WO2012073735A1

WO2012073735A1 - Transmission control device

Info

Publication number: WO2012073735A1
Application number: PCT/JP2011/076771
Authority: WO
Inventors: 年雄水野
Original assignee: ダイムラー・アクチェンゲゼルシャフト
Priority date: 2010-11-30
Filing date: 2011-11-21
Publication date: 2012-06-07
Also published as: JP2012117596A

Abstract

Provided is a transmission control device that detects the vehicle weight (W) of a vehicle by using a vehicle weight detection means (16) and sets a target torque for a frictional engagement element (3) based on the vehicle weight (W) by using a setting means (21), during transmission control of an automatic transmission (9) connected to an engine mounted in a vehicle. The engagement status of the frictional engagement element (3) on the engagement side during gear shift operation by the automatic transmission (9) is controlled by the control means (23), based on said target torque.

Description

Shift control device

The present invention relates to a shift control device that controls a shift operation of an automatic transmission.

2. Description of the Related Art Conventionally, there is known an automatic transmission that includes a speed change mechanism having a rotating element that rotates with a transmission torque from an engine (internal combustion engine) and a plurality of friction engagement elements.
In a dual clutch type automatic transmission (DCT) in which the gear set is divided into two systems of even and odd stages and each gear set is provided with a clutch (friction engagement element), one clutch is released while the other clutch Is engaged to change the gear ratio (see, for example, Patent Document 1). In this case, a smooth speed change operation is achieved by cooperatively controlling the operation of the two clutches and switching them.

Also, in an automatic transmission (torque type AT) that combines a planetary gear mechanism composed of a plurality of rotating elements and a torque converter, a clutch or brake (friction engaging element) that restrains and releases the rotating operation of each rotating element is used. The gear ratio is changed by changing the combination of connection and disconnection (see, for example, Patent Document 2). Also in this case, a smooth speed change operation can be expected by synchronizing the operation of the brake for releasing the rotating element and the operation of the brake to be engaged.

By the way, in a shift process of a general automatic transmission, a control phase (control stage) such as a torque phase and an inertia phase is set, and a smooth shift operation is realized.
The torque phase is a phase in which torque is transferred from one friction engagement element to the other friction engagement element without changing the engine speed input to the automatic transmission. In this torque phase, the engagement-side friction engagement element is gradually engaged, and at the same time, the release-side friction engagement element is gradually released. As a result, the torque transmission destination is switched from one input shaft connected to the frictional engagement element on the release side to the other input shaft, and the output shaft torque of the automatic transmission is reduced without any load acting on the engine. To do.

Also, the inertia phase is a phase in which the input rotational speed of the automatic transmission is synchronized with the rotational speed of the frictional engagement element on the engagement side. In this inertia phase, the release-side frictional engagement element is almost completely released to cut off torque transmission, and the engagement-side frictional engagement element is further engaged to transmit torque. At this time, the inertia (inertia) on the input side of the automatic transmission changes due to the engagement of the frictional engagement element on the engagement side, and the engine speed also changes. Therefore, in the inertia phase, the engagement shock is engaged more slowly than in the torque phase, and the shift shock is suppressed.

JP 2009-257408 A JP 2007-99221 A

In the torque phase, the torque delivered to the input shaft on the engagement side is covered by the decrease in torque input to the release side. That is, if the torque is properly transferred from one input shaft to the other input shaft, the engine speed does not change.

However, if the torque capacity of the frictional engagement element on the engagement side becomes excessive before the torque transmission through the frictional engagement element on the release side is interrupted in the course of this torque phase, each of the two friction engagement elements In this state, both input shafts connected to each other are engaged with each other. That is, if the degree of engagement of the engagement-side frictional engagement element is too strong, the torque flowing into the engagement side increases rapidly, and a shock may occur during the torque phase.

Also, in the torque phase during shifting in the accelerator-up shift-up direction, the normal engine speed gradually increases. At this time, the magnitude of the torque input to the automatic transmission is a torque obtained by subtracting the torque consumed to increase the engine speed from the engine torque actually generated by the engine.

On the other hand, when the torque capacity of the frictional engagement element on the engagement side exceeds the engine torque, the torque that should be consumed to increase the engine speed flows into the automatic transmission, and the engine speed does not increase. Become. In this case, a change in acceleration caused by torsion of drive system components of the automatic transmission or an increase in output shaft torque occurs, and a shock may occur before and after the transition from the torque phase to the inertia phase.
As described above, the conventional shift control of the automatic transmission has a problem that it is difficult to optimize the engagement-side torque capacity at the time of switching the friction engagement elements.

The present invention has been devised in view of the above-described problems, and an object thereof is to provide a shift control device capable of suppressing a torque shock during a shift operation by suitable control of the engagement side torque capacity. And
The present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and other effects of the present invention are to obtain a function and effect that cannot be obtained by conventional techniques. Can be positioned.

(1) A shift control device disclosed herein is connected to an output shaft of an engine mounted on a vehicle, and releases at least one of a plurality of friction engagement elements and engages at least one other. An automatic transmission that performs a shift operation and vehicle weight detection means that detects a vehicle weight of the vehicle are provided.
A setting unit configured to set a target torque of the friction engagement element according to the vehicle weight detected by the vehicle weight detection unit; and the automatic transmission based on the target torque set by the setting unit. Control means for controlling the engagement state of the frictional engagement element on the engagement side during the shifting operation.

(2) When the setting means sets the first target torque as the target torque when the vehicle weight is equal to or less than a predetermined weight, and the vehicle weight is larger than the predetermined weight It is preferable to have a second setting means for setting a second target torque as the target torque separately from the first target torque set by the first setting means.

(3) Moreover, it is preferable that said 1st setting means sets the said 1st target torque to the value below the driver request torque requested | required of the said engine.
The difference between the driver request torque and the first target torque is referred to as margin torque.
(4) Moreover, it is preferable that the said 1st setting means increases the difference of the said driver request torque and the said 1st target torque, so that the said driver request torque is large.
That is, it is preferable that the first setting means increases the margin torque as the driver request torque is larger.

(5) Moreover, it is preferable that the said 1st setting means increases the difference of the said driver request torque and said 1st target torque, so that the said vehicle weight is small.
That is, it is preferable that the first setting means increases the margin torque as the vehicle weight is smaller.
(6) Moreover, it is preferable that said 2nd setting means sets the said 2nd target torque to the same value as the said driver request torque.

(7) Furthermore, it is preferable to provide a detection means for detecting an engine output torque input to the automatic transmission via the output shaft.
The engine output torque detected by the detection means is calculated as an engine rotation speed increase torque that is used to increase the engine rotation speed, and the torque between the engine output torque and the engine rotation speed increase torque is calculated. It is preferable to provide first calculation means for calculating the difference as engine unused torque.
In this case, the second setting means can set the second target torque based on the engine unused torque calculated by the first calculation means.

(8) Moreover, it is preferable that said 2nd setting means sets a 2nd target torque to the value more than said 1st target torque.
(9) Moreover, it is preferable to provide a gear position detecting means for detecting a gear position of the automatic transmission.
In this case, the setting means can set the target torque in accordance with the shift speed detected by the shift speed detection means and the vehicle weight detected by the vehicle weight detection means.

(1) According to the shift control device of the first aspect, by setting the target torque of the friction engagement element according to the vehicle weight, the shift shock allowable amount considering the inertial force of the vehicle and the damping effect can be obtained. Accordingly, the engagement state of the friction engagement element can be controlled. Accordingly, the friction engagement element can be quickly engaged while suppressing the shift shock.

(2) According to the shift control device of the second aspect, the predetermined weight is set to the threshold value by setting different target torques when the vehicle weight is equal to or less than the predetermined weight and when the vehicle weight is larger than the predetermined weight. With this simple setting, it is possible to easily control the engagement state of the friction engagement element in accordance with the allowable amount of shift shock and the damping effect in consideration of the inertial force of the vehicle.

(3) According to the shift control device of the third aspect, by setting the target torque set when the vehicle weight is equal to or greater than the predetermined weight to be smaller than the driver request torque, the friction engagement element on the engagement side Can be made smaller than the engine output torque. As a result, inappropriate engine speed fluctuations and output shaft torque fluctuations due to excessive coupling on the engagement side can be suppressed, and shift shocks can be reduced.
Further, since there is a margin in the torque capacity of the clutch on the engagement side, individual differences between the clutches and control operation errors can be absorbed, and controllability can be improved.

(4) According to the transmission control device of the fourth aspect, the torque capacity of the frictional engagement element on the engagement side is surely made smaller than the engine output torque by increasing the marginal torque as the driver request torque increases. Thus, the shift shock can be further reduced.

(5) According to the shift control device of the fifth aspect, the vehicle stability can be improved and the shift shock can be suppressed by increasing the margin torque as the inertial force of the vehicle is smaller.
(6) According to the shift control device of the sixth aspect, by setting the target torque to the same value as the driver request torque, it is possible to improve the power performance and the fuel consumption performance in a state where the shift shock is unlikely to occur. it can.

(7) According to the shift control device of the seventh aspect, the torque capacity of the engagement side frictional engagement element is controlled by controlling the engagement state of the engagement side frictional engagement element based on the engine unused torque. It is possible to provide a margin for the rotational speed increase torque. As a result, fluctuations in engine speed and fluctuations in output shaft torque due to excessive coupling of frictional engagement elements on the engagement side can be suppressed, and shift shocks can be reduced. In addition, since the torque capacity of the clutch on the engagement side has a margin for the engine rotational speed increase torque, individual differences of the clutches and control operation errors can be absorbed, and controllability can be improved.

(8) According to the shift control device of the eighth aspect, by increasing the target torque of the frictional engagement element when the inertial force of the vehicle is large, a shock at the time of the shift is made using the inertial force of the vehicle. Can be reduced. Further, since the target torque of the frictional engagement element is small when the inertia force of the vehicle is small, the torque capacity of the frictional engagement element on the engagement side can be made smaller than the engine output torque. As a result, fluctuations in engine speed and fluctuations in output shaft torque due to excessive coupling of frictional engagement elements on the engagement side can be suppressed, and shift shocks can be reduced.
Furthermore, since there is a margin in the torque capacity of the clutch on the engagement side, individual differences between the clutches and control operation errors can be absorbed, and controllability can be improved.

(9) According to the shift control device of the ninth aspect, by setting the target torque based on the shift stage of the automatic transmission and the vehicle weight, the friction engagement element corresponding to the drive torque of the automatic transmission Torque capacity can be adjusted, and the shift shock can be more appropriately suppressed.

It is a figure showing typically the whole gear shift control device composition concerning one embodiment. It is a figure which illustrates the map of the target torque memorize | stored in the transmission control apparatus of FIG. 3 is a graph illustrating the relationship between target torque and clutch drive current stored in the transmission control device of FIG. 1. 2 is a flowchart illustrating an example of control performed by the transmission control device of FIG. 1. 2 is a graph illustrating a control action during a shift-up shift by the shift control device of FIG. 1, (a) showing a change with time in engine speed, (b) showing a change with time in clutch drive current, and (c). Indicates fluctuations in the output shaft torque of the automatic transmission. It is a figure which shows typically the whole structure of the transmission control apparatus which concerns on a 1st modification. It is a flowchart which illustrates the control implemented with the speed-change control apparatus of FIG. It is a figure which shows typically the whole structure of the speed-change control apparatus which concerns on a 2nd modification. It is a flowchart which illustrates the control implemented with the speed-change control apparatus of FIG. It is a figure which shows typically the whole structure of the transmission control apparatus which concerns on a 3rd modification. It is a flowchart which illustrates the control implemented with the speed-change control apparatus of FIG. It is a figure which shows the modification of the map of the target torque which the transmission control apparatus of FIG. 1 memorize | stores. 6 is a flowchart showing a modification of control performed by the transmission control device of FIG. 1. It is a flowchart which shows the modification of the control implemented with the transmission control apparatus of FIG.

Hereinafter, the disclosed shift control device will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment.

[1. Device configuration]
The transmission control device 10 of the present embodiment is applied to a vehicle equipped with the engine (internal combustion engine) 11 shown in FIG. The engine 11 is a multi-cylinder diesel engine equipped with a common rail fuel injection system. Each cylinder of the engine 11 is provided with a piezo-type injector 19, and the fuel injection amount, injection timing, and the like are electrically controlled. In FIG. 1, one of the plurality of injectors 19 is shown.

The injector 19 is connected to a common rail that stores high-pressure fuel pressurized by a fuel supply pump (supply pump) (not shown). The common rail distributes and supplies fuel to the injectors 19 of each cylinder. In addition, a fine tube in which piezoelectric elements (ceramic piezoelectric elements) are laminated with a slight gap therebetween is provided inside the injector 19, and high-pressure fuel is sealed inside the fine tube. The injector 19 operates to receive a drive signal transmitted from an engine ECU 2 to be described later, deform the piezo element, and push high pressure fuel out of the micropipe to inject and supply it into the combustion chamber of each cylinder.

The engine 11 is provided with an engine speed sensor 14 (engine speed detecting means) for detecting the engine speed Ne. The engine speed Ne detected here is transmitted to the engine ECU 2 and a transmission ECU 1 described later. The sensing target of the engine speed sensor 14 may be not only the rotation angle and angular velocity of the crankshaft of the engine 11 but also the angular velocity of the output shaft 11a of the engine 11. Alternatively, the angular speed of the camshaft that rotates in synchronization with the crankshaft may be the sensing target of the engine speed sensor 14.

An accelerator opening sensor 15 (accelerator operation amount detecting means) for detecting an accelerator opening θ _AC corresponding to the amount of depression of the accelerator pedal, and a vehicle weight W (or loading) are provided at an arbitrary position of the vehicle on which the engine 11 is mounted. And a weight sensor 16 for detecting the weight of the object. The accelerator opening θ _AC detected by the accelerator opening sensor 15 is transmitted to the engine ECU 2, and the vehicle weight W detected by the weight sensor 16 is transmitted to the engine ECU 2 and the transmission ECU 1.

The accelerator opening θ _AC is a parameter corresponding to the driver's acceleration request, in other words, a parameter correlated with the load of the engine 11. Further, the weight W of the vehicle is a parameter corresponding to the inertial mass, and it can be said that this is also a parameter correlated with the load of the engine 11.

A specific method for obtaining the vehicle weight W in the weight sensor 16 is arbitrary, and may be detected based on, for example, the weight or pressure acting on the vehicle body frame, tire, or suspension, or may be detected based on engine torque, vehicle speed, or the like. It is good also as what is grasped | ascertained based on the movement state of a vehicle based on the movement state based on that. For example, it is conceivable to calculate the vehicle weight W from the time change amount of the load resistance accompanying the time change of the actual acceleration of the vehicle. That is, a pressure sensor, an engine torque sensor, a vehicle speed sensor, an acceleration sensor, or the like can function as the weight sensor 16 here.

The automatic transmission 9 is connected to the output shaft 11a of the engine 11. This automatic transmission 9 includes a dual clutch transmission (DCT, Dual Clutch) in which the transmission unit 4 is divided into two systems of even and odd stages and each transmission unit 4 is provided with a clutch 3 (friction engagement element). Transmission).

In FIG. 1, in order to clarify the operating principle of the automatic transmission 9, the structure is simplified. The first power transmission path 5 </ b> A and the second power transmission path 5 </ b> B that are power transmission paths of the automatic transmission 9 are connected in parallel to the output shaft 11 a of the engine 11. The speed change operation of the automatic transmission 9 is achieved by releasing the clutch 3a or 3b interposed on any one of the power transmission paths and engaging the other clutch 3b or 3a.

The first clutch 3a and the first transmission unit 4a are provided on the first power transmission path 5A, and the second clutch 3b and the second transmission unit 4b are provided on the second power transmission path 5B. The first clutch 3a and the second clutch 3b move a pair of friction plates in a separating direction or an approaching direction by separating and contacting a plurality of friction plates in a case in which ATF (Automatic Transmission Transmission Fluid) is enclosed. A wet multi-plate clutch that controls the engagement state. The first clutch 3a is responsible for power transmission to the first transmission unit 4a via the first power transmission path 5A, and the second clutch 3b is directed to the second transmission unit 4b via the second power transmission path 5B. It is responsible for power transmission.

Each of the first clutch 3a and the second clutch 3b is provided with

hydraulic cylinders

18A and 18B for driving the friction plates in the separation / contact direction. In addition, a first oil passage 6A and a second oil passage 6B that guide hydraulic fluid discharged from the hydraulic pump 7 are connected to the

hydraulic cylinders

18A and 18B.

Furthermore, a first control valve 8A and a second control valve 8B are interposed in each of the first oil passage 6A and the second oil passage 6B. The first control valve 8A and the second control valve 8B are controlled to an opening degree corresponding to the drive current output from the transmission ECU 1, and the respective hydraulic oil flow rates of the first oil passage 6A and the second oil passage 6B are controlled. It is an electromagnetic proportional valve to control. The hydraulic pump 7 is a hydraulic oil pump that discharges hydraulic oil (or ATF) supplied to the

hydraulic cylinders

18A and 18B.

For example, when the operating oil pressure of the first oil passage 6A is increased by opening the valve opening of the first control valve 8A (increasing the valve opening), the hydraulic cylinder 18A is driven in the extending direction, and the first clutch 3a The friction plate moves in the engagement direction. On the other hand, when the hydraulic pressure of the first oil passage 6A is lowered by closing the valve opening of the first control valve 8A (reducing the valve opening), the friction plate of the first clutch 3a is released by the action of a spring (not shown). Move in the direction. The operation of the second clutch 3b is the same as that of the first clutch 3a. Therefore, the engagement states of the first clutch 3a and the second clutch 3b are in accordance with the drive current from the transmission ECU 1. In other words, the clutch transmission torque transmitted by each of the first clutch 3a and the second clutch 3b is controlled according to the drive current from the transmission ECU1.

The first transmission unit 4a and the second transmission unit 4b are transmission mechanisms that house a plurality of gears (gears) in a case lubricated with gear oil, and change the gear ratio (deceleration) by changing the combination of meshing gears. Ratio) in multiple stages. The speed change operation of these

speed change units

4a and 4b is controlled by the transmission ECU1. In FIG. 1, a hydraulic circuit for controlling the speed change operation of these

speed change units

4a and 4b is not shown.

Also, each of the first transmission unit 4a and the second transmission unit 4b is provided with a first gear sensor 17a and a second gear sensor 17b (shift stage detecting means) for detecting the shift stage G (gear stage). Each gear stage G detected by these gear sensors 17 is transmitted to the transmission ECU 1. The power shafts output from each of the first transmission unit 4a and the second transmission unit 4b are joined to one output shaft 9a. The driving force of the output shaft 9a is transmitted to the driving wheel side provided downstream thereof.

In the present embodiment, odd-numbered stages (1, 3, 5, 7th speed, etc.) of the shift stages G realized by the automatic transmission 9 are shared by the first transmission unit 4a, and even-numbered stages (2, 4, 6, 6). 8th speed etc.) is shared by the second transmission unit 4b. For example, when the vehicle is traveling at the third speed, the driving force is transmitted only on the first power transmission path 5A side where the first transmission unit 4a is interposed, and the second power transmission path 5B is not operating. However, before the start of the speed change operation, the speed stage G of the second speed change unit 4b is switched to a desired speed stage and is set in a standby state in advance.

Subsequently, when the speed change operation is started, the friction plate of the first clutch 3a is driven in the releasing direction and the second clutch 3b is driven in the engaging direction, and the power transmission destination of the engine 11 is on the first power transmission path 5A side. To the second power transmission path 5B side. After the shift operation is completed, the driving force is transmitted only through the second power transmission path 5B in which the second transmission unit 4b is interposed. The transmission ECU 1 controls the switching operation of the clutch 3 during such a shift.

[2. Control configuration]
As described above, the vehicle is equipped with the engine ECU 2 (Engine-Electronic Control Unit) and the transmission ECU 1 (Electronic Control Unit) as electronic control devices. These electronic control devices are configured, for example, as LSI devices or embedded electronic devices in which a microprocessor, ROM, RAM, and the like are integrated, and are connected to each other via a communication line of an in-vehicle network.

[2-1. Engine ECU]
The engine ECU 2 is an electronic control unit that comprehensively controls a wide range of systems related to driving of the engine 11 such as a fuel system, an intake / exhaust system, and a valve system. Information detected by at least each of the engine speed sensor 14, the accelerator opening sensor 15, and the weight sensor 16 is input here. Other specific information input to the engine ECU 2 includes intake air flow rate, intake manifold pressure (intake pressure), supercharging pressure (turbo pressure), intake air temperature (supply air temperature), outside air temperature, vehicle speed, and the like. However, in this embodiment, the description about these is omitted.

The engine ECU 2 includes a driver request torque calculation unit 2a and a fuel injection amount calculation unit 2b.
The driver request torque calculation unit 2a (second arithmetic means) are those based on the engine speed Ne and the accelerator opening theta _AC, driver (driver) is set or calculating a driver request torque T _DRI that required by the engine 11 It is. Here, for example, the driver request torque T _DRI is set or calculated based on a preset control map or calculation formula. The information about the driver request torque _TDRI obtained here is transmitted to the fuel injection amount calculation unit 2b and also to the transmission ECU1.

The fuel injection amount calculation unit 2b (detection means, fuel injection amount detection means) determines the fuel injection amount into each cylinder of the engine 11 and outputs a drive signal transmitted to each injector 19.
First, the fuel injection amount calculation unit 2b, the driver request torque calculation unit other calculated driver's requested torque T _DRI at 2a, the peripheral equipment required in addition to the engine body in order to operate the auxiliary machines (engines 11 of the engine 11 The target engine output torque T _ENGT is _determined in consideration of various external required torques such as torque consumed by the engine, engine friction torque, torque due to mechanical constraints of the drive system, and torque required to ensure vehicle stability. Calculate. There are various _ways to calculate the target engine output torque T _ENGT . For example, information such as the intake air flow rate, intake manifold pressure, supercharging pressure, intake air temperature (supply air temperature), outside air temperature, vehicle speed, etc. May be calculated.

Further, the fuel injection amount calculation unit 2 b determines the fuel injection amount to be supplied to each cylinder based on the target engine output torque T _ENGT and transmits a drive signal to each injector 19. For example, a map or mathematical expression that defines the relationship between the target engine output torque T _ENGT and the drive signal of the injector 19 is stored in advance in the fuel injection amount calculation unit 2b and transmitted to the injector 19 using this map or mathematical expression. The drive signal may be determined.

Further, the fuel injection amount calculation unit 2b calculates an engine output torque T _ENG that is expected to be actually input to the automatic transmission 9 from the output shaft 11a of the engine 11 based on the fuel injection amount. Information on the engine output torque T _ENG calculated here is transmitted to the transmission ECU 1.

The fuel injection amount calculation unit 2b functions as a fuel injection amount detection unit that detects the fuel injection amount of the engine 11, and also functions as a detection unit that detects the engine output torque T _ENG input to the automatic transmission 9. Moreover, each function of said driver request torque calculating part 2a and fuel injection amount calculating part 2b may be implement | achieved by the electronic circuit (hardware), and may be programmed as software. Alternatively, a part of these functions may be provided as hardware and the other part may be software.

[2-2. Transmission ECU]
The transmission ECU 1 is an electronic control device that controls the operation of the automatic transmission 9. Information detected by the sensors of the engine speed sensor 14, the weight sensor 16, and the gear sensor 17 is calculated by the engine ECU 2. The information on the required driver torque T _{DRI and} the information on the engine output torque T _ENG are input. The transmission ECU 1 performs changeover control in which the first clutch 3a and the second clutch 3b are cooperatively operated during the shift operation of the automatic transmission 9, and the other clutch 3 is engaged while releasing one clutch 3. carry out.

This embodiment will be described in detail focusing on the control function of the engagement state of the clutch 3 on the engagement side in the switching control. The transmission ECU 1 is provided with an engine rotation speed increase torque calculation unit 1a, an engine unused torque calculation unit 1b, a first setting unit 12, a second setting unit 1c, and a control unit 1g.

The engine rotation speed increase torque calculation unit 1a (first calculation means) calculates the engine rotation speed increase torque T _ZOU that is consumed to increase the rotation speed of the engine 11 out of the engine output torque T _ENG. . The engine speed increase torque T _ZOU is given by the product of the time differential value of the engine speed Ne and the engine inertia Ie, as shown in the following Expression 1. The information of the engine speed increase torque T _ZOU calculated here is transmitted to the engine unused torque calculation unit 1b.

However, the engine rotation speed increase torque T _ZOU is used only when the value is smaller than the driver request torque T _DRI . Therefore, for example, an operation for clipping the upper limit value of the engine rotational speed increase torque T _{ZOU to} the value of the driver request torque T _DRI at that time may be added. Alternatively, the engine speed increase torque T _ZOU may be calculated only when the engine speed Ne is increasing.

... Formula 1

The engine unused torque calculation unit 1b (first calculation means) calculates a torque difference between the engine output torque T _ENG and the engine rotation speed increase torque T _ZOU as the engine unused torque T _MIS . For example, in a state where the engine speed Ne tends to increase, the engine unused torque _TMIS is calculated as a value smaller than the engine output torque _TENG . The information of the engine unused torque _TMIS calculated here is transmitted to the second setting unit 1c.

... Formula 2

The first setting unit 12 (setting means) sets the first target torque T _TGT1 when the automatic transmission 9 is _shifted . Based on the vehicle weight W detected by the weight sensor 16 and the gear stage G detected by the gear sensor 17, the first setting unit 12 calculates a target torque T _TGT (target clutch transmission torque) of the clutch 3 on the engagement side. _Set as the first target torque _TTGT1 .

The first setting unit 12 includes a vehicle weight determination unit 12a that determines the first target torque T _TGT1 by condition determination based on the vehicle weight W, and a gear stage that determines the first target torque T _TGT1 by condition determination based on the gear stage G. A determination unit 12b is provided. The first setting unit 12 determines the final first target torque T _TGT1 in consideration of both the settings in the vehicle weight determination unit 12a and the gear position determination unit 12b.

In the present embodiment, the first target torque T _TGT1 set by the vehicle weight determination unit 12a when the condition relating to the vehicle weight W is satisfied, and the first target set by the gear step determination unit 12b when the condition relating to the shift stage G is satisfied. The torque T _TGT1 is determined based on the same map. Therefore, the first setting unit 12 determines the first set by either the vehicle weight determination unit 12a or the gear stage determination unit 12b when both the vehicle weight W condition and the gear stage G condition are satisfied. The target torque T _TGT1 is set as the final first target torque T _TGT1 .

The vehicle weight determination unit 12a (first setting means) sets the first target torque T _TGT (target clutch transmission torque) of the engagement side clutch 3 when the vehicle weight W is equal to or less than the predetermined weight W _0. It is. Here, the first target torque T _TGT1 when the vehicle weight W is equal to or less than the predetermined weight W ₀ is set smaller than the driver request torque T _DRI at that time. The predetermined weight W ₀ here is set in a range that is larger than the vehicle weight (weight when not loaded) and smaller than the total vehicle weight (maximum weight of the entire vehicle including cargo). For example, in the case of a truck vehicle, the predetermined weight W ₀ is set in a range that is larger than the weight when there is no load and smaller than the weight when a load with the maximum load capacity is loaded.

For example, as shown in FIG. 2, the first setting unit 12 has a map that defines two types of relationships (a relationship indicated by a solid line and a relationship indicated by a broken line) between the first target torque T _TGT1 and the driver request torque T _DRI ( Shock reduction map) and mathematical expressions are stored in advance. A graph indicated by a broken line in the shock reduction map of FIG. 2 is a graph (reference and control graph) showing characteristics when the first target torque T _TGT1 is equal to the driver request torque T _DRI . On the other hand, the graph shown by the solid line, the driver requested torque T _DRI coincides with the broken line of the graph in a range of less than the predetermined torque T _0, than the driver request torque T _DRI driver request torque T _DRI is at a predetermined torque T ₀ at over It is set to take a small value.

Based on this correspondence, the vehicle weight determination unit 12a sets the first target torque T _TGT1 to be smaller than the driver request torque T _DRI using the relationship of the solid line graph when the vehicle weight W is equal to or less than the predetermined weight W _0. To do. Here, the vertical interval (distance) between the broken line graph and the solid line graph is referred to as margin torque T _YOY . The margin torque T _YOY is ₀ when the driver request torque T _DRI is less than the predetermined torque T ₀ . Further, when the driver request torque T _DRI is equal to or larger than the predetermined torque T ₀ is the set that also increases torque reserve T _YOY higher the driver request torque T _DRI.

Also, gear determining unit 12b (first setting means) sets when transmission speed G is the predetermined speed G _0, the first target torque T _TGT1 clutch 3 engagement side (target clutch transmission torque) Is. Here, for example, based on the correspondence relationship such as the shock reduction map of FIG. 2, the first target torque T _TGT1 is set to be greater than the driver required torque T _DRI using the relationship of the solid line graph when the shift stage G is the predetermined stage G _0. Set smaller.

The predetermined stage G ₀ here may be a single gear stage may be a plurality of shift speeds. In the present embodiment, a starting stage having a relatively large driving torque (for example, a low-speed gear stage such as 1st to 3rd speeds) is referred to as a predetermined stage G _0, and the speed stage after the shift during the upshift of the automatic transmission 9 When G is the predetermined stage G ₀ , the first target torque T _TGT1 of the engagement side clutch 3 is set. The gear stage G to be detected is, for example, an engagement side gear stage (gear stage of the transmission unit 4 provided downstream of the clutch 3 to be engaged). A gear stage having a relatively smaller driving torque than the starting stage (a gear stage having a low gear ratio, for example, a medium to high speed gear stage such as 4 to 8 speeds) is called a traveling stage.

When the relationship between the first target torque T _TGT1 and the driver request torque T _DRI set by the first setting unit 12 is summarized, the following

equations

3 and 4 are obtained. Information on the first target torque T _TGT1 set here is transmitted to the control unit 1g.

And when the shift stage G is the predetermined stage G ₀ ,

... Formula 3

... Formula 4

The second setting unit 1c (second setting means) uses a method different from that of the first setting unit 12 under the condition that the first target torque T _TGT1 is not set by the first setting unit 12, and uses the clutch on the engagement side. No. 3 target torque T _TGT (target clutch transmission torque) is set as the second target torque T _TGT2 . In the present embodiment, the second setting unit 1c sets the second target torque T _TGT2 when the vehicle weight W is larger than the predetermined weight W ₀ or when the gear stage G is not the predetermined stage G ₀ . The second target torque T _TGT2 is a target value different from the first target torque T _TGT1 set by the first setting unit 12.

Here, the second target torque T _TGT2 is set in a range equal to or smaller than the engine output torque T _ENG based on the driver request torque T _DRI and the engine unused torque T _MIS . The second setting unit 1c _functions to prohibit the setting of the first target torque T _TGT1 by the first setting unit 12 and to set the second target torque T _TGT2 according to the driver request torque T _DRI .

The second target torque T _TGT2 is preferably set to have a value equal to or greater than the first target torque T _TGT1 . For example, it is conceivable that the first target torque T _TGT1 obtained from the driver request torque T _DRI at that time and the shock reduction map of FIG. 2 is set as the minimum value of the second target torque T _TGT2 at that time. That is, when the inertia of the vehicle is large, the torque capacity is not given more than necessary, and the torque is reduced using the vehicle inertia. Thereby, suppression of excessive target torque is prevented.

First, when the driver request torque T _DRI is equal to or less than the engine unused torque T _MIS , the second setting unit 1c sets the driver request torque T _DRI calculated by the driver request torque calculation unit 2a as it is as the second target torque T _TGT2 . . That is, the second target torque T _TGT2 is set based on the engine speed Ne and the accelerator opening θ _AC .

On the other hand, when the driver request torque T _DRI is larger than the engine unused torque T _MIS , the second setting unit 1c performs a calculation to reflect the engine unused torque T _MIS at a predetermined ratio with respect to the second target torque T _TGT2 . . The second setting unit 1c is set with a predetermined weight coefficient k which means a reflection rate of the engine unused torque T _MIS with respect to the second target torque T _TGT2 . In the present embodiment, the weight coefficient k is a fixed value set in advance within a range of 0 <k ≦ 1.

Note that the value of the weighting factor k may be a variable that is set according to the operating state of the engine 11 or the like instead of using a preset constant. Or it is good also as a value arbitrarily set by a driver.
As a means for determining the condition and setting the second target torque T _TGT2 according to the condition, the second setting unit 1c is provided with a first weighting unit 1d, a second weighting unit 1e, and an adding unit 1f.

The first weighting unit 1d (first weighting means) calculates a first multiplication value A obtained by multiplying the driver request torque _TDRI by a value obtained by subtracting the weighting factor k from 1 as shown in the following Expression 5. is there. The first multiplication value A corresponds to the amount of torque reflected on the second target torque T _TGT2 of the driver request torque T _DRI .

... Formula 5

The second weighting unit 1e (second weighting means) sets the smaller one of the driver required torque T _DRI and the engine unused torque T _MIS as the minimum value Z, as shown in the following equations 6 and 7. The second multiplication value B is calculated by selecting and multiplying the minimum value Z by a weighting factor. For example, a minimum function is used to select the minimum value Z. Second multiplication value B corresponds to the torque reflection component of the second target torque T _TGT2 engine unused torque T _MIS.

... Formula 6

... Formula 7

The adding unit 1f adds the first multiplication value A set by the first weighting unit 1d and the second multiplication value B set by the second weighting unit 1e, and sets this as the second target torque T _TGT2 . Is. When the driver request torque T _DRI is equal to or less than the engine unused torque T _MIS , the second multiplication value B is a value obtained by multiplying the weight coefficient k by the driver request torque T _DRI. _Corresponds to the driver request torque _TDRI . On the other hand, when the driver request torque T _DRI is larger than the engine unused torque T _MIS is the second target torque T _TGT2 depending on the ratio and the weight coefficient k of the engine unused torque T _MIS to the driver requested torque T _DRI It is set to be smaller than the driver request torque _TDRI .

For example, if k = 1, the engine unused torque T _MIS is set as the second target torque T _TGT2 as it is, and if k = 0.5, the engine unused torque T _MIS is reflected by 50%, and the remaining 50% is driver A second target torque T _TGT2 that reflects the required torque T _DRI is set. When the magnitude relationship between the driver required torque T _DRI and the engine unused torque T _MIS and the value of the second target torque T _TGT2 at that time are summarized, the following equations 8 and 9 are obtained. Information on the second target torque T _TGT2 set here is transmitted to the control unit 1g.

Or, when the shift stage G is not the predetermined stage G ₀

... Formula 8

... Formula 9

The first target torque T _TGT1 and the second target torque T _TGT2 set by the first setting unit 12 and the second setting unit 1c are both torques less than or equal to the driver request torque T _DRI and It acts to engage 3 slightly slowly. On the other hand, paying attention to the torque difference between the first target torque T _TGT1 , the second target torque T _TGT2 and the driver request torque T _DRI , the torques set by the first setting unit 12 and the second setting unit 1c respectively. Differences in properties are found.

For example, the margin torque T _YOY that is the difference between the first target torque T _TGT1 set by the first setting unit 12 and the driver request torque T _DRI is a value corresponding to the driver request torque T _DRI as shown in FIG. It can be understood as a function of a driver request. Therefore, the first setting unit 12 can be considered to have a function of suppressing torque fluctuation at the time of shifting by underestimating the driver's request.

On the other hand, the difference between the engine unused torque T _MIS is the second target torque T _TGT2 the driver's requested torque T _DRI set in the second setting unit 1c is one having a value corresponding to the engine speed Ne, It can be understood as a function of the operating state of the engine 11. Therefore, it can be considered that the second setting unit 1c has a function of suppressing torque fluctuation at the time of shifting by underestimating the output of the engine 11.

The control unit 1g (control means) is a first target torque T _TGT1 in which the torque transmitted by the clutch 3 on the engagement side during the shift of the automatic transmission 9 is set by the first setting unit 12, or the second setting unit. The engagement state (clutch transmission torque) of the clutch 3 is controlled so as to be the second target torque T _TGT2 set in (1). In the present embodiment, one of the first target torque T _TGT1 and the second target torque T _TGT2 is set by the condition determination based on the vehicle weight W and the gear stage G. Hereinafter, the clutch transmission torque used for the actual control of the clutch 3 by the control unit 1g is also simply referred to as a target torque _TTGT .

As shown in FIG. 3, the control unit 1g stores in advance a map, a mathematical formula, and the like that define the relationship between the target torque T _TGT and the drive current that controls the opening of the first control valve 8A and the second control valve 8B. Has been. As described above, a correlation is recognized between the drive current and the engagement state of the clutch 3. Therefore, the control unit 1g functions to control the connection / disconnection operation of the clutch 3 by controlling the drive current to the first control valve 8A and the second control valve 8B. The degree of engagement of the clutch 3 may be controlled using information such as the temperature and viscosity of the ATF, the hydraulic pressure of the first oil passage 6A and the second oil passage 6B, and the like.

Further, the engine rotation speed increase torque calculating unit 1a, the engine unused torque calculating unit 1b, the first setting unit 12, the second setting unit 1c, the first weighting unit 1d, the second weighting unit 1e, the adding unit 1f, and the control. Each function of the unit 1g may be realized by an electronic circuit (hardware). Alternatively, it may be programmed as software, a part of these functions may be provided as hardware, and the other part may be software.

[3. flowchart]
FIG. 4 is a flowchart illustrating an example of control related to the shift operation of the automatic transmission 9. This flow is repeatedly performed at a predetermined cycle inside the transmission ECU 1.
In step A10, the value of the driver request torque T _{DRI and} the value of the engine output torque T _ENG calculated by the engine ECU 2 are read into the transmission ECU 1. In step A13, the information on the gear stage G detected by the gear sensor 17 and the information on the vehicle weight W detected by the weight sensor 16 are read into the transmission ECU 1.

In step A15, the vehicle weight determination section 12a, the vehicle weight W is equal to or less than a predetermined weight W ₀ is determined. The condition determined in this step can be said to be a condition for determining whether or not the inertial force of the vehicle is small with respect to a shock (torque fluctuation) that may occur at the time of shifting. Here the vehicle weight W advances to step A16. If it is less than the predetermined weight W _0, the process proceeds to step A20 is larger than the predetermined weight W _0.

In step A16, the gear determining unit 12b, transmission speed G is whether the predetermined speed G ₀ is determined. Here, (in this example, transmission speed G is low gear, when a start gear) when the gear stage G is the predetermined speed G ₀ proceeds to step A85 to, if not a predetermined speed G ₀ Step A20 Proceed to

Step A85 is a step that is performed when both the condition relating to the vehicle weight W and the condition relating to the gear stage G are satisfied. In Step A85, as shown in

Expressions

3 and 4, the first setting torque T _TGT1 is set in the first setting unit 12. That is, when the driver request torque T _DRI is less than the predetermined torque T ₀ , the driver request torque T _DRI is set as the first target torque T _TGT1 as it is, and when the driver request torque T _DRI is _{equal to} or greater than the predetermined torque T ₀ , The one target torque T _TGT1 is set to a value smaller than the driver request torque T _DRI . The first target torque T _TGT1 set here is a value _obtained by subtracting the margin torque T _YOY from the driver request torque T _DRI (see the solid line characteristic in FIG. 2).

Thereafter, in step A90, the control unit 1g drives the first control valve 8A and the second control valve 8B so that the first target torque T _TGT1 (target torque T _TGT ) can be obtained by the clutch 3 on the engagement side. Current is output. For example, when the engagement-side clutch 3 is the first clutch 3a, a drive current is output to the first control valve 8A. At this time, a drive current for driving the friction plate of the second clutch 3b in the releasing direction is output to the second control valve 8B, and the switching control of the clutch 3 is performed.

On the other hand, when the vehicle weight W is larger than the predetermined weight W ₀ at step A15, or when the gear stage G is not the predetermined stage G ₀ at step A16 (in this example, the gear stage G is a traveling stage, that is, a medium-high speed gear). In the case of a step, the process proceeds to step A20, where the second target torque T _TGT2 is set in the second setting unit 1c.

In step A20, information on the engine speed Ne, the engine inertia Ie, and the weight coefficient k detected by the engine speed sensor 14 is read into the transmission ECU1.
In step A30, the engine rotation speed increase torque calculating unit 1a calculates the engine rotation speed increase torque T _ZOU . The calculation formula of the engine rotation speed increase torque T _ZOU calculated here is Expression 1. The engine rotation speed increase torque T _ZOU is calculated based on the engine rotation speed Ne and the engine inertia Ie at that time. As the increase speed of the engine speed Ne increases, the engine speed increase torque T _ZOU increases.

In Step A40, the engine unused torque calculating unit 1b calculates the engine unused torque _TMIS . The equation at engine unused torque T _MIS that is calculated here a Equation 2, the engine unused torque T _MIS based on the engine rotational speed increases torque T _ZOU obtained in the engine output torque T _ENG and before step Calculated. Higher rate of increase of the engine rotational speed Ne is high, the engine unused torque T _MIS is reduced.

In step A50, the first multiplication value A is calculated by the first weighting unit 1d. The arithmetic expression of the first multiplication value A calculated here is Expression 5, and the first multiplication value A is calculated based on the driver request torque _TDRI and the weighting coefficient k. As the weight coefficient k is smaller, the ratio of the reflection of the driver request torque T _DRI to the second target torque T _TGT2 increases.

In Step A60, the second weighting unit 1e selects a smaller one of the driver request torque T _DRI and the engine unused torque T _MIS as the minimum value Z. For example, if the engine speed Ne is increasing and the engine unused torque T _MIS is smaller than the engine output torque T _ENG (if the engine speed increasing torque T _ZOU is a positive value), the engine unused torque T _MIS becomes the minimum value Z.

In subsequent step A70, the first weighting value B is calculated by the second weighting unit 1e. The second multiplication value B calculated here is given by Expression 6 and Expression 7, and the second multiplication value B is calculated based on the minimum value Z and the weighting coefficient k obtained in the previous step. As the weight coefficient k increases, the ratio of the reflection of the minimum value Z to the second target torque T _TGT2 increases.
In Step A80, the first multiplication value A and the second multiplication value B are added by the adding unit 1f, and the second target torque T _TGT2 is set. The second target torque T _TGT2 is a target value of the clutch transmission torque that is desired to be transmitted to the clutch 3 on the engagement side during the shift operation of the automatic transmission 9.

Thereafter, in step A90, the control unit 1g drives the first control valve 8A and the second control valve 8B so that the second target torque T _TGT2 (target torque T _TGT ) can be obtained by the clutch 3 on the engagement side. Current is output. For example, when the engagement-side clutch 3 is the first clutch 3a, a drive current is output to the first control valve 8A. At this time, a drive current for driving the friction plate of the second clutch 3b in the releasing direction is output to the second control valve 8B, and the switching control of the clutch 3 is performed.

[4. Action]
FIGS. 5A and 5B show the behavior of the vehicle during the shift-up with the accelerator on, where FIG. 5A shows the change over time in the engine speed, FIG. 5B shows the change over time in the clutch drive current, and FIG. This is a change with time in the output shaft torque output from the machine 9. Here, a description will be given of an example of a shift operation from an even number to an odd number.

Before the start of the shifting operation, the accelerator pedal is depressed, and the engine speed Ne gradually increases as shown by the solid line in FIG. When a predetermined shift start conditions at time t ₁ is satisfied, as shown by the solid line in FIG. 5 (b), the driving current to the first control valve 8A of the engagement side is output, play elimination of the first clutch 3a is To be implemented. Further, when eliminating the backlash operation is completed time t _2, the control as soon as the drive current to the first control valve 8A is somewhat weakened, the driving current of the open side to the second control valve 8B is reduced gradually Is done. The torque phase is started from this time, and the switching control from the second clutch 3b to the first clutch 3a is performed so that the load related to the speed change operation does not act on the engine 11.

In the torque phase, the drive current of the first control valve 8A is gradually increased while gradually decreasing the drive current of the second control valve 8B [FIG. 5B] (FIG. 5B). Middle solid line], torque is transferred from the release side to the engagement side. As a result, as shown by the solid line in FIG. 5C, the output shaft torque changes in the decreasing direction.

Here, as shown by a broken line in FIG. 5B, it is assumed that the driver request torque T _DRI is set as the target torque T _TGT of the first clutch 3a on the engagement side as it is. Generally, if the first clutch 3a on the engagement side is connected too much (the degree of engagement is too strong or the engagement speed is too high), the torque capacity of the first clutch 3a becomes excessive, and the first power transmission path 5A and There is a possibility that the second power transmission path 5B is in a double-engaged state in which the second power transmission path 5B is simultaneously engaged. In this case, as indicated by a broken line in FIG. 5 (c), the amount of output shaft torque drop in the torque phase increases, which causes a torque shock as indicated by the symbol X in FIG. 5 (c).

Further, more connecting too of the first clutch 3a of the engagement side torque capacity of the first clutch 3a may also be considered to outweigh the engine output torque T _ENG, for example time t _3. In this case, as indicated by a broken line in FIG. 5A, the increase in the engine speed Ne is suppressed before the start of the inertia phase, and the torque that should be consumed to increase the engine speed Ne is transferred to the drive system. There is a risk of inflow.

That is, a torque larger than the torque that should be originally input is transmitted to the automatic transmission 9, and the acceleration change due to the torsion of the drive system components and the increase of the output shaft torque is likely to occur. As a result, as indicated by symbol Y in FIG. 5C, a shock may occur before and after the transition from the torque phase to the inertia phase.
In particular, when the speed change operation is performed while increasing the engine speed Ne, a part of the engine output torque T _ENG is consumed as the engine rotational speed increase torque T _ZOU , and thus the torque capacity of the first clutch 3a. _Tends to exceed the engine output torque T _ENG .

On the other hand, in the present speed change control device 10, such a shock is suppressed by optimizing the target torque _TTGT . The first optimization method is the setting of the first target torque T _TGT1 in the first setting unit 12, and the second optimization method is the setting of the second target torque T _TGT2 in the second setting unit 1c. is there.

That is, when the vehicle weight W detected by the weight sensor 16 is equal to or less than the predetermined weight W ₀ and the gear stage G detected by the gear sensor 17 is the predetermined stage G ₀ , the shock reduction map as shown in FIG. Based on the above, a target torque T _TGT is set by subtracting a margin torque T _YOY from the driver request torque T _DRI .
That is, the target torque T _TGT of the first clutch 3a is corrected in the decreasing direction by the margin torque T _YOY , and the torque capacity of the first clutch 3a does not exceed the engine output torque T _ENG . Therefore, the engine rotational speed increase torque T _ZOU in the engine output torque T _ENG is secured, and the engine rotational speed Ne increases until time t _{4 as} shown by the solid line in FIG.

Alternatively, when the vehicle weight W is larger than the predetermined weight W ₀ or when the gear stage G is not the predetermined stage G ₀ , the engine unused torque T _{MIS obtained} by subtracting the engine rotational speed increasing torque T _ZOU from the engine output torque T _ENG. Is set to the target torque T _TGT of the engagement-side first clutch 3a. That is, the target torque T _TGT of the first clutch 3a is corrected in a decreasing direction according to the engine speed increase torque T _ZOU, and the torque capacity of the first clutch 3a does not exceed the engine output torque T _ENG. . Therefore, the engine rotational speed increase torque T _ZOU in the engine output torque T _ENG is secured, and the engine rotational speed Ne increases until time t _{4 as} shown by the solid line in FIG.

Further, since the target torque T _TGT of the first clutch 3a is set to be smaller than the driver required torque T _DRI , the drive current transmitted to the first control valve 8A in the torque phase is indicated by a broken line in FIG. It is corrected in a decreasing direction from that shown, and the engaging force of the first clutch 3a is reduced. Thereby, occurrence of double biting such that the first power transmission path 5A and the second power transmission path 5B are simultaneously engaged is also prevented. Therefore, as shown by a solid line in FIG. 5C, fluctuations in the output shaft torque in the torque phase and the inertia phase are suppressed, and a smooth speed change operation is realized.

Incidentally, the time t ₄ after starting the inertia phase, as indicated by a chain line in FIG. 5 (b), the supply of the drive current to the second control valve 8B is blocked, the second clutch 3b is released. On the other hand, the engagement-side first clutch 3a gradually increases its engagement state and transmits torque. Thus, it decreases the engine speed Ne as indicated by the solid line in FIG. 5 (a), the inertia phase is completed at time t _5.

[5. effect]
As described above, in the shift control device 10 described above, when the first target torque T _TGT1 and the second target torque T _TGT2 are set, these values are set on the condition of the vehicle weight W, so that the inertial force of the vehicle is taken into consideration. The engagement state of the clutch 3 can be controlled in accordance with the allowable shift shock amount and the damping effect. Thus, the clutch can be engaged with an appropriate engagement pressure while suppressing a shift shock.

In the shift control device 10 described above, different target torques are set when the vehicle weight W is equal to or less than the predetermined weight W ₀ and when the vehicle weight W is larger than the predetermined weight W ₀ . This makes it possible to easily control the engagement state of the friction engagement element according to the allowable amount of the shift shock and the damping effect in consideration of the inertia force of the vehicle with a simple setting with the predetermined weight W ₀ as a threshold value. Can do.

In particular, since the target torque T _TGT (first target torque T _TGT1 ) of the engagement-side clutch 3 at the time of shifting with the vehicle weight W equal to or less than the predetermined weight W ₀ is smaller than the driver required torque T _DRI , The torque capacity of the clutch 3 on the mating side can be made smaller than the engine output torque T _ENG . As a result, inappropriate engine speed fluctuations and output shaft torque fluctuations can be effectively suppressed, and shift shocks can be suppressed.
_Further, by reducing the first target torque _TTGT1 , there is a margin in the torque capacity of the clutch 3 on the engagement side, so that individual differences of the clutch 3 and operation errors in control can be absorbed, and controllability is improved. be able to.

On the contrary, when the vehicle weight W is larger than the predetermined weight W ₀ (the vehicle is heavy), the setting of the first target torque T _TGT1 as the target torque T _TGT of the clutch 3 on the engagement side is prohibited. It is set separately from the second target torque T _TGT2 the target torque T _TGT1. In other words, the first target torque T _TGT1 is not used in a state where it is difficult for a shock to occur, and the second target torque T _TGT2 is used instead. As a result, the shock that can occur during gear shifting can be blunted using the damping action caused by the inertial force of the vehicle, and the gear shifting shock can be suppressed. _Further, by setting the second target torque _TTGT2 based on the driver request torque, it is possible to secure the torque capacity of the clutch 3 on the engagement side, and to reduce the power performance and fuel consumption performance due to the clutch 3 slipping. Can be kept to a minimum.

Further, when the second target torque T _TGT2 is set to be greater than or _equal to the first target torque T _TGT1 by the second setting unit 1c of the transmission control device 10 described above, the vehicle weight W is equal to or greater than the predetermined weight W _0. Sometimes, the second target torque T _TGT2 surely increases. Accordingly, the target torque is not suppressed more than necessary, and a damping effect utilizing the inertial force of the vehicle can always be obtained, and torque shock can be reduced while maintaining power performance and the like. .

Further, for example, a shock reduction map as shown in FIG. 2 is stored in the first setting unit 12 of the shift control device 10 described above. In this map, the first target torque T _TGT1 is set to be equal to or less than the driver request torque T _DRI at that time. Further, in a range driver request torque T _DRI is equal to or larger than the predetermined torque T _0, the first target torque T _TGT1 is set so as surplus torque T _YOY large driver request torque T _DRI is increased.

As a result, the target torque T _TGT of the clutch 3 on the engagement side can be reliably set within the range of the engine output torque T _ENG or less, and the fluctuations in the engine speed Ne and the fluctuations in the output shaft torque are effectively suppressed. be able to. Moreover, it becomes easy to arbitrarily change the target torque T _TGT of the clutch 3 with respect to the driver request torque T _DRI by using the map. Thereby, for example, it is possible to easily set whether to give priority to power performance at the time of shifting or to give priority to feeling.

Further, the shock reduction map shown in FIG. 2 has a configuration in which the target torque T _TGT is reduced from the driver request torque T _DRI only in the range of T _DRI ≧ T ₀ . In other words, by setting the margin torque T _YOY only in the region where the torque capacity of the clutch 3 on the engagement side is likely to be excessive, it is possible to avoid a situation where the torque capacity exceeds the engine output torque while satisfying the driver's request. It is possible to achieve both driving feeling, power performance and fuel efficiency.

Note that, when the target torque T _TGT is set by the first setting unit 12, a surplus torque T _{YOY is generated in} the torque capacity of the clutch 3 on the engagement side. Further, the engine unused torque T _MIS is a torque difference between the engine output torque T _ENG and the engine rotation speed increase torque T _ZOU, and _therefore , when the target torque T _TGT is set in the second setting unit 1c, the engine rotation speed increase torque is set. You can afford T _ZOU . Accordingly, individual differences of the clutch 3 and control operation errors can be absorbed by the torque of these margins, and controllability can be improved.

In the shift control device 10 described above, the engagement-side clutch 3 is set according to the first target torque T _TGT1 and the second target torque T _TGT2 set based on the surplus torque T _YOY and the engine unused torque T _MIS. Since the engagement state is controlled, fluctuations in the engine speed Ne and fluctuations in the output shaft torque due to excessive engagement of the clutch 3 at the time of shifting can be suppressed, and shift shocks can be reduced. In addition, the torque capacity of the clutch 3 on the engagement side has a margin for the surplus torque T _YOY or a margin for the engine rotation speed increase torque T _ZOU, so individual differences of the clutch 3 and operation errors in control. Can be absorbed and controllability can be improved.

Further, since the target torque T _TGT of the engagement side clutch 3 at the time of shifting at the low speed gear stage where the driving torque of the automatic transmission 9 is large, the torque capacity of the engagement side clutch 3 is reduced to the engine output torque T _ENG. Can be made smaller. Thereby, the shift shock can be effectively reduced.

Further, according to the second setting unit 1c of the transmission control device 10 described above, the engagement state is controlled using a smaller one of the driver request torque _TDRI and the engine unused torque _TMIS . That is, when the driver request torque T _DRI is equal to or less than the engine unused torque T _MIS , the driver request torque T _DRI is used, and conversely, when the driver request torque T _DRI is greater than the engine unused torque T _MIS , Engine unused torque _TMIS is used.
This prevents the target torque T _TGT from exceeding the engine output torque T _ENG even when the engine speed Ne is decreasing, for example. Torque fluctuations can be reliably suppressed.

In the shift control device 10 described above, since the target torque T _TGT of the engagement-side clutch 3 is reliably set within the range of the engine output torque T _ENG or less, fluctuations in the engine speed Ne and fluctuations in the output shaft torque Can be effectively suppressed.
Particularly, since the clutch transmission torque transmitted by the clutch 3 on the engagement side does not exceed the engine output torque T _ENG during the shift-up when the accelerator is on, a shock does not occur and the riding comfort can be improved. Furthermore, since the torsion and acceleration changes input to the drive system components during shifting are also suppressed, the durability of the drive system components can be improved.

Further, the gear change control device 10 described above, giving the reflection rate of the engine unused torque T _MIS with respect to the target torque T _TGT using a weighting coefficient k. Thereby, it is possible to easily set whether to give priority to the power performance at the time of shifting or to give priority to feeling.
For example, if the value of the weight coefficient k is set to be large, the target torque T _TGT becomes more susceptible to the engine unused torque T _MIS than the driver request torque T _DRI , and the engagement force of the engagement side clutch decreases.

Therefore, the fluctuation of the output shaft torque of the automatic transmission 9 is reduced, and the shift shock can be suppressed. On the contrary, if the value of the weighting factor k is set small, the target torque T _TGT is set to a value closer to the driver request torque T _DRI than the engine unused torque T _MIS, so a sporty operation feeling corresponding to the accelerator operation Can be realized.
In addition, since power transmission loss due to clutch slippage is reduced, it is possible to improve fuel efficiency. Therefore, after considering various characteristics such as driving feeling, power performance, and fuel consumption performance, the value of the weighting factor k can be set according to the performance to be prioritized, and the behavior during shifting can be changed flexibly. Is possible.

Further, for example, when the present shift control device 10 is applied to a plurality of different vehicle types, it is possible to carry out optimal control for each vehicle type by changing only the weighting factor k, and it is extremely versatile. There are also advantages.
In addition, according to the present speed change control device 10, torque shock that may occur at the time of speed change of a vehicle equipped with a dual clutch transmission can be reliably suppressed by controlling only the clutch 3 on the engagement side, and the power characteristics And driving feeling can be made compatible.

Thus, the above-described shift control device 10 can optimize the engagement-side torque capacity when the clutch 3 is switched, and can suppress a shock during the shift operation.

[6. Modified example]
Regardless of the embodiment described above, various modifications can be made without departing from the spirit of the invention. Each structure of this embodiment can be selected as needed, or may be combined appropriately.

[6-1. First modification]
In the above-described embodiment, the second setting unit 1c exemplifies that the second target torque T _TGT2 is set based on the engine unused torque T _MIS . However, the calculation method of the second target torque T _TGT2 is not limited to this. . FIG. 6 shows a transmission ECU 20 provided with a second setting unit 21 that sets the second target torque T _TGT2 based only on the driver request torque T _DRI instead of the second setting unit 1c. In addition, the same code | symbol is attached | subjected to the element same as the above-mentioned embodiment in the following modifications, and description is abbreviate | omitted.

When the vehicle weight W detected by the weight sensor 16 is larger than the predetermined weight W ₀ , or when the gear stage G detected by the gear sensor 17 is the predetermined stage G _0, the second setting unit 21 (second setting means). Otherwise, the target torque T _TGT is set based on the driver request torque T _DRI . For example, the target torque T _TGT may be set to a value equal to the driver request torque T _DRI .

When the vehicle weight W is greater than the predetermined weight W ₀ , the inertial force of the vehicle is large, and even if a torque shock occurs, it is difficult to shake against the shock and has a strong damping action that attenuates the shock. Furthermore, since transmission speed G is the driving torque is relatively small when not the predetermined speed G _0, the torque shock hardly occur. Therefore, by engaging the target torque T _TGT and the driver request torque T _DRI under the above conditions, the engagement clutch 3 is engaged with an engagement force (or torque capacity) that meets the driver's request; To do.

An example of the control related to the shift operation of the automatic transmission 9 by the transmission ECU 20 is shown in the flowchart of FIG. This flow is repeatedly performed at a predetermined cycle inside the transmission ECU 20.
In step A5, the driver request torque _TDRI calculated by the engine ECU 2 is read into the transmission ECU 20. In step A13, the gear stage G detected by the gear sensor 17 and the vehicle weight W detected by the weight sensor 16 are read into the transmission ECU 20.

In step A15, the vehicle weight determination section 12a, the vehicle weight W is equal to or less than a predetermined weight W ₀ is determined. The condition determined in this step is a condition for determining whether or not the inertial force of the vehicle is small with respect to a shock (torque fluctuation) that may occur at the time of shifting. Here the vehicle weight W advances to step A16. If it is less than the predetermined weight W _0, the process proceeds to step A86 is larger than the predetermined weight W _0.

In step A16, the gear determining unit 12b, transmission speed G is whether the predetermined speed G ₀ is determined. Here, when the shift stage G is the predetermined stage G ₀ , the process proceeds to Step A85, and when it is not the predetermined stage G ₀ , the process proceeds to Step A86.

In step A85, the first setting torque T _TGT1 is set in the first setting unit 12. That is, when the driver request torque T _DRI is less than the predetermined torque T ₀ , the driver request torque T _DRI is set as the first target torque T _TGT1 as it is, and when the driver request torque T _DRI is _{equal to} or greater than the predetermined torque T ₀ , The one target torque T _TGT1 is set to a value smaller than the driver request torque T _DRI . The first target torque T _TGT1 set here is a value _obtained by subtracting the margin torque T _YOY from the driver request torque T _DRI as in the above-described embodiment.

On the other hand, if the vehicle weight W is larger than the predetermined weight W ₀ in step A15, or if the gear stage G is not the predetermined stage G ₀ in step A16, the process proceeds to step A86 and the second setting unit 21 sets the second target. Torque T _TGT2 is set as a value equal to driver request torque T _DRI . Thereafter, in step A90, the control unit 1g drives the first control valve 8A and the second control valve 8B so that the second target torque T _TGT2 (target torque T _TGT ) can be obtained by the clutch 3 on the engagement side. Current is output. That is, the target torque T _TGT which gear position G is set when a predetermined speed G ₀ is always equal to the target torque T _TGT following values are set when transmission speed G is not a predetermined speed G _0.

Thus, in the above control, the second target torque T _TGT2 of the clutch 3 on the engagement side is set to the same value as the driver request torque T _DRI . On the other hand, when the driving torque of the automatic transmission 9 is a relatively low traveling speed (medium / high speed gear speed), the shock is not likely to occur, and the damping action is strong. By giving priority, power performance and fuel efficiency can be further improved.

In addition, the torque capacity of the engagement-side clutch 3 can be ensured by setting the target torque _TTGT of the engagement-side clutch 3 based on the driver request torque _TDRI . As a result, it is possible to improve driving feeling in a state where shift shock is unlikely to occur.

[6-2. Second modification]
In the above-described embodiment, as the means for setting the first target torque T _TGT1 inside the first setting unit, the vehicle weight determination unit 12a and the gear stage determination unit 12b are exemplified. What is necessary is just to provide the means corresponding to the vehicle weight determination part 12a. FIG. 8 illustrates a transmission ECU 30 in which the above-described gear stage determination unit 12b is omitted.

The first setting unit 31 (setting means) of the transmission ECU 30 sets the first target torque T _TGT1 based only on the vehicle weight W detected by the weight sensor 16 when the automatic transmission 9 is _shifted. . In the vehicle weight determination unit 12a (first setting means) of the first setting unit 31, when the vehicle weight W is equal to or less than a predetermined weight W ₀ , for example, according to a shock reduction map shown in FIG. A first target torque T _TGT1 having a value corresponding to the torque T _DRI is set. The first target torque T _TGT1 set here is transmitted to the control unit 1g.

An example of the control related to the shift operation of the automatic transmission 9 by the transmission ECU 30 is shown in the flowchart of FIG. This flow corresponds to the information read in step A13 in the flowchart of FIG. 4 described in the above embodiment only in the vehicle weight W (step A14) and the condition determination in step A16 is omitted. That is, the condition for setting the first target torque T _TGT1 in step A85 is only the condition relating to the vehicle weight W in step A15.

As a result, when the vehicle weight W is less than or equal to the predetermined weight W ₀ , the target torque _TTGT can be surely lowered in advance against a shock that may occur due to excessive clutch engagement regardless of the state of the gear stage G. It becomes possible. On the other hand, when the vehicle weight W is larger than the predetermined weight W ₀ , torque control based on the engine unused torque T _MIS is possible as in the above-described embodiment.

[6-3. Third modification]
In the second modified example, the gear stage determining unit 12b is omitted from the above-described embodiment. However, for example, as illustrated in FIG. 10, a gear shift in which the gear determining unit 12b is removed from the first modified example. It is also conceivable to use the machine ECU 40. The transmission ECU 40 includes a first setting unit 41 (setting unit) having a vehicle weight determination unit 12a (first setting unit), a second setting unit 42 (second setting unit), and a control unit 1g. It is done.

In the vehicle weight determination unit 12a (first setting means) of the first setting unit 41, when the vehicle weight W is equal to or less than a predetermined weight W ₀ , for example, according to the shock reduction map shown in FIG. A first target torque T _TGT1 having a value corresponding to the torque T _DRI is set. The first target torque T _TGT1 set here is transmitted to the control unit 1g.
The second setting unit 42 is for the vehicle weight W detected by the weight sensor 16 is larger than a predetermined weight W _0, sets the target torque T _TGT based on the driver requested torque T _DRI. For example, the target torque T _TGT may be set to a value equal to the driver request torque T _DRI .

An example of the control related to the shift operation of the automatic transmission 9 by the transmission ECU 40 is shown in the flowchart of FIG. This flow corresponds to the information read in step A13 of the flowchart of FIG. 7 described in the first modification example only in the vehicle weight W (step A14) and the condition determination in step A16 is omitted. Accordingly, when the vehicle weight W is equal to or less than the predetermined weight W ₀ , the target torque T _TGT can be reduced to effectively suppress the fluctuations in the engine speed and the output shaft torque effectively. Can be suppressed.

[6-4. Modified example of shock reduction map]
In the embodiments and modifications described above, the first setting unit 12, has been illustrated which sets the first target torque T _TGT using shock reduction map as shown in FIG. 2, the first target torque T _TGT The map and arithmetic expression used for setting are not limited to this. For example, instead of setting the first target torque T _TGT using only the driver request torque T _DRI, the more accurate first target torque T _TGT may be set using a plurality of other parameters. As other specific parameters, it is conceivable to use the vehicle weight W or the gear stage G. Note that by making the shock reduction map multidimensional, it is possible to uniquely set the first target torque T _TGT based on a plurality of parameters.

Alternatively, as shown in FIG. 12, a plurality of shock reduction maps may be created in advance for each state having different parameter values, and the first target torque _TTGT may be set using these shock reduction map groups. When the vehicle weight W is taken into account, the smaller the vehicle weight W, the smaller the inertial force of the vehicle. Therefore, as shown by the symbol M in FIG. 12, the amount of decrease of the first target torque T _{TGT1 from} the driver request torque T _DRI ( That is, the characteristics may be such that the surplus torque T _YOY ) is increased.

On the contrary, since the inertial force of the vehicle increases as the vehicle weight W increases, as shown by the symbol L in FIG. 12, the reduction amount of the first target torque T _{TGT1 from} the driver required torque T _DRI can be reduced. Good.
By such setting, the effect of suppressing the shift shock can be further enhanced as compared with the above-described embodiment and modification examples, and vehicle stability and riding comfort can be improved.

[6-5. Modified example of conditions]
In the first setting unit 12 of the above-described embodiment, the first target torque T _TGT1 is set when the vehicle weight W is equal to or less than the predetermined weight W ₀ and the gear stage G is the predetermined stage G ₀ . However, the condition for setting the first target torque T _TGT1 is not limited to this. For example, a configuration in which the first target torque T _TGT1 is set when the vehicle weight W is equal to or less than the predetermined weight W ₀ or the gear stage G is the predetermined stage G ₀ is also conceivable. An example of control in this case is shown in the flowcharts of FIGS.

The flowchart shown in FIG. 13 is obtained by moving Step A16 of the flowchart of FIG. 4 in the above-described embodiment onto the route on the No side of Step A15. Further, the flowchart shown in FIG. 14 is obtained by moving Step A16 of the flowchart of FIG. 7 in the first modified example above to the route on the No side of Step A15.

In these flowcharts, even if the vehicle weight W is not less than or equal to the predetermined weight W _{0 in} step A15, if the shift stage G is the predetermined stage G ₀ , the process proceeds to step A85. That is, as compared with the control of the above-described embodiment, the process can easily proceed to step A85, and the setting of the first target torque T _TGT1 using the shock reduction map can be facilitated. Such a control configuration may be applied, for example, when it is desired to emphasize the influence of the inertial force of the vehicle (or to emphasize control with the first target torque T _TGT1 ).

[6-6. Others]
In the above-described embodiment, both the vehicle weight determination unit 12a and the gear stage determination unit 12b are configured to set the first target torque T _TGT1 using the same shock reduction map as shown in FIG. Various specific target torque calculation and setting methods are conceivable. For example, it is possible to set the first target torque T _TGT1 separately in each of the vehicle weight determination unit 12a and the gear stage determination unit 12b and use a smaller one of them or a configuration using an average value. It is. You may change suitably according to the characteristic of the automatic transmission 9, the characteristic of a vehicle, etc.

In the above-described embodiment, the gear stage 17 of the transmission unit 4 is detected using the gear sensor 17, but the rotational speed of the output shaft 9 a of the automatic transmission 9 and the power shaft of each transmission unit 4 are used instead of the gear sensor 17. It is good also as a structure which detects the gear ratio of each transmission unit 4 from this rotational speed. In this case, it is conceivable that the first setting unit 12 sets the target torque T _TGT when the gear ratio is equal to or higher than the predetermined gear ratio (when the drive torque is relatively large).

Generally, since there is a certain correlation between the gear position and the gear ratio, the same effect as that of the above-described embodiment can be obtained by using this to perform control according to the gear ratio. The detection target of these shift speeds and gear ratios may be related to either the engagement side gear stage or the release side gear stage.

Further, in the above-described embodiment, when the target torque T _TGT is set by the second setting unit 1c, the smaller one of the driver request torque T _DRI and the engine unused torque T _MIS is selected as the minimum value Z. By multiplying the minimum value Z by the weighting coefficient k and multiplying the driver request torque T _DRI by the coefficient (1-k), the target torque T _TGT is made equal to or less than the driver request torque T _DRI . That is, the driver requested torque T _DRI is used to ensure that the target torque T _TGT is within the engine output torque T _ENG or less. However, the calculation method for controlling the target torque T _TGT to be equal to or lower than the engine output torque T _ENG is not limited to this.

For example, performs a comparison operation between the driver request torque T _DRI and engine unused torque T _MIS, the driver request torque T _DRI only if greater than the engine unused torque T _MIS, the target torque T engine unused torque T _MIS _May be set to _TGT . Even in such a calculation, even if the engine unused torque T _MIS exceeds the engine output torque T _ENG when the engine rotational speed increase torque T _ZOU is a negative value, for example, the target torque T _TGT is The output torque T _ENG can be prevented from exceeding.

In the above-described embodiment, the value of the weighting factor k is a fixed value set in advance, but may be a variable set according to the operating state of the engine 11, the driver's preference, and the like. For example, an input device for setting power performance and driving feeling such as “sport mode” and “stable mode” is provided on the instrument panel of the vehicle, and the weight coefficient k is changed according to the input information. By enabling customization of the control content by the driver, the usability of the vehicle can be further improved.

In the above-described embodiment, the predetermined gear G ₀ determined by the first setting unit 12 and the second setting unit 1c is exemplified as a starting gear (for example, a low gear such as 1st to 3rd gears). , setting the predetermined stage G ₀ is arbitrary. For example, each of the fifth and lower gears may be set to the predetermined gear G ₀ , and each of the second to fourth gears may be set to the predetermined gear G ₀ .

In the above-described embodiment, the transmission control device 10 is connected to a diesel engine. However, the combustion type of the engine is arbitrary and can be applied to a drive system of a gasoline engine or other internal combustion engine. is there.

Further, the engine to which the shift control device 10 is applied is not limited to an in-vehicle engine mounted on a vehicle such as an automobile, a bus, or a truck. For example, it is also conceivable to apply to an industrial engine or marine engine fixed in a factory or a house and having an automatic transmission 9 on its output shaft. Regardless of the type of engine to which the shift control device 10 is applied, fluctuations in the engine speed Ne and fluctuations in the output shaft torque during shifting of the automatic transmission 9 can be suppressed, and shift shocks can be reduced. it can.

In the above-described embodiment, a dual clutch transmission is exemplified as the automatic transmission 9. However, the type of transmission to which the transmission control device 10 is applied is not limited to this. For example, it can be applied to a torque converter type automatic transmission (torque type AT) combining a planetary gear mechanism composed of a plurality of rotating elements and a torque converter.

The torque converter AT has built-in clutches and brakes that restrict and release the rotational movements of the rotating elements that make up the planetary gear mechanism. By changing the combination of these clutches and brakes, the gear ratio can be adjusted. It changes (for example, refer patent document 2). Therefore, by controlling the switching operation of the torque converter AT clutch and brake instead of the clutch 3 of the automatic transmission 9 described above, the same effects as those of the above-described embodiment can be obtained.

1 Transmission ECU
1a Engine rotation speed increase torque calculation section (first calculation means)
1b Engine unused torque calculator (first calculator)
12 First setting section (setting means)
12a Vehicle weight determination unit (first setting means)
12b Gear stage determination unit (second setting means)
1c 2nd setting part 1d 1st weighting part (1st weighting means)
1e Second weighting unit (second weighting means)
1f Adder 1g Control unit (control means)
2 Engine ECU
2a Driver required torque calculation unit (second calculation means)
2b Fuel injection amount calculation unit (detection means, fuel injection amount detection means)
3 Clutch 9 Automatic transmission 10 Shift control device 11 Engine 14 Engine speed sensor (Engine speed detection means)
15 Accelerator opening sensor (accelerator operation amount detection means)
16 Weight sensor (vehicle weight detection means)
17 Gear sensor 17a First gear sensor (shift speed detecting means)
17b Second gear sensor (shift stage detecting means)

Claims

An automatic transmission that is connected to an output shaft of an engine mounted on a vehicle and that performs a shifting operation by releasing at least one of a plurality of friction engagement elements and engaging at least one of the other friction engagement elements;
Vehicle weight detection means for detecting the vehicle weight of the vehicle;
Setting means for setting a target torque of the friction engagement element in accordance with the vehicle weight detected by the vehicle weight detection means;
Control means for controlling the engagement state of the frictional engagement element on the engagement side during the shift operation of the automatic transmission based on the target torque set by the setting means. , Transmission control device.
The setting means is
First setting means for setting a first target torque as the target torque when the vehicle weight is equal to or less than a predetermined weight;
Second setting means for setting a second target torque as the target torque when the vehicle weight is larger than the predetermined weight, separately from the first target torque set by the first setting means; The shift control apparatus according to claim 1, wherein:
The speed change control device according to claim 2, wherein the first setting means sets the first target torque to a value equal to or less than a driver required torque required for the engine.
The speed change control device according to claim 3, wherein the first setting means increases the difference between the driver required torque and the first target torque as the driver required torque increases.
5. The shift control device according to claim 3, wherein the first setting unit increases the difference between the driver request torque and the first target torque as the vehicle weight is smaller.
6. The speed change control device according to claim 2, wherein the second setting means sets the second target torque to the same value as the driver required torque.
Detecting means for detecting engine output torque input to the automatic transmission via the output shaft;
Of the engine output torque detected by the detection means, an engine rotation speed increase torque used for increasing the engine rotation speed is calculated, and a torque difference between the engine output torque and the engine rotation speed increase torque is calculated. First calculating means for calculating as engine unused torque,
6. The method according to claim 2, wherein the second setting means sets the second target torque based on the engine unused torque calculated by the first calculation means. Shift control device.
The shift control device according to any one of claims 2 to 7, wherein the second setting means sets the second target torque to a value equal to or greater than the first target torque.
Shift stage detecting means for detecting the shift stage of the automatic transmission;
2. The target torque is set according to the shift speed detected by the shift speed detection means and the vehicle weight detected by the vehicle weight detection means. The shift control device according to any one of 1 to 8.