WO2017022528A1

WO2017022528A1 - Automatic gearshift control device and automatic gearshift method

Info

Publication number: WO2017022528A1
Application number: PCT/JP2016/071580
Authority: WO
Inventors: 達也大島; 進角田; 義久岸本
Original assignee: いすゞ自動車株式会社
Priority date: 2015-07-31
Filing date: 2016-07-22
Publication date: 2017-02-09
Also published as: CN107848523A; JP6593016B2; CN107848523B; JP2017030529A

Abstract

An automatic gearshift control device 20 is configured so as to perform control in which an AMT 15 is switched to a desired gear Gx, after which a clutch device 14 is connected in a half-engaged state and output torque Te of an engine 11 is set to a first torque Tc, and torsion is caused by the first torque Tc in a thrust shaft 16, after which the output torque Te of the engine 11 is changed from the first torque Tc to a requested torque Tb, and the clutch device 14 is changed from half-engaged to fully engaged.

Description

Automatic transmission control device and automatic transmission method

The present invention relates to an automatic transmission control device and an automatic transmission method, and more specifically, while suppressing a shift shock that occurs when a gear of a mechanical automatic transmission is automatically switched, while shortening the time when the gear is switched. The present invention relates to an automatic transmission control device and an automatic transmission method that improve drivability.

Some large vehicles such as trucks and buses are equipped with an automatic transmission control device that automatically controls gear switching by attaching an actuator to a clutch device or a mechanical transmission.

In automatic mechanical transmission (automated manual transmission, AMT) gear switching, which is automatically performed by this automatic transmission control device, after the gear switching is completed, the clutch output is connected and the engine output torque is set to the torque desired by the driver. Control is done. However, there has been a problem that drivability deteriorates due to a shift shock occurring at this time.

In this regard, automatic gear shift control that controls the engine output torque so that the rotational resistance of the engine is offset when the clutch device that is temporarily disconnected is connected when the gear of the mechanical automatic transmission is switched. An apparatus has been proposed (see, for example, Patent Document 1).

This device performs control to bring the clutch device into a half-clutch state when the difference between the engine speed and the clutch speed is within a predetermined value after the gear change of the mechanical automatic transmission is completed. . Next, control is performed so that the output torque of the engine is a torque that cancels out the rotational resistance of the engine. Next, after the clutch device is completely connected, control is performed to increase the torque desired by the driver.

As a result, after the gear change is completed, fuel is injected to such an extent that a torque that cancels the engine rotation resistance is generated, so that a deceleration shock due to the engine rotation resistance is avoided so as not to generate a shift shock. .

Japanese Unexamined Patent Publication No. 2006-70708

On the other hand, the inventors of the present invention, when the output torque from the engine is transmitted to the propulsion shaft which is in a slightly twisted state while the vehicle is running after the clutch device is completely connected after the shift, It has been found that the shaft is twisted to a greater extent than usual, and that the twist causes the propulsion shaft to swing back, and that swing back causes the shift shock.

The backlash that occurs on the propulsion shaft is caused by the reaction force that the propulsion shaft is largely twisted by elastic deformation when a large output torque is transmitted from the engine after the clutch device is connected, and the twisting force to return is amplified. It is a phenomenon that occurs. When this swingback occurs, the torque change in the forward and reverse directions is amplified and appears on the propulsion shaft by the swingback from the drive wheel side. And since the torque transmitted to the wheels fluctuates due to the amplified torque change and the rotation of the wheels fluctuates, a large swing in the front-rear direction occurs in the vehicle. Particularly in a large vehicle, since the propulsion shaft becomes long, the amount of elastic deformation becomes large, and the vibration due to the swing back increases, so that the shift shock generated at the time of shifting is large.

In the above-mentioned device, no countermeasure is taken against the swingback that occurs in the propulsion shaft that is the cause of this shift shock. Specifically, when the output torque of the engine is increased to the torque desired by the driver after the clutch device is completely connected, the propulsion shaft is largely twisted, and the propulsion shaft is shaken back. Therefore, there is a problem that the shift shock due to the swing back of the propulsion shaft cannot be suppressed.

Also, if the engine output torque is slowly increased so that the propulsion shaft does not swing back, there is a problem that it takes time to increase to the torque desired by the driver and the shift time becomes longer.

The present invention reduces the shift shock caused by the swingback generated in the propulsion shaft when switching the gear of the mechanical automatic transmission, and can improve the drivability while shortening the time when the gear is switched. A speed change control device and an automatic speed change method are provided.

An automatic transmission control device according to an aspect of the present invention includes an engine, a clutch device that connects and disconnects driving force from the engine, and a propulsion shaft that is connected to the engine via the clutch device and transmits power to driving wheels. A mechanical automatic transmission connected to the engine, the engine, the clutch device, and a control means connected to and controlled by each of the mechanical automatic transmission, and the control means includes the mechanical automatic transmission After switching the engine to the target gear according to the driving condition of the vehicle, by connecting the clutch device that has been temporarily disconnected, the output torque of the engine is requested from the initial torque set according to the target gear. In the automatic transmission control device that performs control to obtain the required torque, the control means switches the clutch device halfway after switching to the target gear. In addition to performing control linked to the latched state, control is performed so that the output torque of the engine is set between the initial torque and the required torque, and the control means controls the clutch device and the mechanical type from the engine. After the propulsion shaft is twisted by the first torque transmitted via the automatic transmission, the output torque of the engine is changed from the first torque to the required torque, and the clutch device is turned into a half-clutch. Perform control that connects completely from the state.

In the automatic transmission method according to one aspect of the present invention, after the mechanical automatic transmission is switched to the target gear according to the driving state of the vehicle, the engine output torque is reduced by connecting the clutch device that has been temporarily disconnected. In the automatic transmission method, after switching to the target gear, the clutch device is connected to a half-clutch state, and the engine is changed from the initial torque set according to the target gear. Is controlled to a first torque set between the initial torque and the required torque, and the propulsion shaft is driven by the first torque transmitted via the clutch device and the mechanical automatic transmission. After the twist occurs, the output torque of the engine is changed from the first torque to the required torque, and the clutch device is in a half-clutch state. , La completely connect control.

According to the automatic transmission control device and the automatic transmission method of the present invention, after switching the mechanical automatic transmission to the target gear according to the driving state of the vehicle, as a first step, the clutch device is connected to the half-clutch state and the engine The initial torque is first changed from the initial torque to the first torque, so that the propulsion shaft is twisted in advance. As a second step, after the propulsion shaft is twisted, the engine output torque is changed from the first torque to the required torque, and the reaction force to return the propulsion shaft twist is increased from the first torque to the required torque. Offset in minutes. The engine output torque reaches the required torque, and the clutch device is completely connected from the half-clutch state to complete the shift of the mechanical automatic transmission.

¡By performing such control, it is possible to suppress the swing back generated in the propulsion shaft due to the twist of the propulsion shaft. Accordingly, it is possible to reduce the time required for switching the gear by avoiding the calibration caused by the swingback, and it is possible to improve the drivability by reducing the shift shock caused by the swingback.

In particular, the present invention is effective when shifting up a mechanical automatic transmission. When shifting up a mechanical automatic transmission, the present invention reduces the shift shock caused by the swingback that occurs on the propulsion shaft and improves drivability. Can be improved.

FIG. 1 is a configuration diagram illustrating an automatic transmission control device according to an embodiment of the invention. FIG. 2 is a flowchart illustrating the automatic transmission control method according to the embodiment of the invention. FIG. 3 is a diagram illustrating, in time series, the accelerator opening, the engine speed, the clutch speed, the output torque, and the clutch stroke. FIG. 4 is a diagram illustrating a first torque map. FIG. 5 is a flowchart illustrating a method for calculating the first torque.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 illustrates an automatic transmission control device 20 according to an embodiment of the present invention. The automatic transmission control device 20 is mounted on the vehicle 10 and performs control to automatically switch a mechanical automatic transmission (hereinafter referred to as AMT) 15 to the target gear Gx according to the driving state of the vehicle 10. It is.

Vehicle 10 is a large vehicle such as a bus or truck in which engine 11 is a diesel engine. In the vehicle 10, the crankshaft 13 is rotationally driven by thermal energy generated by the combustion of fuel in a plurality (four in this example) of cylinders 12 formed in the engine 11. The rotational power of the crankshaft 13 is transmitted to the AMT 15 through a dry clutch device (hereinafter referred to as a clutch device) 14.

The AMT 15 is composed of a main transmission mechanism capable of shifting the input rotational power in a plurality of stages, and an auxiliary transmission mechanism capable of shifting the rotational power transmitted from the main transmission mechanism in two stages, a low speed stage and a high speed stage. Although a thing is demonstrated to an example, the structure is not specifically limited.

Rotational power changed by the AMT 15 is transmitted to the differential device 17 through the propulsion shaft 16 and distributed as a driving force to the pair of drive wheels 19 via the drive shaft 18.

The automatic transmission control device 20 is connected to the engine 11 and mainly controls the engine 11. The automatic transmission control device 20 is connected to each of the clutch device 14 and the AMT 15 to mainly control the clutch device 14 and the AMT 15. It is configured to include a control device 22 and an in-vehicle network 23 such as a CAN (Controller Area Network) that enables data of these control devices to communicate with each other.

The engine control device 21 is connected to a sensor such as an accelerator opening sensor 24 that detects the depression amount of the accelerator pedal P1 as an accelerator opening AO, and a crank angle sensor 25 that detects the engine speed Ne. Then, the fuel injection amount from an electronically controlled injector (hereinafter referred to as an injector) 26 is adjusted based on those detected values, and the increase / decrease in the output torque Te of the engine 11 is controlled.

The shift control device 22 controls the operation of the clutch device 14 by controlling the clutch actuator 27. The operation control of the clutch device 14 is performed by supplying compressed air (not shown) to the clutch actuator 27 to disconnect the clutch device 14 by the clutch actuator 27 to cut off the transmission of power from the engine 11, or to actuate the clutch actuator. In this control, the clutch device 14 disconnected by releasing compressed air from the engine 27 is connected to transmit power from the engine 11 to the AMT 15.

The shift control device 22 is connected to a sensor such as a propulsion shaft rotational speed sensor 28 that detects the propulsion shaft rotational speed Np of the propulsion shaft 16 and detects the vehicle speed V from the propulsion shaft rotational speed Np. ing. Then, switching to the target gear Gx in accordance with the driving state of the vehicle 10 of the AMT 15 is controlled by the shift actuator 29. The speed change actuator 29 is also operated by compressed air like the clutch actuator 27, but these actuators may be solenoid actuators operated by electromagnets.

In addition, the shift control device 22 is also connected to a clutch rotational speed sensor 30 that detects the clutch rotational speed Nc of the clutch device 14. The clutch rotational speed Nc is the rotational speed input from the clutch device 14 to the AMT 15. The clutch rotational speed Nc is not detected by the clutch rotational speed sensor 30, and the gear ratio between the propulsion shaft rotational speed Np and the AMT 15 is calculated. You may ask for.

Here, the switching control to the target gear Gx according to the driving state of the vehicle 10 will be described below as a function of the automatic transmission control device 20. First, the transmission control device 22 acquires the vehicle speed V and the accelerator opening AO. Next, the speed change control device 22 selects the target gear Gx based on the driving speed of the vehicle 10 based on the vehicle speed V and the accelerator opening AO. More specifically, the shift control device 22 refers to the shift map M1 stored in advance in the shift control device 22 and set with the target gear Gx based on the vehicle speed V and the accelerator opening AO. The target gear Gx is selected from M1.

Next, the speed change control device 22 controls the clutch actuator 27, disconnects the clutch device 14, and disconnects power transmission between the engine 11 and the AMT 15. Next, the engine control device 21 controls the fuel injection amount of the injector 26 to control the output torque Te of the engine 11 to the initial torque Ta set according to the selected target gear Gx.

For example, when the AMT 15 is shifted up, the clutch device 14 is disconnected and the output torque Te of the engine 11 is reduced to the initial torque Ta. It should be noted that the clutch device 14 disconnection control and the engine 11 output torque Te decrease control are performed simultaneously so that the clutch device 14 is gradually disconnected and the engine 11 output torque Te is gradually set to the initial torque Ta. May be.

The initial torque Ta is a preset torque for each gear of the AMT 15 and is set to increase in proportion to the gear ratio. For example, when the main transmission of the AMT 15 is a 6-speed and the auxiliary transmission is a 2-speed 12-speed, the speed is set to each of the 12 speeds.

Next, the shift control device 22 controls the shift actuator 29 to switch the AMT 15 to the target gear Gx. More specifically, the shift control device 22 controls the shift actuator 29, disconnects a synchronizer (not shown) that is synchronously engaged with the currently selected gear, and synchronously engages the synchronizer with the target gear Gx.

Next, the transmission control device 22 controls the clutch actuator 27 to connect the clutch device 14 and transmit power from the engine 11 to the AMT 15. Next, the engine control device 21 adjusts the fuel injection amount of the injector 26 to set the output torque Te of the engine 11 to the required torque Tb requested by the driver. More specifically, the gear change control device 22 sets the required torque Tb set based on the accelerator opening AO, and the gear switching of the AMT 15 is completed.

For example, when the AMT 15 is shifted up, that is, when the driver depresses the accelerator pedal P1 and the vehicle 10 accelerates, the output torque Te of the engine 11 is increased to the required torque Tb after the AMT 15 is switched to the target gear Gx. AMT15 upshift is complete.

As described above, when the AMT 15 is switched to the target gear Gx corresponding to the driving state of the vehicle 10, the control is performed so that the output torque Te of the engine 11 reaches the required torque Tb requested by the driver after switching to the target gear Gx. However, if the clutch device 14 that has been temporarily disconnected with the output of the engine 11 at a stretch is temporarily connected, the propulsion shaft 16 is greatly twisted due to elastic deformation and the swing back occurs.

Therefore, the automatic transmission control device 20 of the present invention is configured to perform the following control. As a first stage, after switching to the target gear Gx corresponding to the driving situation of the vehicle 10, control is performed to connect the clutch device 14 to the half-clutch state, and the output torque Te of the engine 11 is set to the initial torque Ta and the required torque Tb. The first torque Tc set during the period is controlled. As a second stage, after the propulsion shaft 16 is twisted by the first torque Tc transmitted from the engine 11 via the clutch device 14 and the AMT 15, the output torque Te of the engine 11 is changed from the first torque Tc to the required torque. At the same time as Tb, control is performed to completely connect the clutch device 14 from the half-clutch state.

The first torque Tc is a torque set to a magnitude between the initial torque Ta and the required torque Tb, and is larger than the torque that cancels the rotational resistance of the engine 11. The magnitude of the first torque Tc determines the magnitude of the reaction force when the twist of the propulsion shaft 16 returns.

The first torque Tc is set by the speed change control device 22 based on the rotational speed difference ΔNec between the engine rotational speed Ne and the clutch rotational speed Nc, or the rotational speed difference ΔNx between the engine rotational speed Ne and the propulsion shaft rotational speed Np. Is done. For example, the first torque Tc is set large when the difference between the initial torque Ta and the required torque Tb is large, and increases the reaction force when the twist is returned, while the difference between the initial torque Ta and the required torque Tb. When is small, it is set to a small value to reduce the reaction force when the twist returns. The first torque Tc is set to be large when the rotational speed difference ΔNec between the engine rotational speed Ne and the clutch rotational speed Nc is large, and increases the reaction force when the twist is returned, while the rotational speed difference ΔNec is When it is small, it is set to a small value to reduce the reaction force when the twist returns.

That is, the reaction force when the twist of the propulsion shaft 16 returns is proportional to the magnitude of the first torque Tc. Therefore, it is desirable to set the first torque Tc to a value that sets the propulsion shaft 16 after setting the output torque Te of the engine 11 to the required torque Tb to a preset twist amount Qa. The twist amount Qa is an amount by which the propulsion shaft 16 is twisted while the vehicle 10 is traveling, and is obtained in advance by experiments and tests.

By setting the first torque Tc in this way, the reaction force when the twist of the propulsion shaft 16 to which the output torque Te of the engine 11 is set to the first torque Tc and the first torque Tc is transmitted is returned. The output torque Te of the engine 11 is canceled by the difference torque when the first torque Tc is changed to the required torque Tb, and the twist of the propulsion shaft 16 is set to the twist amount Qa during travel to suppress the swing back of the propulsion shaft 16. can do.

Hereinafter, the automatic transmission method according to the first embodiment of the present invention will be described as a function of the automatic transmission control device 20 with reference to the flowchart shown in FIG. In the following description, the AMT 15 shift-up is described as an example. Further, in this automatic transmission method, the clutch device 14 in the switching control to the target gear Gx described above is disengaged, and the output torque Te of the engine 11 is reduced to the initial torque Ta set according to the target gear Gx, It starts after the AMT 15 is switched to the target gear Gx.

First, in step S10, the shift control device 22 controls the clutch actuator 27 to connect the clutch device 14 to the half-clutch state. The half-clutch state is a state in which the clutch device 14 is engaged about 50%, and the clutch device 14 may be slightly slipped.

Next, in step S20, the engine control device 21 increases the output torque Te of the engine 11 to the first torque Tc. By this step S20, the first torque Tc is transmitted to the propulsion shaft 16 via the clutch device 14 and the AMT 15, and the propulsion shaft 16 is twisted by the first torque Tc to a twist amount Qa or more during traveling. Due to the twist generated in the propulsion shaft 16 by the first torque Tc, a reaction force for returning the twist to the propulsion shaft 16 is amplified.

In addition, step S10 and step S20 shall be performed simultaneously. Next, in step S30, the shift control device 22 maintains the clutch stroke CS of the clutch actuator 27 in the half-clutch state set in step S10.

Next, in step S40, the shift control device 22 determines whether or not the rotational speed difference ΔNec between the engine rotational speed Ne and the clutch rotational speed Nc is within a predetermined range.

The predetermined range is such that the engine rotational speed Ne, which is lower than the propulsion shaft rotational speed Np of the propulsion shaft 16 as the output torque Te of the engine 11 decreases to the initial torque Ta, is equal to the propulsion shaft rotational speed Np. It is set in a range in which it can be determined that the clutch rotational speed Nc is approaching. This predetermined range is set in advance by experiments or tests, and is preferably set to a range near zero, for example. In this embodiment, the lower limit value is set to zero, and the upper limit value is set to a value ΔNa in the vicinity of zero. The rotational speed difference ΔNec may include a negative value, that is, the engine rotational speed Ne may be higher than the clutch rotational speed Nc, and the lower limit value may be set to a negative value.

If it is determined in step S40 that the rotational speed difference ΔNec is outside the predetermined range, the process returns to step S30. On the other hand, if the rotational speed difference ΔNec is within the predetermined range, the process proceeds to step S50. When returning from step S40 to step S30, the engine speed Ne may be controlled so that the speed difference ΔNec is within a predetermined range. For example, when the rotational speed difference ΔNec is smaller than the lower limit value, the fuel injection amount of the engine 11 is increased. On the other hand, when the rotational speed difference ΔNec is larger than the upper limit value, the fuel injection amount of the engine 11 is decreased. Good.

As described above, the rotation speed difference ΔNec between the engine rotation speed Ne and the clutch rotation speed Nc falls within a predetermined range, so that the propulsion shaft 16 can be prevented from being twisted in the deceleration direction.

Next, in step S50, the engine control device 21 increases the output torque Te of the engine 11 from the first torque Tc to the required torque Tb. At this time, the reaction force for returning the twist of the propulsion shaft 16 is offset by the output torque Te increased to the required torque Tb of the engine 11, and the twist state of the propulsion shaft 16 becomes the twist amount Qa.

Next, in step S60, the speed change control device 22 controls the clutch actuator 27 to completely connect the clutch device 14, and the automatic speed change method is completed. Note that step S50 and step S60 are performed simultaneously.

FIG. 3 illustrates in time series the accelerator opening AO, the engine speed Ne, the clutch speed Nc, the output torque Te of the engine 11, and the stroke CS of the clutch actuator 27 when the AMT 15 is switched to the target gear Gx. .

At time t1, disengagement of the clutch device 14 is started and a decrease in the output torque Te of the engine 11 is started. At time t2, the disconnection of the clutch device 14 is completed, and the output torque Te of the engine 11 decreases to the initial torque Ta.

At time t3, the switching to the target gear Gx started from time t2 is completed, the clutch device 14 starts to be connected to the half-clutch state, and the output torque Te of the engine 11 starts to increase.

At time t4, the clutch device 14 is engaged in a half-clutch state, the output torque Te of the engine 11 rises to the first torque Tc, and the propulsion shaft 16 is twisted to a twist amount Qa or more. At time t5, the rotational speed difference ΔNec between the engine rotational speed Ne and the clutch rotational speed Nc falls within a predetermined range, and the output torque Te of the engine 11 starts increasing at that moment. At the same time, the operation of the clutch actuator 27 is started so as to completely connect the clutch device 14 from the half-clutch state.

At time t6, the output torque Te of the engine 11 increases to the required torque Tb, and the engagement state of the clutch device 14 is 100%, that is, the clutch device 14 is completely connected, and this automatic transmission method is completed.

As described above, after the AMT 15 is switched to the target gear Gx according to the driving state of the vehicle 10, as a first step, the clutch device 14 is connected to the half-clutch state, and the output torque Te of the engine 11 is first changed from the initial torque Ta. By using the first torque Tc, the propulsion shaft 16 is twisted by the first torque Tc. As a second stage, after the propulsion shaft 16 is twisted, the output torque Te of the engine 11 is changed from the first torque Tc to the required torque Tb, and the reaction force to return the twist of the propulsion shaft 16 is returned to the first torque. It cancels out with the torque ΔT of the increase from Tc to the required torque Tb. Then, the output torque Te of the engine 11 reaches the required torque Tb, and the clutch device 14 is completely connected from the half-clutch state to complete the shift of the AMT 15.

By performing such control, the reaction force when the twist of the propulsion shaft 16 returns can be offset by the torque ΔT corresponding to the increase. That is, the propulsion shaft 16 is first twisted slightly by the first torque Tc, and when the twist returns, the propulsion shaft 16 is twisted so that the reaction force cancels out. Return can be suppressed.

As a result, it is possible to reduce the time t7 required to switch the target gear Gx by suppressing the swing back generated in the propulsion shaft 16 when the AMT 15 is switched to the target gear Gx, avoiding the calibration caused by the swing back. it can. Further, since the shift shock caused by the swing back can be reduced, drivability can be improved.

In the automatic transmission control device 20 described above, when the AMT 15 is shifted up, the output torque Te of the engine 11 is increased from the initial torque Ta to the first torque Tc, and then the propulsion shaft 16 is driven by the first torque Tc. By increasing the torque to the required torque Tb after the torsion has occurred, it is possible to further improve the drivability especially at the time of upshifting in which the shift shock becomes large.

Further, the automatic transmission control device 20 is configured to have a first torque map M2. The first torque map M2 is a map in which the vertical axis represents the target gear Gx and the horizontal axis represents the rotational speed difference ΔNx between the target engine speed Na and the actual engine speed Ne. In the first torque map M2, the first torque Tc (Gx, ΔNx) based on the target gear Gx and the rotational speed difference ΔNx is set. The first torque Tc (Gx, ΔNx) is set to a value that sets the propulsion shaft 16 after the output torque Te of the engine 11 to the required torque Tb to a preset twist amount Qa.

The target engine speed Na is calculated from the propulsion shaft speed Np of the propulsion shaft 16 and the gear ratio of the target gear Gx. The actual engine speed Ne is detected by the crank angle sensor 25. The target engine speed Na can be replaced with the clutch speed Nc, and the first torque map M2 is based on the first torque Tc (Gx, ΔNecx) based on the target gear Gx and the speed difference ΔNec. May be set.

FIG. 4 illustrates the first torque map M2. The first torque map M <b> 2 is a map that is created in advance by experiments and tests and stored in advance in the speed change control device 22.

Hereinafter, the calculation method of the first torque Tc (Gx, ΔNx) will be described as a function of the automatic transmission control device 20 with reference to the flowchart shown in FIG.

First, in step S100, the shift control device 22 determines a target gear Gx. Next, in step S <b> 110, the speed change control device 22 acquires the propulsion shaft rotation speed Np from the propulsion shaft rotation speed sensor 28.

Next, in step S120, the speed change control device 22 calculates the target engine speed Na from the propulsion shaft speed Np of the propulsion shaft 16 and the gear ratio of the target gear Gx.

Next, in step S130, the engine control device 21 acquires the current engine speed Ne from the crank angle sensor 25, and the transmission control device 22 receives the engine speed Ne. Next, in step S140, the speed change control device 22 calculates the rotational speed difference ΔNx. This speed difference ΔNx is a value obtained by subtracting the engine speed Ne from the target engine speed Na at the time of upshifting.

Next, in step S150, the shift control device 22 refers to the first torque map M2. Next, in step S160, the transmission control device 22 extracts the first torque Tc (Gx, ΔNx) based on the target gear Gx and the rotational speed difference ΔNx from the first torque map M2, and this calculation method is completed. .

Thus, by calculating the first torque Tc (Gx, ΔNx) from the first torque map M2, the amount by which the propulsion shaft 16 is first twisted and the twist when the twist returns without performing complicated calculations. Since the quantity can be easily calculated, complication of control can be avoided.

In step S10 and step S20 of the above embodiment, step S20 may be started before step S10. Specifically, after starting the step of increasing the output torque Te of the engine 11 to the first torque Tc, the step of connecting the clutch device 14 to the half-clutch state may be started. In this way, the time required for switching can be further shortened.

This application is based on a Japanese patent application (Japanese Patent Application No. 2015-152225) filed on July 31, 2015, the contents of which are incorporated herein by reference.

The vehicle control device according to the present disclosure can reduce the time required to switch gears by avoiding calibration caused by swingback, and can improve drivability by reducing shift shock caused by the swingback. it can.

DESCRIPTION OF SYMBOLS 10 Vehicle 11 Engine 14 Clutch device 16 Propulsion shaft 20 Automatic transmission control device Gx Target gear Ta Initial torque Tb Required torque Tc First torque

Claims

An engine,
A clutch device for connecting and disconnecting the driving force from the engine;
A mechanical automatic transmission connected to the engine via the clutch device and connected to a propulsion shaft for transmitting power to drive wheels;
Control means connected to and controlled by each of the engine, the clutch device, and the mechanical automatic transmission,
The control means switches the mechanical automatic transmission to a target gear according to the driving condition of the vehicle, and then connects the clutch device that has been temporarily disconnected to thereby change the output torque of the engine according to the target gear. In the automatic transmission control device that performs control to obtain the required torque requested by the driver from the initial torque set by
The control means performs control to connect the clutch device to a half-clutch state after switching to the target gear, and controls the output torque of the engine to be set between the initial torque and the required torque. And
The control means outputs the output torque of the engine after the torsion of the propulsion shaft due to the first torque transmitted from the engine via the clutch device and the mechanical automatic transmission. In addition to changing the torque to the required torque, control is performed to completely connect the clutch device from the half-clutch state.
The automatic transmission control device according to claim 1, wherein the switching to the target gear is a shift up of the mechanical automatic transmission.
After the propulsion shaft is twisted due to the first torque, and after the rotational speed difference between the engine rotational speed and the clutch rotational speed is within a predetermined range, the engine output torque is The automatic transmission control device according to claim 1, wherein control is performed to change the required torque from a first torque.
The target engine speed is calculated from the propulsion shaft speed of the propulsion shaft and the gear ratio of the target gear, the speed difference between the target engine speed and the actual engine speed is calculated, and the target gear is calculated. The automatic transmission control device according to any one of claims 1 to 3, further comprising calculation means for extracting the first torque from a first torque map in which the first torque is set based on the difference in rotation speed.
After switching the mechanical automatic transmission to the target gear according to the driving situation of the vehicle, the engine output torque is changed from the initial torque set according to the target gear by connecting the clutch device that was temporarily disconnected. In the automatic transmission method for obtaining the required torque requested by the driver, the automatic transmission method includes:
After switching to the target gear, the clutch device is connected to a half-clutch state, and the output torque of the engine is controlled to a first torque set between the initial torque and the required torque,
After the propulsion shaft is twisted by the first torque transmitted via the clutch device and the mechanical automatic transmission, the output torque of the engine is changed from the first torque to the required torque. The clutch device is controlled to be completely connected from the half-clutch state.