JP5201027B2 - Automatic manual transmission shift control device - Google Patents

Description

  The present invention relates to a shift control device for an automatic manual transmission.

  As a shift control device for an automatic manual transmission in which a shift is executed by switching two start clutches, a shift of the automatic manual transmission is performed based on shift lines (that is, an upshift line and a downshift line) in a shift map. The preshift is executed based on the standby lines (that is, the upshift standby line and the downshift standby line) in the preshift map, and the upshift standby line and the downshift standby line are used regardless of the running state of the vehicle. There is a fixed value (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 2007-232047

  In the technique in which the above-described upshift standby line and downshift standby line are fixed values regardless of the traveling state of the vehicle, the shift operation may be delayed with respect to a shift command. For example, depending on the running state of the vehicle, pre-shift (upshift standby state, downshift standby state) may not be performed even when a shift command (acceleration / deceleration request across the upshift line or downshift line) is issued. If it is completed, the shift operation according to the shift command is not immediately started and a delay occurs. For example, the automatic manual transmission synchronous meshing mechanism is in an upshift standby state or is in the transition to a downshift standby state, regardless of the situation in which it should be downshifted immediately (for example, when crossing the downshift line). In such a case, the downshift operation is not immediately started as requested by the downshift instruction, and a delay occurs. This also applies to the upshift.

  According to the present invention, an automatic manual transmission having two start clutches performs preshift based on an upshift standby line and a downshift standby line in a preshift map, and an upshift line and a downshift line in a shift map. The upshift standby line and the downshift standby line are made variable in accordance with the traveling state of the vehicle when the vehicle is shifted based on the above.

  According to the present invention, it is possible to prevent the shift operation from being delayed with respect to the shift command, and at the time of the shift command, by preventing the pre-shift from being incomplete, the shift operation is started according to the shift command. can do.

1 is a schematic view of a twin-clutch automatic manual transmission illustrating an automatic manual transmission to which a shift control device according to an embodiment of the invention can be applied. It is a figure which shows the basic speed change operation state of a twin clutch type automatic manual transmission. It is the schematic of the transmission control apparatus of the automatic manual transmission of Example 1 by this invention. It is a flowchart which shows operation | movement of the transmission control apparatus of the automatic manual transmission of Example 1 by this invention. (A) is the schematic which shows the fixed map used for the shift control apparatus of the automatic manual transmission in a prior art, (b) is the present used for the shift control apparatus of the automatic manual transmission of one Example by this invention. It is the schematic which shows the some map corresponding to a driving | running | working state. (A) is a figure which shows the state in which the downshift standby line in a prior art is set to the high vehicle speed side rather than a downshift line, (b) is a position of the downshift line and downshift standby line in a prior art It is a figure which shows the state which reversely rotates, (c) is a figure which shows the state in which the downshift standby line in the transmission control apparatus of one Example by this invention is set to the high vehicle speed side rather than the downshift line, (d ) Is a diagram illustrating a state in which the positions of the downshift line and the downshift standby line are maintained without being reversed in the shift control apparatus according to the embodiment of the present invention. It is a flowchart which shows operation | movement of the transmission control apparatus of the automatic manual transmission of Example 2 by this invention. It is a flowchart which shows operation | movement of the transmission control apparatus of the automatic manual transmission of Example 3 by this invention. It is a flowchart which shows operation | movement of the transmission control apparatus of the automatic manual transmission of Example 4 by this invention. (A) is a figure which shows the state in which the downshift standby line in a prior art is set to the high vehicle speed side rather than a downshift line, (b) is a position of the downshift line and downshift standby line in a prior art It is a figure which shows the state which reversely rotates, (c) is a figure which shows the state in which the downshift standby line in the transmission control apparatus of one Example by this invention is set to the high vehicle speed side rather than the downshift line, (d ) Is a diagram illustrating a state in which the positions of the downshift line and the downshift standby line are maintained without being reversed in the shift control apparatus according to the embodiment of the present invention. (A) is a figure which shows the state in which acceleration / deceleration can hunt between the reduction speed side and the high deceleration side by making a 1st predetermined value into a threshold value, (b) is a figure which shows a hunting state, (c) is this figure It is a figure which shows the modification 1 of the hunting prevention in the transmission control apparatus of one Example by invention, (d) is a figure which shows the modification 2 of the hunting prevention in the transmission control apparatus of one Example by this invention.

  First, in order to facilitate understanding of the present invention, a transmission mechanism of an automatic manual transmission having two start clutches will be described.

[Automatic manual transmission]
FIG. 1 is a schematic view of a twin-clutch automatic manual transmission illustrating an automatic manual transmission to which a shift control apparatus according to each embodiment described later according to the present invention can be applied.

  An output shaft (crankshaft 2) of the engine 1 is connected to an automatic wet-rotation clutch (hereinafter referred to as an "odd-stage clutch") C1 for odd-numbered gears (first speed, third speed, fifth speed, reverse), and Drive-coupled to a common automatic clutch drum 3 of an automatic wet rotation clutch (hereinafter referred to as “even-numbered-stage clutch”) C2 for even-numbered gears (second speed, fourth speed, and sixth speed). The twin clutch type automatic manual transmission includes a first input shaft 4 for odd-numbered gears (first speed, third speed, fifth speed, reverse) and even-numbered gear speeds (second speed, fourth speed, sixth gear). (Speed) second input shaft 5 is provided, and the first input shaft 4 and the second input shaft 5 can be coupled to the crankshaft 2 of the engine output shaft by the respective automatic clutches C1 and C2.

  The twin-clutch automatic manual transmission further includes an output shaft 6, which is arranged coaxially with the first input shaft 4 and the second input shaft 5, and the output shaft 6 is driven left and right via a propeller shaft and a differential gear device (not shown). Connect to the wheel.

  The gear transmission mechanism of the twin clutch type automatic manual transmission will be described in detail below. Of the first input shaft 4 and the second input shaft 5 to which engine rotation is selectively input via the odd-numbered speed clutch C1 and the even-numbered speed clutch C2, the second input shaft 5 is hollow, and the first input is input to this. By penetrating the shaft 4, the first input shaft 4 and the second input shaft 5 are disposed so as to be rotatable relative to each other.

  As described above, the engine-side front ends of the first input shaft 4 and the second input shaft 5 that are mutually rotatable are coupled to the clutch hubs 7 and 8 of the automatic clutches C1 and C2, respectively. On the other hand, the rear end portion of the first input shaft 4 constitutes a rear end extension portion protruding from the rear end of the second input shaft 5. A countershaft 10 is provided at a position offset with respect to the first input shaft 4, the second input shaft 5, and the output shaft 6.

  A counter gear 11 is integrally provided at the rear end of the counter shaft 10, an output gear 12 that meshes with the counter gear 11 is provided, and is provided integrally with the output shaft 6. As a result, the countershaft 10 and the output shaft 6 are drivingly coupled via the counter gear 11 and the output gear 12.

  Between the rear end extension of the first input shaft 4 and the countershaft 10, the gear sets G1, G3, G5 of the odd-numbered speed stage (first speed, third speed, fifth speed) group and the reverse speed stage A gear set GR is provided. These are arranged in the order of the first speed gear set G1, the reverse gear set GR, the fifth speed gear set G5, and the third speed gear set G3 from the front side close to the engine 1.

  The first speed gear set G1 includes a first speed input gear 13 provided integrally with a rear end extension of the first input shaft 4 and a first speed output gear 14 provided rotatably on the countershaft 10. It is comprised by making it mesh.

  The reverse gear set GR is meshed with the reverse input gear 15 provided integrally with the rear end extension of the first input shaft 4, the reverse output gear 16 provided rotatably on the counter shaft 10, and the gears 15, 16. The reverse idler gear 17 that drives and couples the gears 15 and 16 is configured, and the reverse idler gear 17 is rotatably supported by a reverse idler shaft 18 provided in the transmission case.

  The third speed gear set G3 includes a third speed input gear 19 rotatably provided at the rear end extension of the first input shaft 4, and a third speed output gear 20 provided integrally with the countershaft 10. It is configured by meshing. The fifth speed gear set G5 includes a fifth speed input gear 31 that is rotatably provided at the rear end extension of the first input shaft 4, and a fifth speed output gear 32 that is drivingly coupled to the countershaft 10. It is configured by meshing with each other.

  The countershaft 10 is further provided with a first speed-reverse synchronous meshing mechanism (selective meshing mechanism) 21 disposed between the first speed output gear 14 and the reverse output gear 16. The first speed-reverse synchronous meshing mechanism (selective meshing mechanism) 21 moves the coupling sleeve 21a that rotates together with the countershaft 10 from the neutral position shown in the drawing to the first speed output gear 14 side (to the left) to move first. When meshed with an automatic clutch gear 21b provided integrally with the first speed output gear 14, the first speed output gear 14 is drivingly coupled to the countershaft 10 to select the first speed as described later. On the other hand, when the coupling sleeve 21a is moved from the neutral position shown in the drawing to the reverse output gear 16 side (to the right) and meshed with the automatic clutch gear 21c provided integrally with the reverse output gear 16, the reverse output gear 16 is The drive shaft is coupled to the countershaft 10 to select the reverse as described later.

  Further, a third-speed / fifth-speed synchronous meshing mechanism (selective meshing mechanism) 22 is provided between the third-speed input gear 19 and the fifth-speed input gear 31 at the rear end extension of the first input shaft 4. Yes. The third speed-fifth speed synchronous meshing mechanism (selective meshing mechanism) 22 has a coupling sleeve 22a that rotates with the first input shaft 4 (rear end extension portion) from the illustrated neutral position to the third speed input gear 19. When the second speed input gear 19 is moved (rightward) and engaged with the automatic clutch gear 22b provided integrally with the third speed input gear 19, the third speed input gear 19 is drivingly connected to the first input shaft 4 and will be described later. Then select the 3rd speed. On the other hand, when the coupling sleeve 22a is moved from the neutral position shown in the figure to the fifth speed input gear 31 side (to the left) and meshed with an automatic clutch gear 22c provided integrally with the fifth speed input gear 31, The fifth speed input gear 31 is drivingly coupled to the first input shaft 4 to select the fifth speed as will be described later.

  Between the hollow second input shaft 5 and the countershaft 10, a gear set of an even-numbered speed stage (second speed, fourth speed, sixth speed) group is sequentially shifted from the front side close to the engine to the sixth speed. A gear set G6, a second speed gear set G2, and a fourth speed gear set G4 are arranged. The sixth speed gear set G6 is disposed at the front portion of the second input shaft 5, and the fourth speed gear set G4 is disposed at the rear end of the second input shaft 5. The second speed gear set G2 is disposed between the sixth speed gear set G6 and the fourth speed gear set G4 on the second input shaft 5.

  The sixth speed gear set G6 meshes a sixth speed input gear 23 provided integrally with the outer periphery of the second input shaft 5 and a sixth speed output gear 24 provided rotatably on the countershaft 10. It is composed of that. The second speed gear set G2 meshes a second speed input gear 25 integrally provided on the outer periphery of the second input shaft 5 and a second speed output gear 26 rotatably provided on the countershaft 10. It is composed of that. The fourth speed gear set G4 meshes a fourth speed input gear 27 provided integrally with the outer periphery of the second input shaft 5 and a fourth speed output gear 28 provided rotatably on the countershaft 10. It is composed of that.

  The countershaft 10 is further provided with a synchronous meshing mechanism (selective meshing mechanism) 29 dedicated to the sixth speed between the sixth speed output gear 24 and the second speed output gear 26. The sixth-speed dedicated synchronous meshing mechanism (selective meshing mechanism) 29 moves the coupling sleeve 29a that rotates together with the countershaft 10 from the neutral position shown in the drawing to the sixth-speed output gear 24 side (leftward), thereby causing the sixth speed. When meshed with an automatic clutch gear 29b provided integrally with the output gear 24, the sixth speed output gear 24 is drivingly coupled to the countershaft 10 to select the sixth speed as described later. The countershaft 10 is provided with a second-speed / fourth-speed synchronous meshing mechanism (selective meshing mechanism) 30 between the second-speed output gear 26 and the fourth-speed output gear 28. This second speed-fourth speed synchronous meshing mechanism (selective meshing mechanism) 30 moves the coupling sleeve 30a that rotates together with the countershaft 10 from the illustrated neutral position to the second speed output gear 26 side (left line). Then, when meshed with an automatic clutch gear 30b provided integrally with the second speed output gear 26, the second speed output gear 26 is drivingly coupled to the countershaft 10 to select the second speed as described later. On the other hand, when the coupling sleeve 30a is moved from the neutral position shown in the figure to the fourth speed output gear 28 side (to the right) and meshed with the automatic clutch gear 30c provided integrally with the fourth speed output gear 28, The fourth speed output gear 28 is drivingly coupled to the countershaft 10 to select the fourth speed as described later.

  Next, the automatic shifting action of the twin clutch type automatic manual transmission according to the above embodiment will be described.

(Non-driving range)
When a non-traveling range in which power transmission is not desired, such as a neutral (N) range or a parking (P) range, is selected, both the odd-numbered clutch C1 and the even-numbered clutch C2 are released, and a synchronous meshing mechanism. By setting all of the coupling sleeves 21a, 22a, 29a, and 30a of the 21, 22, 29, and 30 to the neutral position shown in the figure, the twin-clutch automatic manual transmission is set to a neutral state in which power transmission is not performed. Particularly in the parking (P) range, the transmission output shaft 6 is mechanically locked so as not to rotate by the park lock device.

(Travel range)
When a driving range such as the D range in which forward power transmission is desired or the R range in which reverse power transmission is desired is selected, the hydraulic oil from the oil pump O / P (see FIG. 1) driven by the engine 1 As a medium, the coupling sleeves 21a, 22a, 29a, 30a of the synchronous meshing mechanisms 21, 22, 29, 30 are shifted, and the automatic clutches C1, C2 are controlled to be engaged / released. A forward gear and a reverse gear can be selected.

(D range, 1st speed)
When the first speed is desired in the forward travel range such as the D range, the coupling sleeve 21a of the synchronous meshing mechanism 21 is moved to the left to drive-couple the gear 14 to the countershaft 10, and thereby the odd gear group of the odd-numbered gear group. After the pre-shift to the first speed, the automatic wet rotation clutch C1 that has been released in the non-traveling range is engaged. As a result, the engine rotation from the automatic clutch C1 is output from the output shaft 6 via the first input shaft 4, the first speed gear set G1, the countershaft 10, and the output gear sets 11, 12, so Power transmission becomes possible.

  In addition, when the selection of the first speed is intended to start, by using slip control together with the automatic clutch C1 (slip engagement control), a smooth front start without starting shock can be achieved. Can be done. When the first speed is selected in response to the selection operation from the N range to the D range, the coupling sleeve 30a of the synchronous meshing mechanism 30 is moved to the left at the same time as the odd speed group is preshifted to the first speed. The gear 26 is driven and coupled to the countershaft 10, thereby pre-shifting the even speed group to the second speed is completed. However, since the automatic clutch C2 continues to be released in the non-traveling range, the second speed is not selected.

(D range, 2nd speed)
At the time of upshifting from the first speed to the second speed, since the even gear group is pre-shifted to the second speed as described above at the time of N → D selection, the automatic clutch C1 is disengaged and is released in the non-traveling range. The upshift from the first speed to the second speed can be performed by making the automatic clutch C2 engaged (slip engagement control), that is, by switching both automatic clutches. As a result, the engine rotation from the automatic clutch C2 is output from the output shaft 6 via the second input shaft 5, the second speed gear set G2, the countershaft 10, and the output gear sets 11, 12, so Power transmission becomes possible. When the shift from the first speed to the second speed is completed, the coupling sleeve 22a of the synchronous meshing mechanism 22 is moved rightward to drive-couple the gear 19 to the first input shaft 4. Thereby, the pre-shift from the first speed to the third speed of the odd-numbered speed group can be performed.

(D range, 3rd speed)
When upshifting from the second speed to the third speed, since the odd-numbered speed group is pre-shifted to the third speed as described above during the upshift from the first speed to the second speed, the automatic clutch C2 is released, It is possible to cause the upshift from the second speed to the third speed by making the automatic clutch C1 released from the second speed engaged (slip engagement control), that is, by switching both automatic clutches. it can. As a result, the engine rotation from the automatic clutch C1 is output from the output shaft 6 via the first input shaft 4, the third speed gear set G3, the countershaft 10, and the output gear sets 11 and 12, and therefore at the third speed. Power transmission becomes possible. When the shift from the second speed to the third speed is finished, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position to disconnect the gear 26 from the countershaft 10, and the coupling sleeve of the synchronous meshing mechanism 30 is used. The gear 28 is drivably coupled to the countershaft 10 by moving 30a to the right. As a result, the pre-shift from the second speed to the fourth speed of the even-numbered speed group can be performed.

(D range, 4th speed)
At the time of upshifting from the third speed to the fourth speed, the even-numbered speed group is pre-shifted to the fourth speed as described above during the upshift from the second speed to the third speed, so that the automatic clutch C1 is released, An upshift from the third speed to the fourth speed can be performed by making the automatic clutch C2 released from the third speed engaged (slip engagement control), that is, by switching both automatic clutches. it can. As a result, the engine rotation from the automatic clutch C2 is output from the output shaft 6 via the second input shaft 5, the fourth speed gear set G4, the countershaft 10, and the output gear sets 11, 12, so Power transmission becomes possible. When the shift from the third speed to the fourth speed is completed, the coupling sleeve 22a of the synchronous meshing mechanism 22 is returned to the neutral position to disconnect the gear 19 from the first input shaft 4, and the cup of the synchronous meshing mechanism 22 is used. The ring sleeve 22 a is moved to the left to couple the gear 31 to the first input shaft 4. Thereby, the pre-shift from the third speed to the fifth speed of the odd-numbered speed group can be performed.

(D range, 5th speed)
At the time of upshifting from the fourth speed to the fifth speed, the odd speed group is pre-shifted to the fifth speed as described above during the upshift from the third speed to the fourth speed, so that the automatic clutch C2 is released, An upshift from the fourth speed to the fifth speed is performed by making the automatic clutch C1 released from the fourth speed engaged (slip engagement control), that is, by switching both automatic clutches. As a result, the engine rotation from the automatic clutch C1 is output from the output shaft 6 via the first input shaft 4, the fifth speed gear set G5, the countershaft 10, and the output gear sets 11, 12, so Power transmission becomes possible. When the shift from the fourth speed to the fifth speed is completed, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position to disconnect the gear 28 from the countershaft 10 and the coupling sleeve of the synchronous meshing mechanism 29. The gear 24 is drivably coupled to the countershaft 10 by moving 29a to the left. As a result, the pre-shift from the fourth speed to the sixth speed of the even-numbered speed group can be performed.

(D range, 6th speed)
At the time of upshifting from the fifth speed to the sixth speed, since the even-numbered speed group is pre-shifted to the sixth speed as described above during the upshift from the fourth speed to the fifth speed, the automatic clutch C1 is released, An upshift from the fifth speed to the sixth speed is performed by causing the automatic clutch C2 released from the fifth speed to be engaged (slip engagement control), that is, by switching both automatic clutches. As a result, the engine rotation from the automatic clutch C2 is output in the axial direction from the output shaft 6 via the second input shaft 5, the sixth speed gear set G6, the countershaft 10, and the output gear sets 11 and 12. Power transmission at high speed is possible. Since the shift after the shift from the fifth speed to the sixth speed has only a downshift and the odd-numbered speed group should be pre-shifted to the fifth speed immediately below, the coupling sleeve of the synchronous meshing mechanism 22 The gear 31 is kept connected to the first input shaft 4 while keeping 22a at the same left-hand position as when the fifth speed is selected.

  In addition, when downshifting from the sixth speed to the first speed in sequence, by performing shift control opposite to the upshift, the preshift in the reverse direction as described above and the engagement / release control of the automatic clutches C1 and C2 are performed. Thus, a predetermined downshift can be performed.

(R range)
When the reverse travel range is desired and the non-travel range is switched to the R range, the coupling sleeve 21a of the synchronous meshing mechanism 21 is first moved from the neutral position to drive-couple the gear 16 to the countershaft 10. As a result, the pre-shifting of the odd-numbered gear group to the reverse gear is performed. Next, when the automatic wet rotation clutch C1 that has been released in the non-traveling range is engaged, the engine rotation from the automatic clutch C1 causes the first input shaft 4, the reverse gear set GR, the countershaft 10, and the output gear sets 11,12. And then output from the output shaft 6. At this time, the rotational direction is reversed by the reverse gear set GR, so that power can be transmitted at the reverse gear. Even when starting at the reverse gear, the slip engagement control is performed on the automatic clutch C1, thereby making it possible to perform a smooth subsequent start without a start shock.

  In such a twin-clutch automatic manual transmission, a pre-shift is executed based on the upshift standby line and the downshift standby line in the preshift map, and the automatic manual transmission is executed based on the upshift line and the downshift line in the shift map. The pre-shift operation and the shift operation will be described in detail below.

[Pre-shift operation and shift operation]
FIG. 2 is a diagram showing a basic shift operation state of the twin clutch type automatic manual transmission shown in FIG. With reference to FIG. 2, a basic shift operation example of the twin clutch type automatic manual transmission will be briefly described.

<Upshift from 3rd speed to 4th speed (when the accelerator speed is constant and the vehicle speed increases and the driving point changes from a to e)>
Driving point a: in the third speed traveling state. The third-speed to fifth-speed synchronous meshing mechanism 22 is in the third-speed engagement state, and the odd-numbered clutch C1 is in the engaged state. The second speed-fourth speed synchronous meshing mechanism 30 is in the second speed engagement state (before the upshift to the third speed, it is in the second speed state and remains in the second speed engagement state). . The even clutch C2 is in a released state.
Operating point b: in the same state as the operating point a.
Operating point c: in the same state as the operating point a.
Operation point c → d: Second-speed-fourth-speed synchronous meshing mechanism 30 is in a state of shifting from the second-speed engagement state to the fourth-speed engagement state (the shift control device has an upshift standby on the vehicle side) In order to cross the line, an upshift standby with respect to the current third speed, that is, a shift command for waiting at the fourth speed is output).
Operating point d: The second-fourth speed synchronous meshing mechanism 30 is in the fourth-speed engaged state. Others are in the same state as the operating point a.
Operating point d → e: Starts upshifting from the third speed to the fourth speed (the shift control device releases the odd-numbered clutch C1 and engages the even-numbered clutch C2 to execute a shift to cross the upshift line. To do).
Driving point e: The vehicle is running at the fourth speed. The second speed-fourth speed synchronous meshing mechanism 30 places the even-numbered clutch C2 in the engaged state in the fourth speed engaged state. The third-speed to fifth-speed synchronous meshing mechanism 22 is in the third-speed engagement state. The odd clutch C1 is in a released state.

<Downshift from 3rd speed to 2nd speed (when the accelerator opening = 0 and the vehicle speed decreases and the driving point changes from f to i)>
Driving point f: in the third speed traveling state. The third-speed to fifth-speed synchronous meshing mechanism 22 is in the third-speed engagement state, and the odd-numbered clutch C1 is in the engaged state. The second-speed-fourth-speed synchronous meshing mechanism 30 is in the fourth-speed engagement state (before the downshift to the third speed is in the fourth-speed state and remains in the fourth-speed engagement state). . The even clutch C2 is in a released state.
Operating point g: in the same state as the operating point f.
Operating point h: in the same state as the operating point f.
Driving point h → i: Second-speed-fourth-speed synchronous meshing mechanism 30 is in a state of shifting from the fourth-speed engaged state to the second-speed engaged state (the shift control device is on the downshift standby side on the vehicle side) In order to cross the line, a downshift standby for the current third speed, that is, a shift command for waiting at the second speed is output).
Operation point i: The second-fourth speed synchronous meshing mechanism 30 is in the second-speed engagement state. Others are in the same state as the operating point f.
Driving point i → j: Starts a downshift from the third speed to the second speed (the gear shift control device disengages the odd clutch C1 and engages the even clutch C2 to shift gears because the vehicle side crosses the downshift line. Run).
Driving point j: Traveling at the second speed. The second-speed-fourth speed synchronous meshing mechanism 30 places the even-numbered clutch C2 in the engaged state in the second speed engaged state. The third-speed to fifth-speed synchronous meshing mechanism 22 is in the third-speed engagement state. The odd clutch C1 is in a released state.

  Hereinafter, a shift control apparatus for an automatic manual transmission according to a first embodiment of the present invention will be described in detail.

[Shift Control Device of Embodiment 1]
FIG. 3 is a schematic diagram of a shift control apparatus for an automatic manual transmission according to an embodiment of the present invention. FIG. 4 is a flowchart showing the operation of the automatic manual transmission shift control apparatus according to the first embodiment of the present invention. The shift control apparatus 100 according to the first embodiment is an automatic manual transmission (having an automatic shift mode or a manual shift mode) having two start clutches, and preshifts based on an upshift standby line and a downshift standby line in a preshift map. , And generates a control signal for executing a shift based on an upshift line and a downshift line in the shift map. The shift control device 100 according to the first embodiment includes a shift instruction analysis unit 101, a traveling state determination unit 102, a shift standby line change unit 103 (having a shift standby line holding unit 103a and a shift standby line selection unit 103b), And a control signal generation unit 104.

  The operation of the automatic manual transmission shift control apparatus according to the first embodiment will be described with reference to FIGS.

  When receiving the shift instruction request, the shift instruction analyzing unit 101 analyzes the change amount in the vehicle speed direction of the upshift line and the downshift line related to the shift instruction request, and upshifts based on the analyzed information on the change amount of the shift line. A shift map of lines and downshift lines is set (step S1).

  The traveling state determination unit 102 determines the current traveling state of the vehicle and sends information on the current traveling state of the vehicle to the shift standby line changing unit 103 (step S2).

  The shift standby line changing unit 103 changes the upshift standby line and the downshift standby line according to the current traveling state of the vehicle, and sets the changed upshift standby line and downshift standby line (step S3). For example, the shift standby line changing unit 103 may store an upshift standby line and a downshift standby line corresponding to each traveling state, which are stored in advance in the shift standby line holding unit 103a according to the current traveling state of the vehicle. By selecting the shift standby line selection unit 103b, the preshift map is changed to the upshift standby line and the downshift standby line.

  The control signal generation unit 104 performs pre-shifting on the automatic manual transmission based on the selected upshift standby line and downshift standby line, and performs shift based on the upshift line and downshift line in the shift map. A control signal is generated for the purpose (step S4).

FIG. 5A is a schematic diagram showing a fixed map used in a shift control device for an automatic manual transmission according to the prior art, and FIG. 5B shows a shift control device for an automatic manual transmission according to an embodiment of the present invention. It is the schematic which shows the some map corresponding to the present driving state used. In the prior art, as shown in FIG. 5A, a fixed single map M0 is only used as a map for shift control.
On the other hand, in the shift control apparatus 100 according to the present embodiment, the shift standby line changing unit 103 maps the upshift standby line and the downshift standby line corresponding to the current traveling state according to the current traveling state of the vehicle. Select from multiple maps. For example, a standby line corresponding to the eco mode (mode that emphasizes fuel efficiency) is set in the first map M1, and a standby line corresponding to the normal mode (mode that emphasizes normal driving performance) is set in the second map M2. The standby line corresponding to the sporty mode (mode in which response performance is emphasized) is set in the third map M3, the standby line for deceleration is set in the fourth map M4, and the fifth map M5 is set in the fifth map M5. A standby line for acceleration is set. The shift standby line changing unit 103 changes the setting of the standby line by selecting a map corresponding to the current traveling state from a plurality of maps. The map is not limited to the above five, and other modes can be set (for example, the sixth map M6).

  It should be noted that the upshift standby line and the downshift standby line for each traveling state are not necessarily prepared individually, and can be used together if the standby lines have the same value. For example, the eco mode map M1 and the acceleration map M5 can be set to be the same standby line, and the sporty mode map M3 and the deceleration map M4 can be set to be the same standby line. .

  When the shift control device 100 is configured by a central processing unit (CPU), the upshift standby line and the downshift standby line, and the setting and changing of the upshift line and the downshift line are stored in advance. It can also be realized by reading a map (not shown) and setting it in a predetermined register (not shown). In this case, a control program for realizing each function of the shift control device 100 can also be stored in the storage unit.

  As described above, the shift control apparatus 100 according to the present embodiment, for example, is an automatic manual transmission having two start clutches, determines the current traveling state of the vehicle, and the upshift standby line and the downshift standby line in the preshift map. The pre-shift is executed based on the above, and the up-shift standby line and the down-shift standby line are made variable according to the current running state of the vehicle when the shift is executed based on the up-shift line and the down-shift line in the shift map. To execute the shift control.

  According to the shift control device 100 of the present embodiment, it is possible to prevent the shift operation from being delayed with respect to the shift command, and at the time of the shift command, by preventing the pre-shift from being incomplete, The shifting operation can be started as described above.

  Here, FIG. 6 shows an operation comparison between the prior art and the shift control device of the present embodiment. Referring to FIG. 6, the prior art and the speed change control device of the present embodiment are compared. In both the prior art and the speed change control device 1 of the present embodiment, the downshift standby line is set on the higher vehicle speed side than the downshift line. (See FIGS. 6A and 6C). This is because a down standby state is set at the time of kickdown or before executing a downshift due to a decrease in vehicle speed. Further, the upshift standby line is set at a lower vehicle speed side than the upshift line (see FIGS. 6A and 6C). This is because an upshift standby state is set before the upshift is executed due to an increase in vehicle speed.

  On the other hand, it is assumed that the downshift line is increased in speed by, for example, ASC (adaptive shift control) control. In the prior art, only the shift line (upshift line and downshift line) is set on the high vehicle speed side in accordance with the increase in vehicle speed as the traveling state (see FIG. 6B). However, since the standby line has a fixed value in the prior art, the positions of the downshift line and the downshift standby line may be reversed as shown in FIG.

  If the positions of the downshift line and the downshift standby line are reversed in this way, the downshift line will be crossed before the downshift standby line at the time of kickdown or when the vehicle speed decreases, and the downshift is immediately performed before the downshift is executed. Does not enter standby mode. Therefore, a shift command is output so as to enter the downshift standby state, and the downshift is executed after entering the downshift standby state. That is, even if the downshift is desired, since the preshift is not performed, the response of the downshift is delayed.

  On the other hand, in the transmission control device 1 according to the first embodiment, the standby line is changed according to the current traveling state (see FIG. 6D).

  Thereby, in the transmission control device 1 of the first embodiment, the downshift standby line is crossed before the downshift line, and the downshift standby state can be set before the downshift instruction request. That is, since the preshift is performed before the downshift, there is no delay in the downshift response.

  Therefore, according to the shift control device 1 of the present embodiment, it is possible to prevent the shift operation from being delayed with respect to the shift instruction request, and to prevent the preshift from being incomplete when the shift command is issued. The shifting operation can be started as instructed.

  Next, a shift control apparatus for an automatic manual transmission according to a second embodiment of the present invention will be described in detail.

[Shift Control Device of Embodiment 2]
FIG. 7 is a flowchart showing the operation of the automatic manual transmission shift control apparatus according to the second embodiment of the present invention. The shift control apparatus 100 according to the second embodiment can be realized with the same configuration as that of the first embodiment shown in FIG. In particular, the speed change control device 100 according to the second embodiment targets, for example, a three-stage travel mode (eco mode, normal mode, and sporty mode) as the travel state. The traveling state determination unit 102 and the shift standby line changing unit 103 (the shift standby line holding unit 103a and the shift standby line selecting unit 103b) are set as travel states according to the travel mode (eco mode, normal mode, sporty mode, etc.). Operate.

  With reference to FIG. 7, the operation of the shift control device for the automatic manual transmission according to the second embodiment will be described.

  Similarly to the control flow of FIG. 4, the shift instruction analysis unit 101 and the travel state determination unit 102 determine the travel mode as the current travel state of the vehicle together with step S <b> 11 for analyzing the change amount of the shift line, respectively ( Step S12).

  The shift standby line changing unit 103 sets the upshift standby line and the downshift standby line to the high vehicle speed side when the vehicle is in the sporty mode according to the current vehicle travel mode, When the state is the eco mode, the upshift standby line and the downshift standby line are changed so as to be set to the low vehicle speed side, and the changed upshift standby line and downshift standby line are set (step S13).

  For example, the shift standby line changing unit 103 changes the upshift standby line and the downshift standby line corresponding to each traveling state, which are held in advance in the shift standby line holding unit 103a, according to the current driving mode of the vehicle. To do. As a specific example, when the driving state of the vehicle is the sporty mode, the shift standby line selection unit 103b selects a map of the upshift standby line and the downshift standby line on the high vehicle speed side so that the vehicle driving state is ecological. When the mode is selected, the map for preshift is changed to the upshift standby line and the downshift standby line according to the current driving state by selecting the map of the upshift standby line and downshift standby line on the low vehicle speed side To do.

  The control signal generator 106 performs pre-shifting on the automatic manual transmission based on the selected upshift standby line and downshift standby line, and performs shift based on the upshift line and downshift line in the shift map. A control signal is generated (step S14).

  As described above, the shift control apparatus 100 according to the present embodiment is, for example, an automatic manual transmission having two start clutches, and determines the current driving state of the vehicle based on the driving mode (eco mode, normal mode, sporty mode, etc.). When the driving state of the vehicle is sporty mode, the upshift standby line and the downshift standby line are set to the high vehicle speed side, and when the vehicle driving state is the eco mode, set to the low vehicle speed side, Preshift is executed based on the upshift standby line and downshift standby line in the preshift map, and shift is executed based on the upshift line and downshift line in the shift map. Thus, the shift control is performed with the upshift standby line and the downshift standby line being variable according to the current running state of the vehicle.

  According to the shift control device 100 of the second embodiment, the shift operation can be prevented from being delayed with respect to the shift command, and the shift command can be prevented by preventing the pre-shift from being completed when the shift command is issued. The shifting operation can be started as described above.

  In particular, when the vehicle driving state is determined by the driving mode (eco mode, normal mode, sporty mode, etc.) and the current vehicle driving state is the sporty mode, the upshift standby line and the downshift standby line are set high. When the vehicle speed side is set and the current running state of the vehicle is the eco mode, the following effects can be obtained by setting the vehicle speed side to the low vehicle speed side.

  In the prior art, as illustrated in FIG. 6B described above, when the driving mode (eco mode, normal mode, sporty mode, etc.) is switched, the eco mode changes to the normal mode, and the normal mode changes to the sporty mode. Indeed, the upshift line and downshift line in the shift map are set to the higher vehicle speed side, but the upshift standby line and downshift standby line in the preshift map are fixed values, so the shift line (upshift line) And the downshift line) and the standby line (upshift standby line and downshift standby line) may be reversed.

  Thus, when the positions of the shift line (upshift line and downshift line) and the standby line (upshift standby line and downshift standby line) are reversed, for example, when the vehicle speed decreases and the downshift is performed, the downshift standby state is established. The downshift command is output (crosses the downshift line) before the command is output (crosses the downshift standby line), but each synchronous meshing mechanism described with reference to FIG. 1 is in the upshift standby state. Therefore, the shifting operation cannot be started according to the shifting command, and the start of the shifting operation in response to the shifting command is delayed (the shifting command is output so that the downshift standby state is entered when the downshifting command is Downshift will be executed after entering the shift standby state).

  Further, the same problem arises for the upshift (for example, when the traveling mode is switched from the normal mode to the eco mode, the positions of the upshift line and the upshift standby line may be reversed).

  Therefore, according to the speed change control device 100 of the second embodiment, when the running state of the vehicle is determined by the running mode (eco mode, normal mode, sporty mode, etc.) and the vehicle running state is the sporty mode, the upshift The standby line and the downshift standby line are set on the high vehicle speed side, and when the traveling state of the vehicle is in the eco mode, it is set on the low vehicle speed side. Thereby, even if the setting of the shift line is changed by switching the traveling mode, the setting of the standby line is also changed in accordance with the shift line, so that the standby state can be set before the control signal commanding the shift operation is output. It is possible to prevent the shift operation described above from being delayed.

  Next, a shift control apparatus for an automatic manual transmission according to a third embodiment of the present invention will be described in detail.

[Shift Control Device of Embodiment 3]
FIG. 8 is a flowchart showing the operation of the automatic manual transmission shift control apparatus according to the third embodiment of the present invention. The shift control apparatus 100 according to the third embodiment can be realized with the same configuration as that of the first or second embodiment shown in FIG. In particular, in the shift control device 100 according to the third embodiment, the traveling state determination unit 102 and the shift standby line change unit 103 (the shift standby line holding unit 103a and the shift standby line selection unit 103b) are configured to travel modes (eco mode, normal mode). The shift standby line changing unit 103 changes the upshift standby line and the downshift standby line by the same amount as the change amount of the shift line (upshift line and downshift line). To work.

  With reference to FIG. 8, the operation of the automatic manual transmission shift control apparatus according to the third embodiment will be described.

  Similarly to the control flow of FIG. 4, the shift instruction analysis unit 101 and the travel state determination unit 102 each analyze the change amount of the shift line (step S <b> 21) and determine the travel mode as the current travel state of the vehicle ( Step S22).

  The shift standby line changing unit 103 changes the upshift standby line and the downshift standby line by the same amount as the change amount of the shift line (upshift line and downshift line) according to the current running state of the vehicle, Set the upshift standby line and downshift standby line to the high vehicle speed side when the vehicle is in sporty mode, and set it to the low vehicle speed side when the vehicle is in the eco mode. The shift standby line and the downshift standby line are changed, and the changed upshift standby line and downshift standby line are set (step S23).

  For example, the shift standby line changing unit 103 is pre-stored in the shift standby line holding unit 103a in accordance with the current traveling state of the vehicle, with respect to the upshift standby line and the downshift standby line corresponding to each traveling state. If the vehicle is in sporty mode, select the map for the upshift standby line and downshift standby line on the high vehicle speed side and change it by the same amount as the change amount of the shift line (upshift line and downshift line). When the vehicle running state is the eco mode, the upshift standby line and the downshift standby line on the low vehicle speed side are selected by the shift standby line selection unit 103b and the shift lines (upshift line and downshift line are selected). Change as much as the amount of change in (). Thus, the preshift map is changed to the upshift standby line and the downshift standby line according to the current traveling state.

  The control signal generator 106 performs pre-shifting on the automatic manual transmission based on the selected and changed upshift standby line and downshift standby line, and shifts based on the upshift line and downshift line in the shift map. A control signal for executing is generated (step S24).

  As described above, the shift control apparatus 100 according to the present embodiment is an automatic manual transmission having two start clutches, for example, and determines the current driving state of the vehicle based on the driving mode (eco mode, normal mode, sporty mode, etc.). . As a result of this determination, the shift control device 100 according to the present embodiment changes the same amount as the change amount of the shift line (upshift line and downshift line) when the vehicle is in the sporty mode, and waits for the upshift. If the vehicle and the downshift standby line are set to the high vehicle speed side and the vehicle is in the eco mode, the upshift standby line is changed by the same amount as the change amount of the shift line (upshift line and downshift line). And the downshift standby line is set to the low vehicle speed side. Subsequently, the shift control apparatus 100 according to the present embodiment executes preshift based on the upshift standby line and the downshift standby line in the preshift map, and shifts based on the upshift line and the downshift line in the shift map. Execute. Thus, the shift control is performed with the upshift standby line and the downshift standby line being variable according to the current running state of the vehicle.

  For example, if both shift lines in the shift map are changed to the high speed side by 10 km / h by changing the driving mode from normal mode to sporty mode (or eco mode to normal mode), both standby lines in the preshift map Also change to the high speed side by 10 km / h. Further, when both shift lines are changed to the low speed side by the sporty mode → normal mode (or normal mode → eco mode), the standby lines are similarly changed to the low speed side.

  According to the shift control device 100 of the third embodiment, it is possible to prevent the shift operation from being delayed with respect to the shift command, and to prevent the pre-shift from being incomplete when the shift command is issued. The shifting operation can be started as described above.

  In particular, according to the shift control device 100 of the third embodiment, by changing the upshift standby line and the downshift standby line by the same amount as the change amount of the shift line (upshift line and downshift line), the traveling mode is switched. Even if the setting of the shift line is changed, the standby line is also changed in accordance with the shift line, so that the standby state can be set before outputting the control signal for the shift operation, and the above-described shift operation is surely delayed. Can be prevented.

  Furthermore, if the lower shift speed, the downshift standby line, the upshift standby line, and the upshift line are set in this order from the low vehicle speed side, the positional relationship between the shift line and the standby line can be reliably reversed. It is possible to prevent this, and it is possible to set the standby state before the shift command.

  Next, a shift control device for an automatic manual transmission according to a fourth embodiment of the present invention will be described in detail.

[Shift Control Device of Embodiment 4]
FIG. 9 is a flowchart showing the operation of the automatic manual transmission shift control apparatus according to the second embodiment of the present invention. The transmission control device 100 according to the fourth embodiment can be realized with the same configuration as that of the first embodiment shown in FIG. In particular, in the shift control apparatus of the fourth embodiment, the traveling state determination unit 102 determines the current traveling state of the vehicle based on the acceleration / deceleration of the vehicle, and the shift standby line change unit 103 determines that the acceleration / deceleration is equal to or less than the first predetermined value ( As described above, at least the downshift standby line is set to the high vehicle speed side when it is (negative value), and at least the upshift standby line is set to the low vehicle speed side when the second predetermined value (positive value) ≦ acceleration / deceleration. This is different from the shift control devices of the second and third embodiments. The following description will be given in order to achieve an effect specific to the configuration of the speed change control device according to the fourth embodiment.

  The operation of the automatic manual transmission shift control apparatus according to the fourth embodiment will be described with reference to FIG.

  When receiving the shift instruction request, the shift instruction analyzing unit 101 analyzes the change amount in the vehicle speed direction of the upshift line and the downshift line related to the shift instruction request, and upshifts based on the analyzed information on the change amount of the shift line. A shift map for lines and downshift lines is set (step S31).

  The traveling state determining unit 102 determines the acceleration / deceleration of the vehicle as the current traveling state of the vehicle, and sends information on the acceleration / deceleration of the vehicle to the shift standby line changing unit 103 (step S32).

  The shift standby line changing unit 103 sets at least the downshift standby line to the high vehicle speed side when the acceleration / deceleration ≦ first predetermined value (negative value) according to the vehicle acceleration / deceleration information, and sets the second predetermined If the value (positive value) ≤ acceleration / deceleration, set at least the upshift standby line to the low vehicle speed side, change the upshift standby line and the downshift standby line, and change the upshift standby line and downshift standby A line is set (step S33).

  For example, the shift standby line changing unit 103 is preliminarily held in the shift standby line holding unit 103a according to the vehicle acceleration / deceleration information, and corresponds to the upshift standby line corresponding to each traveling state (vehicle acceleration / deceleration) and For each of the downshift standby lines, if acceleration / deceleration ≦ first predetermined value (negative value), a map of the downshift standby line set at least on the high vehicle speed side is selected, and second predetermined value (positive value) ≦ In the case of acceleration / deceleration, the upshift standby line and the downshift standby line are changed by selecting a map of the upshift standby line set at least on the low vehicle speed side. In this case, the set amount on the high vehicle speed side of the downshift standby line or the set amount on the low vehicle speed side of the upshift standby line is an optional set amount for each vehicle or driving mode adapted to prevent hunting. Select.

  The control signal generator 106 performs pre-shifting on the automatic manual transmission based on the selected and changed upshift standby line and downshift standby line, and shifts based on the upshift line and downshift line in the shift map. A control signal for executing is generated (step S34).

  As described above, the shift control device 100 according to the present embodiment determines, for example, the current traveling state of the vehicle based on the acceleration / deceleration speed in an automatic manual transmission having two start clutches, for example. As a result of this determination, the shift control device 100 according to the present embodiment selects a map of a downshift standby line that is set at least on the high vehicle speed side when acceleration / deceleration ≦ first predetermined value (negative value). If the predetermined value (positive value) ≦ acceleration / deceleration, a map of the upshift standby line set at least on the low vehicle speed side is selected. Subsequently, the shift control apparatus 100 according to the present embodiment executes preshift based on the upshift standby line and the downshift standby line in the preshift map, and shifts based on the upshift line and the downshift line in the shift map. Execute. Thus, the shift control is executed with the upshift standby line and the downshift standby line being variable according to the current running state of the vehicle.

  For example, referring to FIG. 10, the prior art and the shift control device of the fourth embodiment are compared. In both the prior art and the shift control device 1 of the fourth embodiment, the downshift standby line is on the higher vehicle speed side than the downshift line. It has been set (see FIGS. 10A and 10C). This is to enter a down standby state before kicking down or before downshifting due to a decrease in vehicle speed. Further, the upshift standby line is set at a lower vehicle speed side than the upshift line (see FIGS. 10A and 10C). This is because an upshift waiting state before an upshift is executed due to an increase in vehicle speed.

  On the other hand, in the prior art, the upshift standby line and the downshift standby line in the preshift map are fixed values regardless of the acceleration / deceleration of the vehicle. There is a case where the start of the speed change operation is delayed (see FIG. 10B). This is because the standby line has a fixed value in the conventional technique, as shown in FIG.

  For example, during deceleration where the brake is depressed hard (acceleration / deceleration ≦ first predetermined value), the vehicle speed decreases rapidly, so the downshift control signal is output from the output of the downshift standby control signal (crossing the downshift standby line). Output (crossing the downshift line) is short, and the downshift standby state is not established when the downshift is executed (during the transition to the downshift standby state), and the start of the downshift is delayed. Similarly, when accelerating on a steep downhill (second predetermined value ≤ acceleration / deceleration), the vehicle speed increases rapidly, so the upshift standby control signal output (crosses the upshift standby line) increases. It takes a short time to output the shift control signal (crossing the upshift line), and when the upshift is executed, it is not in the upshift standby state (during the transition to the upshift standby state), and the upshift starts. It will be delayed (not shown).

  On the other hand, the shift control apparatus according to the fourth embodiment determines the travel state of the vehicle based on the acceleration / deceleration of the vehicle. When the second predetermined value (positive value) ≦ acceleration / deceleration, at least the upshift standby line is set to the low vehicle speed side. Thus, even in a traveling state in which a large acceleration / deceleration occurs in the vehicle, the control signal for shifting to the standby state is output (crossing the standby line) to change the standby line, and then the shift control signal is output ( (Crossing the shift line) can be lengthened, and the start of the shift operation described above can be prevented from being delayed.

The first predetermined value is set to, for example, −0.1 G (1 G corresponds to about 9.807 m / s ² ). This is a predetermined value for detecting that the driver intends strong deceleration, and it is possible to prevent the start of the shift operation from being delayed when the vehicle speed is rapidly decreased.

  The second predetermined value is set to 0.1 G, for example. This is a predetermined value for detecting that the acceleration of the vehicle is large, and it is possible to prevent the start of the shift operation from being delayed when the vehicle speed increases rapidly.

Here, each predetermined value is set to be | first predetermined value | = | second predetermined value |, but by setting | first predetermined value |> | second predetermined value | A suitable shift can be realized (for example, the first predetermined value = −0.1G and the second predetermined value = 0.07G).

  Also in the present embodiment, the upshift standby line and the downshift standby line are set from a plurality of maps in which the upshift standby line and the downshift standby line according to the traveling state are set, according to the current traveling state. It can be done by selecting.

  Selecting a map according to the current traveling state has an advantage that the upshift standby line and the downshift standby line can be set quickly and easily.

  FIG. 11A is a diagram showing a state where the acceleration / deceleration can be hunted between the reduction speed side and the high deceleration side with the first predetermined value as a threshold, and FIG. 11B is a diagram showing the hunting state. 11 (c) is a view showing a first modification of the hunting prevention in the transmission control apparatus of the fourth embodiment according to the present invention, and FIG. 11 (d) is a modification of the hunting prevention in the transmission control apparatus of the fourth embodiment according to the present invention. FIG. With reference to FIG. 11, the modification 1 and the modification 2 which prevent the hunting of map switching are demonstrated.

  For example, as shown in FIG. 11 (a), consider a case where the state determination using the first predetermined value of acceleration / deceleration as a threshold occurs multiple times (time T1 to T5). Note that “low” shown in FIG. 11 means selection of a map for the downshift standby line set on the low vehicle speed side, and “high” means selection of the map for the downshift standby line set on the high vehicle speed side. To do. Here, as shown in FIG. 11B, consider a situation where hunting can be performed.

[Modification 1]
Referring to FIG. 11C, in the first modification, when the control signal is generated from the control signal generation unit 104, when switching from the reduction speed side to the high deceleration side or from the high deceleration side to the reduction speed side. At the time of switching, a switching prohibition area for prohibiting switching is provided for a predetermined time CT1, CT2. For example, the predetermined time CT1 after the switching from “low” to “high” occurs at time T1 prohibits switching at times T2 and T3 where switching can occur if normal, and the time T4 after the predetermined time CT1 has elapsed. Then, switching from “high” to “low” is permitted, and switching from “low” to “high” at the time T5 after the elapse of the predetermined time CT2 is permitted after the switching at the time T4 is permitted. The predetermined times CT1 and CT2 are repeatedly used in sequence, but different values can be set or can be the same. The predetermined times CT1 and CT2 can be determined in consideration of switching responsiveness, and are preferably set short.

[Modification 2]
Referring to FIG. 11D, in the second modification, when the control signal is generated from the control signal generation unit 104, when switching from the reduction speed side to the high deceleration side or from the high deceleration side to the reduction speed side. At the time of switching, the counting of the predetermined time CT3 is started, and after the predetermined time CT3 has elapsed, a state continuation region that reflects the previous threshold determination result is provided. For example, in the example shown in FIG. 11 (d), when switching from “low” to “high” is determined at time T1, it is executed after a predetermined time CT3 has elapsed, and at times T2, T3, T4 that can be switched normally. , T5, the time difference T2-T3, the time difference T3-T4, and the time difference T4-T5 are all shorter than the predetermined time CT3, so switching from “high” to “low” is not allowed. The predetermined time CT3 serving as the state continuation time can be determined mainly considering hunting prevention, and is preferably set longer.

  In each of the above-described embodiments, a configuration has been described in which a plurality of maps according to the driving state are provided, and the standby line is changed by selecting a map according to the current driving state. You can also.

  For example, the shift standby line changing unit 103 sets only one preshift map as shown in FIG. 5A, for example, and corrects the vehicle speed used to determine whether or not to preshift according to the traveling state. It can also be configured.

  For example, assuming that the downshift standby line in FIG. 6C described above is set to a vehicle speed of 30 km / h, the vehicle speed after a predetermined time from the current vehicle speed (for example, 40 km / h) and the current vehicle deceleration ( Calculate the look-ahead vehicle speed). If the calculated look-ahead vehicle speed is 30 km / h (even if the current vehicle speed has not dropped to 30 km / h), a control signal is output to enter the downshift standby state when the downshift standby line is reached. To do. As a result, the same effect can be obtained by correcting the vehicle speed to be used as much as the standby line in the map is not changed.

  In each of the above-described embodiments, the operation in the automatic shift mode has been described as the travel mode. However, the shift control can be continued even in the manual shift mode. That is, the shift control device of each of the above-described embodiments can continuously control in both the manual shift mode traveling and the automatic shift mode traveling. In particular, in each of the above-described embodiments, a pre-shift standby state that is optimal for the driver's travel situation and gear shift intention can be achieved even during manual shift mode travel. Further, the optimum pre-shift standby state can be maintained even when the manual shift mode is returned to the automatic shift mode.

  Further, in each of the above-described embodiments, in addition to the eco mode, the normal mode, and the sporty mode, the uphill mode (the shift line is set to a higher vehicle speed side than the normal mode) and the downhill mode (the shift line is set as the travel mode). (Set to a lower vehicle speed side than the normal mode), and the standby line can be switched by selecting a map in the uphill mode or the downhill mode.

  6 and 10, the intention that the downshift standby line and the upshift standby line have a predetermined margin is the intention that the downshift line and the upshift line of the shift line have a predetermined margin ( This is the same as anti-hunting).

  Thus, although the specific form was demonstrated in the Example mentioned above, this invention is not limited to the Example mentioned above, A various change is possible in the range which does not deviate from the main point. For example, each functional block in FIG. 3 is merely an example, and the processing procedure of each functional block can be changed back and forth. Therefore, the present invention is not limited to the above-described embodiments, and many modifications can be realized without departing from the gist thereof.

  According to the present invention, the upshift standby line and the downshift standby line can be made variable in accordance with the running state of the vehicle, which is useful for any shift control application that requires stable and flexible shift control. .

DESCRIPTION OF SYMBOLS 1 Engine 2 Crankshaft C1 Odd speed stage clutch C2 Even speed stage clutch 3 Automatic clutch drum 4 1st input shaft 5 2nd input shaft 6 Output shaft 7 Clutch hub 8 Clutch hub 10 Countershaft 11 Counter gear 12 Output gear G1 1st Speed gear set G2 2nd speed gear set G3 3rd speed gear set G4 4th speed gear set G5 5th speed gear set G6 6th speed gear set GR Reverse gear set 21 1st speed-reverse motive meshing mechanism 22 3rd Synchronous meshing mechanism for speed-fifth speed 29 Synchronous meshing mechanism for sixth speed 30 Synchronous meshing mechanism for second speed-fourth speed 100 Shift control device 101 Shift instruction analysis unit 102 Traveling state determination unit 103 Shift standby line change unit 103a Shift standby line holding unit 103b Shift standby line selection unit 104 Control signal generation unit

Claims (6)

A shift control device that controls execution of a shift of a vehicle by an automatic manual transmission having two start clutches,
When performing pre-shift based on the upshift standby line and the downshift standby line and performing shift based on the upshift line and downshift line in the shift map,
A traveling state determination unit that determines a traveling state of the current vehicle;
A shift standby line changing unit that changes the upshift standby line and the downshift standby line according to the current running state of the vehicle,
A shift control apparatus comprising: The traveling state determination unit determines the current traveling state of the vehicle by a traveling mode,
The shift standby line changing unit sets the upshift standby line and the downshift standby line to the high vehicle speed side when the vehicle is in the sporty mode according to the current vehicle travel mode, The shift control device according to claim 1, wherein the upshift standby line and the downshift standby line are changed so as to be set to a low vehicle speed side when the state is the eco mode.   The shift standby line changing unit changes the upshift standby line and the downshift standby line by the same amount as the change amount of the shift line according to the current vehicle travel mode, and the vehicle travel mode is sporty mode. In some cases, the upshift standby line and the downshift standby line are set to the high vehicle speed side, and when the vehicle driving mode is the eco mode, the upshift standby line and the downshift standby line are set to the low vehicle speed side. The speed change control device according to claim 2, wherein the shift control device is changed. The traveling state determination unit determines the current traveling state of the vehicle based on the acceleration / deceleration of the vehicle,
The shift standby line changing unit sets at least the downshift standby line to the high vehicle speed side when acceleration / deceleration ≦ first predetermined value (negative value) according to the vehicle acceleration / deceleration information, The upshift standby line and the downshift standby line are changed by setting at least the upshift standby line to a low vehicle speed side when the value (positive value) ≤ acceleration / deceleration. Shift control device. The shift standby line changing unit
A shift standby line holding unit that holds a map of the upshift standby line and the downshift standby line corresponding to each driving state;
A shift standby line selection unit that selects a map of an upshift standby line and a downshift standby line corresponding to each of the travel states held in the shift standby line holding unit according to the current driving state of the vehicle. ,
The shift control device according to any one of claims 1 to 4, wherein an upshift standby line and a downshift standby line are changed by selection of the map by the shift standby line selection unit.   The shift control apparatus according to any one of claims 1 to 5, wherein the control is continuously performed in both the manual shift mode traveling and the automatic shift mode traveling.

Images