DE102008020956B4 - Vehicle transmission control device - Google Patents

Abstract

In a vehicle transmission control device, a transmission kickdown behavior is provided in which the vehicle operator does not notice any drive force loss in all gear shift stages. The control is performed in such a manner that a change in the gear ratio at a low vehicle speed by a gear change of a planetary gear mechanism '(32) is performed and at a high vehicle speed, a change in the gear ratio by a gear change of a gear mechanism' with permanent engagement (33) is executed. During a change of the gear ratio by a gear change of the gear mechanism with permanent engagement, d. H. at a high speed, an automatic driving of a shift shaft (70) and an automatic clutch (5) is carried out, and an electronic throttle valve (6) is controlled accordingly so that the torque generated by the internal combustion engine (3) is controlled.

Description

The invention relates to vehicular transmission control devices, and more particularly to vehicular transmission control devices in which a speed change, or in particular a downshift, in a transmission which determines a basic transmission ratio of the entire vehicle is carried out by changing the transmission ratio of a main transmission and a secondary transmission.

There are vehicles with transmission control devices. Such vehicles are equipped with: an automatic transmission serving as a transmission that decides a basic gear ratio of the entire vehicle through changes in the gear ratio of a main gear and a sub-gear; a planetary gear mechanism (AT) serving as a main transmission; a permanent engagement gear mechanism (MT) serving as a secondary transmission; and a transmission control unit for controlling a change in the gear ratio of the planetary gear mechanism within a certain vehicle speed range, and which performs control in such a manner that the change of the gear ratio of the transmission mechanism with permanent engagement occurs in another vehicle speed range outside the determined vehicle speed ranges.

Heretofore, an automatic transmission includes a structure including a friction clutch, a gear transmission and an actuator for driving the friction clutch and the pinion gear in which a target transmission position is decided according to an operating state of the vehicle and when an actual transmission position and the target transmission position do not match, by the actuator a desired gear change is performed.

Internal combustion engines may include a throttle control unit, wherein in a structure in which the throttle control unit is coupled to a manual transmission at the time of an engaged state, a throttle opening degree is calculated such that a detected throttle opening degree is greater than a throttle opening degree at the time of the engaged state, when determined is that the vehicle speed at the time of disengagement has at least a predetermined value, wherein the throttle valve is driven on the basis of the calculated throttle opening degree.

Vehicle transmission control units also include a transmission control unit in which a structure in which an automatic clutch for transmitting or disconnecting a driving force by a clutch actuator between a automatic transmission and the internal combustion engine is arranged, and the clutch actuator is not moved to a point of complete separation when the Automatic clutch is disengaged by a transmission control means, whereby a so-called dual-clutch transmission control means for synchronizing a drive axle and an output shaft of a gear transmission with permanent engagement is formed.

Speed change control units and speed change methods in automatic transmissions include a structure in which a clutch disposed between the engine and the transmission and a synchronizing mechanism for switching a gear engagement state of the transmission are automatically controlled by an actuator of a fluid pressure or oil pressure type or an electric type Gear change are actuated, wherein a sleeve is brought into synchronous engagement with an intermediate wheel which rotates at a speed which is less than a rotational speed of the sleeve, a speed of the intermediate gear by controlling the clutch and an accelerator opening degree brought to a higher speed is set, the speed of the intermediate gear to a state in which it is accelerated faster than the rotational speed of the sleeve, and a second actuator is driven in this state, whereby the sleeve can be brought into synchronous with gear elements engaged.

In automatic transmission control methods using gear transmissions, when controlled by a dual-clutch actuation method, the gearshift is accomplished in a short time using a slight operating force to avoid retarding the gearshift to a target gearshift stage due to the lack of synchronizing capability of the transmission gear at the time of downshifting ,

State of the art

• JP 7-35135 B
• JP 2005-330868 A
• JP 2003-112541 A
• JP 2000-337494 A
• JP 11-291795 A

The following documents represent the state of the art for the present patent application:

• JP 7-35135 B
• JP 2005-330868 A
• JP 2003-112541 A
• JP 2000-337494 A
• JP 11-291795 A

From the publication JP 2006-189111A For example, there is known a vehicular transmission control apparatus for simplifying engine decoupling from an automatic transmission having a planetary gear mechanism and a parallel shaft-type transmission mechanism. Furthermore, from the document JP 2003-112541 A a vehicle transmission control device is known which is able to shorten a gear change time in a transmission with a double clutch.

Problems to be solved by the invention

Heretofore, for transmissions in vehicles, there are control devices in which, when the start of a gear change is detected, disengagement of the clutch is performed, an electronic throttle is controlled so that the throttle opening degree converges to a value close to a target value, and that by engagement caused impact load at the end of the gear change is reduced ( JP 63-270252 A ). However, because a driving force of the vehicle during the gear change is interrupted by the disengagement of the clutch at the time of the gear change, there is a problem that the driver has the subjective impression that the vehicle driving declines, accompanied by a feeling that the engine is empty running, and a feeling of "pulling" on the vehicle, which is caused by a change in acceleration at the beginning of the gear change.

Among the methods for solving such a problem to shorten the shift time (in particular, the transmission kickdown time) includes a method of performing a so-called dual-clutch control, in a state where a speed change stage of a gear mechanism with permanent engagement (MT) is in a neutral state, the clutch is temporarily engaged to thereby increase an engine speed, and the rotation of a drive axle and the rotation of an output shaft of the transmission mechanism are synchronized with permanent engagement (FIG. JP 62-26128 A . JP 2001-270347 A . JP 2006-226316 A ). Here, however, there is a problem that the engine speed is reduced by changing the inertia torque of the clutch output shaft upon execution of the dual-clutch control, the engine speed is increased by over-operating a throttle valve to prevent the engine speed from decreasing, or the like, with the end result the engine speed does not rapidly converge to a target engine speed corresponding to a target gear shift stage, so that the shift time is prolonged. Further, there is a problem that at the time of a gear kickdown in a low speed range where a difference between vehicle driving forces acting before and after the gear shift is large unless the gear shift is prematurely terminated, the subjective impression of deteriorated vehicle propulsion arises because an acceleration change before and after the gear shift is larger than that in a high speed stage range where the difference between the vehicle drive forces acting before and after the gear shift is small, so that it is difficult to have a kickdown reaction speed in the low speed step range and to match the kickdown reaction speed in the high speed step range.

Furthermore, until now, the dual-clutch control is performed by the control of the electronic throttle as it is in an in 14 shown timing diagram is illustrated.

As in 14 is shown, a switch-back command is generated at a time point "a" in the diagram. When the gear shift of the gear mechanism with permanent engagement (MT) takes place at the time of downshifting, a gear shift position for an interval "A" in the diagram is converged to a neutral state, and at the same time, an intake air amount is adjusted by the electronic throttle control so that the engine speed coincides with the target engine speed (= speed corresponding to the vehicle speed × speed ratio of the target speed change stage).

When the engine speed coincides with the target engine speed, the dual-clutch control is executed from an interval "B" in the diagram.

As the rotational speed of the output shaft of the clutch increases by the dual-clutch control, the inertia torque of the clutch output shaft also increases in conjunction with the change in the rotational speed of the clutch output shaft. Because now the engine speed is reduced by an amount, which is the inertia torque of the clutch output shaft at the throttle opening degree at which the engine speed has been maintained at the target engine speed, there is a reduction in the engine speed. As a result, electronic throttle feedback control is employed to increase the engine speed to the target engine speed through an interval "b" in the diagram, and a throttle opening degree of an amount capable of compensating for the inertia torque of the clutch output axis is added.

After the rotational speed of the clutch output shaft has reached the target clutch speed at a target transmission position determined by the feedback control of the electronic throttle, the dual-clutch control is terminated. The clutch is disengaged to insert a gear change in the desired transmission position.

An interval "C" in the diagram is an interval where the process of inserting the gear change into the target gear position is executed. In order to perform a smooth engagement after engaging the gear, it is necessary to keep the engine speed at the target engine speed. However, the increase of the engine speed is made by a feedback control amount of the electronic throttle accumulated in the interval "B". That is, in the interval "B", since the clutch is in a high-clutch mode, the throttle opening degree corresponding to the inertia torque of both the clutch drive axle and the clutch output shaft is required. However, in the interval "C", since the clutch output shaft is disconnected, the throttle opening degree specified in consideration of only the inertia torque of the clutch drive axle is needed. Therefore, the throttle opening degree from the interval "B" in the interval "C" is too large, and the engine speed increase takes place.

In the case where a multi-plate oil bath clutch requiring a hydraulic control is used as a so-called startup clutch, since a hydraulic reaction speed after completion of the dual clutch control is also low, a state where the clutch has engaged for a predetermined time ends. At this time, when the engine speed is increased, the speed of the clutch output shaft also increases in synchronism with the engine speed. When the gear engagement operation is performed in the gear position of the target gear shift stage in the state where the rotational speed of the clutch output shaft has been increased (i.e., the rotational speed does not coincide with a rotational speed of a target gear stage), this increases the load of the mechanical synchronizing mechanism. When the engagement operation accompanying the end of the gear shift is performed in the state where the engine speed has been increased, it becomes necessary to reduce the engine speed to the target engine speed in a half-clutch state. This leads to an inappropriate prolongation of the gear change duration.

BRIEF SUMMARY OF THE INVENTION

It is therefore an object of the invention to provide a vehicular transmission control apparatus which provides an excellent subjective gearshift impression over the entire vehicle speed range and enables rapid gearshift control.

This object is solved with the subject matter of independent claims 1 and 5. Advantageous developments of the invention will become apparent from the dependent claims.

• – ein Getriebe, das ein Grundübersetzungsverhältnis eines gesamten Fahrzeugs durch Änderungen eines Übersetzungsverhältnisses eines Hauptgetriebes und eines Nebengetriebes entscheidet;
• – einen Planetengetriebemechanismus als das Hauptgetriebe;
• – einen Getriebemechanismus mit Dauereingriff als das Nebengetriebe; und
• – eine Getriebesteuereinheit, die eine Steuerung in einer solchen Weise ausführt, dass eine Änderung des Übersetzungsverhältnisses des Planetengetriebemechanismus' in einem bestimmten Fahrzeuggeschwindigkeitsbereich ausgeführt wird, und weiterhin eine Steuerung in einer solchen Weise ausführt, dass eine Änderung des Übersetzungsverhältnisses des Getriebemechanismus' mit Dauereingriff in einem anderen Fahrzeuggeschwindigkeitsbereich außerhalb des bestimmten Fahrzeuggeschwindigkeitsbereichs ausgeführt wird, wobei das Getriebe eine einzelne Schaltachse für Änderungen des Übersetzungsverhältnisses des Hauptgetriebes und/oder des Nebengetriebes aufweist, ein Verbrennungsmotor, der mit dem Getriebe über eine Automatikkupplung verbunden ist und eine elektronische Drosselklappe aufweist, die ein durch den Motor erzeugtes Drehmoment steuert, und die Getriebesteuereinheit eine Steuerung in einer solchen Weise ausführt, dass eine Änderung des Übersetzungsverhältnisses des Planetengetriebemechanismus' bei einer niedrigen Fahrzeuggeschwindigkeit erfolgt, und weiterhin eine Steuerung in einer solchen Weise ausführt, dass eine Änderung des Übersetzungsverhältnisses des Getriebemechanismus' mit Dauereingriff bei einer hohen Fahrzeuggeschwindigkeit erfolgt, und wenn die Änderung des Übersetzungsverhältnisses des Getriebemechanismus' mit Dauereingriff vorgenommen wird, so vollführt die Getriebesteuereinheit ein automatisches Ansteuern der Schaltachse und ein automatisches Ansteuern der Automatikkupplung und betätigt die elektronische Drosselklappe so, dass ein von dem Verbrennungsmotor erzeugtes Drehmoment gesteuert wird.

According to one embodiment of the invention, a vehicle transmission control device is provided which comprises at least:

• A transmission that decides a basic gear ratio of an entire vehicle by changing a gear ratio of a main gear and a sub gear;
• A planetary gear mechanism as the main transmission;
• A gear mechanism with permanent engagement as the sub-transmission; and
• A transmission control unit that carries out a control in such a manner that a change in the gear ratio of the planetary gear mechanism is performed in a certain vehicle speed range, and further performs control in such a manner that a change in the gear ratio of the transmission mechanism with permanent engagement in one other vehicle speed range is performed outside the determined vehicle speed range, wherein the transmission has a single shift axis for changes in the gear ratio of the main transmission and / or the auxiliary transmission, an internal combustion engine connected to the transmission through an automatic clutch and having an electronic throttle that controls a torque generated by the engine, and the transmission control unit performs a control in such a manner that a change in the gear ratio of the planetary gear mechanism at a low vehicle speed and further performs control in such a manner as to change the gear ratio of the transmission mechanism with permanent engagement at a high vehicle speed, and when changing the gear ratio of the transmission mechanism with permanent engagement, the transmission control unit performs automatic driving Shifting axis and an automatic activation of the automatic clutch and actuates the electronic throttle valve so that a torque generated by the internal combustion engine is controlled.

Effects of the invention

The vehicle transmission control device according to the invention can provide a kickdown power transmission behavior in which the vehicle operator does not notice a loss of traction over all gear change stages.

According to the invention, the object of enabling transmission control in which the vehicle driver does not notice loss of driving force through all gear shift stages and the shift time is short is realized by: performing the gear shift of the planetary gear mechanism in a high-clutch mode of the automatic clutch in the case of a speed change on the low speed, and by performing the gear change of the gear mechanism with permanent engagement using the so-called dual-clutch control for the purpose of speedily completing the gear change in the case of a gear change on the high speed stage.

Hereinafter, an embodiment of the invention will be concretely described in detail with reference to the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The 1 to 13 show the best embodiment of the invention.

1 FIG. 12 is a block diagram of the vehicle transmission control device. FIG.

2 is a schematic diagram of an automatic transmission.

3 is a diagram that explains the gear change of the automatic transmission.

4 FIG. 12 is a perspective view of a gear shift selecting mechanism. FIG.

5 FIG. 12 is a diagram explaining the gear shift and the selection operation of the gear shift selecting mechanism. FIG.

6 FIG. 12 is a control block diagram of a control means of the transmission control device. FIG.

7 is a flowchart for transmission control.

8th is a flowchart for an MT gear shift on downshifting.

9 FIG. 10 is a flowchart for an AT gear shift on downshifting. FIG.

10 FIG. 10 is a flowchart for calculating a target throttle opening degree in the first clutch control in the dual-clutch control. FIG.

11 FIG. 10 is a flowchart for calculating a target throttle opening degree in a normal state. FIG.

12 is a timing diagram for the transmission control.

13 FIG. 11 is a timing diagram for the compound transmission control of a planetary gear mechanism (AT) and a permanent engagement (MT) gear mechanism.

14 Fig. 10 is a timing chart for the transmission control in the prior art.

In 1 denotes the reference number 1 a vehicle, and 2 indicates one in the vehicle 1 assembled drive unit. The drive unit 2 has an internal combustion engine 3 , an automatic transmission (AT + MT) 4 and a starting clutch 5 which serves as an automatic clutch. The internal combustion engine 3 is about the starting clutch 5 with the automatic transmission 4 connected. The internal combustion engine 3 has: a throttle opening degree control device 7 with an electronic throttle 6 controlling the engine torque by electronically controlling a throttle opening degree or throttle opening angle; and a fuel supply control unit 9 with a fuel injector 8th electronically controlling the fuel injection quantity.

The automatic transmission 4 has: a plurality of solenoid valves provided for a valve body; several gear change stages; a non-automatic speed change means; and an automatic speed change means in the case where the occurrence of a change of the speed change stage is decided by a speed change determination. The automatic transmission 4 has a structure in which the speed change is automatically performed based on a speed change of the speed change means.

The starting clutch 5 is formed, for example, by a multi-plate oil bath clutch which requires hydraulic control and which automatically performs the process of connecting or disconnecting the internal combustion engine 3 and the automatic transmission 4 can perform. A driving force caused by the engine output torque of the internal combustion engine 3 is generated by the starting clutch 5 to a right and a left drive axle 11 via the automatic transmission 4 through a differential 10 transmits and drives a right and a left drive wheel 12 on, causing the vehicle 1 can drive.

A transmission control device 13 is in the vehicle 1 assembled. The transmission control device 13 has a control device 14 , The control means 14 has a transmission control unit (TCU) 15 , an engine control unit 16 and a control unit 17 for the electronic throttle. The control device 13 has: a transmission control function for controlling the automatic transmission 4 by each solenoid signal from the transmission control unit 15 ; a clutch control function for controlling the connection and disconnection of the starting clutch 5 by a starting clutch actuating signal from the transmission control unit 15 ; and a throttle opening degree control function that sets a throttle opening degree by controlling the electronic throttle 6 by a throttle actuation signal from the control unit 17 for the electronic throttle controls.

The transmission control unit 15 indicates a target engine speed signal and a desired throttle opening degree signal to the engine control unit 16 out.

The engine control unit 16 controls the actuation and stopping of the fuel injection valve 8th , The engine control unit 16 controls the fuel injection valve 8th based on an engine torque signal generated by the transmission control unit 15 is input, and outputs a "target throttle opening degree" signal from the transmission control unit 15 to the control unit 17 for the electronic throttle.

The control unit 17 for the electronic throttle operates the throttle opening degree control device 7 along with the electronic throttle 6 and controls the degree of opening of the electronic throttle 6 , The control unit 17 for the electronic throttle regulates the opening degree of the electronic throttle 6 via the throttle actuation signal based on the "desired throttle opening degree" signal received from the engine control unit 16 is fed, and adjusts an intake air amount to the engine 3 , which by the internal combustion engine 3 generated torque is controlled.

Sending and receiving various signals between the transmission control unit 15 and the engine control unit 16 takes place for example by data transmission. Sending and receiving various signals between the engine control unit 16 and the control unit 17 for the electronic throttle, for example, by data transmission.

The transmission control unit 15 switches the gear change stages of the automatic transmission 4 and engages the starting clutch 5 corresponding to a range (for example, R, P, N, D, 2, etc.) generated by manual Actuation of a shift lever, which serves as a manual speed change means, is selected, or according to different driving conditions of the vehicle 1 even if the shift lever is not operated, on or off.

Signals indicating the throttle opening degree, the engine torque, and the like are referred to as different signals from the engine control unit 16 in the transmission control unit 15 fed. An engine speed sensor 18 , a vehicle speed sensor 19 , an automatic transmission-drive-side speed sensor 20 , an automatic transmission-driven side speed sensor 21 , an output side speed sensor 22 of the manual transmission, a gear change position switch 23 , an accelerator opening degree sensor 24 and a selector switch 25 are as different sensors with the transmission control unit 15 connected.

A throttle opening degree sensor 26 is with the engine control unit 16 connected.

The engine speed sensor 18 detects (as engine speed) a speed of a crankshaft 35 as described below, of the internal combustion engine 3 ,

The vehicle speed sensor 19 detects a transmission output axle speed as a speed (vehicle speed) of the vehicle 1 ,

The automatic transmission-drive-side speed sensor 20 detects a speed of a second drive axle 29 the starting clutch 5 (as a Kupplungsabtriebsachsendrehzahl or Getriebeantriebsachsendrehzahl) in a planetary gear mechanism 32 is entered, as will be described below.

The automatic transmission-driven side speed sensor 21 detects a rotational speed as a Getriebeabtriebsachsendrehzahl generated by the planetary gear mechanism 32 is output, as will be described below.

The output side speed sensor 22 of the manual transmission detects an output speed of a transmission mechanism with permanent engagement 33 as will be described below.

The gear change position switch 23 detects the driving range (R, P, N, D, 2, etc.) selected by the shift lever in non-automatic operation.

The accelerator opening degree sensor 24 detects an accelerator pedal opening degree (degree of depression of an accelerator pedal).

The selector switch 25 detects a selection position (selection LO position, selection HI position) of a gear change selection mechanism 69 the gear mechanism 'with permanent intervention 33 as will be described below.

The throttle opening degree sensor 26 detects a throttle opening degree of the electronic throttle 6 ,

Thus, the transmission control unit feeds 15 various signals (throttle opening degree, engine torque and the like) from the engine control unit 16 inputs various signals such as engine speed and the like from the various sensors 18 to 25 and controls the automatic transmission 4 and the starting clutch 5 ,

According to the automatic transmission 4 , as in 2 shown are the planetary gear mechanism (AT) 32 , which is a first drive axle 28 , the second drive axle 29 , an output axis 30 , a return wheel axle 31 and two planetary gear drive trains, and the transmission mechanism with permanent engagement (MT) 33 having two or more sets of final engagement gear stages in a transmission housing 27 accommodated.

The first drive axle 28 forms a clutch drive axle of the starting clutch 5 , One end side of the first drive axle 28 is with the crankshaft 35 of the internal combustion engine 3 over a flywheel 34 coupled with a damper; an oil pump 36 is located at an intermediate point; and the other end side is the planetary gear mechanism 32 facing. The oil pump 36 is by turning the crankshaft 35 driven, causing the automatic transmission 4 and the starting clutch 5 be put into operation.

The second drive axle 29 acts as a clutch output axle for the starting clutch 5 and a transmission drive axis to the planetary gear mechanism 32 , The second drive axle 29 is on an extended axial line of the other end side of the first drive axle 28 arranged and is axially in the gear housing 27 stored.

The output axis 30 , which is a transmission output shaft of the planetary gear mechanism ' 32 forms, is parallel to the first drive axle 28 and the second drive axle 29 arranged and is axially in the gear housing 27 stored.

The return wheel axle 31 is parallel to the first drive axle 28 and the second drive axle 29 arranged and is on the transmission housing 27 appropriate.

The planetary gear mechanism 32 is on the side of the second drive axle 29 arranged, which is close to the first drive axle 28 is, and transmits the rotation of the first drive axle 28 to the second drive axle 29 , The planetary gear mechanism 32 is of the Simpson type, which is through two strands of a first planetary gear train 37 and a second planetary gear train 38 is formed.

The first planetary gear train 37 is formed by: a first sprocket 39 that is about the second drive axle 29 is rotatable around; a first planetary gear 41 rotatably and axially on a first carrier 40 that is attached to the second drive axle 29 is attached, stored and with the first sprocket 39 engages; and a first sun gear 42 that is rotatable and axially on the second drive axle 29 is stored and with the first planetary gear 41 engages.

The second planetary gear train 38 is formed by: a second sprocket 43 that is attached to the second drive axle 29 is attached; a second planetary gear 45 rotatably and axially on a second carrier 44 that is about the second drive axle 29 is rotatable around, is stored and with the second sprocket 43 engages; and a second sun gear 46 that is rotatable and axially on the second drive axle 29 is stored and with the second planetary gear 45 engages. The first sun wheel 42 of the first planetary gear train 37 and the second sun wheel 46 of the second planetary gear train 38 are integrally coupled.

For the planetary gear mechanism 32 is the starting clutch 5 passing through the transmission control unit 15 is pressed, between the first sprocket 39 and the first drive axle 28 arranged. For the planetary gear mechanism 32 is a hydraulically operated friction band brake 47 between the first and second sun gears 42 and 46 and the transmission housing 27 arranged, and a friction direct coupling 48 is between the first and second sun gears 42 and 46 , the first sprocket 39 and the starting clutch 5 arranged. Furthermore, for the planetary gear mechanism 32 a one-way clutch 49 for inhibiting rotation in the reverse direction between the second carrier 44 and the transmission housing 27 arranged.

The starting clutch 5 directs the driving force generated by the internal combustion engine 3 is transmitted to the automatic transmission 4 further. The band brake 47 and the direct clutch 48 change a speed of the planetary gear mechanism 32 to a speed within a range from 1st gear (1st gear) to 3rd gear (3rd gear) in combination with the 1-way clutch 49 , That is, as in 3 shown the speed of the planetary gear mechanism 32 becomes 1st gear / 2. Gear (second gear) by connecting / disconnecting the band brake 47 changed and becomes 2nd gear / 3. Gear by connecting / disconnecting the direct clutch 48 changed. Because the one-way clutch 49 working in 1st gear, the rotation of the planetary gear mechanism is 32 locked in the reverse direction.

On the side, by the internal combustion engine 3 is distant, is instead of the planetary gear mechanism ' 32 the gear mechanism with permanent intervention 33 for transmitting the rotation of the second drive axle 29 to the output shaft 30 between the second drive axle 29 and the output axis 30 arranged. The gear mechanism with permanent intervention 33 gets through a gearbox for 3rd gear 50 , a gear stage 51 4th gear (4th gear), 5th gear gear (5th gear) 52 and a reverse gear stage 53 formed as stages of the transmission with permanent engagement.

The gear stage for 3rd gear 50 is formed by: a second 3rd wheel drive axle side wheel 54 that at the second drive axle 29 is attached; and a driven-axle-side wheel for 3rd gear 55 that is rotatable and axial on the output shaft 30 is stored. The gearbox for the 4th gear 51 is formed by: a second drive axle side gear for the 4th gear 56 at the second drive axle 29 is attached; and an output shaft side 4th gear wheel 57 that is rotatable and axial on output shaft 30 is stored. The gear stage for 5th gear 52 is formed by: a second 5th-axis drive-axle-side wheel 58 that is rotatable and axially through the second drive axle 29 is stored; and a 5th wheel output shaft side gear 59 , on the output shaft 30 is attached.

The reverse gear stage 53 is formed by: a second drive axle side return wheel 60 at the second drive axle 29 is attached; a driven-axle-side return wheel 61 , which is non-rotatable for the output shaft 30 is arranged; and a return idler gear 62 pivotally and axially on the Rücklaufzwischenradachse 31 is mounted so that it is movable in the axial direction and can come into engagement with - and can be separated from - the second drive-axle-side return wheel 60 and the output-axis-side return wheel 61 ,

A synchronization mechanism for 3rd gear / 4. corridor 63 is for the output axis 30 between the output axle side gear for 3rd gear 55 and the output axle-side wheel for 4th gear 57 provided. The synchronization mechanism for the 3rd gear / 4. corridor 63 has a shift sleeve for the 3rd gear / 4. corridor 64 that is non-rotatable with the output shaft 30 engages so that it is movable in the axial direction. The synchronization mechanism for the 3rd gear / 4. corridor 63 moves the gearbox for the third gear / 4. corridor 64 in the axial direction so as to selectively engage with - or be separated from - either the output axis side gear for 3rd gear 55 or the output axle-side 4th gear wheel 57 , whereby the output axle side wheel for 3rd gear 55 and the output axle-side 4th gear wheel 57 selectively on the output shaft 30 can be attached or disconnected from it and the gear stage either on the gear stage for the 3rd gear 50 or the gear stage for 4th gear 51 can be switched.

The output shaft-side return wheel 61 is integral to the gearshift for the 3rd gear / 4. corridor 64 arranged. Thus, the output shaft side return wheel is 61 non-rotatable for the output shaft 30 arranged.

A synchronizing mechanism for 5th gear 65 is for the second drive axle 29 the second drive axle side gear for 5th gear 58 on the side of the gearbox 27 arranged. The synchronizing mechanism for 5th gear 65 has a gearshift sleeve for 5th gear 66 that is non-rotatable with the second drive axle 29 engages so that it is movable in the axial direction. The synchronizing mechanism for 5th gear 65 moves the gearshift sleeve for 5th gear 66 in the axial direction so as to be engaged with the second 5th-axis drive-axle-side gear 58 engages or is separated from it, whereby the second drive axle-side wheel for 5th gear 58 on the second drive axle 29 attached or disconnected from it and the gear stage to the gear stage for the 5th gear 52 is switched.

A backward synchronizing mechanism 67 is for the reverse gear stage 53 provided. The reverse synchronization mechanism 67 has a reverse shift sleeve 68 that with the return idler gear 62 is integrated. The reverse synchronization mechanism 67 moves the return idler gear 62 in the axial direction of the Rücklaufzwischenradachse 31 through the reverse shift sleeve 68 so that they work with the second drive-axle-side return wheel 60 and the output-axis-side return wheel 61 engages or is separated from them, whereby the gear stage to the reverse gear stage 53 is switched.

The gearshift sleeve for the 3rd gear / 4. corridor 64 , the shift sleeve for 5th gear 66 and the reverse shift sleeve 68 are with the gear shift selector mechanism 69 , which is for a valve body of a lower portion of the transmission housing 27 is provided via a transmission mechanism for the 3rd gear / 4. Gear and a gear mechanism for 5th gear coupled.

As in 4 shown has the gear shift selector mechanism 69 a single switching and selection axis 70 axially supported on the valve body so as to be movable in the axial direction and rotatable about its axis. The switching and selection axis 70 forms a switching axis (a so-called manual axis) for changes in the transmission ratio of the planetary gear mechanism 32 acting as a main transmission and / or the transmission mechanism with permanent engagement 33 which serves as a secondary transmission.

A shift and selection lever 71 which selectively serves each of the shift sleeves 64 . 66 and 68 to put into function, is at the switching and selection axis 70 attached. A blocking plate 72 to prevent an erroneous operation is at the switching and selection axis 70 so attached to the switch and selection axis 70 is rotatable around, while the shift and selection lever 71 is recorded in between. A return spring 73 for urging the switching and selection axis 70 in the direction of a selection position for the 3rd gear / 4. Gear is at the switching and selection axis 70 appropriate. A rotary lever 74 for turning the switching and selection axis 70 in the direction of the 3rd speed gear shift position, the 5th speed gear shift position, the 4th speed gear shift position, and a reverse gear shift position are at the shift and select axis 70 attached.

A selection solenoid 75 for controlling an oil pressure (gear change oil pressure, selection oil pressure) applied to the shift and select axle 70 acts is for the gear shift selector mechanism 69 provided. The selection solenoid 75 is with the selector switch 25 coupled.

In the gear shift selection mechanism 69 will, as in 5 shown when the selection process of the switching and selection axis 70 is executed and the selection solenoid 75 by turning on the selector switch 25 is turned on and a selection HI oil pressure is applied, the switching and selection axis 70 in the direction of the 5th gear / reverse select position (select HI position). When the selection solenoid 75 by switching off the selector switch 25 is switched off and the selection HI oil pressure is reduced, then the switching and selection axis 70 by a spring force (selection LO force) of the return spring 73 to the selection position for the 3rd gear / 4. Gear (selection LO position) moves.

In the gear shift selection mechanism 69 is when the gear change the shift and selection axis 70 is executed and, as in 5 shown, the selection solenoid 75 by turning on the selector switch 25 is switched on and the selection HI oil pressure is applied, the switching and selection axis 70 in the direction of the 5th gear / reverse select position (select HI position). When the selection solenoid 75 by switching off the selector switch 25 is switched off and the selection HI oil pressure is reduced, then the switching and selection axis 70 by the spring force (selection LO force) of the return spring 73 to the selection position for the 3rd gear / 4. Gear (selection LO position) moves.

At this time, the rotary lever 74 by the spring force of the return spring 73 and the pressing force of the oil pressure for selection in the 3rd gear selection position / 4. Gear and the selection position for the 5th gear / reverse gear moves. In the selection position for the 3rd gear / 4. Gear and in the selection position for the 5th gear / reverse gear is the rotary lever 74 by the pressing force of the oil pressure for the gear change in the 3rd gear transition position / 5th gear transition position and in the 4th gear / reverse gear change position.

Thus, in the gear shift selection mechanism 69 , as in 5 shown, the shift and selection lever 71 in the selection position for the 3rd gear / 4. Gear and the 5th / reverse selection position moves and is moved to the 3rd gear / 3rd gear position change position and the 4th speed / reverse gear position position shift position, and the parallel axis gear transmission unit 33 is via the shift sleeves 64 . 66 and 68 switched to the gear change stages of the 3rd gear, the 4th gear, the 5th gear and the reverse gear. That is, as in 3 shown, the parallel axis gear transmission unit 33 is due to the movement of the shift sleeve for the 3rd gear / 4. corridor 64 switched to the 3rd gear and the 4th gear, by the movement of the shift sleeve for 5th gear 66 switched to 5th gear and by the movement of the reverse gear sleeve 68 switched to reverse.

As in 3 shown, forms the automatic transmission 4 the gear change stages from 1st gear to 5th gear and for reverse gear in combination with the gear shift stages according to the planetary gear mechanism 32 and the gear shift stages corresponding to the gear mechanism with permanent engagement 33 ,

At the time of 1st gear, a 1st gear is made assuming that "the planetary gear mechanism 32 set to 1st gear is "×" the transmission mechanism with permanent engagement 33 is set to 3rd gear ".

At the time of the 2nd gear, a 2nd gear step is made on the assumption that "the planetary gear mechanism 32 set to 2nd gear is "×" the gear mechanism with permanent engagement 33 is set to 3rd gear ".

At the time of the 3rd gear, a 3rd speed gear is made on the assumption that "the planetary gear mechanism 32 set to the 3rd gear is "×" the gear mechanism with permanent engagement 33 is set to 3rd gear ".

At the time of the 4th gear, a 4th gear is made assuming that "the planetary gear mechanism 32 set to the 3rd gear is "×" the gear mechanism with permanent engagement 33 set to 4th gear ".

At the time of the 5th gear, a 5th gear is made under the assumption that "the planetary gear mechanism 32 set to the 3rd gear is "×" the gear mechanism with permanent engagement 33 is set to 5th gear ". At the time of reverse, a reverse gear is made assuming that "the planetary gear mechanism 32 set to 2nd gear is "×" the gear mechanism with permanent engagement 33 is set to reverse ". At the time of neutral, a neutral stage is made assuming that "the planetary gear mechanism 32 set to 1st gear is "×" the transmission mechanism with permanent engagement 33 is set to neutral ".

In the automatic transmission 4 is how in 2 shown a final reduction drive wheel 76 for an end portion of the output shaft 30 on the side of the internal combustion engine 3 provided. A powered final reduction gear 77 connected to the final reduction drive gear 76 is engaged on the differential which is axially on the transmission housing 27 is stored. One end side of each of the right and left drive axles 11 is with the differential 10 coupled. The other end side of the right and left drive axles 11 is with the right and left drive wheels 12 coupled.

As in 6 shown comprises the control means 14 an inertia torque estimated value calculating unit 14A ; a target throttle opening degree offset amount calculating unit 14B ; a basic target engine speed calculation unit 14C ; a basic target throttle opening degree calculating unit 14D ; a pre-restriction target throttle opening degree calculation unit 14E ; and a target throttle opening degree calculating unit 14F , The inertia torque estimated value calculating unit 14A receives an automatic transmission (AT) drive axle speed change amount as an input and calculates an inertia torque estimated value. The target throttle opening degree offset amount calculating unit 14B is with the inertia torque estimated value calculation unit 14A and receives as inputs the inertia torque estimated value, an after-gear shift (AT) drive axle rotational speed and a current automatic transmission (AT) drive axle rotational speed and calculates a target throttle opening degree offset amount.

The basic target engine speed calculation unit 14C receives the vehicle speed as an input and calculates a basic target engine speed.

The basic target throttle opening degree calculation unit 14D is with the basic target engine speed calculation unit 14C receives the basic target engine speed as an input and calculates a basic target throttle opening degree.

The pre-restriction target throttle opening degree calculation unit 14E calculates a pre-restriction target throttle opening degree based on the target throttle opening degree offset amount obtained from the target throttle opening degree offset amount calculation unit 14B and the basic target throttle opening degree determined by the basic target throttle opening degree calculating unit 14D is fed.

The target throttle opening degree calculation unit 14F receives information other than an input, including the vehicle speed, the accelerator opening degree, a braking force from a brake switch 78 and the like, performs a throttle restriction process and the like on the pre-restriction target throttle opening degree calculated by the pre-restriction target throttle opening degree calculation unit 14E is fed, calculates a target throttle opening degree obtained after the limitation, and gives it to the control unit 17 for the electronic throttle.

The automatic transmission 4 decides a base gear ratio for the entire vehicle by changing the gear ratio of the planetary gear mechanism 32 serving as a main transmission and the transmission mechanism with permanent engagement 33 which serves as a secondary transmission.

The transmission control unit 15 takes a control by performing a change in the gear ratio of the planetary gear mechanism 32 in a certain vehicle speed range and takes control in another vehicle speed range outside the determined vehicle speed range by performing a change in the gear ratio of the transmission mechanism with permanent engagement 33 in front.

At the time of downshifting of the transmission at a low vehicle speed, the transmission control unit controls to change the gear ratio of the planetary gear mechanism. 32 is executed, and at a high vehicle speed controls such that a change in the gear ratio of the transmission mechanism 'with permanent engagement 33 is performed. When changing the gear ratio of the transmission mechanism with permanent engagement 33 is made, then an automatic control (gear change, selection process) of the switching and selection axis 70 , which serves as a switching axis, and an automatic control of the starting clutch 5 executed, and the electronic throttle 6 is via the engine control unit 16 and the control unit 17 for the electronic throttle so driven and controlled that by the internal combustion engine 3 generated torque is controlled.

During a change to a low speed level where there is a large difference between vehicle drive forces acting before and after the gear shift, the transmission control unit offsets 15 the starting clutch 5 in a high-clutch mode and performs a so-called clutch-to-clutch power transmission to change the gear ratio of the planetary gear mechanism. 32 make. During a change at a high speed level, where the difference between the vehicle drive forces acting before and after the gear shift is small, the transmission control unit offsets 15 the starting clutch 5 in a decoupling, leads the automatic control (gear change, selection process) of the switching and selection axis 70 as a switching axis, the automatic control of the starting clutch 5 and the electronic throttle control 6 and takes the gear change of the transmission mechanism 'with permanent intervention 33 in front.

Furthermore, the transmission control unit performs 15 a first clutch control as a first operation in the dual-clutch control, wherein when the change of the gear change position (that of the Gangherausnahme the gear mechanism 'with permanent engagement 33 corresponds) in the automatic control state of the switching and selection axis 70 , which acts as a switching axis, is detected, the starting clutch 5 is placed in the decoupling state, whereupon an adjustment of the intake air through the electronic throttle 6 whereby the engine speed is made coincident with the target engine speed (vehicle speed × total gear ratio of the speed change stage after the speed change) corresponding to the target speed change stage, and when the speed change position is in the automatic drive state of the shift and selection axis 70 is in a neutral state, then the starting clutch 5 temporarily placed in the high-clutch mode, whereby the Kupplungsabtriebsachsendrehzahl the starting clutch 5 is made to coincide with the target clutch speed corresponding to the target gear shift stage. After the execution of the first clutch control, the gear engagement operation of the transmission mechanism is constantly engaged 33 executed.

Furthermore, the transmission control unit contains 15 a function for assuming inertia torque of the second drive axle 29 acting as a clutch output axle of the starting clutch 5 is by calculating the inertia torque (moment of inertia × change amount) based on a change amount of Kupplungsabtriebsachsendrehzahl per unit time of the starting clutch 5 and an inertia of the second drive axle 29 acting as a clutch output axle for the starting clutch 5 serves and adds an additional amount of the inertia torque amount of the second drive axle 29 based on a map of the inertia torque of the second drive axle 29 acting as the clutch output axle of the starting clutch 5 used, was calculated, and the engine torque of the internal combustion engine 3 to a control amount of the electronic throttle 6 ,

The transmission control unit 15 performs the first clutch control only at a high speed that is at least as high as a predetermined vehicle speed, and in the case where a gear change of the transmission mechanism with permanent engagement 33 necessary is. It inhibits the execution of the first clutch control when the vehicle is stationary and in the case of a so-called garage gear shift (usually a shift from neutral to either forward or reverse, or a gear shift from forward to reverse or from reverse to forward ), in which a gear change of the transmission mechanism 'takes place with constant intervention.

Furthermore, the transmission control unit 15 is constructed in such a way that when a downshift request is generated during the course of a compound gear shift in which a change in the gear ratio of the planetary gear mechanism ' 32 and a change in the gear ratio of the transmission mechanism with permanent engagement 33 run simultaneously, the starting clutch 5 is put into the decoupling, the gear change position in the automatic control state of the switching and selection axis 70 that acts as a shift axis, is set in a neutral state, the gear change of the planetary gear mechanism ' 32 is executed while the driving force is completely turned off, that is, while the planetary gear mechanism 32 is in a completely free state, and after completion of the gear change of the planetary gear mechanism ' 32 the gear change of the transmission mechanism 'with permanent intervention 33 including the first clutch control is executed.

Further, if a simultaneous gear change (or a compound gear change) of the planetary gear mechanism ' 32 and the transmission mechanism with permanent engagement 33 where a change of the gear change position (what the Gangherausnahme of the transmission mechanism 'with permanent intervention 33 corresponds) in the automatic control state of the switching and selection axis 70 which functions as a shift axis is detected, it allows the transmission control unit 15 , the completely off state of the driving force with the coupling state of the starting clutch 5 about the gear change control of the planetary gear mechanism 32 followed by the execution of the gear change control to synchronize.

When a change in the gear ratio of the transmission mechanism with permanent engagement 33 is performed, so performs the transmission control unit 15 a control so that the automatic control (gear change, selection process) of the switching and selection axis 70 , which acts as a switching axis, and the automatic control of the starting clutch 5 be executed. In this case, the transmission control unit takes 15 a PID control of a switching pressure of the transmission mechanism with permanent engagement 33 and a clutch pressure of the starting clutch 5 in front.

The transmission control unit 15 has a function for assuming an inertia torque of the second drive axle 29 acting as the clutch output axis by calculating the inertia torque based on the amount of change in the clutch output shaft speed per unit time of the starting clutch 5 and the moment of inertia of the second drive axle 29 acting as the output shaft of the starting clutch 5 acts (moment of inertia × change amount), and executes the first clutch control as a first operation in the dual-clutch control, wherein when the change of the gear change position (which the gearing exception of the transmission mechanism 'with permanent engagement 33 corresponds) in the automatic control state of the switching and selection axis 70 that is detected as a switching axis at the time of the downshift transmission is detected, the starting clutch 5 is placed in the decoupling state, whereupon the engine speed is brought in accordance with the target engine speed (vehicle speed × total gear ratio of the gear shift stage after the gear change) corresponding to the target gear shift stage, the adjustment of the intake air amount by the electronic throttle 6 is made such that the addition amount of the moment of inertia amount of the second drive axle 29 acting as a clutch output axle of the starting clutch 5 acting on the basis of the map of the inertial torque of the second drive axle 29 acting as a clutch output axle of the starting clutch 5 acted, and the engine output torque of the internal combustion engine 3 to the control amount of the electronic throttle 6 are added, and when the gear change position in the automatic drive state of the shift and selection axis 70 , which is acting as a switching axis, is in the neutral state, so will the starting clutch 5 temporarily placed in the high-clutch mode, whereby the Kupplungsabtriebsachsendrehzahl the starting clutch 5 in accordance with the target clutch speed corresponding to the target gear shift stage is brought. After the execution of the first clutch control leads the transmission control unit 15 the Gangeinlegevorgang the transmission mechanism 'with permanent intervention 33 out.

We now describe the power transmission process of the transmission mechanism with permanent engagement (MT) 33 ,

• (1) Die elektronische Drosselklappe 6 wird geschlossen, und die Startkupplung 5 wird ausgekuppelt (im Weiteren als ”Gangwechselphase 1” bezeichnet).

The power transmission operation of the transmission mechanism with permanent engagement (MT) 33 is carried out by successively performing the following steps (1) to (6).

• (1) The electronic throttle 6 is closed, and the starting clutch 5 is disengaged (hereinafter referred to as "gear shift phase 1").

The process is started after the power transmission has been detected. The engine output torque of the internal combustion engine 3 is done using a gradual reduction amount 1 decreases until a setpoint of the engine output torque of the internal combustion engine 3 reaches a predetermined value, and is set using a gradual reduction amount 2 reduced if the setpoint is not greater than the previously set value. A target oil pressure of the starting clutch 5 is obtained as follows. Target oil pressure of the starter clutch 5 = (actual engine output torque × conversion coefficient + tolerance margin)

For this period gives the control unit 17 for the electronic throttle, an engine output torque demand control.

• (2) Der Gangherausnahmevorgang wird ausgeführt (im Weiteren als ”Gangwechselphase 2” bezeichnet).

At a time when the actual engine output torque is not greater than a disengagement determination torque of the starting clutch 5 , the target clutch oil pressure of the starting clutch becomes 5 set to zero (0). At this point in time, a command to call a full close for the electronic throttle 6 output.

• (2) The gait excepting operation is carried out (hereinafter referred to as "speed change phase 2").

The target gear change position is set in a neutral state, and a gear change oil pressure is obtained by PID control. At a time when the output of the gear change position switch 23 meets the following relationships: (Neutral position - predetermined value ≦ detection position of the gear change position switch 23) ≦ detection position of the gear change position switch 23 ≦ (neutral position + predetermined value), if necessary, the gear change stage of the planetary gear mechanism ' 32 to change. The change is made and the operation mode advances to the next phase.

• (3) Die Doppelkupplungssteuerung und der Auswahlvorgang werden ausgeführt (im Weiteren als ”Gangwechselphase 3” bezeichnet).

If it is not necessary, the gear change stage of the planetary gear mechanism ' 32 change at a time when the detection position of the speed change position switch 23 is in the neutral state, then the operating mode goes to the next phase.

• (3) The dual-clutch control and the selecting operation are carried out (hereinafter referred to as "gear shift phase 3").

When the target gear change position is set to the 5th gear or the reverse gear, the select solenoid becomes 75 switched on.

When the desired gear change position is set to the 3rd gear or the 4th gear, the select solenoid becomes 75 off.

While the vehicle is driving, the load of the mechanical synchronizing mechanisms will increase 63 . 65 and 67 at the time of the subsequent engagement and reduce the Einkupplungsschlag the launch clutch 5 to mitigate, a dual-clutch control running to the starting clutch 5 temporarily directly coupling, whereby the engine speed is brought into accordance with the Kupplungsabtriebsachsendrehzahl.

• (4) Der Gangeinlegevorgang wird ausgeführt (im Weiteren als ”Gangwechselphase 4” bezeichnet).

At a time when the driving state of the selection solenoid 75 with the state of the selector switch 25 has coincided for a predetermined time and the engine speed and the target engine speed have converged to a predetermined speed difference, the operation mode proceeds to the next phase.

• (4) The gear engagement operation is carried out (hereinafter referred to as "gear shift phase 4").

The target gear change position is set to the 4th gear of the target gear shift stage (in the case of the 3rd to 4th gear shift), and the gear change oil pressure is controlled.

Phase 4 is further subdivided into the following three phases.
Phase 4.1 (movement into the synchronous position)
Phase 4.2 (synchronization)
Phase 4.3 (gear engagement)

In the fourth phase, a control is executed with which the shift speed (change amount of the gear shift position in a unit time) is made in accordance with the target speed. The speed change oil pressure is obtained by the following equation. Gear change oil pressure = shift speed feedback correction oil pressure + offset correction oil pressure

• (5) Die Startkupplung 5 wird verbunden, und die elektronische Drosselklappe 6 wird geöffnet (im Weiteren als ”Gangwechselphase 5” bezeichnet).

The desired speed and the offset oil pressure are selected in each phase 4.X.

• (5) The starting clutch 5 is connected, and the electronic throttle 6 is opened (hereinafter referred to as "gear change phase 5").

The clutch oil pressure of the starting clutch 5 is controlled by PID control so that the actual engine speed with the following on the power transmission target engine speed (= Getriebeabtriebsachsendrehzahl transmission ratio of the transmission mechanism 'with permanent intervention 33 × transmission ratio of the planetary gear mechanism 32 ) matches.

At a time when the direct coupling detection of the starting clutch 5 is met, it is believed that Clutch oil pressure of the starting clutch 5 = oil pressure with direct clutch and the phase is set to the "gear shift phase 0", which will be described later.

• (6) Der Betriebsmodus wird auf den Normalmodus eingestellt (im Weiteren als ”Gangwechselphase 0” bezeichnet).

The throttle opening degree is gradually increased to the throttle opening degree obtained from the accelerator opening degree of each ΔTHR of Phase 5.

• (6) The operation mode is set to the normal mode (hereinafter referred to as "speed change phase 0").

The electronic throttle 6 is controlled so that the throttle valve opening degree corresponding to the accelerator opening degree is obtained.

That is, in the embodiment, it is an object to shorten the shift time with respect to the "speed change phase 2" above (2) and the "speed change phase 3" above (3).

Since a representation of the gear change of the planetary gear mechanism (AT) 32 to the gear mechanism for carrying out the existing clutch-to-clutch power transmission, its detailed explanation will be omitted here.

Subsequently, now the control of the automatic transmission 4 using a flowchart of 7 described.

As in 7 be shown when a program of the control means 14 is started (step A01), various signals are fetched (step A02), and it is determined whether or not a downshift gear change command has been generated (step A03). The determination of a downshift gear change command is made using, for example, a transmission map, which is determined based on the vehicle speed and the accelerator opening degree.

If the answer is YES in step A03, and in the case of the downshift transmission, the transmission mechanism (the planetary gear mechanism 32 , the transmission mechanism with permanent engagement 33 or both the planetary gear mechanism ' 32 as well as the gear mechanism with permanent intervention 33 ) is detected for changing the speed change stage (step A04).

If the MT gear change in which the change of the transmission mechanism is made with continuous engagement has been made in the determination in step A04, the MT gear shift is executed on the downshift (step A05).

When the AT gear shift in which the change of the planetary gear mechanism is made has been made in the determination in step A04, the AT gear shift is executed upon the downshift (step A06).

When the compound gear shift (gear shift AT + MT), with the gear ratio changes of both the planetary gear mechanism and the gear mechanism with simultaneous engagement being performed simultaneously, has been made in the determination in step A04, the AT gear shift is executed on the downshift (Step A07). Thereafter, the MT gear shift is executed upon downshifting (step A08).

If the answer is NO in step A03, and in the case of an upshift, a process of upshifting is executed (step A09).

After completing the above-mentioned processes of steps A05, A06, A08 and A09, the current program is terminated (step A10).

In the embodiment, since the processes are proposed in the downshift, the details of the process in the upshifting are omitted in the above-mentioned step S09.

8th shows a flowchart for the MT-gear change when switching back in 7 ,

As in 8th is shown when the program of the control means 14 is started (step B01), it is determined which of the gear shift phases has been set (step B02).

When the gear shift phase in step B02 is the "gear shift phase 0", a target throttle opening in the normal state is calculated (step B03). The clutch oil pressure of the starting clutch 5 is set to the oil pressure necessary for normal running (step B04).

If the gear shift phase in step B02 is the "gear shift phase 1", a target throttle opening at the time of phase 1 is calculated (step B05). The clutch oil pressure of the starting clutch 5 is set to the oil pressure in phase 1 (step B06).

When the gear shift phase in step B02 is "gear shift phase 2", the electronic throttle becomes 6 completely closed (step B07). The clutch oil pressure of the starting clutch 5 is set to zero (0 (kPa)), and the starting clutch 5 is set in the coupling-out state (step B08).

When the speed change phase in step B02 is the "speed change phase 3" or higher, it is determined whether or not the speed change of the planetary gear mechanism is detected. 32 has been completed or not (step B09). Such a determination is a process that occurs at the time of compound gear change of the planetary gear mechanism. 32 and the transmission mechanism with permanent engagement 33 is necessary, and is provided only to the gear change of the planetary gear mechanism 32 perform when the planetary gear mechanism 32 in a completely free state, and to the gear change of the transmission mechanism 'with permanent engagement 33 execute after completion of the gear change.

If the determination result of step B09 is NO and the gear change of the planetary gear mechanism is' 32 is not completed, processes similar to those in the "speed change phase 2" are carried out.

When the MT gear shift request is generated and no AT gear shift request is generated, the determination result of step B09 is always set to YES.

If the answer in step B09 is YES and the AT gear shift has been completed, it is again determined which of the gear shift phases has been set (step B10).

When the speed change phase in step B10 is the "speed change phase 3", it is determined at step B11 whether or not a gear shift takes place by a so-called garage gear shift, such as when the vehicle is stationary or the like.

When the determination result of step B11 is YES and the gear shift phase is a gear shift caused by the garage gear shift, a process of fully closing the electronic throttle becomes 6 executed (step B12). The clutch oil pressure of the starting clutch 5 is set to zero (0 (kPa)), and the starting clutch 5 is set in the coupling-out state (step B13).

When the determination result of step B11 is NO, and in the case of a normal speed change during running, a target throttle opening calculation process of dual clutch control (to be described later) is executed, that is, a target throttle opening in the first clutch operation at the time of the dual clutch control is calculated (step B14). The clutch oil pressure for performing the dual clutch process is set to the maximum (MAX) pressure (high clutch oil pressure) (step B15). The reason why the judgment regarding the garage gear change has been made in step B11 is to prevent stalling of the engine, which is caused by a vehicle hold in the case where dual clutch control is performed at a garage gear shift.

If the gear shift phase in step B10 is the "gear shift phase 4", then the process for fully closing the electronic throttle 6 executed (step B16). The clutch oil pressure of the starting clutch 5 is set to zero (0 (kPa)), and the starting clutch 5 is set in the coupling-out state (step B17).

When the speed change phase in step B10 is the "speed change phase 5", a target throttle opening in phase 5 is calculated (step B18). The clutch oil pressure of the starting clutch 5 is set to the oil pressure in phase 5 (step B19).

After completing the process of step B04, B06, B08, B13, B15, B17 or B19, each of the gear change control amounts is calculated according to various control conditions (step B20), and the program is terminated (step B21).

9 shows a flowchart for the AT-speed change process when switching back in 7 ,

As in 9 is shown, when the program is started (step C01), it is determined whether there is a switch-back call due to the compound gear shift by the planetary gear mechanism (AT). 32 and the transmission mechanism with permanent engagement (MT) 33 or not (step C02).

If the determination result of step C02 is YES, and in the case of the compound gear shift, it is determined whether the gear shift phase is the "gear shift phase 2" and whether or not the gear shift position is in the neutral state (step C03). The reason for this is that the compound gear shift is performed when the clutch is disengaged and the planetary gear mechanism 32 , whose gear change position is in the neutral state, is in completely free state.

If the answer in step C03 is YES, and in case of a state where the gear shift of the planetary gear mechanism is' 32 is possible, an AT-speed change constant is set at the compound speed change (step C04). As parameters set in step C04, an oil pressure (SR pressure) for controlling the high clutch becomes 48 , an oil pressure (SA pressure) to control the band brake 47 and a switching timing of those oil pressures. Because the planetary gear mechanism 32 at the time of the compound gear change is in a completely free state, a frictional change of the starting clutch 5 and the band brake 47 performed directly using the fact that the inertia torque change associated with the gear change of the planetary gear mechanism ' 32 goes along, not to the drive wheels 12 is transmitted.

On the other hand, if the determination result of step C02 is NO, and in the case of the gear change of only the planetary gear mechanism. 32 , an AT speed change constant is set at a normal speed change (step C05) (its details are omitted).

After completing the process of step C04 - since the engine enters a stand-by mode in the AT-speed change possibility state in the case where the previous step C03 is NO, and in the case of the AT-speed change impossibility state, or after completion of the process of step C05, the program is ended (step C06).

With reference to the normal gear change of the planetary gear mechanism 32 As the existing clutch-to-clutch power transmission is performed, its detailed description is omitted.

10 FIG. 10 is a flowchart for the target throttle opening degree calculation for the first clutch control in the dual-clutch control of the planetary gear mechanism. FIG. 32 ,

As in 10 is shown when the program of the control means 14 is started (step D01), a target engine speed (TGNE) is calculated (step D02). In this step D02, the target engine speed is calculated as follows to reduce a shift shock when shifting to the target gear shift stage and a clutch shock caused after the end of the gear shift. Target engine speed (TGNE) = speed corresponding to the vehicle speed × ratio of the target speed change stage (1)

In order to prevent over-revving and lagging of the revolutions to which the actual engine speed has reached the target engine speed, the value obtained by executing a filtering process and a limiting process (an UP-DOWN amount of revolution is changed by a Deviation between the speed at the current speed change stage and the speed limited to the target speed change stage or the like) obtained from the above equation (1) is used (details are omitted here).

After the target engine speed has been calculated in step D02, a basic target throttle opening degree (TGTVOBASE) is calculated (step D03). In this case, a throttle opening degree at which the actual engine speed can be maintained at the target engine speed is set in a table based on characteristic data of the engine 3 that were previously measured, searched.

After the basic target throttle opening degree has been calculated in step D03, an estimated value of the inertia torque of the clutch output axis is calculated as follows (step D04). Inertia torque estimate = Moment of inertia on each gear shift × Change amount of clutch output axle speed per unit time (2)

The moment of inertia is taken as a theoretical value previously measured, and the calculation of the above equation (2) is carried out. Instead of calculating the equation (2), the inertia torque estimated value may be calculated from a map of the preset clutch output shaft speed change amount and the gear shift stage.

After the inertia torque estimated value is calculated in step D04, an inertia torque correction amount (TGTVOOFSET) of the target throttle opening degree is calculated (step D05). In this case, the throttle opening degree necessary for preventing the engine speed from decreasing due to an inertia torque change accompanying a change in the clutch output rotational speed is searched from the map of the engine output torque and the inertia torque.

After the inertia torque correction amount has been calculated in step D05, a target throttle opening degree (TGTVO) required at the time of the dual clutch control is set as follows (step D06). Target throttle opening degree (TGTVO) = basic target throttle opening degree (TGTVOBASE) + correction amount (TGTVOOFSET) (3)

After the target throttle opening degree has been calculated in step D06, the current routine is ended (step D07).

11 FIG. 12 is a flowchart for calculating a target throttle opening degree in the normal state of the planetary gear mechanism. FIG. 32 ,

As in 11 is shown when the program of the control means 14 is started (step E01), the target engine speed (TGNE) calculated (step E02). In this case, the target engine speed is calculated on the basis of the above equation (1), which is determined in step D02 in FIG 10 has been described.

Thereafter, the target throttle opening degree TGTVO is calculated (step E03). In this case, the target throttle opening degree is calculated from the table which is entered in step D03 in FIG 10 has been described.

After the end of the above-mentioned process of step E03, the program is ended (step E04).

12 Fig. 10 is a timing chart at the time of dual clutch control.

As in 12 is shown, when the downshift command at a time point "a" is generated in the graph and the gear change of the transmission mechanism with permanent engagement 33 in the downshift, the gear shift position converges to the neutral state in an interval "A" in the graph, and the intake air amount becomes under the control of the electronic throttle 6 adjusted so that the engine speed with the target engine speed (speed corresponding to the vehicle speed × ratio of the target gear change stage) matches.

When the engine speed coincides with the target engine speed, the dual-clutch control is made from an interval "B" in the graph. As the Kupplungsabtriebsachsendrehzahl increases through the dual-clutch control, the inertia torque of the second drive axle increases 29 acting as a clutch output axle, also in conjunction with the change in clutch output axle speed. Thus, because the engine speed at a throttle opening degree ("Y" portion in the graph) at which the engine speed is maintained at the target engine speed is too small by the amount that corresponds to the inertia torque of the second drive axle 29 , which acts as a Kupplungsabtriebsachse corresponds, it comes to a decrease in the engine speed. To prevent this, in the embodiment, a throttle opening degree ("X" portion in the graph) capable of correcting the inertia torque amount of the clutch output shaft is added to this interval.

Thus, (the final throttle opening degree) = (the "Y" section + the "X" section in the graph). By causing the throttle opening degree control to correspond to the inertia torque change of the clutch output axis, the engine speed in the interval "B" can be maintained at the target engine speed. After the Kupplungsabtriebsachsendrehzahl has reached the speed of the target gear position and the starting clutch 5 is disengaged at the end of the dual-clutch control, the normal control of the electronic throttle 6 made, whereby the engine speed is maintained at the desired engine speed.

Thus, a fluctuation of the engine speed in an interval "C" in the graph is suppressed, and the gear shift position can be smoothly moved to the target gear position without the mechanical synchronizing mechanisms 63 . 65 and 67 to charge. It can be realized a gentle engagement after the gear engagement.

Therefore, fluctuations of the engine speed during the entire gear shift are reduced more than in conventional systems, and moreover, the shift time can be shortened.

13 FIG. 15 is a timing chart at the time of compound gear change of the planetary gear mechanism. FIG. 32 and the transmission mechanism with permanent engagement 33 ,

As in 13 is shown when the downshift transmission, wherein the gear change of the planetary gear mechanism ' 32 and the gear change of the transmission mechanism with permanent engagement 33 be carried out simultaneously, at a time point "a" in the graph, the gear change of the planetary gear mechanism ' 32 at a time "z" (in an interval "A" in the graph) is started when the starting clutch 5 is disengaged and the gear change position is set in the neutral state. At this time, as the planetary gear mechanism 32 the starting clutch 5 separates and the gear change position of the transmission mechanism with permanent engagement 33 is in the neutral state, the inertia torque change associated with the gear change of the planetary gear mechanism 32 goes along, not to the drive wheels 12 transfer. That is why at this point in time the direct clutch 48 immediately disengaged, and the band brake 47 is created. Thereafter, the double-clutch control is performed in an interval "B" in the graph in a similar manner as in the case of FIG 12 ,

Thus, a fluctuation of the engine speed in an interval "C""in the graph is suppressed, and the gear shift position can be smoothly moved to the target gear position without the mechanical synchronizing mechanisms 63 . 65 and 67 to charge. It can be realized a gentle engagement after the gear engagement. Consequently, a prompt completion of a gear change can be realized throughout the gear shift.

That is, it is an object of the embodiment, the downshifting power transmission performance of the automatic transmission 4 that the planetary gear mechanism 32 as a main gear and the gear mechanism with permanent engagement 33 as a secondary transmission and decides the gear ratio of the entire vehicle through the combination of the gear ratios of those two transmission mechanisms decides to improve.

In the low speed stage range, where the difference between the drive forces acting before and after the gear shift is large, a so-called clutch-to-clutch power transmission, wherein the gear ratio of the planetary gear mechanism ' 32 in the high-clutch mode of the starting clutch 5 is changed, executed. In the high speed stage region, where the difference between the drive forces acting before and after the gear shift is small, the dual clutch control with the task of shortening the shift time (shortening the drive loss time) by the gear mechanism with permanent engagement 33 executed. The decrease of the engine speed caused by the inertia torque change of the clutch output shaft at the time of the dual clutch control is prevented by taking the correction amount obtained in consideration of the inertia torque amount of the clutch output shaft to the operation amount of the electronic throttle 6 , which is adapted to keep the engine speed at the target engine speed added. The fluctuation of the engine speed during the gear shift is suppressed, and the gear engagement operation and the sequence of the operations of the engagement operation at the completion of the gear shift are smoothly performed. Thus, a kickdown behavior is achieved, which is uniform in all gear change stages, so that the subjective driving impression can be improved. Thanks to the shortening of the shift time can lower fuel consumption, which increases the direct clutch of the starting clutch 5 is achieved.

By executing the dual-clutch control only in the driving state of a high vehicle speed and inhibiting the double-clutch control at the time of a garage gear change when the vehicle is stationary, stalling of the engine at the time of garage gear change can be prevented.

When a call for a compound gear change of the planetary gear mechanism ' 32 and the transmission mechanism with permanent engagement 33 is generated, by performing the control in such a way that the starting clutch 5 disengaged and the adhesion change of the clutch mechanism '(direct clutch 48 , Band brake 47 ) of the planetary gear mechanism 32 is performed immediately in the state where the transmission mechanism with permanent engagement 33 in the state where the gear change position is in the neutral position is completely free, the gear change of the planetary gear mechanism ' 32 completed quickly, and then the gear change of the transmission mechanism 'with permanent intervention 33 including the dual-clutch control, thereby reducing the impact of compound gear shifting and enabling quick completion of the gear shift.

Above, the embodiment of the invention has been described. The structure of the embodiment described above will now be described in accordance with the claims.

First, the invention according to claim 1, a transmission control unit 15 which performs control in such a manner as to cause the gear ratio of the planetary gear mechanism to be changed. 32 is changed at the time of downshifting of the transmission at a low vehicle speed, and performs control in such a manner as to cause the transmission ratio of the transmission mechanism with permanent engagement 33 is changed at high vehicle speed, and when the change of the gear ratio of the transmission mechanism with permanent engagement 33 is performed, so performs the transmission control unit 15 an automatic control (gear change, selection process) of the switching and selection axis 70 , which acts as a switching axis, and the automatic control of the starting clutch 5 and operates the electronic throttle 6 via the engine control unit 16 and the control unit 17 for the electronic throttle so that by the internal combustion engine 3 generated torque is controlled.

Therefore, by performing the gear change of the planetary gear mechanism, 32 in the direct clutch mode of the starting clutch 5 with respect to the low speed gearshift and performing the gear change of the gear mechanism with permanent engagement 33 using the dual-clutch control for the purpose of completing the rapid gear change with respect to the high-speed gearshift, a kick-down behavior of the transmission can be realized in which the vehicle operator does not notice a decrease in drive force over all gear shift stages.

In the invention according to claim 2, the transmission control unit is offset 15 the starting clutch 5 for a gear change at a low speed level, in which the difference between the vehicle driving forces acting before and after the gear shift is large, in the high-clutch mode and performs the clutch-to-clutch power transmission to the change of the gear ratio in the planetary gear mechanism 32 perform; and puts the transmission control unit 15 the starting clutch 5 for a gear change at a high speed level, in which the difference between the vehicle driving forces acting before and after the gear shift is small, in the decoupling state, performs the automatic control (gear change, selection process) of the shift and selection axis 70 , which acts as a switching axis, the automatic control of the starting clutch 5 and the control of the electronic throttle 6 from and leads the gear change of the transmission mechanism 'with constant intervention 33 out.

Thus, the low speed gearshift can be performed by performing the clutch-to-clutch power transmission through the planetary gear mechanism 32 in the direct clutch mode of the starting clutch 5 can be accomplished, and the high-speed gearshift can be performed by performing the first clutch control in the dual-clutch control for the purpose of rapidly stopping the gear change of the transmission mechanism with permanent engagement 33 be accomplished. Therefore, in total, the direct clutch time of the starting clutch 5 extended, and it can improve the longevity of the starting clutch 5 and the effect of lowering fuel consumption can be achieved.

On the other hand, a difference between the vehicle behavior caused by the gear change of the planetary gear mechanism ' 32 , in which the driving force loss is low, caused, and the vehicle behavior, by the gear change of the transmission mechanism 'with permanent engagement 33 , which is associated with a loss of driving force, caused to be absorbed.

Further, the gear change can be made rapidly at the time of gear change of the transmission mechanism with permanent engagement 33 to be ended.

By further causing the engine speed to be at the clutch output axle speed of the starting clutch 5 can match the load of mechanical synchronizing mechanisms 63 . 65 and 67 be reduced at the time of the gear inserting operation after the execution of the first clutch control in the dual-clutch control.

In the invention according to claim 3, the transmission control unit performs 15 the first clutch control as a first operation in the dual-clutch control, wherein when the change of the gear change position (which the Gangherausnahme of the transmission mechanism 'with permanent engagement 33 corresponds) in the automatic control state of the switching and selection axis 70 acting as a switching axis is detected, the starting clutch 5 is placed in the decoupling state, whereupon the adjustment of the intake air through the electronic throttle 6 whereby the engine speed is brought in accordance with the target engine speed (vehicle speed × total gear ratio of the gear shift stage after the gear shift) corresponding to the target gear shift stage, and when the gear shift position is in the automatic drive state of the shift and selection axle 70 is in the neutral state, then the starting clutch 5 temporarily placed in the high-clutch mode, whereby the Kupplungsabtriebsachsendrehzahl the starting clutch 5 in accordance with the target clutch speed corresponding to the target gear shift stage, and after the execution of the first clutch control, the transmission control unit performs the gear engagement operation of the transmission mechanism with permanent engagement 33 out.

Therefore, by controlling the adjustment of the inertia torque, the clutch output shaft is controlled by the electronic throttle valve 6 in which the mechanical changes and the temperature dependence are small, a complicated control compared to an adjustment of the inertia torque according to the starting clutch 5 where control is performed in consideration of deterioration by temperature and aging is not necessary. Thus, deterioration of the gear shift behavior due to deterioration by aging can be prevented, and stable gear shift behavior can be enabled.

Since the fluctuation of the engine speed at the time of execution of the first clutch control can be prevented, the actual engine speed at the speed change can be rapidly converged to the target engine speed corresponding to the target speed change stage. The load on the mechanical synchronization mechanisms 63 . 65 and 67 can be reduced at the time of the gear engagement operation after the execution of the dual-clutch control.

In the invention according to claim 4, the transmission control unit 15 the function for assuming the inertia torque of the second drive axle 29 acting as a clutch output axle of the starting clutch 5 by calculating (moment of inertia × change amount) thereof based on the amount of change in the clutch output rotational speed per unit time of the starting clutch 5 and the moment of inertia of the second drive axle 29 acting as a clutch output axle of the starting clutch 5 and the transmission control unit adds the addition amount of the inertia torque amount of the second drive axle 29 based on the map of the inertia torque of the second drive axle 29 acting as a clutch output axle of the starting clutch 5 is calculated, and the engine torque to the control amount of the electronic throttle 6 ,

Thus, by adding the inertia torque correction amount of the clutch output shaft to the control amount of the electronic throttle 6 upon execution of the first clutch control, the decrease of the engine speed accompanying the inertia torque change in the first clutch control is prevented. Thus, by reducing the speed fluctuation, the shift time can be shortened.

In the invention according to claim 5, the transmission control unit performs 15 the first clutch control only at the high speed that is at least as high as the predetermined vehicle speed, and in the case where the gear change of the transmission mechanism with permanent engagement 33 is necessary, and inhibits the execution of the first clutch control when the vehicle is stationary, and in the case of a Garagengangwechsels to carry out the gear change of the transmission mechanism with permanent engagement 33 ,

For a garage gear change when the vehicle is stationary, with a gear change of the transmission mechanism 'with permanent intervention 33 is necessary, thus inhibiting the dual-clutch control prevents stalling of the internal combustion engine 3 and ensures a smooth gear change behavior in all driving conditions and all vehicle conditions.

In the invention according to claim 6, the transmission control unit 15 configured in such a way that when a downshift call is made during the course of a compound gear shift, wherein a change in the gear ratio of the planetary gear mechanism ' 32 and a change in the gear ratio of the transmission mechanism with permanent engagement 33 be executed simultaneously, the starting clutch 5 is put into the decoupling, the gear change position for the automatic control state of the switching and selection axis 70 that acts as a shift axis, is set in a neutral state, the gear change of the planetary gear mechanism ' 32 is performed, wherein the driving force is completely switched off, that is, when the planetary gear mechanism 32 is in a completely free state, and after completion of the gear change of the planetary gear mechanism ' 32 the gear change of the transmission mechanism 'with permanent intervention 33 including the first clutch control is executed.

That is, even if the call for the compound gear change of the planetary gear mechanism ' 32 and the transmission mechanism with permanent engagement 33 can be produced by performing the gear change of the transmission mechanism with permanent engagement 33 After the gear change in the state where the planetary gear mechanism 32 is in a completely free state, has been stopped immediately, the gear changes are completed gently and quickly.

In the invention according to claim 7, it allows the transmission control unit 15 when the simultaneous gear change (compound gear change) of the planetary gear mechanism ' 32 and the transmission mechanism with permanent engagement 33 is executed, in the case where the change of the gear change position (what the Gangherausnahme the gear mechanism 'with permanent intervention 33 corresponds) in the automatic control state of the switching and selection axis 70 , which functions as a switching axis, is detected, the completely off state of the driving force with the coupling state of the starting clutch 5 by the gear shift control of the planetary gear mechanism 32 to synchronize, and then performs the gear change control.

Thus, the gear change phase of the transmission mechanism with permanent engagement 33 with the gear change of the planetary gear mechanism 32 to be overlapped; the shift time for the compound gear change can be significantly shortened, and it can realize the sensation of a smooth gear change.

In the invention according to claim 8, the transmission control unit performs 15 a control so that the automatic control (gear change, selection process) of the switching and selection axis 70 as one Switching axis acts, and the automatic control of the starting clutch 5 be executed when the change of the transmission ratio of the transmission mechanism with permanent engagement 33 is performed.

The transmission control unit 15 includes a function for assuming the inertia torque of the second drive axle 29 acting as a clutch output axis by calculating (moment of inertia × change amount) thereof on the basis of the amount of change in the clutch output axle speed per unit time of the starting clutch 5 and the moment of inertia of the second drive axle 29 acting as a clutch output axle of the starting clutch 5 acts, and performs a first clutch control, in which, when the change of the gear change position (what the Gangherausnahme the gear mechanism 'with permanent intervention 33 corresponds) in the automatic control state of the switching and selection axis 70 that is detected at the time of the downshift transmission as a switching axis is detected, the starting clutch 5 is placed in the decoupling state, whereupon the engine speed is brought in accordance with the target engine speed (vehicle speed × total gear ratio of the gear shift stage after the gear change) corresponding to the target gear shift stage, the adjustment of the intake air amount by the electronic throttle 6 is made such that the addition amount of the inertia torque amount of the second drive axle 29 acting as a clutch output axle of the starting clutch 5 acting on the basis of the map of the inertial torque of the second drive axle 29 acting as a clutch output axle of the starting clutch 5 is calculated, and the engine output torque of the internal combustion engine 3 to the control amount of the electronic throttle 6 are added, and when the gear change position in the automatic drive state of the shift and selection axis 70 , which is acting as a switching axis, is in the neutral state, so will the starting clutch 5 temporarily placed in the high-clutch mode, whereby the Kupplungsabtriebsachsendrehzahl the starting clutch 5 in accordance with the target clutch speed corresponding to the target gear shift stage, and after the execution of the first clutch control, the transmission control unit performs the gear engagement operation of the transmission mechanism with permanent engagement 33 out.

Thus, by adding the inertia torque correction amount of the clutch output shaft to the control amount of the electronic throttle 6 in the execution of the dual-clutch control, a decrease in the engine speed in connection with the inertia torque change in the dual-clutch control can be prevented.

By controlling the adjustment of the inertia torque of the clutch output shaft by the electronic throttle 6 , in which the mechanical changes and the temperature dependency are small, is a complicated control compared to an adjustment of the inertia torque corresponding to the starting clutch 5 where control is performed in consideration of deterioration by temperature and aging is not necessary.

Further, since fluctuation of the engine speed in execution of the dual-clutch control can be prevented, the gear engagement operation after the end of the dual-clutch control and the sequence of operations in engaging the starting clutch 5 be executed gently, so that the switching time can be shortened.

In addition, since a fluctuation of the engine speed can be prevented when the dual-clutch control is executed, the actual engine speed can be quickly converged to the target engine speed corresponding to the target gear shift speed at the speed change. The load on the mechanical synchronization mechanisms 63 . 65 and 67 can be reduced at the time of the gear-in operation after the execution of the dual-clutch control.

Since the actual engine speed can be rapidly converged to the target engine speed upon execution of the dual-clutch control, the fuel consumption can be reduced and the effect of the fuel consumption reduction can be accompanied with other measures.

Of course, the invention is not limited to the embodiment described above, but various applications and variations are possible.

For example, in the above-described embodiment, the correction of the inertia torque change of the clutch output shaft only in the dual-clutch control has been added to the throttle operation amount. However, similar control may be performed also in the disengaging states before and after the dual clutch control. In this case, too, a slip torque amount of the automatic clutch (starting clutch) and the inertia torque change amount of the clutch output shaft caused by a delayed response of the clutch may be added to the throttle operation amount. Factors such as aging deterioration of the automatic clutch, characteristic change and the like may also be absorbed. It is possible to rapidly converge the engine speed to the target engine speed and suppress the speed variations.

Although the inertia torque change of the clutch output shaft in the above embodiment is controlled by controlling the operation amount of the electronic throttle 6 has been corrected, a similar effect can also be achieved by correcting the target engine speed.

Industrial applicability

The controller for executing a speed change of the planetary gear mechanism in the high-clutch mode of the automatic clutch with respect to the low-speed gearshift and for performing the speed change of the continuously-engaged transmission mechanism in the dual-clutch controller for the purpose of completing the rapid speed change with respect to the high-speed gearshift can also be done with other types of controls.

LIST OF REFERENCE NUMBERS

1

vehicle

3

internal combustion engine

4

automatic transmission

5

starting clutch

6

Electronic throttle

7

Throttle opening control device

13

Transmission control device

14

control means

15

Transmission control unit

16

Engine control unit

17

Control unit for the electronic throttle

32

Planetary gear mechanism

33

Transmission mechanism with permanent intervention

Claims (5)

A vehicle transmission control apparatus comprising: a transmission having a plurality of speed change stages and having a basic transmission ratio of the entire vehicle ( 1 ) by changing the transmission ratio of a main gearbox ( 32 ) and a secondary transmission ( 33 ) decides; A planetary gear mechanism ( 32 ) as the main transmission; - a gear mechanism with permanent engagement ( 33 ) as the sub transmission; and a transmission control unit ( 15 ) which performs a control in such a manner that a change in the gear ratio of the planetary gear mechanism ( 32 ) is executed in a certain vehicle speed range, and performs control in such a manner that a Change in the gear ratio of the transmission mechanism with permanent engagement ( 33 ) is executed in a different vehicle speed range outside the determined vehicle speed range, wherein the transmission is a single shift axis ( 70 ) for changes in the transmission ratio of the main transmission and / or the auxiliary transmission, an internal combustion engine ( 3 ), which is connected to the transmission via an automatic clutch ( 5 ), an electronic throttle ( 6 ), the one by the internal combustion engine ( 3 ) generates torque, wherein the transmission control unit ( 15 ) A function for assuming an inertia torque of the clutch output shaft of the automatic clutch ( 5 ) by calculating the inertia torque based on a change amount of the clutch output shaft speed per unit time of the automatic clutch ( 5 ) and an inertia torque of the clutch output shaft of the automatic clutch ( 5 ) performs a control in such a manner that a change in the gear ratio of the planetary gear mechanism (FIG. 32 ) is performed at a low vehicle speed in which a difference between vehicle driving forces acting before and after the gear shift is large, and the automatic clutch ( 5 ) carries out a clutch-to-clutch transmission in order to control the change of the transmission ratio in the planetary gear mechanism ( 32 ) carries out a control in such a way that a change in the transmission ratio of the gear mechanism with permanent engagement ( 33 ) is performed at a high vehicle speed in which a difference between vehicle driving forces acting before and after the gear shift is small, and when the change of the gear ratio of the gear mechanism with permanent engagement (FIG. 33 ), the transmission control unit ( 15 ) performs a first clutch control as a first operation of the dual-clutch control, wherein when a change of the speed change position in the automatic drive state of the shift axis ( 70 ) is detected, the automatic clutch ( 5 ) is put into the decoupling state, whereupon an adjustment of an intake air through the electronic throttle valve ( 6 ), whereby the engine speed is brought in accordance with a target engine speed corresponding to a target gear shift stage, and when the gear shift position is in the automatic drive state of the shift axle (FIG. 70 ) is in a neutral state, the automatic clutch ( 5 ) is temporarily placed in the high-clutch mode, whereby a Kupplungsabtriebsachsendrehzahl the automatic clutch ( 5 ) is brought in accordance with a target clutch rotational speed corresponding to the target gear shift stage, and the transmission control unit ( 15 ) after the execution of the first clutch control a gear engagement operation of the transmission mechanism 'with permanent engagement ( 33 ). Vehicle transmission control device according to claim 1, characterized in that the transmission control unit ( 15 ) performs the first clutch control at a high speed that is at least as high as a predetermined vehicle speed, a gear change in the transmission mechanism with permanent engagement ( 33 ) and inhibits the execution of the first clutch control when the vehicle ( 1 ), and in the case of performing a gear change of the gear mechanism with permanent engagement (FIG. 33 ) includes the first clutch control. Vehicle transmission control device according to claim 2, characterized in that the transmission control unit ( 15 ) is constructed in such a manner that when generating a recall call, during which a compound gear change in which a change in the gear ratio of the planetary gear mechanism (FIG. 32 ) and a change in the gear ratio of the gear mechanism with permanent engagement ( 33 ) are executed simultaneously, is in function, the automatic clutch is placed in a decoupled state, the gear change position of the automatic drive state of the shift axis ( 70 ) is set in a neutral state, whereby a gear change of the planetary gear mechanism ( 32 ) is executed while the driving force is completely turned off, and after completion of the gear change of the planetary gear mechanism (FIG. 32 ) a gear change of the transmission mechanism 'with permanent intervention ( 33 ) is performed including the first clutch control. Vehicle transmission control device according to claim 3, characterized in that when the compound gear change of the planetary gear mechanism 'and the gear mechanism' with permanent engagement ( 33 ) is executed, in the case where a change of the speed change position in the automatic drive state of the shift axis ( 70 ) is detected, the transmission control unit ( 15 ) allows the state in which the driving force is completely switched off, with the decoupling state of the automatic clutch ( 5 ) by the gear change control of the planetary gear mechanism ( 32 ) is synchronized, and then performs the gear change control. A vehicle transmission control device, wherein: a transmission has a transmission mechanism with permanent engagement ( 33 ) and a single switching axis ( 70 ) with respect to a change of the gear ratio; - an internal combustion engine ( 3 ), which is connected to the transmission via an automatic clutch ( 5 ), an electronic throttle ( 6 ), the one by the internal combustion engine ( 3 ) generates generated torque; and - the control device has a transmission control unit ( 15 ), which performs a control in such a way that an automatic control of the switching axis ( 70 ) and an automatic control of the automatic clutch ( 5 ) is performed when a change in the transmission ratio of the transmission mechanism with permanent engagement ( 33 ) is performed, - wherein the transmission control unit ( 15 A function for assuming an inertia torque of a clutch output axle by calculating the inertia torque based on a change amount of the clutch output axle speed per unit time of the automatic clutch (FIG. 5 ) and an inertia of the clutch output shaft of the automatic clutch ( 5 ) and performs a first clutch control as a first operation in the dual-clutch control, wherein when a change of the speed change position in the automatic drive state of the shift axis (FIG. 70 ) is detected at the time of a downshift transmission, the automatic clutch ( 5 ) is put into a decoupling state, whereupon an engine speed in accordance with a target engine speed, which corresponds to a desired gear change stage, an adjustment of an intake air quantity by the electronic throttle valve ( 6 ) is performed so that an addition amount of an inertia torque amount of the clutch output shaft of the automatic clutch ( 5 ), which is based on a map of the inertia torque of the clutch output shaft of the automatic clutch ( 5 ), and the engine output torque of the internal combustion engine ( 3 ) to a control amount of the electronic throttle valve ( 6 ) is added, and when the gear change position in an automatic drive state of the shift axis ( 70 ) is in a neutral state, the automatic clutch ( 5 ) is temporarily placed in a high-clutch mode, whereby a Kupplungsabtriebsachsendrehzahl the automatic clutch ( 5 ) is brought in accordance with a target clutch rotational speed corresponding to the target gear shift stage, and the transmission control unit ( 15 ) after the execution of the first clutch control a gear engagement operation of the transmission mechanism 'with permanent engagement ( 33 ).

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