JP2018013213A - Transmission control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a load of a clutch at the time of upshifting. SOLUTION: A shift control unit 84 that determines a switching condition to a shift destination clutch, and a clutch that disengages a shift source clutch and makes a shift destination clutch allowable torque match with a driver required engine torque when the condition is satisfied. When the control unit 83 and the engine control unit 71 that reduces the engine torque from the driver's required engine torque when the transmission source clutch is in the disengaged state and the torques match, and when the transmission source clutch is in the disengaged state and the torques match. In addition, when the lockup clutch is disengaged and the turbine rotation speed and the speed change destination input shaft rotation speed match, the total torque of the lockup clutch and the turbine matches the driver required engine torque, and the engine rotation speed After the difference between the speed and the speed of the input shaft of the transmission destination becomes small, the torque control unit 82 that completely engages the lockup clutch is provided. [Selection diagram] Fig. 1

Description

  The present invention relates to a transmission control device including a transmission mechanism, a torque converter, and a transmission clutch.

  Conventionally, a transmission having a torque converter between an engine and a transmission mechanism is known. Some torque converters have a lock-up clutch that can mechanically connect an input side and an output side.

  In recent years, in a transmission including a torque converter having a lock-up clutch, a transmission including a transmission clutch for controlling connection / disconnection of a driving force during a shift has appeared between the torque converter and the transmission mechanism. Yes. In addition, transmissions with two clutches that can switch the driving force transmission path from the drive source to the vehicle drive system to a system via any one of the clutches and that have different gears available in each system doing.

  As a technology for a transmission equipped with a torque converter and a clutch, fuel efficiency is improved while improving drivability by setting the lock-up clutch in the lock-up state and the clutch in the slip state when the vehicle speed is low and non-shifting. A technique for improving the above is known (see, for example, Patent Document 1).

JP 2004-257518 A

  For example, in a transmission having a torque converter and a clutch device having two clutches, the speed of the vehicle increases when the lock-up clutch of the torque converter is completely engaged, and a shift up involving clutch switching occurs. It may be necessary. In this case, for example, the two clutches may be switched while maintaining the state where the lockup clutch of the torque converter is completely engaged. In this case, there is a problem that the amount of energy absorbed by the clutch is large and the load on the clutch is large.

  Accordingly, an object of the present invention is to provide a technique capable of reducing the load on the clutch at the time of upshifting.

  In order to achieve the above object, a transmission control device according to an aspect of the present invention includes a transmission mechanism, an impeller provided between the drive source and the transmission mechanism, and connected to the drive source side, and the transmission mechanism. A turbine connected to the side of the turbine and capable of transmitting power between the impeller and the turbine via a fluid and mechanically connecting the drive source side and the turbine to transmit power. A torque converter having a lock-up clutch capable of controlling the clutch, and a clutch device including two clutches disposed between the torque converter and the transmission mechanism and capable of controlling transmission of power between the torque converter and the transmission mechanism The lockup clutch includes a hydraulic oil supplied to a hydraulic chamber on one side of a piston that presses a clutch disk of the lockup clutch. A shift destination that is capable of adjusting the fastening force and that is connected to a higher speed stage than the shift source clutch from the shift source clutch used for driving force transmission to the drive wheels of the two clutches of the clutch device. A switching determination unit that determines whether or not a predetermined shift condition for switching the clutch to the clutch is satisfied, and the shift source clutch is controlled to be in a disengaged state when the shift determination unit determines that the shift condition is satisfied. At the same time, the shift destination clutch is set to the slip state, and control is performed so that the shift destination clutch allowable torque that can be transmitted by the shift destination clutch coincides with the driver request torque that is assumed to be requested by the driver to the drive source. When the clutch control means and the transmission source clutch are disengaged and the transmission destination clutch allowable torque matches the driver request torque, the torque of the drive source When the shift source clutch is in the disengaged state and the shift destination clutch allowable torque matches the driver request torque, the lockup clutch is disengaged. As described above, the first lockup clutch control means for performing control to adjust the hydraulic pressure of the hydraulic oil in the hydraulic chamber, the rotational speed of the turbine, and the speed change destination that is the speed of the speed change destination input shaft connected to the speed change destination clutch. When the input shaft speed matches, the lockup clutch torque is adjusted so that the sum of the lockup clutch torque and the turbine torque matches the driver required torque. Second lock-up clutch control means for performing control, the rotational speed of the drive source, and the rotational speed of the shift destination input shaft And the third lockup clutch control means for controlling the lockup clutch to be completely engaged after the difference between the predetermined value and the rotational speed of the drive source and the speed of the input shaft of the shift destination is increased. And a second clutch control means for performing control so that the shift destination clutch is completely engaged after the difference becomes smaller than a predetermined value.

  In the transmission control apparatus, the drive control means controls the torque of the drive source to zero once when the shift source clutch is disengaged and the shift destination clutch allowable torque matches the driver request torque. May be.

  In the above transmission control device, the drive control means may control the torque of the drive source to gradually increase from zero after the turbine rotation speed and the shift destination input shaft rotation speed match. Good.

  According to the present invention, it is possible to reduce the load on the clutch during upshifting.

It is a typical lineblock diagram showing the transmission concerning one embodiment of the present invention. It is a figure which shows the symbol showing the model corresponding to the transmission which concerns on one Embodiment of this invention, and the state value of each part of a transmission. It is a flowchart of the speed change process which concerns on one Embodiment of this invention. FIG. 4A is a diagram showing a change over time in the number of revolutions of each part in each phase of the shift process according to the embodiment of the present invention. FIG. 4B is a diagram showing a temporal change in torque of each part in each phase of the shift process according to the embodiment of the present invention.

  Hereinafter, a transmission control apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a schematic configuration diagram showing a transmission according to an embodiment of the present invention.

  A transmission 1 provided in a vehicle is connected to an output shaft 11 of an engine 10 which is an example of a drive source.

  The transmission 1 includes a torque converter (torque converter) 12, a transmission clutch device 20 having a first clutch 21 and a second clutch 22, a transmission mechanism 30, a control device 2, a torque converter hydraulic oil adjustment unit 85, The clutch hydraulic oil adjustment unit 86, the shift adjustment unit 87, the engine speed sensor 92, the turbine speed sensor 93, the first input shaft speed sensor 94, the second input shaft speed sensor 95, and the vehicle speed. A sensor 96 (also referred to as an output rotation speed sensor), an accelerator opening sensor 97, and a shift position sensor 98 are provided. The control device 2 includes an engine electronic control device (engine ECU) 70 and a transmission electronic control device (transmission ECU) 80.

  Here, before explaining the details of the transmission 1, a model corresponding to the transmission 1 and symbols representing state values of respective parts of the transmission 1 will be described.

  FIG. 2 is a diagram illustrating a model corresponding to the transmission according to the embodiment of the present invention and symbols representing state values of each part of the transmission.

  The part related to the control of the transmission 1 shown in FIG. 1 can be expressed as a model shown in FIG. In the present specification, state values indicating the states of the respective parts of the transmission 1 are represented by symbols or subscripts as shown in FIG.

Here, symbols will be described. T represents torque, ω represents rotational speed, I represents moment of inertia, and i ₁ represents a clutch (transmission speed) used for transmission of driving force of the transmission mechanism. Represents the gear ratio of the gear stage connected to the original clutch), and i ₂ is a gear stage connected to a clutch (shift destination clutch) different from the clutch used for transmitting the driving force of the transmission mechanism. Represents the gear ratio. On the other hand, subscripts attached to the symbols will be described. E represents engine, lck represents a lock-up clutch, i represents an impeller, t represents a turbine shaft, and c1 represents a transmission source of the transmission mechanism. Cl represents a clutch, c2 represents a shift destination clutch of the speed change mechanism, o represents an output shaft of the speed change mechanism, and l represents a load on the drive wheel side.

  Returning to the description of FIG. 1, the torque converter 12 is connected to the impeller 13 connected to the output shaft 11 of the engine 10, and the turbine 14 is disposed so as to face the impeller 13 and connected to the input shaft 19 of the transmission clutch device 20. And a lock-up clutch 15 capable of mechanically connecting and disconnecting between the output shaft 11 and the input shaft 19 (turbine shaft).

  The lock-up clutch 15 includes an input side clutch disk 15B provided so as to rotate integrally with the output shaft 11, an output side clutch disk 15C provided so as to rotate integrally with the input shaft 19, and a predetermined direction (left and right direction in the drawing). And a piston 15A capable of pressing the input side clutch disc 15B and the output side clutch disc 15C to press the input side clutch disc 15B and the output side clutch disc 15C. According to the hydraulic pressure supplied to the adjacent hydraulic fluid chamber 16 from the torque converter hydraulic fluid adjusting portion 85, the piston 15A is engaged with the locking force of the lockup clutch 15, that is, between the input side clutch disc 15B and the output side clutch disc 15C. The fastening force between them can be adjusted. The movement of the piston 15A of this embodiment can be adjusted by the hydraulic pressure of the hydraulic oil chamber 16, and is not affected by the pressure of the hydraulic oil in the circulating hydraulic chamber 17 around the impeller 13 or the turbine 14. Therefore, since the movement of the piston 15A can be controlled quickly and with high accuracy, the fastening force of the lockup clutch 15 can be controlled quickly and with high accuracy. Further, since the lock-up clutch 15 is provided in the torque converter 12 provided with the circulation hydraulic chamber 17 through which a large amount of lubricating oil circulates, the cooling efficiency is higher than that of the transmission clutch device 20.

  Here, in the present embodiment, the state where the torque from the output shaft 11 is transmitted to the input shaft 19 while the input side clutch disc 15B and the output side clutch disc 15C are in contact with each other and rotating at the same rotational speed is completely completed. A state in which the torque from the output shaft 11 is transmitted to the input shaft 19 while the input-side clutch disc 15B and the output-side clutch disc 15C are in contact with each other and rotating at different rotational speeds is referred to as an engaged state. This state is referred to as a slip state (half-clutch state), and a state where the input side clutch disc 15B and the output side clutch disc 15C are not in contact is referred to as a disengaged state of the lockup clutch 15.

  The first clutch 21 of the transmission clutch device 20 is, for example, a wet multi-plate clutch, and rotates integrally with the clutch hub 23 that rotates integrally with the output shaft 19 of the torque converter 12 and the first input shaft 31 of the transmission mechanism 30. A first clutch drum 24; a plurality of first clutch plates 25; a first space 21A around the plurality of first clutch plates 25; a first piston 26 that presses the first clutch plate 25; And a clutch hydraulic chamber 26A.

  When the first piston 26 strokes to the output side (right direction in FIG. 1) due to the pressure of hydraulic fluid (hydraulic pressure) supplied to the first clutch hydraulic chamber 26A, the first clutch plate 25 The connection is made by pressure contact and transmitting torque. On the other hand, when the operating hydraulic pressure in the first clutch hydraulic chamber 26A is released, the first piston 26 is stroked to the input side (left direction in FIG. 1) by a biasing force of a spring (not shown), and the first clutch 21 is powered. A disconnected state that interrupts transmission. The fastening force of the first clutch 21 can be adjusted by the pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting unit 86. In the following description, the state in which torque is transmitted through the first clutch plate 25 while the clutch hub 23 and the first clutch drum 24 rotate at the same rotation is referred to as a fully engaged state of the first clutch 21. A state in which torque is transmitted through the first clutch plate 25 while the clutch hub 23 and the first clutch drum 24 rotate at different rotational speeds is referred to as a slip state (half-clutch state) of the first clutch 21. The state in which the first clutch plate 25 is not in mechanical contact is referred to as the disengaged state of the first clutch 21. The first space 21 </ b> A is supplied with hydraulic oil in order to discharge frictional heat and the like generated in the first clutch plate 25 by the clutch hydraulic oil adjusting unit 86.

  The second clutch 22 of the transmission clutch device 20 is, for example, a wet multi-plate clutch, and rotates integrally with the clutch hub 23 that rotates integrally with the output shaft 19 of the torque converter 12 and the second input shaft 32 of the transmission mechanism 30. A second clutch drum 27, a plurality of second clutch plates 28, a second space 22A around the plurality of second clutch plates 28, a second piston 29 that presses the second clutch plate 28, and a second And a clutch hydraulic chamber 29A.

  When the second piston 29 is moved to the output side (right direction in FIG. 1) by the pressure of the hydraulic oil (operating hydraulic pressure) supplied to the second clutch hydraulic chamber 29A, the second clutch plate 28 is moved. The connection is made by pressure contact and transmitting torque. On the other hand, when the operating hydraulic pressure in the second clutch hydraulic chamber 29A is released, the second piston 29 is stroked to the input side (left direction in FIG. 1) by the urging force of a spring (not shown), and the second clutch 22 is powered. A disconnected state that interrupts transmission. The fastening force of the second clutch 22 can be adjusted by the pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting unit 86. In the following description, the state in which the torque is transmitted via the second clutch plate 28 while the clutch hub 23 and the second clutch drum 27 rotate at the same rotation is referred to as a fully engaged state of the second clutch 22. A state in which torque is transmitted through the second clutch plate 28 while the clutch hub 23 and the second clutch drum 27 rotate at different rotational speeds is referred to as a slip state (half-clutch state) of the second clutch 21. A state where the second clutch plate 28 is not in mechanical contact is referred to as a disengaged state of the second clutch 22. The hydraulic fluid is supplied to the second space 22 </ b> A in order to discharge frictional heat and the like generated in the second clutch plate 28 by the clutch hydraulic fluid adjusting unit 86.

  The speed change mechanism 30 includes a first input shaft 31 and a second input shaft 32, an output shaft 33, and a first counter shaft 34 and a second counter shaft 35 arranged in parallel with these shafts 31 to 33. Yes. The first input shaft 31 is inserted into a hollow shaft that penetrates the second input shaft 32 in the axial direction so as to be relatively rotatable. Connected to the output end of the output shaft 33 is a propeller shaft (vehicle drive system) which is coupled to a drive wheel of a vehicle (not shown) via a differential device or the like.

  A first speed input gear 41, a third speed input gear 43, and a fifth speed input gear 45 are fixed to the first input shaft 31 in order from the input side. A second speed input gear 42, a fourth speed input gear 44, and a sixth speed input gear 46 are fixed to the second input shaft 32 in order from the input side. An output main gear 59 is fixed to the output shaft 33.

  The first countershaft 34 has, in order from the input side, a first speed main gear 51 that always meshes with the first speed input gear 41, a third speed main gear 53 that always meshes with the third speed input gear 43, and a fifth speed input gear 45. And a first output sub gear 57 that always meshes with the output main gear 59. The first speed main gear 51, the third speed main gear 53, and the fifth speed main gear 55 are provided so as to be rotatable relative to the first countershaft 34, and the first output subgear 57 is rotatable integrally with the first countershaft 34. Is provided.

  The second countershaft 35 has, in order from the input side, a 2-speed main gear 52 that always meshes with the 2-speed input gear 42, a 4-speed main gear 54 that always meshes with the 4-speed input gear 44, and a 6-speed input gear 46. And a second output sub-gear 58 that always meshes with the output main gear 59. The 2nd speed main gear 52, the 4th speed main gear 54, and the 6th speed main gear 56 are provided so as to be relatively rotatable with respect to the second countershaft 35, and the second output auxiliary gear 58 is capable of rotating integrally with the second countershaft 35. Is provided.

  The first synchronization mechanism 61, the second synchronization mechanism 62, the third synchronization mechanism 63, and the fourth synchronization mechanism 64 have a known structure, and each includes a dog clutch (not shown).

  The first synchronization mechanism 61 can bring the first countershaft 34 and the first-speed main gear 51 into an engaged state (gear-in). When the first countershaft 34 and the first-speed main gear 51 are engaged, when the driving force of the engine 10 is transmitted to the first countershaft 34 (when the first clutch 21 is in contact), the output is increased. The shaft 33 rotates at the first speed.

  The second synchro mechanism 62 can bring the second countershaft 35 and the second-speed main gear 52 into an engaged state, and can bring the second countershaft 35 and the fourth-speed main gear 54 into an engaged state. Can do. When the second countershaft 35 and the second-speed main gear 52 are brought into an engaged state, when the driving force of the engine 10 is transmitted to the second countershaft 35 (when the second clutch 22 is in contact), the output is increased. When the second countershaft 35 and the fourth speed main gear 54 are engaged with each other, the shaft 33 rotates at the second speed, and when the driving force of the engine 10 is transmitted to the second countershaft 35, The output shaft 33 rotates at the fourth speed.

  The third synchronization mechanism 63 can bring the first countershaft 34 and the third-speed main gear 53 into an engaged state, and can bring the first countershaft 34 and the fifth-speed main gear 55 into an engaged state. Can do. When the first countershaft 34 and the third-speed main gear 53 are engaged, the output shaft 33 rotates at a speed equivalent to the third speed when the driving force of the engine 10 is transmitted to the first countershaft 34. When the first countershaft 34 and the fifth speed main gear 55 are engaged, the output shaft 33 rotates at the fifth speed when the driving force of the engine 10 is transmitted to the first countershaft 34. To do.

The fourth sync mechanism 64 can bring the second countershaft 35 and the sixth speed main gear 56 into an engaged state. When the second countershaft 35 and the sixth speed main gear 56 are engaged, the output shaft 33 rotates at the sixth speed when the driving force of the engine 10 is transmitted to the second countershaft 35. .
The operations of the first to fourth synchronization mechanisms 61 to 64 are controlled by a shift control unit 84 to be described later, depending on the accelerator opening detected by the accelerator opening sensor 97, the speed detected by the vehicle speed sensor 96, and the like. Thus, the auxiliary shaft (the first auxiliary shaft 34, the second auxiliary shaft 35) and the transmission main gear (51 to 56) are selectively switched to the engaged state (gear-in) or the non-engaged state (neutral state). It has become. The number of shift stages (the number of sets of the shift input gears (41 to 46) and the shift main gears (51 to 56)), the number of synchro mechanisms (61 to 64), the arrangement pattern, and the like are limited to the illustrated examples. Instead, it can be appropriately changed without departing from the spirit of the present invention.

  In the transmission mechanism 30, a first system that transmits driving force from the first input shaft 31 that can be connected to the output shaft 11 of the engine 10 via the first clutch 21 to the output shaft 33 via the first auxiliary shaft 34. And a second system that transmits driving force from the second input shaft 32 that can be connected to the output shaft 11 of the engine 10 via the second clutch 22 to the output shaft 33 via the second auxiliary shaft 35. . In the first system, the driving force at odd-numbered stages (first speed, third speed, and fifth speed) is transmitted. Further, in the second system, the driving force in even stages (second speed, fourth speed, sixth speed) is transmitted.

  In the transmission 1, when shifting between the odd-numbered stage and the even-numbered stage, the state in which the transmission of the driving force by the system that is currently transmitting the driving force is maintained, that is, the clutch that transmits the system (the speed change) In the state where the original clutch) is engaged, in the other system, the speed-change gear is engaged with the secondary shaft of that system. In the other system, this operation is not performed when the speed-change gear is already engaged with the countershaft. Next, the transmission source clutch is disengaged, and the clutch that transmits the driving force is switched by bringing the clutch (transmission destination clutch) that transmits the other system into contact.

  The torque converter hydraulic oil adjustment unit 85 adjusts the pressure of the hydraulic oil supplied to the hydraulic chamber 16 of the torque converter 12 in accordance with a control instruction from the transmission ECU 80. In this embodiment, the hydraulic oil adjusting unit 85 for torque converter is provided with, for example, a solenoid valve, and the pressure of the supplied hydraulic oil can be adjusted in detail by controlling the solenoid valve. The torque converter hydraulic oil adjustment unit 85 adjusts the flow rate of hydraulic oil supplied to the circulation hydraulic chamber 17 of the torque converter 12 in accordance with a control instruction from the transmission ECU 80.

  The clutch hydraulic oil adjustment unit 86 adjusts the fastening force of the transmission clutch device 20 in accordance with the control instruction of the transmission ECU 80, and the first clutch hydraulic chamber 26A and / or the second clutch hydraulic chamber 29A of the transmission clutch device 20. Adjust the pressure of the hydraulic fluid supplied to.

  The shift adjustment unit 87 changes the gear position of the transmission mechanism 30 in accordance with a control instruction from the transmission ECU 80. Specifically, the shift adjustment unit 87 operates the first to fourth synchronization mechanisms 61 to 64 to cause the countershaft (the first countershaft 34 and the second countershaft 35) and the transmission main gear (51 to 56). ) Is disengaged (gear out), and the countershafts (first countershaft 34, second countershaft 35) and the transmission main gears (51-56) are engaged (gear-in).

The engine speed sensor 92 detects the speed of the output shaft 11 of the engine 10 (engine speed ω _e ) and outputs it to the engine ECU 70. Turbine rotational speed sensor 93 detects the rotational speed of input shaft 19 (corresponding to the rotational speed of turbine 14 (turbine rotational speed ω _t )) and outputs the detected rotational speed to transmission ECU 80. The first input shaft rotational speed sensor 94 detects the rotational speed of the first input shaft 31 and outputs it to the transmission ECU 80. Second input shaft rotational speed sensor 95 detects the rotational speed of second input shaft 32 and outputs the detected rotational speed to transmission ECU 80. The vehicle speed sensor 96 detects the rotational speed of the output shaft 33 (output shaft rotational speed ω _o ), and outputs it to the transmission ECU 80. From the output shaft rotational speed ω _o , the vehicle speed can be specified. The accelerator opening sensor 97 detects the accelerator opening and outputs it to the engine ECU 70. Shift position sensor 98 detects the position (shift position) designated (selected) by the operating lever and outputs the detected position to transmission ECU 80. With the operation lever, for example, a P (parking) range used when the vehicle is stopped, an N (neutral) range selected when the vehicle transmission is set to neutral, and a D (drive) range selected when automatic shifting is performed. , M (manual) range to be selected when shifting is performed by the driver, plus (+) for designating upshifts in the M range, minus (-) for designating downshifts in the M range Etc. can be selected.

  The engine ECU 70 mainly performs various controls of the engine 10, and includes a known CPU, ROM, RAM, input port, output port, and the like. In order to perform these various controls, sensor values of various sensors (92, 97) are input to the engine ECU 70. The engine ECU 70 is connected to the transmission ECU 80 via a communication network so that various types of information can be exchanged with each other.

  The engine ECU 70 includes an engine control unit 71 as an example of drive source control means as a part of functional elements.

The engine control unit 71 controls the torque of the engine 10 by controlling the fuel injection amount and the like in the engine 10. For example, the engine control unit 71 is assumed to be requested by the driver to the engine 10 based on the accelerator opening from the accelerator opening sensor 97 and the vehicle speed (for example, acquired from the transmission ECU 80). Requested engine torque T _ed (driver requested torque) is determined and output to transmission ECU 80. Further, the engine control unit 71 controls the clutch control unit 83, which will be described later, when the shift source clutch is disengaged and the shift destination clutch allowable torque T _c2 of the shift destination clutch matches the driver request torque T _ed . the engine torque T _e is controlled so as to decrease from the driver required engine torque T _ed. In the present embodiment, the engine control unit 71 once sets the engine torque _Te to zero when the shift source clutch is disengaged and the shift destination clutch allowable torque T _c2 of the shift destination clutch matches the driver request torque T _ed. Then, after the turbine rotational speed ω _t and the rotational speed (shift destination input shaft rotational speed) ω _{c2 of the} input shaft (shift destination input shaft) connected to the shift destination clutch coincide with each other, the engine torque _Te is reduced to zero. It is controlled to gradually increase from.

  The transmission ECU 80 mainly performs various controls of the torque converter 12, the transmission clutch device 20, and the transmission mechanism 30, and includes a known CPU, ROM, RAM, input port, output port, and the like. In order to perform these various controls, sensor values of various sensors (93 to 96, 98) are input to the transmission ECU 80.

  The transmission ECU 80 includes an overall control unit 81, a first lockup clutch control unit, a second lockup clutch control unit, a torque converter control unit 82 as an example of a third lockup clutch control unit, and a first clutch control unit. The clutch control unit 83 as an example of the second clutch control unit and the shift control unit 84 as an example of the switching determination unit are included as some functional elements.

  In the present embodiment, the engine ECU 70 and the transmission ECU 80 are configured as separate hardware. However, the engine ECU 70 and the transmission ECU 80 may be configured as integral hardware. Further, the functional element of the engine ECU 70 and the functional element of the transmission ECU 80 may be distributed and provided in two or more hardware.

  The overall control unit 81 performs overall control of a series of processes (shift processes) for switching from the shift source clutch connected to the low speed stage to the shift destination clutch connected to the high speed stage.

The torque converter control unit 82 causes the lockup clutch 15 to be in a disconnected state when the transmission source clutch is in a disconnected state and the transmission destination clutch allowable torque T _c2 of the transmission destination clutch matches the driver request engine torque T _ed. The hydraulic pressure of the hydraulic oil in the hydraulic chamber 16 is controlled by controlling a solenoid valve (not shown) of the hydraulic oil adjusting unit 85 for torque converter.

Further, the torque converter control unit 82 includes a turbine speed omega _t, when the transmission destination input shaft rotational speed omega _c2 match, the lock-up clutch 15 which can transmit torque (lock-up clutch allowable torque) T _lck, Control is performed to adjust the hydraulic pressure of the hydraulic oil in the hydraulic chamber 16 so that the sum of the lock-up clutch allowable torque T _lck and the turbine torque T _t matches the driver request engine torque T _ed .

Further, the torque converter control unit 82 performs control so that the lockup clutch 15 is completely engaged after the difference between the engine speed ω _e and the shift destination input shaft speed ω _c2 becomes smaller than a predetermined value. . Other processes executed by the torque converter control unit 82 will be described later.

When the clutch control unit 83 receives a notification from the shift control unit 84 that a predetermined shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage is satisfied, the shift clutch device 20 The allowable torque (transmission source clutch allowable torque) T _c1 of the clutch (transmission source clutch) used for transmitting the driving force to the driving wheel of the two clutches is controlled to coincide with the driver request engine T _ed. Thereafter, the transmission source clutch is controlled to be disengaged and the transmission destination clutch is set to the slip state so that the transmission destination clutch allowable torque T _c2 matches the driver request engine T _ed . Here, regarding the shift source clutch allowable torque T _c1 (shift destination clutch allowable torque T _c2 ), the shift source clutch (the first clutch 21 or the second clutch 22) of the shift clutch device 20 that has been experimentally grasped in advance. The clutch hydraulic oil adjusting section 86 is based on the relationship between the hydraulic oil pressure supplied by the clutch hydraulic oil adjusting section 86 and the shift source clutch allowable torque T _c1 (shift destination clutch allowable torque T _c2 ). Can be specified from information (such as the hydraulic pressure of the hydraulic oil itself or the amount of current for controlling the valve that adjusts the hydraulic pressure). In the control for controlling the shift source clutch to the disengaged state and setting the shift destination clutch to the slip state so that the shift destination clutch allowable torque T _c2 matches the driver request engine T _ed , the clutch control unit 83 includes: The fluctuation of the driving force of the vehicle per unit time generated by the fluctuation of the transmission source clutch allowable torque T _c1 and the transmission destination clutch allowable torque T _c2 does not exceed a predetermined allowable fluctuation amount and / or the transmission source. Control is performed so that the acceleration of the vehicle generated by the fluctuation of the clutch allowable torque T _c1 and the shift destination clutch allowable torque T _c2 does not exceed a predetermined allowable acceleration.

Further, the clutch control unit 83 performs control so that the shift destination clutch is completely engaged after the difference between the engine rotation speed ω _e and the shift destination input shaft rotation speed ω _c2 becomes smaller than a predetermined value.

  The shift control unit 84 determines whether or not a shift is necessary based on information such as the designated position of the operation lever, the accelerator opening (obtained from the engine ECU 70), the vehicle speed from the vehicle speed sensor 96, etc. transmitted from the shift position sensor 98. judge. Further, when a shift is necessary, the shift control unit 84 shifts only the clutch switching between the first clutch 21 and the second clutch 22 or a shift gear (in this embodiment, a shift main gear ( 51-56)) to determine whether the shift is accompanied by a change (gear shift). As to whether or not the shift is accompanied by a change of the transmission gear, the transmission main gear engaged with the first countershaft 34 and the second countershaft 35 are engaged from the state of the first to fourth synchronization mechanisms 61 to 64. It is possible to grasp the transmission main gear that is being operated, and to determine whether or not the transmission main gear to be shifted is already engaged with the corresponding countershaft (34 or 35). Through the above processing, the shift control unit 84 can determine whether or not a predetermined shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage is satisfied.

  The shift control unit 84 instructs the clutch control unit 83 to switch the clutch in the case of shifting only by switching the clutch. At this time, the shift control unit 84 notifies the clutch control unit 83 when a predetermined shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage is satisfied.

  Further, in the case of a shift accompanied by a change of the transmission gear, the transmission control unit 84 changes the transmission gear to the transmission adjustment unit 87 (gear out from the current transmission main gear and gear in to the transmission main gear to be changed). A control instruction for causing the clutch to be operated is output, and if clutch switching is necessary, the clutch control unit 83 is instructed to switch the clutch. At this time, when the shift condition for switching the clutch to the shift destination clutch connected to the high speed stage is satisfied, the shift control unit 84 notifies the clutch control unit 83 to that effect.

  Next, the shift process in the transmission 1 will be described.

  FIG. 3 is a flowchart of the shift process according to the embodiment of the present invention. FIG. 4A is a diagram showing a change over time in the number of revolutions of each part in each phase of the shift process according to the embodiment of the present invention. FIG. 4B is a diagram showing a temporal change in torque of each part in each phase of the shift process according to the embodiment of the present invention.

  The shift process is executed when the lockup clutch 15 of the torque converter 12 is completely engaged. The initial state in the shift process is the control phase 0 in the control phase. In the control phase 0, the clutch (transmission source clutch) on the side transmitting the driving force to the drive wheels of the shift clutch device 20 is completely engaged. The other clutch (shift destination clutch) is in a disengaged state. It is assumed that the shift destination clutch is connected at a higher speed than the shift source clutch.

In the control phase 0, it is assumed that the driver's accelerator is stepped on and the driver request engine torque T _ed is controlled to be constant. In the control phase 0, as shown in FIGS. 4A and 4B, the driver request engine torque T _ed is constant, the engine speed ω _e , the shift source input shaft speed ω _c1 , and the speed change The previous input shaft ω _c2 is raised. In the present embodiment, since the speed change destination clutch is connected at a higher speed than the speed change source clutch, the speed change destination input shaft speed ω _c2 is lower than the speed change source input shaft speed ω _c1 .

  The shift control unit 84 determines whether or not a predetermined shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage is satisfied (step S11). As a result, when the predetermined shift condition is not satisfied (step S11: NO), the shift control unit 84 executes step S11 again.

  On the other hand, when the predetermined shift condition is satisfied (step S11: YES), the shift control unit 84 satisfies the predetermined shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage. The clutch control unit 83 is notified of this.

The clutch control unit 83 that has received the notification that the predetermined speed change condition is satisfied, determines that the speed change source clutch allowable torque T _c1 of the speed change source clutch (one of the first clutch 21 or the second clutch 22) of the speed change clutch device 20 is the driver. Control to make it coincide with the required engine torque T _ed is started (step S12). As a result, as shown in FIG. 4B, the shift-source clutch allowable torque T _c1 gradually decreases and approaches the driver request engine torque T _ed .

Then, the clutch control unit 83, the transmission source clutch allowable torque T _c1 is determined whether a match to the driver required engine torque T _ed (step S13), and shifting the original clutch allowable torque T _c1 is the driver required engine torque T _ed If they do not match (step S13: NO), the control phase 0 remains unchanged, and the clutch control unit 83 executes step S13 again.

On the other hand, when the shift source clutch allowable torque T _c1 matches the driver request engine torque T _ed (step S13: YES), the control phase shifts to the control phase 1, and the clutch control unit 83 shifts between the shift source clutch and the shift source clutch. Control of switching to the previous clutch is started (step S14). Specifically, the clutch control unit 83 controls the shift source clutch to the disengaged state, sets the shift destination clutch to the slip state, and controls the shift destination clutch allowable torque T _c2 to coincide with the driver request engine T _ed. . In this control, the clutch control unit 83 determines that the fluctuation of the driving force of the vehicle per unit time generated by the fluctuation of the transmission source clutch allowable torque T _c1 and the transmission destination clutch allowable torque T _c2 is a predetermined allowable fluctuation amount. And / or the vehicle acceleration generated by the variation of the shift source clutch allowable torque T _c1 and the shift destination clutch allowable torque T _c2 is controlled so as not to exceed a predetermined allowable acceleration.

Next, the clutch control unit 83 determines whether or not the transmission source clutch is in a disengaged state (transmission source clutch allowable torque T _c1 is 0) and the transmission destination clutch allowable torque T _c2 matches the driver request engine torque T _ed. (Step S15), when the shift source clutch is disengaged and the shift destination clutch allowable torque T _c2 does not satisfy the driver request engine torque T _ed (step S15: NO), Since the control phase 1 is still maintained, the clutch control unit 83 executes Step S15 again.

On the other hand, when the shift source clutch is in the disengaged state and the shift destination clutch allowable torque T _c2 matches the driver request engine torque T _ed (step S15: YES), the control phase shifts to the control phase 2. The clutch control unit 83 notifies the torque converter control unit 83 and the engine control unit 71 that the shift destination clutch is disengaged and the shift destination clutch allowable torque T _c2 matches the driver request engine torque T _ed. .

  In the control phase 2, since the transmission source clutch is in the disengaged state and the transmission source clutch is engaged (slip state or complete engagement state), the equation of motion in the transmission 1 is expressed by Equation (1) and Equation (1). (2) It can be expressed by equation (3).

通知を受けたエンジン制御部７１は、式（４）に示すように、エンジントルクＴ_ｅを一旦ゼロに制御する（ステップＳ１６）。また、通知を受けたトルコン制御部８２は、式（５）に示すように、トルコン用作動油調整部８５を制御することにより、油圧室１６の作動油の油圧を制御する（ステップＳ１６）。本実施形態では、この制御により、ロックアップクラッチ１５は一時的に断状態（ロックアップクラッチ許容トルクＴ_ｌｃｋがゼロ）になる。なお、クラッチ制御部８３は、式（６）に示すように変速元クラッチを断状態とし、式（７）に示すように、変速先クラッチ許容トルクＴ_ｃ２がドライバ要求エンジントルクＴ_ｅｄを維持するように制御することを継続している。

Receiving the notification, the engine control unit 71 temporarily controls the engine torque _Te to zero as shown in Expression (4) (step S16). Further, the torque converter controller 82 that has received the notification controls the hydraulic oil pressure of the hydraulic chamber 16 by controlling the hydraulic oil adjuster 85 for torque converter as shown in the equation (5) (step S16). In this embodiment, the lock-up clutch 15 is temporarily disengaged (the lock-up clutch allowable torque T _lck is zero) by this control. The clutch control unit 83 disengages the shift source clutch as shown in the equation (6), and the shift destination clutch allowable torque T _c2 maintains the driver request engine torque T _ed as shown in the equation (7). To continue to control.

ここで、添え字付き符号の添え字の最後のＣは、制御指示の値であることを示している。また、ω^・ _ｔｃ（式（５）では、ωの上に１つのドット（・）、明細書では便宜的にこの様に表記する）は、予め設定されたタービン回転角速度の目標値を示しており、図４（Ａ）に示すタービン回転数ω_ｔの低下速度に相当する値となっている。

Here, the last C of the subscript of the subscripted code indicates that it is the value of the control instruction. In addition, ω ^· _tc (in the formula (5), one dot (·) above ω, which is indicated in this way for the sake of convenience in the specification) indicates a preset target value of the turbine rotational angular velocity. Thus, the value corresponds to the decreasing speed of the turbine rotational speed ω _t shown in FIG.

In the control phase 2, as shown in FIG. 4 (A) and FIG. 4 (B), the engine torque T _e is zero, the lock-up clutch allowable torque T _lck is zero, then gradually increases, the turbine The torque T _t gradually increases, and the turbine rotational speed ω _t decreases and approaches the shift destination input shaft rotational speed ω _c2 . Here, since the engine torque _Te is zero and the lock-up clutch 15 is disengaged, the shift destination clutch absorbs the turbine rotation speed ω _t close to the shift destination input shaft rotation speed ω _c2. The amount of energy can be suppressed to a relatively small amount.

Then, the central control unit 81, turbine speed omega _t is determined whether or not a same rotational speed as the speed change input shaft rotation speed omega _c2 (Step S17), the turbine rotational speed omega _t is the speed change input shaft rotation If the rotational speed is not the same as the number ω _c2 (step S17: NO), the control phase 2 remains unchanged, and the overall control unit 81 executes step S17 again.

On the other hand, when the turbine rotational speed ω _t becomes the same rotational speed as the shift destination input shaft rotational speed ω _c2 (step S17: YES), the control phase shifts to the control phase 3, and the overall control unit 81 The engine control unit 71 and the torque converter control unit 82 are notified that the rotation speed ω _t has reached the same rotation speed as the shift destination input shaft rotation speed ω _c2 .

  In the control phase 3, since the transmission source clutch is in the disengaged state and the transmission destination clutch is in the engaged state (slip state or complete engagement state), the equation of motion in the transmission 1 is expressed by Equations (8) and (8). (9).

通知を受けたエンジン制御部７１は、式（１０）に示すように、エンジントルクＴ_ｅを制御する（ステップＳ１８）。また、通知を受けたトルコン制御部８２は、式（１１）に示すように、トルコン用作動油調整部８５を制御することにより、油圧室１６の作動油の油圧を制御する（ステップＳ１８）。本実施形態では、トルコン制御部８２は、ロックアップクラッチ１５によるロックアップクラッチ許容トルクＴ_ｌｃｋと、タービントルクＴ_ｔとの合計トルクが、ドライバ要求エンジントルクＴ_ｅｄなるように制御されている。この結果、トルクコンバータ１２から変速先クラッチに伝達されるトルクは、ドライバ要求エンジントルクＴ_ｅｄに維持されることとなり、変速先クラッチにより吸収されるエネルギー量を抑えることができるとともに、駆動輪側に伝えられる駆動力の変化を抑えることができ、車両におけるショックの発生を抑えることができる。なお、クラッチ制御部８３は、式（１２）に示すように変速元クラッチを断状態とし、式（１３）に示すように、変速先クラッチ許容トルクＴ_ｃ２がドライバ要求エンジントルクＴ_ｅｄを維持するように制御することを継続している。

Receiving the notification, the engine control unit 71 controls the engine torque _Te as shown in the equation (10) (step S18). Further, the torque converter controller 82 that has received the notification controls the hydraulic oil pressure of the hydraulic chamber 16 by controlling the hydraulic oil adjuster 85 for torque converter as shown in the equation (11) (step S18). In the present embodiment, the torque converter control unit 82 is controlled such that the total torque of the lock-up clutch allowable torque T _lck by the lock-up clutch 15 and the turbine torque T _t becomes the driver request engine torque T _ed . As a result, the torque transmitted from the torque converter 12 to the shift destination clutch is maintained at the driver request engine torque T _ed , so that the amount of energy absorbed by the shift destination clutch can be suppressed and the drive wheel side can be reduced. The change in the transmitted driving force can be suppressed, and the occurrence of shock in the vehicle can be suppressed. The clutch control unit 83 disengages the shift source clutch as shown in Expression (12), and the shift destination clutch allowable torque T _c2 maintains the driver request engine torque T _ed as shown in Expression (13). To continue to control.

ここで、添え字付き記号の添え字の最後のＣは、制御指示の値であることを示している。また、ω^・ _ｅｃは、予め設定されたエンジン回転角速度の目標値を示しており、図４（Ａ）に示すエンジン回転数ω_ｅの下降速度に相当する値となっている。

Here, C at the end of the subscript of the subscript symbol indicates that the value is a control instruction. Further, ω ^· _ec represents a preset target value of the engine rotational angular velocity, and is a value corresponding to the decreasing speed of the engine rotational speed ω _e shown in FIG.

In the control phase 3, as shown in FIG. 4 (A) and FIG. 4 (B), the one that the engine torque _{T e} increases gradually, the lock-up clutch allowable torque _{T lck} gradually increases, the turbine torque _{T t} Gradually decreases. Further, the engine speed ω _e decreases and approaches the speed change destination input shaft speed ω _c2 . The energy for bringing the engine speed ω _e closer to the speed change destination input shaft speed ω _c2 is absorbed not by the speed change destination clutch but by the lockup clutch 15. Since the lockup clutch 15 has higher cooling performance than the transmission clutch device 20 as described above, the influence of deterioration due to heat is smaller than that of the transmission clutch device 20.

Next, the overall control unit 81 determines whether or not the difference in engine speed between the engine speed ω _e and the turbine speed ω _t (same as the shift destination input shaft speed ω _c2 ) is smaller than a predetermined value ( step S19), the rotational speed difference between the engine rotational speed omega _e and the turbine rotational speed omega _t may not smaller than the predetermined value (step S19: since nO), the remains of the control phase 3, the overall control The unit 81 executes Step S19 again.

On the other hand, if the rotational speed difference between the engine rotational speed omega _e and the turbine rotational speed omega _t is smaller than the predetermined value (Step S19: YES), when also concluded lockup clutch 15 as completely fastened Therefore, the control phase shifts to control phase 4, and the overall control unit 81 determines that the difference in engine speed between the engine speed ω _e and the turbine speed ω _t is smaller than a predetermined value. The torque control unit 82 and the clutch control unit 83 are notified.

Upon receiving the notification, the torque converter controller 82 adjusts the hydraulic pressure of the hydraulic oil supplied to the hydraulic chamber 16 by the hydraulic oil adjuster 85 for torque converter, so that the lockup clutch allowable torque T _lck is completely reduced by the lockup clutch 15. It is made to coincide with the torque at the time of engagement (torque T _lckMAX when the lockup clutch is completely _engaged ) (step S20).

Further, the clutch control unit 83 that has received the notification adjusts the hydraulic pressure of the hydraulic oil supplied to the shift destination clutch of the shift clutch device 20 by the clutch hydraulic oil adjustment unit 86, thereby changing the shift destination clutch allowable torque T _c2 . The torque at the time of the shift destination clutch being completely engaged (the torque T _c2MAX at the time of the shift destination clutch being fully _engaged ) is made to coincide (step S21), and the processing is ended.

As described above, according to the control device 2 according to the present embodiment, the shift control unit 84 satisfies the predetermined shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage. If the clutch control unit 83 determines that the speed change condition is satisfied, the speed change destination clutch is controlled to be in a disengaged state, and the speed change destination clutch is set to the slip state so that the speed change destination clutch can transmit. the speed change clutch allowable torque T _c2 is controlled to match the driver required engine torque T _ed, the engine control unit 71, the transmission source clutch becomes the disconnection state, the speed change clutch allowable torque T _c2 is driver request torque T when matching the _ed, and controlled to reduce the engine torque T _ed from the driver requested torque T _ed, the torque converter control unit 82, variable Original clutch becomes the disconnection state, when the speed change clutch allowable torque T _c2 matches the driver required engine torque T _ed, as is the lock-up clutch 15 to the cross-sectional state, the hydraulic pressure of the hydraulic oil in the hydraulic chamber 16 When the turbine rotation speed ω _t and the shift destination input shaft rotation speed ω _c2 coincide with each other, the lock-up clutch allowable torque T _{lck is changed} to the lock-up clutch allowable torque T _c2 and the turbine torque T _t . The hydraulic pressure of the hydraulic oil in the hydraulic chamber 16 is controlled so that the sum of the engine speed and the driver request engine torque T _ed matches, and the difference between the engine speed ω _e and the shift destination input shaft speed ω _c2 is predetermined. After being smaller than the value, the lock-up clutch 15 is controlled to be completely engaged, and the clutch control unit 83 is And engine rotational speed omega _e, since the difference between the speed change input shaft rotation number omega _c2 is smaller than the predetermined value, since to control so as to completely engaged with the speed change clutch, the turbine rotational speed omega It is possible to reduce the amount of energy absorbed by the shift destination clutch when adjusting _t and the shift destination input shaft rotation speed ω _c2, and the subsequent engine rotation speed ω _e and the turbine rotation speed ω _t (shift destination input shaft When the rotational speed ω _c2 ) is matched, energy can be absorbed by the lockup clutch 15 having excellent cooling performance. As a result, the load on the transmission clutch device 20 can be reduced, and the life of the transmission clutch device 20 can be extended.

  In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.

  For example, in the above embodiment, the engine 10 is taken as an example of the drive source. However, the present invention is not limited to this. For example, the drive source may be an electric motor, and the drive source is an engine and an electric motor. It may be combined.

DESCRIPTION OF SYMBOLS 1 Transmission 2 Control apparatus 10 Engine 11 Output shaft 12 Torque converter 13 Impeller 14 Turbine 15 Lockup clutch 15A Piston 15B Input side clutch plate 15C Output side clutch plate 16 Hydraulic chamber 17 Circulating hydraulic chamber 19 Input shaft 20 Transmission clutch device 21 First clutch 21A First space 22 Second clutch 22A Second space 26, 29 Piston 26A First clutch hydraulic chamber 29A Second clutch hydraulic chamber 30 Transmission mechanism 31 First input shaft 32 Second input shaft 33 Output shaft 34 First Sub shaft 35 Second sub shaft 41 1st speed input gear 42 2nd speed input gear 43 3rd speed input gear 44 4th speed input gear 45 5th speed input gear 46 6th speed input gear 51 1st speed main gear 52 2nd speed main gear 53 3rd speed Main gear 54 4 The main gear 55 5-speed main gear 56 6 main gear 61 first synchromesh mechanism 62 and the second synchromesh mechanism 63 third synchromesh mechanism 64 fourth synchromesh mechanism 70 engine ECU
71 Engine control unit 80 Transmission ECU
DESCRIPTION OF SYMBOLS 81 General control part 82 Torque control part 83 Clutch control part 84 Shift control part 85 Torque hydraulic oil adjustment part 86 Clutch hydraulic oil adjustment part 87 Shift adjustment part 92 Engine speed sensor 93 Turbine speed sensor 94 1st input shaft rotation Number sensor 95 Second input shaft rotational speed sensor 96 Vehicle speed sensor 97 Accelerator opening sensor 98 Shift position sensor

Claims (3)

An impeller provided between the speed change mechanism, a drive source and the speed change mechanism, connected to the drive source side; and a turbine connected to the speed change mechanism side, and the impeller and the A torque converter having a lock-up clutch capable of transmitting power between the turbine and mechanically connecting the drive source side and the turbine to control power transmission; and the torque converter A clutch device including two clutches disposed between the transmission mechanism and the transmission mechanism and capable of controlling transmission of power between the torque converter and the transmission mechanism,
The lock-up clutch can adjust the fastening force by the hydraulic pressure of hydraulic oil supplied to the hydraulic chamber on one side of the piston that presses the clutch disc of the lock-up clutch,
Predetermined to switch the clutch from a shift source clutch used for driving force transmission to drive wheels of the two clutches of the clutch device to a shift destination clutch connected at a higher speed than the shift source clutch. Switching determining means for determining whether or not the speed change condition is satisfied,
A shift destination clutch capable of controlling the shift source clutch to a disengaged state and setting the shift destination clutch to a slip state and transmitting the shift destination clutch when the switching determination means determines that the shift condition is satisfied. First clutch control means for controlling the allowable torque so as to coincide with a driver request torque assumed to be requested by the driver to the drive source;
Drive source control means for controlling the drive source torque to be less than the driver request torque when the shift source clutch is disengaged and the shift destination clutch allowable torque matches the driver request torque; ,
When the shift source clutch is disengaged and the shift destination clutch allowable torque matches the driver request torque, the hydraulic oil pressure in the hydraulic chamber is adjusted so that the lockup clutch is disengaged. First lock-up clutch control means for performing control,
When the rotational speed of the turbine and the speed change destination input shaft speed, which is the speed of the speed change destination input shaft connected to the speed change destination clutch, coincide with each other, the torque of the lockup clutch is changed to the lockup clutch. Second lock-up clutch control means for performing control to adjust the hydraulic pressure of the hydraulic oil in the hydraulic chamber so that the sum of the torque of the turbine and the torque of the turbine matches the driver request torque;
Third lock-up clutch control means for controlling the lock-up clutch to be completely engaged after the difference between the rotational speed of the drive source and the speed-change input shaft rotational speed becomes smaller than a predetermined value; ,
Second clutch control means for controlling the shift destination clutch to be completely engaged after a difference between the rotation speed of the drive source and the shift destination input shaft rotation speed becomes smaller than a predetermined value;
A transmission control apparatus comprising: The drive control means controls the torque of the drive source to zero once when the shift source clutch is disengaged and the shift destination clutch allowable torque matches the driver request torque. Transmission control device. The transmission according to claim 2, wherein the drive control means controls the torque of the drive source to gradually increase from zero after the rotation speed of the turbine and the shift destination input shaft rotation speed coincide with each other. Control device.

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