JP5445758B2 - Vehicle transmission control device - Google Patents

Description

  The present invention relates to a vehicle transmission control device, and in particular, a plurality of shift speeds of a transmission are divided into two groups in which driving force is transmitted through separate clutches, and one of the shift speeds of one of the groups is selected. The present invention relates to a transmission control device for a vehicle equipped with a so-called dual clutch transmission, in which one of the other gear stages can be selected in advance when the transmission is used for transmission of driving force. .

  As a transmission mounted on a vehicle, a so-called parallel shaft type transmission in which a plurality of shift stages are formed between an input shaft and an output shaft provided in parallel has been conventionally known. When switching gears in a parallel shaft type transmission, two gears cannot be selected on the same input shaft at the same time, so the gears in the gear selected at that time After releasing the meshing, a new gear position is selected. However, when such a shift stage is switched, transmission of driving force from a power source such as an engine to the transmission is temporarily interrupted, so even if the driver steps on the accelerator pedal, There is a problem that driving force is not continuously transmitted and driving feeling is deteriorated.

  Accordingly, in order to solve such a problem, a first speed change mechanism that forms a plurality of speed stages between the first input shaft and the output shaft is provided as a first speed stage group, and a second speed stage is provided. As a group, a second speed change mechanism that forms a plurality of shift speeds is provided between the second input shaft and the output shaft, and the driving force from the power source can be transmitted to the first input shaft via the first clutch. On the other hand, a so-called dual clutch transmission has been developed that can transmit the driving force to the second input shaft via the second clutch.

  In this dual clutch type transmission, for example, when the shift stage of the first transmission mechanism is selected and the driving force from the power source is transmitted to the first input shaft via the first clutch, the second clutch is disconnected. Thus, the driving force from the power source is not transmitted to the second input shaft. At this time, in the second speed change mechanism, so-called preselect control is performed as an operation for preselecting and meshing the speed stage that is predicted to be used after the speed stage is switched, and if there is an instruction to switch the speed stage after that, The driving feeling is improved by continuously transmitting power to the drive wheels by connecting the second clutch while disconnecting one clutch. This preselect control is performed even when the gear position of the second speed change mechanism is selected and the driving force from the power source is transmitted to the second input shaft via the second clutch. The same is done.

  When using a transmission configured to execute such pre-selection control, if the next gear stage to be used is not predicted and selected accurately, switching to the next gear stage is performed instead of pre-selection control. Will be delayed. For this reason, various proposals have been made as to a method for accurately predicting the gear stage to be preselected by the preselect control. Further, even if the next gear to be used can be accurately predicted, a proposal for solving the problem that occurs when the predicted gear is preselected unconditionally as it is is also disclosed in, for example, Patent Document 1. Is made by.

  Patent Document 1 discloses a transmission control device that prevents gear rattling noise when a next shift stage is preselected in a downshift direction in a dual clutch transmission that performs preselection control. It is shown. In the transmission control device of Patent Document 1, the generation of such rattling noise is suppressed by minimizing the region in which the pre-selection of the next gear stage predicted to be used in the preselect control is performed as much as possible. ing. In other words, in a region where the engine speed is low and a relatively quick shift speed change is not required, the pre-select control does not pre-select the next shift speed, and the engine speed is low even though the throttle opening is relatively small. In a region where is relatively high, the next shift stage is preselected by preselect control.

JP-A-9-196164

  When preselection control is performed with a dual clutch transmission, the gear stage preselected by preselection control is driven by a power source such as an engine in addition to the gear stage used at that time. become. The gear pre-selected by the pre-select control is not used to transmit the driving force of the power source to the drive wheels of the vehicle, but the moment of inertia and oil agitation at the pre-selected gear The energy generated by the power source is consumed by resistance and viscous resistance. For this reason, when the power source is an engine, the fuel consumption is deteriorated due to the consumption of such energy, and the energy utilization efficiency is also reduced in the case of a power source other than the engine. When the gear position predicted to be used next in the preselect control is always selected in advance, such problems of deterioration in fuel consumption and reduction in energy utilization efficiency become prominent.

  In the transmission control device of Patent Document 1, since the pre-selection of the shift stage by the pre-select control is not performed in some specific operation regions, compared to the case where the constant shift stage is pre-selected. The above problems may be reduced. However, even in the preselect control performed by the transmission control device of Patent Document 1, the gear stage is always selected in advance in the operation region other than the specific operation region. At this time, the energy as described above is used. Therefore, there is room for further improvement in energy utilization efficiency.

  The present invention has been made in view of such a problem, and an object of the present invention is to further improve the energy utilization efficiency in the dual clutch transmission by appropriately performing the preselect control. Another object of the present invention is to provide a vehicle transmission control device.

  To achieve the above object, a vehicle transmission control apparatus according to the present invention uses one of a plurality of shift stages provided corresponding to a first clutch, and travel transmitted through the first clutch. The first gear stage group for transmitting the driving force of the power source for power to the drive wheels and one of a plurality of gear stages provided corresponding to the second clutch are transmitted via the second clutch. A second gear group for transmitting the driving force of the power source to the driving wheel and one of the first and second clutches in a connected state, and the other of the first and second clutches in a disconnected state. In addition, among the first and second shift speed groups, a shift speed predicted to be used next is selected in advance from the shift speed groups corresponding to the other of the first and second clutches. Vehicle transmission system comprising control means for performing preselect control for In the apparatus, the control means may display a shift map in which switching of a shift stage used for transmission of the driving force to the drive wheels is defined according to a traveling speed of the vehicle and a depression amount of an accelerator pedal. When the predetermined gear stage is used for transmitting the driving force to the drive wheels and is provided for each gear stage of the second gear group, the actual traveling speed of the vehicle and the depression of the accelerator pedal The first control that preselects a shift stage different from the shift stage in use only when the point determined by the amount is within a predetermined region predetermined in the shift map corresponding to the shift stage in use. When the mode and the predetermined shift speed are used to transmit the driving force to the driving wheel, the point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal is within the predetermined region. Regardless of whether or not And executes the pre-select control in the second control mode selectively switchable two control modes to stop the pre-selection (claim 1).

  According to the vehicle transmission control apparatus configured as described above, the control means includes a first shift stage group including a plurality of shift stages provided corresponding to the first clutch, and a second clutch corresponding to the second clutch. And controlling a so-called dual clutch transmission having a second shift speed group including a plurality of shift speeds, and setting one of the first and second clutches to a connected state. Of the two shift speed groups, a drive speed selected from the shift speeds of the shift speed group corresponding to the one of the first and second clutches is used to drive the driving force from the driving power source to the drive wheels. introduce.

When the driving force of the power source is transmitted to the driving wheels in this way, the control means is in a state in which the other of the first and second clutches is disconnected, and the first and second shift speed groups include the first and second gear stages. By performing preselect control for preselecting a gear stage that is predicted to be used next from the gear stage of the gear group corresponding to the other side of the second clutch, good responsiveness of the transmission and the gear feeling Is secured.
In addition, the control means regulates the change of the shift speed according to the traveling speed of the vehicle and the amount of depression of the accelerator pedal for the shift speed used when transmitting the driving force of the power source to the drive wheels as described above. A shift map is provided for each shift stage used for transmitting the driving force, and upshifting or downshifting is performed as necessary based on the shift map corresponding to the shift stage being used for transmitting the driving force.

Furthermore, the control means can selectively switch between the first control mode and the second control mode when a predetermined gear position is used for transmitting the driving force to the drive wheels. To perform preselection control.
In the preselect control in the first control mode, when the point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal is within a predetermined region predetermined in the shift map corresponding to the shift stage in use. Only in this case, the control means preselects a shift stage different from the shift stage in use.

  Accordingly, when the point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal is not within the predetermined area, the gear stage is not selected in advance. For this reason, depending on the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal, there is a case where the pre-selection of the shift stage is performed or not, and the pre-selection control always pre-selects the shift stage. As compared with the above, energy loss in the dual clutch transmission can be suppressed by the amount that the prior selection of the shift speed is not performed.

  On the other hand, in the preselect control in the second control mode, the point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal is within a predetermined region that is predetermined in the shift map corresponding to the shift stage in use. Regardless of whether there is a gear or not, the gears are not pre-selected. Therefore, when the preselect control is performed in the second control mode, energy loss due to the prior selection of the shift speed corresponding to the predetermined shift speed does not occur.

  In the vehicle transmission control apparatus, an upper limit rotational speed is predetermined for the power source, and the predetermined shift speed is a minimum speed shift among the shift speeds of the first and second shift speed groups. The pre-selected control is selected from gears other than the first gear and the highest gear, and the predetermined region is selected at the lower gear than the gear currently being used for transmitting the driving force to the driving wheel. As a region to be set, a shift map corresponding to the gear stage in use is set to a speed higher than the traveling speed at which the downshift is performed, and the rotational speed of the power source after the downshift is the upper limit rotational speed. The first gear region on the lower speed side than the traveling speed and the gear region on the higher speed side than the gear gear used for transmission of the driving force to the driving wheel are selected in the pre-selection control. Set to the corresponding shift map And a second region that is at a lower speed side than the traveling speed at which the upshifting is performed and at a higher speed side than the traveling speed at which the traveling speed at which the upshifting is performed is reduced by a predetermined speed. 2).

According to the vehicle transmission control apparatus configured as described above, the preselect control in the first and second control modes is performed by using the lowest speed and the highest speed among the speeds of the first and second speed groups. This is performed when a pre-selected shift stage from among shift stages other than the shift stage is used to transmit the driving force to the drive wheels.
The predetermined area includes a first area and a second area. The first area is higher than the traveling speed at which the downshift is performed in the shift map, and the rotational speed of the power source after the downshift is the power. It is set at a lower speed side than the traveling speed that is the upper limit rotational speed preset in the source. On the other hand, the second region is set at a lower speed side than the traveling speed at which the upshifting is performed, and at a higher speed than a traveling speed at which the predetermined speed is lower than the traveling speed at which the upshifting is performed.

  Then, in the preselect control in the first control mode, when the point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal is within the first region, the control means shifts the gear being used for transmitting the driving force. If a point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal is within the second area while the speed stage on the lower speed side than the speed stage is preselected, the speed stage being used for transmitting the driving force The higher speed gear is preselected with preselection control. In addition, when there is no point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal in either of the first and second regions, the gear stage is not selected in advance.

  Therefore, in the preselect control in the first control mode, when a predetermined shift speed is used for transmission of driving force, for example, in the shift map corresponding to the shift speed in use, the actual travel speed of the vehicle and the accelerator pedal When a point that is determined by the amount of stepping in is gradually moved from a state where neither of the first and second regions is present and enters the first region, a shift at a lower speed than the gear stage being used for transmitting the driving force is performed. The stage is preselected.

  In a state where the rotational speed of the power source after the downshift exceeds the upper limit rotational speed of the power source, there is no possibility of actual downshifting, so in this way the actual traveling speed of the vehicle and the accelerator pedal By avoiding the pre-selection of the gear position until the point determined by the depression amount enters the first region, it is possible to improve the responsiveness and the shift feeling of the transmission by the pre-select control in the first control mode. While ensuring, it becomes possible to enlarge the area | region where the prior selection of a gear stage is not performed in the preselection control of a 1st control mode as much as possible in the direction where a downshift is performed.

  On the other hand, when the predetermined shift speed is used for driving force transmission in the preselect control in the first control mode, the actual traveling speed of the vehicle and the depression of the accelerator pedal in the shift map corresponding to the shift speed in use. When the point determined by the amount gradually moves from a state where neither of the first and second regions is present and enters the second region, the shift stage on the higher speed side than the shift stage in use for transmitting the driving force Is pre-selected.

  In this case, it is preferable to complete the pre-selection of the gear position by the pre-select control before the actual shift-up is performed, but in this way, the actual traveling speed of the vehicle and the depression amount of the accelerator pedal are determined. When the fixed point enters the second region, the pre-selection control starts pre-selection of the high-speed side gear stage, and the shift stage selection in the pre-select control is started before the shift up is actually started. be able to. Therefore, with respect to upshifting, the time required for preselection of the shift stage by the preselection control in the first control mode is ensured, and the good response of the transmission and the shift feeling by the preselection control in the first control mode are ensured. In addition, it is possible to enlarge as much as possible in the direction in which the upshifting is performed in the region where the pre-selection of the gear position is not performed in the preselect control in the first control mode.

  In the vehicle transmission control device, the control means may use the first and second shift stage groups so that a preset start shift stage is used for transmitting the driving force when the vehicle starts. In the case of controlling and using the starting shift stage for transmitting the driving force, the shift stage on the higher speed side than the starting shift stage is preselected in both the first and second control modes. The control is always selected (claim 3).

  According to the vehicle transmission control apparatus configured as described above, the control means uses the first and second start gears to transmit the driving force from the power source when the vehicle starts. Controls the second gear group. At this time, since there is a very high possibility that a shift-up is performed with the start acceleration of the vehicle, in both preselection control in the first and second control modes, a shift stage on the higher speed side than the shift stage in use. Always pre-select. Thereby, the upshift at the time of start acceleration is performed quickly, and the acceleration performance of the vehicle is improved.

In the vehicle transmission control apparatus, when the control means uses the highest speed gear of the first and second gear groups in the transmission of the driving force, In any of the first and second control modes, a shift speed on the lower speed side than the highest speed shift speed is always selected by the preselection control.
When the highest speed gear stage is used for transmission of driving force from the power source, no further upshifting to the higher speed side gear stage is performed, so in any of the preselect controls in the first and second control modes. By always pre-selecting a gear position on the lower speed side than the gear position being used, the downshift can be performed quickly.

In the vehicle transmission control apparatus, when the control means uses the lowest speed gear of the first and second gear groups for transmitting the driving force, In any of the first and second control modes, a shift speed higher than the lowest speed shift speed is always selected by the preselection control.
When the lowest speed gear stage is used to transmit the driving force from the power source, no further downshifting to the lower speed side gear stage is performed, so in any preselection control in the first and second control modes. Therefore, it is possible to quickly shift up by always pre-selecting a gear position on the higher speed side than the gear position in use.

  In the vehicular transmission control apparatus in which the first and second areas are provided as the predetermined areas as described above, the control means determines a gear stage to be used for transmitting the driving force based on the shift map. The first and second shift speed groups by selectively switching between an automatic shift mode for switching and a manual shift mode for determining a shift speed used for transmitting the driving force in accordance with the operation of the driver of the vehicle. If the automatic shift mode is selected and the predetermined shift stage is used for transmitting the driving force in the preselect control in the first control mode, the actual speed of the vehicle can be controlled. If the point determined by the travel speed and the amount of depression of the accelerator pedal is in the first region, the shift speed lower than the shift speed in use for transmitting the driving force is selected, while the actual travel speed of the vehicle is selected. And Ak If the point determined by the pedal depression amount is in the second region, the shift stage on the higher speed side than the shift stage in use for transmitting the driving force is selected, and in the preselect control in the first control mode, When the manual shift mode is selected and the predetermined shift speed is used for the transmission of the driving force, it is determined that the driver of the vehicle is willing to accelerate and the actual traveling speed of the vehicle and the accelerator pedal are If the point determined by the amount of depression is not in the first region, the shift speed higher than the shift speed being used for transmission of the driving force is selected, and it is determined that the driver of the vehicle does not intend to accelerate. In addition, when the vehicle is traveling at a speed lower than the traveling speed at which the speed of the power source after the downshift is the upper limit rotational speed, or the actual traveling speed of the vehicle and the depression amount of the accelerator pedal The fixed point Serial when in the first region, and selects the low-speed gear position than the gear position of being used to convey the driving force (claim 6).

  According to the vehicle transmission control apparatus configured as described above, the control means automatically determines the shift speed to be used based on the shift map when controlling the shift speeds of the first and second shift speed groups. It is possible to select one of two modes: an automatic shift mode for performing the manual shift mode, and a manual shift mode for manually determining a shift stage to be used according to the driver's operation. When the automatic shift mode is selected and the predetermined shift stage is used for transmitting the driving force, the control is performed based on the first and second regions as described above in the preselect control in the first control mode. Means preselect a gear position.

On the other hand, when the manual shift mode is selected and the above-mentioned predetermined shift stage is used for transmitting the driving force, the control means is different from the automatic shift mode when the first control mode pre-set. Select control is performed. In other words, it is determined that the driver of the vehicle is willing to accelerate, and is determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal in the shift map corresponding to the shift speed used for transmitting the driving force. Is not in the first region, a shift stage on the higher speed side than the shift stage in use for transmitting the driving force is preselected.
Further, when it is determined that the driver of the vehicle does not intend to accelerate and the rotational speed of the power source after the shift down is lower than the traveling speed at which the upper limit rotational speed is reached, or the vehicle When the point determined by the actual travel speed and the amount of depression of the accelerator pedal is in the first region, a shift stage on the lower speed side than the shift stage in use for transmitting the driving force is selected in advance.

  When the manual transmission mode is selected, it can be considered that the driver of the vehicle is requesting that the vehicle accurately respond to his / her driving operation. Therefore, in order to respond to such a request, it is determined whether or not there is a willingness to accelerate as a driver's request, and if it is determined that the driver has a willingness to accelerate, a shift up with the acceleration is predicted, As described above, the shift speed higher than the shift speed being used for transmitting the driving force is preselected by the preselect control in the first control mode. Thereby, the upshift at the time of acceleration can be performed rapidly and it can respond to a driver | operator's request | requirement.

  However, even if it is determined that the driver is willing to accelerate, the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal in the shift map corresponding to the shift stage used for transmitting the driving force When the fixed point is in the first region, there is a possibility that a shift down occurs due to the driver's acceleration operation. Therefore, the gear position on the lower speed side than the gear position being used for transmitting the driving force is set to the first control mode. Preselection control is used for preselection. Therefore, in the preselect control in the first control mode, when the manual shift mode is selected, even when it is determined that the driver is willing to accelerate, there is a possibility that a downshift is performed in accordance with the acceleration operation. Depending on whether or not it is high, a pre-selection of an appropriate gear position is performed.

  In addition, when the manual shift mode is selected, it is determined that the driver does not intend to accelerate, and the vehicle travels at a speed lower than the travel speed at which the speed of the power source after the downshift is the upper limit speed. When the vehicle is traveling, it is highly likely that the driver will perform a downshift operation as the traveling speed of the vehicle decreases. Therefore, in the preselect control in the first control mode, in this case as well, a gear position on the lower speed side than the gear position being used for transmitting the driving force is selected in advance so that the driver can quickly respond to the driving operation. ing.

  As described above, when the manual shift mode is selected and the predetermined shift stage is used for transmission of the driving force, the preselect control in the first control mode provides a quick response to the driving operation of the driver as much as possible. Used to transmit driving force when the vehicle is traveling at a speed lower than the traveling speed at which the speed of the power source after the downshift is lower than the upper limit rotational speed, with priority determined that the driver does not intend to accelerate. A gear position on the lower speed side than the middle gear position is always selected in advance so that the driver can respond as quickly as possible to the driving operation.

  According to the vehicle transmission control apparatus of the present invention, in the preselect control in the first control mode, when the predetermined shift speed is used, the point is determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal. However, since the shift stage is not preselected when it is not within the predetermined region in the shift map, energy loss is suppressed by the amount that the shift stage is not preselected as compared with the case where the shift stage is always preselected. Can do. On the other hand, in the preselect control in the second control mode, when a predetermined shift speed is used, whether or not the point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal is within the predetermined region. In addition, since the prior selection of the shift speed is not performed, energy loss due to the prior selection of the shift speed does not occur when the predetermined shift speed is used for transmitting the driving force.

  In this way, in both the first and second control modes, it is possible to suppress the energy loss caused by the pre-selection of the shift speed. Therefore, the energy loss in the dual clutch transmission can be reduced by suppressing each energy loss. The utilization efficiency can be greatly improved. For this reason, when, for example, an engine is used as a driving power source, fuel efficiency can be improved by improving the energy utilization efficiency.

  According to the vehicle transmission control apparatus of the second aspect, when the preselect control in the first control mode is performed, in the shift map corresponding to the shift stage in use for transmitting the driving force to the drive wheels, the vehicle If there is no point determined by the actual traveling speed and the amount of depression of the accelerator pedal in any of the first and second regions, the shift stage is not selected in advance. If the rotational speed of the power source after the downshift exceeds the upper limit rotational speed, the shift stage is preselected by preselection control in the first control mode by not performing the shift stage preselection. The region where no shift is performed is expanded as much as possible in the direction in which the shift down is performed. Further, an area in which the pre-selection of the shift stage is not performed by the preselect control in the first control mode while allowing the pre-selection of the shift stage in the pre-select control to be started before the shift up is actually started. It is expanding as much as possible in the direction of upshifting. As a result, it is possible to suppress the above-described energy loss as much as possible while ensuring good response of the transmission and shift feeling by preselect control.

According to the vehicle transmission control apparatus of the third aspect, when the start gear stage is used, the next gear stage to be used in any preselection control in the first and second control modes. Can be accurately selected in advance, and the up-shifting at the time of starting acceleration can be performed quickly to improve the acceleration performance of the vehicle.
Alternatively, the vehicle transmission control device according to claim 4 uses the highest speed shift stage, and the vehicle transmission control device according to claim 5 uses the lowest speed shift stage. In any of the preselection controls in the second control mode and the second control mode, the gear stage to be used next is accurately preselected, and in the case of the vehicle transmission control device according to claim 4, downshifting is performed. In the case of a vehicle transmission control device, it is possible to improve the responsiveness of the transmission by speeding up each shift.

  According to the vehicle transmission control apparatus of the sixth aspect, when the automatic transmission mode is selected by the preselect control in the first control mode, the above-described energy loss can be satisfactorily suppressed. While the effect is obtained, when the manual shift mode is selected, the next gear to be used is accurately pre-selected in accordance with whether or not the driver is willing to accelerate, and the driver's The quick response of the transmission to the driving operation can be ensured.

1 is an overall configuration diagram showing a vehicle transmission control device according to an embodiment of the present invention in the form of a block diagram showing a driving force transmission path; FIG. 2 is a flowchart showing a part of preselect control executed by a transmission ECU in the vehicle transmission control apparatus of FIG. 1. 2 is a flowchart showing a remaining portion of preselect control executed by a transmission ECU in the vehicle transmission control apparatus of FIG. 1. It is a figure which shows an example of the shift map which transmission ECU uses by preselect control.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is an overall configuration diagram showing a vehicle transmission control apparatus 1 according to an embodiment of the present invention in the form of a block diagram showing a transmission path of driving force. Reference numeral 2 in FIG. 1 denotes an engine which is a power source for traveling, and a rotational driving force (hereinafter simply referred to as driving force) output from the engine 2 is input to the clutch unit 4. Branches into two systems. The clutch unit 4 has two clutches, a first clutch 4a and a second clutch 4b. One of the driving forces of the engine 2 branched into two systems in the clutch unit 4 is on the input side of the first clutch 4a. The other is transmitted to the input side of the second clutch 4b.

  The transmission unit 6 is provided corresponding to the first clutch 4a, and has a first speed change mechanism (first speed change mechanism) having first, third, and fifth speeds as forward speeds. A second speed change mechanism (second speed change) provided corresponding to the second speed change speed stage 6a and the second clutch 4b and having the second speed, the fourth speed, and the sixth speed as the forward speed. Stage group) 6b. That is, the output side of the first clutch 4a is connected to the input shaft of the first transmission mechanism 6a, and the output side of the second clutch 4b is connected to the input shaft of the second transmission mechanism 6b.

  In the case of the present embodiment, the vehicle on which the transmission unit 6 is mounted is a small truck, and the second speed gear stage of the second speed change mechanism 6b is used as the start speed stage on the flat ground. It has become so. In the present embodiment, the first gear is the lowest gear, and the sixth gear is the highest gear. Further, in the overall configuration diagram of FIG. 1, the illustration of the transmission mechanism for reversing the vehicle is omitted.

  The output shaft of the first transmission mechanism 6a and the rotational output of the second transmission mechanism 6b are configured to be transmitted to a counter shaft (not shown) provided in each transmission mechanism, and the rotation of each counter shaft is a common output. It is configured to be transmitted to the shaft. Accordingly, the driving force output from the first transmission mechanism 6a and the driving force output from the second transmission mechanism 6a are both transmitted to the differential device 8 via this common output shaft, and the left and right drive wheels 10 are driven. To be allocated. Therefore, the clutch unit 4 and the transmission unit 6 constitute a so-called dual clutch transmission.

The engine ECU 12 is provided to control the engine 2 and communicates with the engine 2. A driving force necessary for driving the vehicle is obtained by adjusting the amount of fuel supplied to the engine 2 based on a detection signal of an accelerator opening sensor 14 that detects the amount of depression of an accelerator pedal (not shown). The engine 2 is controlled as follows.
The engine ECU 12 is connected with an operation mode changeover switch 16 so that two modes, an eco mode in which the engine 2 is operated with priority on fuel efficiency, and a normal mode in which operation with priority on power performance is selected can be selected.

  The engine ECU 12 efficiently controls the engine 2 while somewhat reducing the power performance compared to the normal mode so that the fuel efficiency of the engine 2 is better in the eco mode than in the normal mode. The driver of the vehicle can operate the driving mode changeover switch 16 to select the eco mode when he / she wants to emphasize fuel efficiency, and can select the normal mode when he / she wants to emphasize power performance over fuel efficiency.

  A transmission ECU (control means) 18 is provided to control the dual clutch transmission. In the present embodiment, as in the case of a general automatic transmission, as a shift range, a P range that is selected when the vehicle is parked, an N range that does not use any of the shift stages for transmission of driving force, an R range that is selected when the vehicle moves backward, In addition to the D range for selecting an automatic shift mode that automatically switches the shift speed when the vehicle moves forward, a manual shift mode for enabling the driver to manually change the shift speed when the vehicle moves forward is selected A. / M range is provided.

These shift ranges are selected by a driver's operation on a shift lever (not shown). When the A / M range is selected, either a shift up or a shift down can be selectively instructed by further operation of the shift lever.
The transmission ECU 18 controls connection / disconnection of the first clutch 4a and the second clutch 4b included in the clutch unit 4 in accordance with the shift range selected by the driver in this manner, and the first shift included in the transmission unit 6. The gear position of the mechanism 6a and the second transmission mechanism 6b is controlled.
In the present embodiment, the specific configuration of the dual clutch transmission itself and the control of the dual clutch transmission itself when the shift range is in any of the P range, the N range, and the R range have been conventionally used. Since it is similar to what is known, further explanation is omitted here.

  When the D range is selected as the shift range, the dual clutch transmission is controlled in the automatic shift mode, and the transmission ECU 18 switches the shift stage according to a shift map set in advance for each shift stage. Do it automatically. On the other hand, when the A / M range is selected and the manual shift mode is set, the dual clutch transmission is controlled in the manual shift mode, and the transmission ECU 18 shifts to the shift stage according to the driver's operation on the shift lever. Switch.

That is, when the shift range is in the D range and the automatic shift mode is selected, the transmission ECU 18 follows the shift map and selects the drive gear 10 from among the shift stages of the first transmission mechanism 6a and the second transmission mechanism 6b. The gear stage to be used for transmitting the driving force is determined, and the transmission unit 6 is controlled so that the driving force is transmitted to the driving wheels 10 using the determined gear stage. In the following description, the shift speed used for transmitting the driving force to the drive wheels 10 is referred to as a shift speed in use.
The transmission ECU 18 controls the clutch of the first clutch 4a and the second clutch 4b that transmits the driving force from the engine 2 to the connected gear stage in the connected state in accordance with the control of the gear stage. At the same time, the clutch that is not necessary for transmitting the driving force is controlled to be in a disconnected state.

  For example, when any one of the shift stages of the first transmission mechanism 6a is used for transmission of the driving force to the drive wheels 10, the transmission ECU 18 is in the connected state of the first clutch 4a corresponding to the first transmission mechanism 6a. And the second clutch 4b corresponding to the second transmission mechanism 6b is controlled to be disengaged. On the other hand, when any one of the speed stages of the second speed change mechanism 6b is used to transmit the driving force to the drive wheels 10, the transmission ECU 18 is in the connected state of the second clutch 4b corresponding to the second speed change mechanism 6b. And the first clutch 4a corresponding to the first transmission mechanism 6a is controlled to be disconnected.

  On the other hand, when the A / M range is selected and the manual shift mode is set, the transmission ECU 18 switches the gear stage used for transmitting the driving force to the drive wheels 10 according to the operation of the driver with respect to the shift lever. Of the first clutch 4a and the second clutch 4b, the clutch that transmits the driving force from the engine 2 to the shift stage in use is controlled to be in a connected state, and the clutch that is not necessary for transmitting the driving force is controlled. Control to the disconnected state.

  For example, when the driver has instructed the gear position of the first speed change mechanism 6a by operating the shift lever, the transmission ECU 18 uses the instructed gear speed to transmit the driving force to the drive wheels 10, and the first gear shift speed is changed. The first clutch 4a corresponding to the mechanism 6a is controlled to be in a connected state, and the second clutch 4b corresponding to the second transmission mechanism 6b is controlled to be in a disconnected state. On the other hand, when the driver has instructed the gear position of the second speed change mechanism 6b by operating the shift lever, the transmission ECU 18 uses the instructed gear speed to transmit the driving force to the drive wheels 10, and the second speed change mechanism 6b. The second clutch 4b corresponding to the mechanism 6b is controlled to be in a connected state, and the first clutch 4a corresponding to the first transmission mechanism 6a is controlled to be in a disconnected state.

In order to obtain information necessary for executing such a series of controls, the transmission ECU 18 exchanges signals between the clutch unit 4 and the transmission unit 6 and detects the traveling speed of the vehicle. A vehicle speed sensor 22 and an accelerator opening sensor 14 are connected to the transmission ECU 18.
The shift map used by the transmission ECU 18 in the automatic shift mode is a shift down from the gear position in use according to the traveling speed detected by the vehicle speed sensor 22 and the accelerator pedal depression amount detected by the accelerator opening sensor 14. Alternatively, it is set to shift up.

An operation mode changeover switch 16 for selectively switching the operation of the engine 2 between the eco mode and the normal mode is also connected to the transmission ECU 18. When the normal mode (first control mode) is selected by the operation mode changeover switch 16, the transmission ECU 18 controls the clutch unit 4 and the gear shift based on the shift map set with priority on power performance over fuel consumption. The machine unit 6 is controlled. When the eco mode (second control mode) is selected by the operation mode changeover switch 16, the transmission ECU 18 controls the clutch unit 4 and the gear shift based on the shift map set with priority on fuel efficiency over power performance. The machine unit 6 is controlled. Therefore, the transmission ECU 18 has two types of shift maps for the normal mode and the eco mode for each shift stage.
Since a series of control of the clutch unit 4 and the transmission unit 6 when the D range is selected as described above is already known, further explanation is omitted here.

  As described above, the shift range is set to the D range or the A / M range, and one of the first clutch 4a and the second clutch 4b is controlled to be in the connected state, and the other of the first clutch 4a and the second clutch 4b is set to the connected state. When controlling to the disconnected state, the transmission ECU 18 corresponds to the other of the first clutch 4a and the second clutch 4b, that is, the clutch in the disconnected state, of the first transmission mechanism 6a and the second transmission mechanism 6b. In the speed change mechanism, preselection control is executed for preselecting the next gear stage that is predicted to be used so that the driving force can be transmitted. In the following, the pre-selection control means that the gear position predicted to be used next is selected in advance so that the driving force can be transmitted.

  In the present embodiment, the preselect control is different from the conventional one. Hereinafter, the preselect control in the present embodiment will be described in detail with reference to FIGS. 2 is a flowchart showing a part of the preselect control executed by the transmission ECU 18, and FIG. 3 is a flowchart showing the remaining part of the preselect control. FIG. 4 is a diagram showing an example of a shift map used in the preselect control.

When a key switch (not shown) provided in the vehicle is turned on, the transmission ECU 18 performs preselection control at a predetermined control cycle according to the flowcharts of FIGS. 2 and 3, and the key switch is turned off. As a result, the preselect control is terminated.
When the preselect control is started, the transmission ECU 18 determines whether or not an error has occurred in the clutch unit 4 or the transmission unit 6 based on information obtained from the clutch unit 4 and the transmission unit 6 in step S1. Examples of errors that occur in the clutch unit 4 and the transmission unit 6 include a malfunction of the control actuator, a disconnection of the communication wiring, or a poor connection.

If it is determined in step S1 that an error has occurred in the clutch unit 4 or the transmission unit 6, there is a possibility that the preselect control cannot be executed normally, so the transmission ECU 18 advances the process to step S2. The control cycle ends without pre-selecting the gear position. Therefore, when it is determined that an error has occurred in the clutch unit 4 or the transmission unit 6, the state where the gear stage is not preselected continues.
Hereinafter, the description will be continued assuming that no error has occurred in either the clutch unit 4 or the transmission unit 6.

  If it is determined in step S1 that no error has occurred in the clutch unit 4 and the transmission unit 6, the transmission ECU 18 proceeds to step S3, and the selected shift range is any one of the P range, the N range, and the R range. It is determined whether or not. If any of the P range, N range, and R range is selected, gear shift preselection is not necessary, so the transmission ECU 18 advances the process to step S2 and preselects the gear shift stage as described above. And the control cycle is terminated. Therefore, as long as any one of the P range, the N range, and the R range is selected, the state in which the gear position is not preselected continues.

On the other hand, when none of the P range, N range, and R range is selected, that is, when the D range or A / M range, which is the forward traveling speed range, is selected, the transmission ECU 18 proceeds to step S4. Then, it is determined whether the gear stage currently in use is one of the first speed gear and the second speed gear.
If the gear stage being used is the first gear stage or the second gear stage, the transmission ECU 18 advances the process to step S5, and preselects the gear stage that is one speed higher than the gear stage being used. Thereafter, the control cycle ends.

  That is, when the first gear is being used, since the first gear is the lowest gear, there is no possibility of further downshifting. Therefore, in such a case, the second speed gear stage, which is the high speed side by the first speed, is preselected, and the control cycle ends. The second speed gear stage is used as a starting gear stage on flat ground as described above. For this reason, when the second gear is being used, there is a high possibility that the gear will be shifted up with the start acceleration. The control cycle ends.

Therefore, when the shift range is the D range or the A / M range, if the shift stage in use is the first speed or the second speed, the shift stage on the high speed side is always preselected for only the first speed. Is done.
As described above, when the first speed gear stage, which is the lowest speed gear stage, or the second speed gear stage, which is the starting gear stage, is being used, the gear stage to be used next is accurately determined. Pre-selection has been made to improve the responsiveness of the transmission and improve the acceleration performance of the vehicle by enabling quick shifts at the time of starting and acceleration.

  On the other hand, if the gear stage being used is neither the first speed gear stage nor the second speed gear stage, the transmission ECU 18 advances the process from step S4 to step S6, and the gear stage currently in use at that time is changed from the third speed to the third speed. It is determined whether or not the speed is a fifth speed (predetermined speed). If the gear stage in use is one of the third to fifth gear stages, the transmission ECU 18 proceeds to step S10 and performs control that will be described in detail later. The control in the case where it is determined in step S6 that the speed is not any of the third speed to the fifth speed will be described.

  If it is determined in step S6 that the gear position in use is not any of the third to fifth gears, the transmission ECU 18 advances the process to step S7. In this case, since it is already determined in step S4 that the gear stage being used is neither the first speed gear stage nor the second speed gear stage, the gear stage being used should be the sixth gear speed stage. is there. However, in the present embodiment, it is assumed that an erroneous determination is made regarding the shift speed in use and the process proceeds to step S7, and the transmission ECU 18 is in step S7, where the shift speed in use is the sixth speed. It is determined whether or not.

  If it is determined that the gear position being used is not the sixth gear, the transmission ECU 18 may erroneously determine the gear position being used as described above, so the transmission ECU 18 performs the process in step S9. The control cycle is completed without preselecting the gear position. With such control, it is possible to prevent preselection of an inappropriate gear position by erroneously determining the gear position being used.

  On the other hand, if it is determined that the gear stage being used is the sixth gear, the transmission ECU 18 advances the process to step S8, and the fifth gear, which is a gear position that is one speed lower than the gear stage being used. Are preselected and the control cycle is ended. That is, in the present embodiment, the sixth speed is the highest speed, and there is no possibility of further upshifting. Therefore, in such a case, by preselecting the fifth gear as the next gear to be used, it is possible to accurately preselect the gear and perform the downshift quickly to change the speed of the transmission. The responsiveness is improved.

Next, a description will be given of the control when it is determined in step S6 that the gear position being used is one of the third speed to the fifth speed as described above.
When the process proceeds to step S10 based on the determination in step S6, the transmission ECU 18 determines whether or not the currently selected mode is the manual transmission mode.
Here, the case where the automatic transmission mode is selected by selecting the D range will be described first. If the automatic transmission mode is selected, the transmission ECU 18 advances the process to step S11 based on the determination in step S10.

  In step S11, the transmission ECU 18 determines whether or not the eco mode is selected by the operation mode changeover switch 16. If the eco mode is selected, the transmission ECU 18 proceeds to step S2 based on the determination in step S11, and ends the control cycle without performing the pre-selection of the gear position as described above. Accordingly, in the automatic shift mode, when the eco mode is selected by the operation mode changeover switch 16, the pre-selection of the shift stage is not performed for the third to fifth shift stages.

  When the gear stage is pre-selected, the pre-selected gear stage is also driven by the engine 2, and the engine 2 is driven by the moment of inertia, oil agitation resistance, viscous resistance, etc. at the pre-selected gear stage. The generated energy is consumed. When the eco mode is selected, the driver gives priority to the fuel consumption over the power performance. In such a case, as described above, the third to fifth speeds are set. By not always preselecting the gear position, it is possible to prevent the consumption of generated energy as described above. Therefore, the fuel consumption can be improved in accordance with the driver's request.

On the other hand, when the normal mode is selected instead of the eco mode by the operation mode changeover switch 16, the transmission ECU 18 advances the process to step S12 based on the determination in step S11. Then, in steps S12 to S16, the transmission ECU 18 performs pre-selection of the shift stage based on the shift map corresponding to the shift stage currently in use.
Here, in the shift map for the normal mode set for each of the third to fifth gears, a region for performing the gear preselection and a region for not performing the gear preselection are set. Therefore, before describing the control of steps S12 to S16, such a shift map will be described below.

  FIG. 4 shows an example of a normal mode shift map used for any of the third to fifth gears in the present embodiment. As described above, the shift map prescribes switching of the shift stage, that is, upshifting or downshifting, according to the vehicle traveling speed detected by the vehicle speed sensor 22 and the accelerator pedal depression amount detected by the accelerator opening sensor 14. doing. In the shift map shown in FIG. 4, the depression amount of the accelerator pedal is expressed as a percentage, the depression amount when the accelerator pedal is not depressed is 0%, and the maximum depression amount is 100%. Hereinafter, the vehicle traveling speed detected by the vehicle speed sensor 22 is referred to as an actual traveling speed, and the accelerator pedal depression amount detected by the accelerator opening sensor 14 is referred to as an actual depression amount.

The boundary line indicated by the alternate long and short dash line in FIG. 4 is the downshift line Lsd, and the point determined in the shift map of FIG. 4 by the actual traveling speed and the actual depression amount is shifted by the change in the actual traveling speed or the actual depression amount. When the down line Lsd is crossed from the right side to the left side (or from the bottom to the top) in FIG. 4, the transmission ECU 18 shifts down from the currently used shift speed to the lower speed shift speed.
On the other hand, the boundary line indicated by a two-dot chain line in FIG. 4 is the shift-up line Lsu, and a point determined in the shift map of FIG. 4 by the actual traveling speed and the actual depression amount is a change in the actual traveling speed or the actual depression amount. Thus, when the upshift line Lsu is crossed from the left side to the right side (or from the top to the bottom) in FIG. 4, the transmission ECU 18 shifts up from the currently used shift stage to the high-speed side shift stage.

  In the shift map for the normal mode applied to the third speed to the fifth speed, in addition to the downshift line Lsd and the upshift line Lsu, the shift stage corresponding to the shift stage in use as described above. A preselect area for preselecting is defined. This preselect area includes a low speed side preselect area (first area) Rd for preselecting a shift stage on the low speed side by the first speed with respect to the currently used shift stage, and only the first speed for the shift stage in use. There is a high speed side preselect region (second region) Ru for preselecting the high speed side gear.

  As shown in FIG. 4, the low speed side preselect region Rd is a region sandwiched between the downshift line Lsd and the low speed side preselect line Lpd indicated by a solid line. When the point determined in the shift map in FIG. 4 by the actual travel speed and the actual depression amount crosses the low speed side preselect line Lpd from the right side to the left side in FIG. 4, the transmission ECU 18 corresponds to the shift stage in use. Preselect the gear position on the low speed side for the first gear. Further, after the shift speed is preselected in this way, a point determined in the shift map of FIG. 4 is moved according to the actual travel speed and the actual depression amount, and the shift down line Lsd is shifted from the right side to the left side ( When crossing from the bottom to the top), the transmission ECU 18 shifts down to the pre-selected gear position, and the gear position after the shift-down is used for transmission of the driving force to the drive wheels 10.

Here, the low-speed side preselect line Lpd does not exceed the traveling speed at which the rotational speed of the engine 2 becomes the upper limit rotational speed that is predetermined for the engine 2 when the first gear is shifted down from the gear position in use. When the actual driving speed and the actual depression amount change in the preset standard driving state, the speed is higher than the shift down line Lsd to the extent that preselection is completed before the start of the shift down. It is set to be on the side.
In a state where the engine speed after the downshift exceeds the upper limit engine speed, there is no possibility of actual downshifting. Thus, the low speed side preselect line Rpd is used in this way. By setting, the time required for gear pre-selection is secured to ensure good transmission responsiveness and gear feeling, while the region where gear pre-selection is not performed It is possible to enlarge as much as possible on the low speed side, that is, in the direction in which downshifting is actually performed.

On the other hand, as shown in FIG. 4, the high speed side preselect region Ru is a region sandwiched between the shift-up line Lsu and the high speed side preselect line Lpu indicated by the solid line. Then, when the point determined in the shift map of FIG. 4 by the actual travel speed and the actual depression amount crosses the high-speed preselect line Lpu from the left side to the right side (or from the top to the bottom) in FIG. 4, the transmission ECU 18 is in use. The first gear is pre-selected for the first gear.
Further, after the shift speed is preselected in this way, a point determined in the shift map of FIG. 4 is moved according to the actual traveling speed and the actual depression amount, and the upshift line Lsu is changed from the left side to the right side ( When crossing from the top to the bottom), the transmission ECU 18 shifts up to the preselected gear position, and the gear position after the shift up is used for transmission of the driving force to the drive wheels 10.

The high-speed side preselect line Lpu does not exceed the upper limit number of rotations of the engine 2 due to the shift up, so that when the actual traveling speed and the actual depression amount are changed in a preset standard driving state. The speed is set to be lower than the shift-up line Lsu to the extent that preselection is completed before the start of the shift-up.
Therefore, after ensuring the time required for the pre-selection of the shift stage and ensuring the good response of the transmission and the shift feeling, the region where the pre-selection of the shift stage is not performed is performed on the high speed side of the traveling speed, That is, it is possible to enlarge as much as possible in the direction in which the actual shift up is performed.

  Here, returning to the explanation of the flowchart of the preselect control shown in FIGS. 2 and 3, when the transmission ECU 18 advances the process from step S11 to step S12, the shift map corresponding to the currently used shift stage. Based on the above, it is determined whether or not a point determined in the shift map by the actual travel speed and the actual depression amount is in the low speed side preselect region Rd. If the transmission ECU 18 determines that the point determined in the shift map based on the actual travel speed and the actual depression amount is within the low speed side preselect region Rd, the transmission ECU 18 advances the process to step S13, and as described above, the gear stage being used. On the other hand, a pre-selection of the shift stage on the low speed side for the first speed is completed, and the control cycle is completed.

  If it is determined in step 12 that the point determined in the shift map by the actual travel speed and the actual depression amount is not within the low speed side preselect region Rd, the transmission ECU 18 advances the process to step S14 and is used at that time. Based on the shift map corresponding to the middle shift stage, it is determined whether or not a point determined in the shift map by the actual travel speed and the actual depression amount is in the high speed side preselect region Ru. If the transmission ECU 18 determines that the point determined in the shift map based on the actual travel speed and the actual depression amount is within the high speed side preselect region Ru, the transmission ECU 18 proceeds to step S15, and as described above, the gear stage being used. On the other hand, the gear position on the high speed side is preselected only for the first speed, and the control cycle ends.

On the other hand, if it is determined in step 14 that the point determined in the shift map based on the actual travel speed and the actual depression amount is not within the high speed side preselect region Ru, the transmission ECU 18 proceeds to step S16 to pre-shift the gear. The control cycle ends without selecting.
Therefore, as long as the point determined in the shift map by the actual travel speed and the actual depression amount is in the region between the low speed side preselect region Rd and the high speed side preselect region Ru, the shift stage is preselected. Absent.

Further, as described above, when the point determined in the shift map by the actual travel speed and the actual depression amount crosses the low speed side preselect line Lpd in FIG. 4 from the right side to the left side in FIG. 4, the transmission ECU 18 is in use. A pre-selection is made for a shift stage on the low speed side with respect to the shift stage.
Further, after the gear stage is preselected in this way, a point determined in the shift map by the actual travel speed and the actual depression amount moves, and the shift down line Lsd is shifted from the right side to the left side (or from the bottom) in FIG. When crossing the upper side, the transmission ECU 18 shifts down to the preselected gear position, and the gear position after the downshift is used for transmission of driving force to the drive wheels 10.

  Therefore, when the driver depresses the accelerator pedal, the point determined in the shift map by the travel speed and the actual depression amount crosses the downshift line Lsd from the right side to the left side (or from the bottom to the top) in FIG. In addition, the shift stage is shifted down or kicked down, but in this case as well, as described above, since the shift stage on the low speed side is pre-selected as described above, the responsiveness corresponds to the acceleration operation of the driver. By often performing a downshift or kickdown, the vehicle can be accelerated quickly.

On the other hand, as described above, when the point determined in the shift map by the actual travel speed and the actual depression amount crosses the high-speed preselect line Lpu in FIG. 4 from the left side to the right side (or from the top to the bottom) in FIG. The ECU 18 preselects a gear position on the high speed side for the first gear speed with respect to the gear position in use.
Further, after the shift speed is preselected in this way, a point determined in the shift map by the actual travel speed and the actual depression amount moves, and the upshift line Lsu is changed from the left side to the right side (or from the top) in FIG. When crossing downward, the transmission ECU 18 shifts up to the pre-selected gear position, and the gear position after the shift-up is used for transmission of driving force to the drive wheels 10.

As described above, when the gear stage is pre-selected, the pre-selected gear stage is also driven by the engine 2, and the moment of inertia, oil agitation resistance, viscosity resistance, etc. at the pre-selected gear stage, etc. Thus, the energy generated by the engine 2 is consumed.
However, in this embodiment, in the shift map used for the normal mode for the third to fifth speeds, as described above, the low-speed side preselect region Rd and the high-speed side preselect as shown in FIG. The shift stage is not preselected in the region between the region Ru.

  By providing a region where the gear position is not preselected in this way, even when the normal mode is selected, it is possible to suppress the energy loss as described above and improve the fuel consumption of the engine 2. In addition, as described above, the region where the gear stage is not preselected is enlarged as much as possible, so that the time required for the gear stage preselection is secured, and the good response and the gear feeling of the dual clutch transmission are ensured. The above-described energy loss can be suppressed to the maximum while ensuring the above.

As described above, in the automatic shift mode, even when the normal mode is selected, an area is provided in which the shift stage is not preselected when the third to fifth shift stages are used. Therefore, as compared with the case where the gear stage is always preselected, energy loss can be suppressed by the amount that the gear stage is not preselected and the fuel efficiency of the engine 2 can be improved.
Therefore, when the automatic transmission mode is selected, it is possible to improve the fuel efficiency of the engine 2 by improving the energy use efficiency in the dual clutch transmission, in addition to the improvement of the fuel efficiency when the eco mode is selected.

The contents of the preselect control after step S11 when it is determined that the automatic transmission mode is selected are as described above. Next, the preselect when it is determined that the manual transmission mode is selected in step S10. The contents of the control will be described.
If it is determined that the A / M range is selected and the manual shift mode is selected in step S10, the transmission ECU 18 advances the process to step S17.

  In step S <b> 17, the transmission ECU 18 determines whether or not the eco mode is selected by the operation mode changeover switch 16 as in the process of step S <b> 11. If the eco mode is selected, the transmission ECU 18 proceeds to step S2 based on the determination in step S17, and ends the control cycle without performing the pre-selection of the shift speed as described above. Accordingly, in the manual shift mode as in the above-described automatic shift mode, when the eco mode is selected by the operation mode changeover switch 16, the pre-selection of the shift stage is performed for the third to fifth shift stages. Not done.

As described above, when the eco mode is selected, the driver gives priority to the fuel efficiency over the power performance. In such a case, the third speed to the second speed are also set in the manual shift mode. By not always preselecting the shift speed for the fifth speed, it is possible to prevent the consumption of the generated energy as described above. Accordingly, when the eco mode is selected, the shift speed is not always preselected for the third to fifth shift speeds in either the automatic shift mode or the manual shift mode. As in the case of, even in the manual shift mode, the fuel consumption can be improved in accordance with the driver's request.
As a result, in addition to the improvement in fuel consumption in the automatic transmission mode as described above, it is possible to achieve an effective improvement in fuel consumption of the engine 2 by improving the energy utilization efficiency in the dual clutch transmission.

On the other hand, when the normal mode is selected by the operation mode switch 16, the transmission ECU 18 proceeds to step S18 based on the determination in step S17, and the accelerator pedal is determined based on the depression amount of the accelerator pedal detected by the accelerator opening sensor 14. Is not depressed, that is, it is determined whether or not the accelerator is off.
Further, in step S18, the transmission ECU 18 determines whether or not the vehicle is traveling at a speed lower than the traveling speed at which the engine 2 after the downshift is at the upper limit rotational speed based on the traveling speed detected by the vehicle speed sensor 22. Are also determined.

  Such processing in step S18 determines whether or not the driver of the vehicle is willing to accelerate and confirms that the engine speed after the downshift does not exceed the upper limit engine speed. It is. Then, it is determined that the accelerator pedal is in an accelerator-off state and the driver does not intend to accelerate, and the vehicle travels at a speed lower than the traveling speed at which the engine 2 after the downshift is the upper limit rotational speed. When it determines with having carried out, transmission ECU18 advances a process to step S19.

  When the process proceeds to step S19, it is determined that the driver does not intend to accelerate as described above, and it is determined that the rotational speed of the engine 2 after the downshift does not exceed the upper limit rotational speed. It is considered that the driver is highly likely to perform a downshift operation as the vehicle decelerates. Therefore, in order to prepare for such a downshift, giving priority to a quick response to the driving operation of the driver as much as possible, the transmission ECU 18 pre-selects a shift stage on the lower speed side by one speed with respect to the shift stage in use. Thereafter, the control cycle ends.

On the other hand, when it is determined in step S18 that the accelerator pedal is not in the accelerator-off state, that is, the accelerator pedal is depressed, or when it is determined that the rotational speed of the engine 2 after the downshift exceeds the upper limit rotational speed, The transmission ECU 18 advances the process to step S20.
In step S20, the transmission ECU 18 determines whether the point determined in the shift map based on the actual travel speed and the actual depression amount is in the low speed side preselect region Rd based on the shift map corresponding to the currently used shift stage. Determine whether or not. If the transmission ECU 18 determines that the point determined in the shift map based on the actual travel speed and the actual depression amount is within the low speed side preselect region Rd, the transmission ECU 18 advances the process to step S19, and as described above, the gear stage being used. On the other hand, a pre-selection of the shift stage on the low speed side for the first speed is completed, and the control cycle is completed.

  When the accelerator pedal is in the depressed state and the point determined in the shift map by the actual travel speed and the actual depression amount is in the low speed side preselect region Rd, the shift map is determined by the actual travel speed and the actual depression amount. The point determined inside is relatively close to the downshift line Lsd. In such a state, there is a possibility that the driver recognizes insufficient acceleration and shifts down. Therefore, in such a case, the shift stage on the lower speed side by the first speed than the shift stage in use is preselected. Accordingly, when the driver performs a downshift operation for acceleration, the downshift can be performed quickly in response to the downshift operation.

On the other hand, if the transmission ECU 18 determines in step S20 that the point determined in the shift map by the actual travel speed and the actual depression amount is not in the low speed side preselect region Rd, the transmission ECU 18 proceeds to step S21 and uses the gear position being used. On the other hand, after pre-selecting the gear position on the high speed side for the first speed, the control cycle is ended.
In this case, there is a low possibility that the acceleration accompanying the downshift operation as described above will be performed, and there is a high possibility that the driver will perform an upshifting operation with the acceleration of the vehicle. Therefore, in such a case, the gear position on the higher speed side than the gear position being used is preselected. As a result, it is possible to quickly shift up during acceleration in response to the driver's shift-up operation.

  When the manual transmission mode is selected, it can be considered that the driver of the vehicle actively performs the driving operation by himself and requests that the vehicle respond appropriately to the driving operation. Therefore, when the manual transmission mode is selected, priority is given to securing power performance over improvement of fuel efficiency, and whether or not the driver has the intention to accelerate by performing preselection control as described above. Based on this determination, the next gear stage to be used is accurately preselected so that a quick response of the dual clutch transmission to the driver's driving operation can be ensured.

Although the description of the vehicle transmission control apparatus according to one embodiment of the present invention is finished above, the present invention is not limited to the above embodiment.
For example, in the above-described embodiment, the third to fifth speeds are changed according to the operation of the operation mode switch 16 for switching the operation of the engine 2 and the control of the dual clutch transmission between the eco mode and the normal mode. In this case, the case where the preselection is enabled and the case where the preselection is canceled are separated, but a dedicated switch for performing such a separation may be provided separately.

  In the above embodiment, the dual clutch transmission is configured to have six forward speeds, but the number of forward speeds is not limited to this. That is, when one of the first speed change mechanism 6a and the second speed change mechanism 6b is used to transmit the driving force to the drive wheels 10, the other of the first speed change mechanism 6a and the second speed change mechanism 6b is used. As long as the shift stage can be preselected, the number of shift stages can be changed as appropriate.

Further, in the above-described embodiment, the low-speed side or the high-speed side gear stage for the first speed is preselected with respect to the gear stage being used, but the first speed may not necessarily be the low-speed side or the high-speed side. That is, it is only necessary to preselect the shift stage with the same step number difference as the shift stage difference to be shifted down or up in the shift map.
Also, the shift map of FIG. 4 used in the description of the above embodiment shows an example, and the shapes of the downshift line Lsd and the upshift line Lsu are not limited to those shown in FIG. Various modifications can be made as necessary.

  Further, in the above embodiment, when the highest speed gear is being used, the low speed gear is always preselected. However, for example, there is a low possibility of a gear change request during high speed driving. If the preselect is not performed as necessary, the fuel consumption can be further improved.

  Moreover, in the said embodiment, although the engine 2 was used as a motive power source for driving | running | working of a vehicle, a motive power source is not limited to this, Various things can be used. That is, for example, an electric motor may be used instead of the engine 2, or an electric motor may be used in addition to the engine 2.

1 Vehicle Transmission Control Device 2 Engine (Power Source)
4 Clutch unit 4a First clutch 4b Second clutch 6 Transmission unit 6a First transmission mechanism (first shift stage group)
6b Second speed change mechanism (second speed group)
10 drive wheels 12 transmission ECU (control means)

Claims (6)

A first shift stage group that uses one of a plurality of shift stages provided corresponding to the first clutch and transmits the driving force of the power source for travel transmitted through the first clutch to the drive wheels. When,
A second shift stage group that uses one of a plurality of shift stages provided corresponding to the second clutch, and that transmits the driving force of the power source transmitted through the second clutch to the drive wheels; ,
While one of the first and second clutches is in a connected state, the other of the first and second clutches is in a disconnected state, and the first and second gears in the first and second shift speed groups. A transmission control apparatus for a vehicle, comprising: control means for performing preselection control in advance for selecting a shift stage predicted to be used next from a shift stage of a shift stage group corresponding to the other of the two clutches;
The control means includes
A shift map in which switching of the shift speed used for transmission of the driving force to the drive wheels is defined according to the traveling speed of the vehicle and the amount of depression of the accelerator pedal is represented as a shift map of the first and second shift speed groups. Every
When a predetermined gear position is used for transmitting the driving force to the drive wheels, the point determined by the actual traveling speed of the vehicle and the depression amount of the accelerator pedal is the gear position being used. A first control mode for pre-selecting a shift stage different from the shift stage in use and the predetermined shift stage to the drive wheels only when the shift map corresponding to When used for transmission of driving force, the shift speed is selected in advance regardless of whether or not the point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal is within the predetermined range. The vehicle transmission control device is characterized in that the preselection control is executed in two control modes that can be selectively switched to a second control mode for stopping the control. The power source has a predetermined maximum rotational speed,
The predetermined shift stage is selected in advance from among the shift stages other than the lowest speed stage and the highest speed stage among the first stage and the second stage group.
The predetermined area is
As a region for selecting a shift speed lower than the shift speed in use for transmission of driving force to the drive wheels by the preselection control, a shift map corresponding to the shift speed in use is set, and a downshift is performed. A first region that is at a higher speed side than the traveling speed to be performed and at a lower speed side than the traveling speed at which the rotational speed of the power source after the downshift is the upper limit rotational speed;
The shift map corresponding to the gear stage in use is defined as an area for selecting a gear stage at a higher speed than the gear stage being used for transmission of driving force to the drive wheel by the preselect control, and the shift up is performed. 2. The vehicle according to claim 1, further comprising: a second region that is at a lower speed side than a travel speed to be performed and is at a lower speed by a predetermined speed than a travel speed at which the upshift is performed. Transmission control device.   The control means controls the first gear stage and the second gear group so that a preset starting gear stage is used for transmitting the driving force when the vehicle starts, and the starting gear stage is driven. When used for power transmission, the shift speed higher than the starting shift speed is always selected by the preselection control in both the first and second control modes. Item 4. The vehicle transmission control device according to Item 1.   When the highest speed of the first and second shift speed groups is used for transmitting the driving force, the control means is in any of the first and second control modes. 2. The vehicle transmission control device according to claim 1, wherein a shift speed lower than the highest speed shift speed is always selected by the preselection control.   When the lowest speed of the first and second shift speed groups is used for transmitting the driving force, the control means is in any of the first and second control modes. 2. The vehicle transmission control device according to claim 1, wherein a shift speed higher than the lowest speed shift speed is always selected by the preselect control. The control means includes
An automatic shift mode for determining a shift stage used for transmission of the driving force based on the shift map, and a manual shift mode for determining a shift stage used for transmission of the driving force in accordance with an operation of the driver of the vehicle; The first gear stage and the second gear stage can be controlled by selectively switching to one of the above,
In the pre-selection control in the first control mode, when the automatic shift mode is selected and the predetermined shift stage is used for transmitting the driving force, the actual traveling speed of the vehicle and the depression amount of the accelerator pedal If the point determined by is in the first region, a shift stage on the lower speed side than the shift stage being used for transmission of the driving force is selected, while it is determined by the actual traveling speed of the vehicle and the depression amount of the accelerator pedal. If the point is in the second region, the shift stage on the higher speed side than the shift stage in use for transmitting the driving force is selected,
In the preselect control of the first control mode, when the manual shift mode is selected and the predetermined shift speed is used for transmitting the driving force, it is determined that the driver of the vehicle has an intention to accelerate. In addition, if the point determined by the actual traveling speed of the vehicle and the amount of depression of the accelerator pedal is not in the first region, the shift stage on the higher speed side than the shift stage in use for transmitting the driving force is selected. When it is determined that the driver of the vehicle is not willing to accelerate and the rotational speed of the power source after the downshift is traveling at a speed lower than the traveling speed at which the upper limit rotational speed is reached, or The shift stage on the lower speed side than the shift stage in use for transmission of the driving force is selected when the point determined by the actual traveling speed and the amount of depression of the accelerator pedal is in the first region. 2 The vehicle transmission control device according to claim.

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