WO2013035784A1

WO2013035784A1 - Device for controlling dual-clutch automatic transmission

Info

Publication number: WO2013035784A1
Application number: PCT/JP2012/072732
Authority: WO
Inventors: 年雄水野; 熊沢　厚
Original assignee: ダイムラー・アクチェンゲゼルシャフト
Priority date: 2011-09-08
Filing date: 2012-09-06
Publication date: 2013-03-14
Also published as: JP5580268B2; JP2013057373A

Abstract

Provided is a device for controlling a dual-clutch automatic transmission able to smoothly and without shocks reverse the engagement/disengagement state of both clutches even while increasing the depression of an accelerator during shifting, and thus can achieve a favorable shifting feeling. During shifting that reverses the engagement/disengagement state of the clutches (C1, C2), both clutch torques are controlled on the basis of a request torque applied in engine control, and meanwhile when the accelerator is depressed more during shifting, the request torque is subjected to moderating processing by a filter circuit (29) in a manner so as to increase similarly to the rise of actual engine torque that, with a lag, tracks the stepped increase of the request torque, and clutch torque is controlled on the basis of the post-processing request torque.

Description

Control device for dual clutch automatic transmission

The present invention relates to a control device for a dual clutch automatic transmission, and more particularly to a control device capable of smoothly reversing the engagement / disengagement state of both clutches without a shock during gear shifting.

For example, some so-called parallel shaft type transmissions used for trucks, buses, and the like have automatic shifting operations and clutch connecting / disconnecting operations using actuators for the purpose of simplifying driving operations. Although this type of automatic transmission is not equipped with a torque converter, it is suitable for transmission of a large driving force. There was room.
A so-called dual clutch type automatic transmission has been put into practical use in order to solve such problems of the parallel shaft type automatic transmission. In this dual clutch type automatic transmission, a first gear mechanism composed of a plurality of odd speed stages is connected to a driving power source such as an engine via a first clutch, and a plurality of even numbers are connected via a second clutch. A second gear mechanism composed of a shift stage is connected, and the driving force from the engine can be transmitted to the driving wheel side selectively through these two systems of driving paths.

For example, when the driving force from the engine is transmitted to the driving wheel side via any odd gear position of the first gear mechanism by connecting the first clutch, any even gear speed is determined depending on the acceleration / deceleration state of the vehicle. The second gear mechanism is switched to the next shift stage by predicting the shift stage as the next shift stage (hereinafter referred to as preselection). Then, when the shift timing to the next shift stage is reached, the connection state of both clutches is reversed to complete the shift to the next shift stage without interrupting power transmission (this is the actual shift stage). Since it corresponds to the time of shifting, it is hereinafter referred to as shifting). Such reverse rotation of the clutch engaged / disengaged state at the time of shifting is performed, for example, by operating one clutch to the disconnected side and operating the other clutch to the connected side. Both clutch operations need to be linked appropriately, and if the linkage is inappropriate, the torque transmitted through each clutch (hereinafter referred to as clutch torque) is not properly controlled, It becomes a factor that deteriorates the shift feeling such as torque loss.

As a technique related to clutch control at the time of shifting, a technique described in Patent Document 1 has been proposed. In the technique of Patent Document 1, the clutch torque is controlled based on the engine rotational speed. However, if the accelerator is stepped on during the gear shift during the coast down, the clutch torque increases in response to the increase in the engine rotational speed. Since the clutch is suddenly engaged, a shift shock is generated. Therefore, when the accelerator pedal is increased during coast down shift, the decrease gradient of the release-side clutch capacity is set smaller than the case where the accelerator pedal is not increased to suppress the increase of the engine speed and the sudden engagement of the clutch. The shift shock is prevented.
On the other hand, apart from the technique of Patent Document 1 that controls the clutch torque using the engine rotation speed as an index, a technique using the engine torque as an index has also been implemented. The engine torque is used as an index because both clutches share the torque from the engine, and this point is taken into consideration that the torque sharing does not change even when the torque sharing changes due to the reverse rotation of the clutch connection / disconnection state. It is.

FIG. 5 is a control block diagram showing the actual engine torque and requested torque input status to the T / M-ECU in the prior art. The T / M-ECU 12 that controls the transmission including the clutch control receives the actual engine torque and the driver's required torque as information from the E / G-ECU 11 side of the engine control. Although the actual engine torque can be used as an index, the actual engine torque increases or decreases during engine shift due to engine rotation control in response to switching from the current gear to the next gear. The vehicle behavior is jerky due to the clutch control. Therefore, the actual engine torque is basically used for the shift control and clutch control executed on the T / M-ECU 12 side, while the request from the driver treated as the target value on the engine control side only during the shift. The torque is regarded as the engine torque, and the clutch torque is controlled based on this required torque. Therefore, for example, when the accelerator is stepped on during shifting, both clutch torques are controlled to increase according to the increase in required torque, and clutch slippage is suppressed.

JP 2009-127772 A

However, due to the responsiveness of engine control, a temporary follow-up delay occurs in the actual engine torque with respect to the required torque. The time chart of FIG. 6 shows the increase state of the required torque and the actual engine torque at this time. The actual engine torque indicated by the solid line does not follow the stepwise increase of the required torque indicated by the broken line, It can be seen that there is a large transitional difference.
In such a situation, although the actual engine torque, in other words, the torque actually transmitted via both clutches is low, the clutch torque is controlled based on a higher required torque. As a result, each clutch torque is set to increase in a stepwise manner in order to suppress slipping of the clutch, and there is a problem that a shock is generated by both clutches being rapidly controlled in the connecting direction.
Needless to say, it is obvious that the above-described problem cannot be solved by the technique of Patent Document 1 that controls the clutch torque using the engine rotation speed as an index.
The present invention has been made to solve such problems, and the object of the present invention is to smoothly reverse the connection and disconnection states of both clutches without shock even if the accelerator is stepped on during shifting. It is an object of the present invention to provide a control device for a dual clutch type automatic transmission capable of realizing a good speed change feeling.

To achieve the above object, according to a first aspect of the present invention, a pair of gear mechanisms comprising a plurality of shift speeds are connected to the traveling power source side through clutches, and one of the gear mechanisms is connected by corresponding one clutch. The pre-selection to switch the other gear mechanism to the next gear stage in advance during power transmission through the first gear stage, and the pre-selection to reverse the connection and disconnection states of both clutches to complete the switch to the next gear stage. In the control device of the clutch type automatic transmission, during the shift to reverse the clutch connection / disconnection state, the transmission torque of both clutches is controlled based on the driver's required torque applied to the control of the driving power source, and the clutch is disconnected. The transmission torque of the clutch on the side is continuously reduced, the transmission torque of the clutch on the connection side is continuously increased, and the required torque is increased by stepping on the accelerator during shifting In response, the clutch control means during shifting that controls the transmission torque of both clutches in an increasing direction to prevent clutch slipping, and the actual torque of the driving power source that follows the increase in the required torque due to increased accelerator depression with a delay Filter means for smoothing the required torque so as to approximate the characteristics, and the clutch control means during shifting controls the transmission torque of both clutches based on the required torque after the smoothing process by the filter means. .

According to a second aspect of the present invention, in the control device for an automatic transmission, when the rising characteristics of the actual torque of the driving power source are different for each of the plurality of torque areas, the filter means sequentially corresponds to the rising characteristics in each torque area. The required torque is smoothed.

As described above, according to the control apparatus for the dual clutch type automatic transmission of the first aspect of the present invention, the actual torque of the driving power source rises when the accelerator is stepped on during the shift that reverses the clutch engagement / disengagement state. To approximate the characteristics, the driver's required torque is smoothed by the filter means, and the transmission torque of both clutches is controlled based on the processed required torque to reverse the connection / disconnection state.
Therefore, even if the actual engine torque is delayed following the required torque during the shift, the request after the annealing process that substantially matches the torque that is actually transmitted via both clutches. Based on the torque, the transmission torque of the clutch is controlled. For this reason, each transmission torque is controlled in the increasing direction so as to correspond to the increase in the required torque after the annealing process without being controlled stepwise in the increasing direction based on the excessive required torque. Therefore, after preventing a shock due to the sudden engagement of the clutch, it is possible to smoothly complete the shift by suppressing the clutch slip resulting from the increased depression of the accelerator during the shift, and to realize a good shift feeling.

According to the control apparatus for a dual clutch type automatic transmission of the second invention, in addition to the configuration of the first invention, when the actual torque rising characteristics differ for each of the plurality of torque areas, the rising in each torque area The required torque is gradually processed according to the characteristics. Therefore, both clutch torques can be appropriately controlled even with the actual engine torque rising characteristic.

It is a whole lineblock diagram showing the control device of the dual clutch type automatic transmission of an embodiment. FIG. 3 is a control block diagram illustrating an input state of actual engine torque and required torque to the T / M-ECU of the embodiment. It is a time chart which shows the filter processing condition of the demand torque at the time of accelerator depression of 1st Embodiment. It is a time chart which shows the filter processing condition of the demand torque at the time of the accelerator depression of 2nd Embodiment. It is a control block diagram which shows the input condition of the real engine torque and request torque to T / M-ECU of a prior art. It is a time chart which shows the control condition of the clutch torque at the time of accelerator depression of a prior art.

[First Embodiment]
Hereinafter, a first embodiment of a control apparatus for a dual clutch automatic transmission embodying the present invention will be described.
FIG. 1 is an overall configuration diagram showing a control device for a dual clutch type automatic transmission according to the present embodiment. A vehicle is equipped with a diesel engine (hereinafter referred to as an engine) 1 as a driving power source. The engine 1 is configured as a so-called common rail engine that supplies high-pressure fuel accumulated in a common rail by a pressurizing pump to the fuel injection valves of each cylinder and injects the fuel into the cylinder as each fuel injection valve opens.

An output shaft 1a of the engine 1 protrudes rearward of the vehicle (rightward in the figure) and is connected to an input shaft 2a of an automatic transmission (hereinafter simply referred to as a transmission) 2. The transmission 2 has six forward speeds (first to sixth speeds) and one reverse speed. After the power of the engine 1 is input to the transmission 2 through the input shaft 2a, the transmission 2 according to the gear speed. The speed is changed and transmitted from the output shaft 2b to the drive wheel (not shown).
Needless to say, the gear position of the transmission 2 is not limited to the above and can be arbitrarily changed.

The transmission 2 is configured as a so-called dual clutch transmission. The details of the dual clutch transmission are described in, for example, Japanese Patent Application Laid-Open No. 2009-035168. For this reason, FIG. 1 shows the transmission 2 in a schematic representation different from the actual mechanism, and the configuration and operating state of the transmission 2 will also be conceptually described in the following description.
As is well known, a dual clutch type transmission is provided with an odd-numbered gear stage and an even-numbered gear stage as mutually independent power transmission systems, and when one of them is transmitting power, the other is predicted next. By switching to the gear in advance, the system completes the switch to the next gear without interrupting power transmission.

That is, as shown in FIG. 1, the input shaft 2a of the transmission 2 is connected to a gear mechanism G1 consisting of odd gears (first, third, and fifth gears) via a clutch C1, and the clutch C2 is also connected to the input shaft 2a. A gear mechanism G2 composed of even-numbered speed stages (2, 4, and 6 speed stages) is connected to the output side of these gear mechanisms G1 and G2, and is connected to the common output shaft 2b.
Accordingly, the transmission 2 includes a power transmission system including the clutch C1 and the gear mechanism G1 and a power transmission system including the clutch C2 and the gear mechanism G2, which are independent from each other.

Here, in order to improve the space efficiency in the transmission 2, both the clutches C1 and C2 are double-sided with the clutch C1 on the odd-numbered gear side being the inner peripheral side and the clutch C2 on the even-numbered gear side being the outer peripheral side. It is arranged. Therefore, in the following description, the odd-numbered speed side clutch C1 is referred to as an inner clutch, and the even-numbered speed side clutch C2 is referred to as an outer clutch.
A hydraulic cylinder 3 is connected to each of the inner clutch C1 and the outer clutch C2, and both hydraulic cylinders 3 are connected to a hydraulic supply source 6 via an oil passage 5 in which an electromagnetic valve 4 is interposed. When the electromagnetic valve 4 is opened, hydraulic oil is supplied from the hydraulic supply source 6 to the hydraulic cylinder 3 via the oil passage 5, and the hydraulic cylinder 3 is operated to switch the corresponding clutches C1 and C2 from the connected state to the disconnected state. . On the other hand, when the solenoid valve 4 is closed, the hydraulic cylinder 3 is not operated due to the supply of hydraulic oil being stopped, so that the clutches C1 and C2 are switched from a disconnected state to a connected state by a pressure spring (not shown).

Note that the system of the clutches C1 and C2 is not limited to this, and for example, air drive may be adopted instead of hydraulic drive with respect to the drive system.
Further, the gear shift unit 7 is provided in each of the gear mechanism G1 for odd-numbered gears and the gear mechanism G2 for even-numbered gears of the transmission 2. Although not shown, the gear shift unit 7 incorporates a plurality of hydraulic cylinders that operate shift forks corresponding to the respective gear positions in the gear mechanisms G1 and G2, and a plurality of electromagnetic valves that operate each hydraulic cylinder. The gear shift unit 7 is connected to the above-described hydraulic supply source 6 through an oil passage 8, and hydraulic oil from the hydraulic supply source 6 is supplied to a corresponding hydraulic cylinder in accordance with the opening and closing of each solenoid valve. When the shift fork is switched by operating, the gear stages of the corresponding gear mechanisms G1 and G2 are switched according to the switching operation.

Since the vehicle according to the present embodiment is a truck, it is assumed that the vehicle will start at the second speed. When the vehicle is accelerated or decelerated, each gear stage is sequentially switched to the upshift side or the downshift side at the second speed stage or higher. At the time of this shifting, the state of connection / disconnection of the inner clutch C1 and the outer clutch C2 is always switched in the reverse direction. For this reason, when one of the gears G1 and G2 corresponding to the gears G1 and G2 is connected and the power is transmitted by the connection of one of the clutches C1 and C2, the other clutch C1 and C2 is disengaged. The gear mechanisms G1 and G2 are in a state where none of the gears transmits power. Therefore, in the other gear mechanisms G1 and G2, it is possible to perform pre-selection to switch to the next shift stage (the shift stage on the high gear side or the low gear side adjacent to the current shift stage) in advance, and then the shift timing is reached. Then, the transmission is completed without interrupting the power transmission by reversing the connection / disconnection state of the inner clutch C1 and the outer clutch C2.

On the other hand, an E / G-ECU 11 that controls the engine 1 and a T / M-ECU 12 that controls the transmission 2 including clutch control are installed in the vehicle interior. A storage device (ROM, RAM, etc.) used for storing a control map, a central processing unit (CPU), a timer counter, and the like are provided.
On the input side of the E / G-ECU 11, there are an engine speed sensor 22 that detects the speed Ne of the engine 1, an accelerator sensor 27 that detects the operation amount θacc of the accelerator pedal 26, a vehicle speed sensor 28 that detects the vehicle speed V, and the like. Sensors are connected. On the output side of the E / G-ECU 11, although not shown in the figure, devices such as a common rail pressure increasing pump attached to the engine 1 and fuel injection valves for each cylinder are connected.

The engine rotation speed sensor 22 and the vehicle speed sensor 28 are connected to the input side of the T / M-ECU 12, and the clutch rotation for detecting the rotation speeds Ncl and Nc2 on the output side of the inner clutch C1 and the outer clutch C2. Sensors such as a speed sensor 23, a lever position sensor 24 for detecting the switching position of the change lever 9 provided in the driver's seat, and a gear position sensor 25 for detecting the gear position of the gear mechanisms G1 and G2 are connected. Devices such as the electromagnetic valves 4 of the clutches C1 and C2 and the electromagnetic valves of the gear shift unit 7 are connected to the output side of the T / M-ECU 12.
Note that the engine 1 and the transmission 2 may be controlled together by a common ECU without separately providing the

ECUs

11 and 12 on the engine 1 side and the transmission 2 side as described above.

For example, the E / G-ECU 11 calculates the driver's required torque based on the accelerator operation amount θacc detected by the accelerator sensor 27, the engine rotational speed Ne detected by the engine rotational speed sensor 22, and the like, and based on this required torque. Thus, the rail pressure of the common rail, the fuel injection amount to each cylinder, and the fuel injection timing are calculated. The pressurization pump is driven and controlled based on these calculated values, and the engine 1 is operated while driving the fuel injection valve of each cylinder to achieve the required torque. As will be described below, the driver's required torque is used as an index for executing shift control and clutch control on the T / M-ECU 12 side together with the actual engine torque. For this purpose, the E / G-ECU 11 calculates actual engine torque from the engine rotational speed Ne, the fuel injection amount, and the like, and outputs these actual engine torque and required torque to the T / M-ECU 12 side.
The T / M-ECU 12 selects the automatic transmission mode when the lever position sensor 24 detects that the change lever 9 is switched to the D range (drive range), and the accelerator operation amount θacc and the vehicle speed sensor 28 Based on the detected vehicle speed V, shift control is performed to achieve a target shift stage determined from a shift map (not shown), and the shift to the next shift stage predicted from acceleration / deceleration of the vehicle prior to shifting to the target shift stage is performed. Perform pre-selection.

For example, at the time of vehicle acceleration, the gear stage on the high gear side adjacent to the current gear stage is predicted as the next gear stage, and the hydraulic cylinder is operated by opening and closing predetermined electromagnetic valves of the gear mechanisms G1 and G2 that interrupt power transmission. To preselect the next gear position. After that, when the engine speed Ne that is increasing as the vehicle accelerates crosses the upshift line to the next gear position on the shift map, the clutches of the gear mechanisms G1 and G2 on the side having the target gear position by the hydraulic cylinder 3 are used. C1 and C2 are connected and the other clutches C1 and C2 are disconnected to complete the shift to the target shift stage.
Such reverse rotation of the clutch engagement / disengagement state at the time of shifting continuously decreases the clutch torque (transmission torque) on the disconnect side to 100-0% and continuously decreases the clutch torque on the connection side to 0-100%. It is done by increasing. The clutch torque during the shift is controlled based on the required torque input from the E / G-ECU 11. For example, when the accelerator is stepped on during the shift, both clutch torques increase as the required torque increases. Is controlled to suppress clutch slippage (clutch control means during shifting).

However, as described in [Problems to be Solved by the Invention], in the technique of Patent Document 1 in which the clutch torque is controlled based on the required torque as it is, both clutch torques when the accelerator is stepped on during the shift. Is set to increase in a stepwise manner, and there is a problem that a shock is generated by the sudden contact of the clutches C1 and C2. The present inventor has found that the cause of this malfunction is based on the high demand torque even though the torque transmitted through both clutches C1 and C2 is low due to the delay in following the actual engine torque with respect to the demand torque. It was found that the clutch torque is controlled in a stepwise increasing direction, and has come to the knowledge that it is necessary to moderate the increase in the required torque when the accelerator is stepped on in order to solve the problem.
Therefore, in this embodiment, a measure is taken to slow down the rising of the required torque input from the E / G-ECU 11 side by filtering, and the measure will be described in detail below.

FIG. 2 is a control block diagram showing an input state of the actual engine torque and the required torque to the T / M-ECU 12. As described above, the actual engine torque and the driver's requested torque are input to the T / M-ECU 12 as information from the E / G-ECU 11 side. As is clear from the comparison with the prior art shown in FIG. 4, in this embodiment, a filter circuit 29 (filter means) is added to the T / M-ECU 12, and the required torque input from the E / G-ECU 11 is changed to the filter circuit. 29, and the processed required torque (hereinafter referred to as the post-filter required torque and distinguished from the pre-filter required torque) is applied to control of the clutch torque.
The filter circuit 29 is set to the characteristics described below.
On the E / G-ECU 11 side, rail pressure control and fuel injection control are executed so as to achieve the driver's required torque. Due to the responsiveness of these engine controls, the actual engine The torque follows with a delay. For this reason, as shown in FIG. 6 showing the prior art, on the T / M-ECU 12 side, when the required torque indicated by the broken line increases stepwise due to the stepping on the accelerator during shifting, the actual engine torque indicated by the solid line does not follow. It rises with a delay, causing a large difference between them and causing a shock. In the present embodiment, the characteristics of the filter circuit 29 are set based on the rising characteristics of the actual engine torque at this time so that the required torque can be smoothed by approximating this characteristic.

Specifically, the difference in the actual engine torque rise characteristics is a phase difference such as the rise and fall of the rise (the magnitude of the follow-up delay) and the increasing process (for example, approximating to the primary delay or approximating the secondary delay) It depends on the specifications of the engine 1 (for example, the type of diesel or gasoline, the intake / exhaust system layout, the shape of the combustion chamber, etc.). For this reason, in this embodiment, the rise and fall of the rise is dealt with by appropriately setting the time constant of the filter circuit 29. The rise of the rise is handled by a transfer function of the filter circuit 29 that is close to the rise. This can be dealt with by setting (set as a first-order lag filter in FIG. 3).
However, the setting of the filter circuit 29 is not limited to this as long as it can approximate the actual engine torque. For example, in addition to dealing with the rise and fall of the rise, in addition to dealing with a time constant, it may be handled by a method such as limiting the moving average or the amount of increase per unit time, and for the increase process, a first-order lag filter is used. Instead, a second-order lag filter may be used.
When the required torque is smoothed by the filter circuit 29 set as described above, the required torque input from the E / G-ECU 11 side is stepwise when the accelerator is stepped on during shifting. Although increasing, the required torque after filtering as shown by the broken line in the time chart of FIG. 3 increases more gently so as to approximate the rising characteristic of the actual engine torque indicated by the solid line.

This is because the torque actually transmitted via both clutches C1 and C2 (that is, the actual engine torque) even during a period in which the actual engine torque is delayed in response to the required torque during gear shifting. On the other hand, it means that the clutch torque is controlled based on an index (that is, the required torque after the filter) that is substantially the same. As a result, both clutch torques are controlled in the increasing direction so as to correspond to the increase in the required torque after filtering without being controlled stepwise in the increasing direction based on the excessive required torque. As a result, the shock caused by the sudden contact of the clutches C1 and C2 can be prevented, and the clutch slip caused by the increased stepping on the accelerator during the shift can be suppressed and the shift can be completed smoothly, and a good shift feeling can be realized. .
Further, as is apparent from the above description, only the filter circuit 29 is added to the T / M-ECU 12 as compared with the control device of the prior art, and the output information (actual engine torque and request) of the E / G-ECU 11 is added. (Torque) is not changed at all. For this reason, it is not necessary to change the specifications of the E / G-ECU 11, and it is possible to cope with the change by simply adding the filter circuit 29 on the T / M-ECU 12 side.

By the way, as described above, the engine 1 has various specifications. For example, there is also a specification in which the rising characteristics of the actual engine torque are multistaged with emphasis on improving the exhaust characteristics of the engine out. FIG. 4 is a time chart showing the rising characteristics of the actual engine torque when the accelerator is further depressed during shifting in such an engine specification.
The rising characteristic of the actual engine torque is divided into two torque regions with the switching point T as a boundary. As shown by the solid line, the actual engine torque suddenly increases in the region E1 from the start of increasing the accelerator to the switching point T. In the region E2 beyond the switching point T, it gradually increases. Such a rise characteristic is a measure that takes into account that if the actual engine torque is suddenly increased in the region E2 above the switching point T, the exhaust gas characteristic is significantly deteriorated. The required torque after filtering according to the first embodiment indicated by a two-point difference line in the figure cannot approximate the required torque to the actual engine torque in both regions E1 and E2 having the switching point T as a boundary. Therefore, a countermeasure considering the above points will be described below as a second embodiment.

[Second Embodiment]
The configuration of the control device for the dual clutch type automatic transmission of this embodiment is the same as that of the first embodiment described with reference to FIGS. 1 and 2, and the difference is in the function of the filter circuit 29. Therefore, the parts having the same configuration are denoted by the same member numbers, the description thereof is omitted, and the function of the filter circuit 29 which is a difference will be described in detail.
In the filter circuit 29 of this embodiment, two types of filter characteristics are set based on the rising characteristics of the actual engine torque in both regions E1 and E2 having the switching point T as a boundary. Specifically, the filter circuit 29 approximates a sudden increase in the actual engine torque in the region E1 below the switching point T, and a region E2 above the switching point T for smoothing the required torque. A second time constant for smoothing the required torque is set to approximate a gradual increase in the actual engine torque at, and these time constants can be arbitrarily switched. The switching of the time constant of the filter circuit 29 is executed with the switching point T as a threshold value, the first time constant is used in the region E1 below the switching point T, and the second time constant is used in the region E2 above the switching point T. It is done.

As a result, as indicated by a broken line in FIG. 4, the required torque after filtering increases rapidly in the region E1, increases more gradually in the region E2, and the required torque is the actual engine torque indicated by the solid line in any region E1, E2. It increases to approximate the rise characteristic of. Accordingly, even in the case of the actual engine torque rising characteristic, both clutch torques can be appropriately controlled when the accelerator is increased during shifting, so that the connection / disconnection state of both clutches C1 and C2 can be made without shock. It is possible to realize a good shift feeling by smoothly reversing the rotation.
In the present embodiment, two types of time constants are set in the filter circuit 29 corresponding to the two-stage rising characteristics of the actual engine torque. However, the actual engine torque rising characteristics have three or more stages according to the engine specifications. If so, the time constant may be set accordingly.

This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above embodiment, the diesel engine 1 is mounted on the vehicle as a driving power source. However, the driving power source is not limited to this, and can be arbitrarily changed. For example, the driving power source may be changed to a gasoline engine or an electric motor. .

1 Engine (driving power source)
12 T / M-ECU (Clutch control means during shifting)
29 Filter circuit (filter means)
C1, C2 Clutch G1, G2 Gear mechanism E1, E2 area

Claims

A pair of gear mechanisms composed of a plurality of gear speeds are connected to the driving power source side via respective clutches, and the other gear is connected during power transmission via the gear speed of the corresponding one gear mechanism by connecting one clutch. In a control apparatus for a dual clutch automatic transmission that performs preselection to switch the mechanism to the next shift stage in advance, and reverses the connection / disconnection state of both clutches after the preselection to complete the switch to the next shift stage,
During a shift that reverses the clutch engagement / disengagement state, the transmission torque of both clutches is controlled based on the driver's required torque applied to the control of the driving power source, so that the transmission torque of the disconnection side clutch is continuously maintained. The transmission torque of both clutches is increased in order to prevent clutch slipping in response to an increase in the required torque due to an increase in accelerator depression during the shift. Clutch control means during shifting to control in the increasing direction;
Filter means for smoothing the required torque so as to approximate the rise characteristic of the actual torque of the traveling power source that follows the increase in the required torque due to the accelerator depression with a delay,
The dual-clutch automatic transmission control apparatus, wherein the shifting clutch control means controls the transmission torque of both clutches based on the required torque after the smoothing process by the filter means.
The filter means, when the rising characteristic of the actual torque of the traveling power source is different for each of a plurality of torque areas, performs the smoothing process on the required torque sequentially corresponding to the rising characteristics in each torque area. The control apparatus for a dual clutch type automatic transmission according to claim 1.