless of the oil temperature. From the viewpoint of effectively suppressing the shift shock, by providing the wait time WTdw, the change start time of the engagement side share rate xap and the change start time of the release side share rate xdw are more than when no wait time WTdw is provided. It is desirable to reduce the deviation. The waiting time WTdw is preferably a value that matches the change start time of the engagement side share ratio xap and the change start time of the release side share ratio xdw.

  Note that the waiting time WTdw may be determined based on the difference between the dead times DTap and DTdw of the engaging device and the releasing device in addition to the packing completion time PT. As will be described below with reference to FIGS. 13 and 14, the cause of the deviation in the timing at which the transmission torque of the engagement device on the engagement side and the engagement device on the release side begins to change is not only due to the packing completion time PT. There is a difference in dead time. Depending on the characteristics of the oil passage of the hydraulic control circuit 28, there may be a difference in the dead time for each engagement device. If a change command of the transmission torque is output for the engagement device on the engagement side and the release side without considering the difference in dead time, a deviation occurs in the timing at which the actual transmission torque starts to change.

  FIG. 13 is another diagram for explaining a problem that occurs in the power-on upshift. In FIGS. 13 and 14, the packing completion time PT is omitted in order to explain the influence of the dead time. In the time chart of FIG. 13, the shift control is started at time t111, and the engagement-side target share ratio xap_tg and the release-side target share ratio xdw_tg start to change at time t112. The release side dead time DTdw is the time from time t112 to time t113, while the engagement side dead time DTap is the time from time t112 to time t114. Since the engagement-side dead time DTap is longer than the release-side dead time DTdw, the actual transmission rate xtt varies even if there is no pack-packing completion time PT. Since the timing at which the engagement-side share ratio xap starts to increase is delayed from the timing at which the release-side share ratio xdw starts to decrease, the actual transmission ratio xtt becomes smaller than 1, and the turbine speed ωt becomes the target turbine speed. It shifts to the high rotation side with respect to several ωt_tg.

  On the contrary, it is also conceivable that the release side dead time DTdw is longer than the engagement side dead time DTap. FIG. 14 is still another diagram illustrating a problem that occurs in the power-on upshift. In the time chart shown in FIG. 14, the shift control is started at time t121, and the engagement-side target share ratio xap_tg and the release-side target share ratio xdw_tg start to change at time t122. The release side dead time DTdw is longer than the engagement side dead time DTap. As a result, if the packing completion time PT is 0, the time t123 at which the engagement side sharing rate xap starts to increase is earlier than the time t124 at which the release side sharing rate xdw starts to decrease.

  If the start of increase in the engagement side share ratio xap is earlier than the start of decrease in the release side share ratio xdw, the actual transmission ratio xtt will be larger than the target 1, and the actual transmission torque of the automatic transmission 18 will be the target transmission. Excessive with respect to torque. As a result, the turbine rotational speed ωt falls and deviates from the target turbine rotational speed ωt_tg, causing a shift shock.

  FIG. 15 is a diagram for explaining the delay due to the dead time and the packing completion time. As shown in FIG. 15, in actuality, in the engagement device on the engagement side, there is a delay in starting the increase of the engagement-side sharing rate xap by the amount of the packing completion time PT. When the sum of the engagement-side dead time DTap and the packing completion time PT is longer than the release-side dead time DTdw, the engagement-side sharing rate xap starts to increase (time t124). Time t125) is delayed. As a result, the actual transmission rate xtt becomes a value smaller than 1, and the turbine rotational speed ωt deviates from the target turbine rotational speed ωt_tg toward the high rotational side.

  In contrast, the control unit 70 of the vehicle control device 1 according to the present embodiment has a dead time for each of the engagement-side engagement device and the release-side engagement device based on the oil temperature of the automatic transmission 18. Is estimated. For example, the control unit 70 estimates the dead times DTap and DTdw of the engagement devices on the engagement side and the release side based on the dead time map shown in FIG. In FIG. 5, the horizontal axis indicates the oil temperature of the automatic transmission 18, and the vertical axis indicates the length of the dead time. The dead time map is determined in advance, for example, based on experimental results or as derived from design. The control unit 70 stores a dead time map for each engagement device. The dead times DTap and DTdw when the oil temperature is low are longer than the dead times DTap and DTdw when the oil temperature is high.

  The control unit 70 transmits the torque transmitted to the engagement device on the engagement side based on the dead time for the engagement device on the engagement side and the dead time for the engagement device on the release side in addition to the packing completion time PT. The timing for outputting the increase start command for the engagement side and the decrease start command for the transmission torque for the engagement device on the release side is provided with a time difference, and the increase in the transmission torque of the engagement device on the engagement side and the release side The reduction of the transmission torque of the combined device is started. With reference to FIG. 6 and FIG. 7, the time difference of the output timing which the control part 70 provides is demonstrated.

  6 and 7 show time charts related to the power-on upshift. In FIG. 6, the sum of the engagement side dead time DTap and the packing completion time PT is longer than the release side dead time DTdw. In this case, the control unit 70 provides a waiting time WTdw for the disengagement side engagement device. The waiting time WTdw is a time difference provided by the control unit 70. The control unit 70 delays the transmission torque decrease start command for the disengagement side engagement device by the waiting time WTdw from the transmission torque increase start command for the engagement side engagement device. As a result, the timing at which the release side sharing ratio xdw starts to decrease is shifted backward.

  When starting the shift control at time t11, the control unit 70 starts increasing the engagement-side target share ratio xap_tg at time t12. The engagement side share ratio xap starts to increase at time t14 when the engagement side dead time DTap and the packing completion time PT have elapsed from time t12. The control unit 70 starts to decrease the release-side target sharing rate xdw_tg at time t13 when the waiting time WTdw has elapsed since the engagement-side target sharing rate xap_tg has started to increase. The release-side sharing ratio xdw starts to decrease at time t14 when the release-side dead time DTdw has elapsed from time t13. In other words, the value of the waiting time WTdw is a value at which the release side share ratio xdw starts to decrease after the completion of packing. The waiting time WTdw in FIG. 6 is a value for simultaneously starting the increase of the engagement-side share ratio xap and the decrease of the release-side share ratio xdw, in other words, the increase in the transmission torque of the engagement device on the engagement side and the engagement on the release side. This is a value that simultaneously starts a decrease in the transmission torque of the combined device. By simultaneously starting the increase of the engagement side share ratio xap and the decrease of the release side share ratio xdw, the turbine rotational speed ωt can be changed along the target turbine rotational speed ωt_tg, and the shift shock is suppressed.

In order to start the reduction of the release side share ratio xdw after completion of packing, the release side waiting time WTdw should satisfy the following formula (3). The left side of Expression (3) is an interval between the increase start timing of the engagement side share ratio xap and the decrease start timing of the release side share ratio xdw, which occurs when the waiting time WTdw is not provided.
(DTap + PT) −DTdw <WTdw (3)

  In FIG. 7, the sum of the engagement side dead time DTap and the packing completion time PT is shorter than the release side dead time DTdw. In this case, the control unit 70 provides a waiting time WTap for the engagement device on the engagement side. The waiting time WTap for the engagement device on the engagement side is a time difference provided by the control unit 70. The control unit 70 delays the transmission torque increase start command related to the engagement device on the engagement side with respect to the decrease start command of the transmission torque related to the release side engagement device by the waiting time WTap. Thereby, the timing at which the engagement-side share ratio xap starts increasing is shifted backward.

  When the shift control is started at time t21, the control unit 70 starts decreasing the release-side target share ratio xdw_tg at time t22. The release-side sharing ratio xdw starts to decrease at time t25 when the release-side dead time DTdw has elapsed from time t22. The control unit 70 starts increasing the engagement-side target sharing rate xap_tg at time t23 when the waiting time WTap has elapsed since the start of the release-side target sharing rate xdw_tg. The engagement-side sharing ratio xap starts to increase at time t24 when the engagement-side dead time DTap and the packing completion time PT have elapsed from time t23. That is, the waiting time WTap in FIG. 7 is a value for starting the reduction of the release side share ratio xdw after the completion of packing. In FIG. 7, the release-side sharing ratio xdw starts to decrease after the completion of packing. Since the release-side share ratio xdw starts to decrease after the completion of pack packing, the turbine rotational speed ωt is prevented from deviating from the target turbine rotational speed ωt_tg.

In order to start the reduction of the release side share ratio xdw after the completion of packing, the engagement side waiting time WTap should satisfy the following formula (4). The right side of Expression (4) is an interval between the increase start timing of the engagement side share ratio xap and the decrease start timing of the release side share ratio xdw, which occurs when the waiting time WTap is not provided.
0 <WTap ≦ DTdw− (DTap + PT) (4)

  From the viewpoint of suppressing the shift shock, it is preferable that the interval Δt between the increase start timing (time t24) of the engagement side share ratio xap and the decrease start timing (time t25) of the release side share ratio xdw is small. If the value of the waiting time WTap on the engagement side is set so that the interval Δt is 0, it is possible to start changing the engagement side share rate xap and the release side share rate xdw simultaneously.

  Here, the shift control of the present embodiment will be described with reference to FIG. The control flow shown in FIG. 8 is repeatedly executed at predetermined intervals, for example. In step S10, the control unit 70 determines whether or not a shift is being performed. As a result of the determination, if it is determined that the gear is being shifted, the process proceeds to step S20, and if not (step S10-N), the control flow ends.

  In step S20, the control unit 70 estimates the dead time of the engaging device. Based on the oil temperature of the automatic transmission 18 detected by the oil temperature sensor 62, the control unit 70 estimates the engagement-side dead time DTap with reference to a dead time map regarding the engagement-side engagement device, The release side dead time DTdw is estimated with reference to the dead time map relating to the release side engaging device. The timing for estimating the engagement-side dead time DTap and the release-side dead time DTdw is preferably before the timing at which the release-side target sharing rate xdw_tg and the engagement-side target sharing rate xap_tg start to change. When step S20 is executed, the process proceeds to step S30.

  In step S <b> 30, the packing completion time PT is estimated by the control unit 70. Based on the oil temperature of the automatic transmission 18 detected by the oil temperature sensor 62, the control unit 70 refers to the pack filling completion time PT map and estimates the pack filling completion time PT related to the engagement device on the engagement side. To do. The timing for estimating the packing completion time PT is preferably before the timing at which the release-side target sharing rate xdw_tg and the engagement-side target sharing rate xap_tg start to change. When step S30 is executed, the process proceeds to step S40.

  In step S40, the control unit 70 calculates the target share rate (xap_tg, xdw_tg) of the engagement device. For example, the torque sharing rate calculation unit 78 calculates the basic engagement-side target sharing rate xap_tg0 and the release-side target sharing rate xdw_tg0 based on the elapsed time from the start of the shift control and the shift progress map. The basic engagement-side target sharing rate xap_tg0 and the release-side target sharing rate xdw_tg0 are determined to be 1 when both values at the same time are added. Based on the basic target share ratios xap_tg0 and xdw_tg0, the estimated dead times DTap and DTdw, and the estimated pack completion time PT, the torque share ratio calculation unit 78 is used for command engagement side target share. The rate xap_tg and the release side target share rate xdw_tg are determined. Based on the estimated dead times DTap and DTdw and the estimated pack completion time PT, the torque sharing ratio calculation unit 78 applies the torque sharing ratio to at least one of the engagement devices on the engagement side and the release side. Wait times WTap and WTdw are provided at the start of the change.

  As shown in FIG. 6, when the total time of the engagement side dead time DTap and the pack filling completion time PT is longer than the release side dead time DTdw, the torque sharing rate calculation unit 78 starts to reduce the release side target sharing rate xdw_tg. Is provided with a waiting time WTdw. The change (waveform) of the release-side target share ratio xdw_tg is obtained by shifting the change (waveform) of the basic release-side target share ratio xdw_tg0 to the delay side by the waiting time WTdw. That is, the control unit 70 provides a time difference that delays the transmission torque decrease start command related to the disengagement side engagement device relative to the transmission torque increase start command related to the engagement side engagement device.

  When the total time of the engagement side dead time DTap and the packing completion time PT is shorter than the release side dead time DTdw as shown in FIG. 7, the torque sharing rate calculation unit 78 increases the engagement side target sharing rate xap_tg. A waiting time WTap is provided at the start. The transition (waveform) of the engagement-side target sharing ratio xap_tg is obtained by shifting the transition (waveform) of the basic engagement-side target sharing ratio xap_tg0 to the delay side by the waiting time WTap. That is, the control unit 70 provides a time difference that delays the transmission torque increase start command related to the engagement device on the engagement side relative to the transmission torque decrease start command related to the release side engagement device. When step S40 is executed, the process proceeds to step S50.

  In step S50, the shift target value is calculated by the controller 70. The shift target value calculation unit 80 calculates the target value of the input shaft angular acceleration dωt / dt based on, for example, the input shaft angular acceleration change map and the change in the turbine speed ωt. The shift target value calculation unit 80 calculates the target value of the output shaft torque To based on the output shaft torque change map, for example. When step S50 is executed, the process proceeds to step S60.

  In step S <b> 60, the control operation amount is calculated by the control unit 70. The control operation amount calculation unit 76 calculates the control operation amount based on the target share rates xap_tg, xdw_tg calculated in step S40, the shift target value calculated in step S50, and the shift model. The calculated control operation amounts are a required value of the engine torque Te, a required value Tcap of the transfer torque of the engagement element on the engagement side, and a required value Tcdw of the transfer torque of the engagement element on the release side. The speed change model used for calculating the control operation amount in the present embodiment is a relational expression for calculating the control operation amount described above. When step S60 is executed, the process proceeds to step S70.

  In step S70, the control unit 70 performs torque control of the power source and control of the engagement device. The engine output control unit 72 generates and outputs an engine output control command signal Se so as to realize the required value of the engine torque Te calculated in step S60. Further, the shift control unit 74 uses the hydraulic pressure command signal Sp to realize the required value Tcap of the transmission torque of the engagement element on the engagement side and the required value Tcdw of the transmission torque of the engagement element on the release side calculated in step S60. Is generated and output. When step S70 is executed, the control flow ends.

(Power-on downshift)
Control that suppresses the deviation between the start timing of increase of the engagement-side share ratio xap and the start timing of decrease of the release-side share ratio xdw, in other words, control that suppresses fluctuations in the actual transmission ratio xtt is used for a shift other than the power-on upshift. It can also be applied to. Next, the shift control of the power-on downshift executed by the control unit 70 will be described. First, with reference to FIG. 16, a problem that occurs in the power-on downshift will be described. FIG. 16 is a diagram illustrating a problem that occurs in the power-on downshift. As shown in FIG. 16, in the power-on downshift, the switching of the engagement device is started at the end of the inertia phase.

  The shift control is started at time t131, the engine torque Te is controlled, and the turbine rotational speed ωt starts increasing at time t132 to enter an inertia phase. When the turbine rotational speed ωt increases to the target rotational speed ωt1 after the shift at time t133, switching of the engagement device is started. Here, as shown in FIG. 16, when the release side dead time DTdw is shorter than the total time of the engagement side dead time DTap and the packing completion time PT, the release side target share ratio xdw_tg is decreased at time t133. If the engagement side target share ratio xap_tg starts to increase at the same time, a shift shock occurs. If the release-side target sharing rate xdw_tg starts to change simultaneously with the engagement-side target sharing rate xap_tg, the release-side sharing rate xdw starts to change before the engagement-side sharing rate xap, and the actual transmission rate xtt is insufficient. To do. The engagement side share ratio xap starts to increase at time t135, whereas the release side share ratio xdw starts to decrease at time t134 prior to time t135. As a result, the turbine speed ωt overshoots the target turbine speed ωt_tg, and a shift shock occurs.

  On the other hand, as shown in FIG. 9, the control unit 70 of the present embodiment provides a waiting time WTdw for the release-side target sharing rate xdw_tg. The value of the waiting time WTdw is determined so that the release-side share ratio xdw starts to decrease after the completion of the packing of the engagement device on the engagement side. The value of the waiting time WTdw is preferably a value that simultaneously starts the increase of the engagement-side share ratio xap and the decrease start of the release-side share ratio xdw. In FIG. 9, the shift control is started at time t31, and the inertia phase is started at time t32. When the turbine rotational speed ωt reaches a rotational speed in the vicinity of the target rotational speed ωt1 after the shift, the control unit 70 starts increasing the engagement-side target sharing ratio xap_tg at time t33. On the other hand, the controller 70 keeps the release-side target share ratio xdw_tg at 1 and does not decrease until the waiting time WTdw elapses from time t33. The controller 70 starts to decrease the release-side target share ratio xdw_tg at time t34 when the waiting time WTdw has elapsed. The engagement side share rate xap and the release side share rate xdw both start to change at time t35. It is suppressed that the release side share ratio xdw starts to change before the completion of packing, and the shift shock due to the fluctuation of the actual transmission ratio xtt is suppressed.

  When the release-side dead time DTdw is longer than the total time of the engagement-side dead time DTap and the packing completion time PT, a waiting time WTap may be provided for the engagement-side target sharing rate xap_tg. .

(Power off downshift)
Next, the shift control for the power-off downshift executed by the control unit 70 will be described. The power-off downshift is a downshift that is executed while the accelerator is off. The power-off downshift is a downshift performed in accordance with, for example, switching from accelerator-on to accelerator-off or a decrease in vehicle speed when the accelerator is off. First, with reference to FIG. 17, a problem that occurs in the power-off downshift will be described. FIG. 17 is a diagram for explaining a problem that occurs in the power-off downshift.

  In FIG. 17, the shift control is started at time t141. The release side dead time DTdw is shorter than the total time of the engagement side dead time DTap and the packing completion time PT. In this case, if the engagement-side target share ratio xap_tg and the release-side target share ratio xdw_tg start to be changed simultaneously, a shift shock occurs. In FIG. 17, at the time t142, the increase of the engagement-side target share ratio xap_tg and the decrease of the release-side target share ratio xdw_tg start simultaneously. The release side share ratio xdw starts to decrease at time t143, whereas the engagement side share ratio xap starts to increase at time t144 after time t143. As a result, the actual transmission rate xtt becomes insufficient, and the turbine speed ωt falls below the target turbine speed ωt_tg.

  On the other hand, as shown in FIG. 10, the control unit 70 according to the present embodiment provides a waiting time WTdw for the release-side target sharing rate xdw_tg. The value of the waiting time WTdw is determined so that the release-side share ratio xdw starts to decrease after the completion of the packing of the engagement device on the engagement side. The value of the waiting time WTdw is preferably a value that simultaneously starts the increase of the engagement-side share ratio xap and the decrease start of the release-side share ratio xdw. In FIG. 10, the shift control is started at time t41, and the control unit 70 starts increasing the engagement-side target share ratio xap_tg at time t42. On the other hand, the control unit 70 keeps the release-side target share ratio xdw_tg at 1 and does not decrease until the waiting time WTdw elapses from time t42. The control unit 70 starts to decrease the release-side target share ratio xdw_tg at time t43 when the waiting time WTdw has elapsed. The engagement side share rate xap and the release side share rate xdw both start to change at time t44. It is suppressed that the release side share ratio xdw starts to change before the completion of packing, and the shift shock due to the fluctuation of the actual transmission ratio xtt is suppressed.

  When the release-side dead time DTdw is longer than the total time of the engagement-side dead time DTap and the packing completion time PT, a waiting time WTap may be provided for the engagement-side target sharing rate xap_tg. .

  In the power-off upshift, as in the case of each shift control described above, an increase in the transmission torque of the engagement device on the engagement side and a decrease in the transmission torque of the engagement device on the release side are started after the completion of packing. Control may be performed.

[First Modification of Embodiment]
A first modification of the embodiment will be described. FIG. 11 is a diagram illustrating a pack packing completion time map according to the first modification of the embodiment. Different estimated values (control constants) may be used as the packing completion time PT according to the amount of operation of the driver. In this modification, the estimated value of the packing completion time PT differs depending on the accelerator opening. When the accelerator opening degree Acc is small, the packing completion time PT is estimated based on the first curve PT1. When the accelerator opening degree Acc is large, the packing completion time PT is estimated based on the third curve PT3. When the accelerator opening degree Acc is medium, the packing completion time PT is estimated based on the second curve PT2.

  As shown in FIG. 11, for the same oil temperature, the estimated value of the packing completion time PT becomes the longest according to the first curve PT1, and the estimation of the packing completion time PT according to the third curve PT3. The value is the shortest. When the accelerator opening Acc is a small opening, the driver does not require a large acceleration. In this case, it is considered preferable to give higher priority to shift shock suppression than acceleration response. As shown in FIG. 11, if the packing completion time PT is estimated longer based on the first curve PT1, the sharing ratios xap and xdw may start to change after the packing is reliably completed. It becomes possible. On the other hand, when the accelerator opening degree Acc is a large opening degree, the driver demands a large acceleration. In this case, it is considered that the higher priority of acceleration response than the suppression of shift shock matches the driver's intention. As shown in FIG. 11, it is possible to improve the acceleration response by estimating the packing completion time PT short based on the third curve PT3. Note that the number of curves used for the estimation of the packing completion time PT is not limited to the three illustrated.

[Second Modification of Embodiment]
A second modification of the embodiment will be described. In the above-described embodiment, the control unit 70 may change the engagement device without considering the dead times DTap and DTdw. As an example, the automatic transmission 18 is controlled so that there is no significant difference in the dead times of the individual engagement devices, and the time difference between the engagement side dead time DTap and the release side dead time DTdw is sufficiently short with respect to the packing completion time PT. In this case, the control unit 70 may execute the shift control ignoring the difference between the dead times DTap and DTdw. In this case, step S20 can be omitted in the flowchart of FIG. In step S40, the engagement-side target share ratio xap_tg and the release-side target share ratio xdw_tg may be determined based on the estimated pack completion time PT.

  The control unit 70 estimates the dead times DTap and DTdw without omitting step S20. If the difference between the dead times DTap and DTdw is equal to or smaller than a predetermined value, the dead time DTap and DTdw is not determined in step S40. Alternatively, the engagement-side target share ratio xap_tg and the release-side target share ratio xdw_tg may be determined from the packing completion time PT.

[Third Modification of Embodiment]
A third modification of the embodiment will be described. In the above embodiment, the control unit 70 provides a waiting time for starting the change of the target share rate on either the engagement side or the release side, but this is the method of providing a time difference in the change start timing of the target share rate. Is not limited. For example, different waiting times may be provided for the target sharing rates on both the engagement side and the release side. For example, the target share rate on either the engagement side or the release side may be put forward. For example, the target share rates on both the engagement side and the release side may be advanced with different advance amounts. For example, a waiting time may be provided for one of the target share rates on the engagement side or the release side, and the other target share rate may be forwarded.

[Fourth Modification of Embodiment]
A fourth modification of the embodiment will be described. Although the power source of the above embodiment is the engine 12, instead of this, another power source such as a motor may be mounted on the vehicle 10. When a motor is mounted on the vehicle 10 as a power source, a required value of the motor torque is determined according to the input shaft torque Ti determined based on the transmission model.

  The contents disclosed in the above embodiment and each modification can be executed in appropriate combination.

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 10 Vehicle 12 Engine 18 Automatic transmission 26 Drive wheel 28 Hydraulic control circuit 62 Oil temperature sensor 70 Control part 72 Engine output control part 74 Shift control part 76 Control operation amount calculation part 78 Torque share ratio calculation part 80 Shift target Value calculation unit DTap Engagement side dead time DTdw Release side dead time PT Packing completion time Te Engine torque Tt Turbine torque Ti Input shaft torque To Output shaft torque WTap, WTdw Wait time ωt Turbine speed ωt_tg Target turbine speed xap Engagement Side share rate xap_tg Engagement side target share rate xdw Release side share rate xdw_tg Release side target share rate xtt Actual transfer rate

Claims (4)

An automatic transmission that has a plurality of engagement devices and a hydraulic control circuit that controls hydraulic pressure supplied to the engagement devices, and that shifts by switching between engagement and release of the engagement devices;
A control unit for controlling the automatic transmission based on a target value of a transmission torque of the engagement device on the engagement side and the disengagement side determined from a transmission model;
With
The control unit estimates the time required for packing the engagement device on the engagement side based on the oil temperature of the automatic transmission when shifting the automatic transmission,
The control unit outputs a transmission torque increase start command related to the engagement device on the engagement side and a transmission torque decrease start command related to the engagement device on the release side based on the time required for packing. A vehicle control device characterized in that a time difference is provided and an increase in transmission torque of the engagement device on the engagement side and a decrease in transmission torque of the engagement device on the release side are started after the completion of the pack packing. The control unit outputs a command to change a transmission torque for each of the engagement device on the engagement side and the engagement device on the release side based on the oil temperature of the automatic transmission, and then performs the hydraulic control. Estimate the dead time until the circuit starts to operate according to the command,
The control unit provides the time difference based on the dead time for the engagement device on the engagement side and the dead time for the engagement device on the release side, in addition to the time required for the packing. 2. The vehicle control device according to claim 1, wherein after the completion of the packing, an increase in transmission torque of the engagement device on the engagement side and a decrease in transmission torque of the engagement device on the release side are started. The vehicle control device according to claim 1, wherein the time difference is a value that simultaneously starts an increase in transmission torque of the engagement device on the engagement side and a decrease in transmission torque of the engagement device on the release side. When the sum of the time required for packing and the dead time of the engagement device on the engagement side is longer than the dead time of the engagement device on the release side, the control unit Providing the time difference for delaying the transmission torque reduction start command for the device relative to the transmission torque increase start command for the engagement device on the engagement side,
When the sum of the time required for packing and the dead time of the engagement device on the engagement side is shorter than the dead time of the engagement device on the release side, the control unit The vehicle control device according to claim 2, wherein the time difference is provided to delay a transmission torque increase start command related to the combined device from a transmission torque decrease start command related to the disengagement side engagement device.

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