Transmission control device

Abstract

Transmission control device that controls a transmission (50), the transmission control device comprising: a forward power transmission mechanism configured to move a vehicle forward; and a reverse power transmission mechanism configured to drive the vehicle in reverse, wherein Each of the forward power transmission mechanism and the reverse power transmission mechanism comprises a drive-side connector and an output-side connector, the forward power transmission mechanism and the reverse power transmission mechanism are configured such that they can change from a contact state in which the drive-side connector and the driven-side connector are pushed to be in contact with each other, a retracted state in which the thrust forces are released to retract the drive-side connector and the driven-side connector, and an intermediate state which is designed as the intermediate state between the contact state and the retracted state, and If the vehicle is controlled based on a previously generated control content that includes switching between forward and reverse control, one of the forward and reverse control operations is executed by controlling a power transmission mechanism between the forward power transmission mechanism and the reverse power transmission mechanism into the contact state, while the other power transmission mechanism is controlled into the intermediate state, wherein the intermediate state is changed in accordance with an oil temperature such that it is shifted closer to the contact state when the oil temperature increases.

Description

Technical area

[0001] The present invention relates to a control device and a control method for an automatic transmission, and more particularly to a control device and a control method suitable for controlling an automatic transmission having a plurality of friction engagement elements and controlling forward / backward movement of a motor vehicle by switching between the plurality of friction engagement elements. Technical background

[0002] Recently, an automated manual transmission (hereinafter referred to as "automatic MT") has been developed as a system in which the operation of a clutch, which is a friction mechanism, and the operation of a synchromesh mechanism, which is an engagement mechanism, are automated using a gear train used in a manual transmission. When a shift is initiated in the automated MT, the clutch that transmits and interrupts torque from an engine, which is a power source, is released, the synchromesh mechanism is shifted, and then the clutch is re-engaged.

[0003] Furthermore, a dual-clutch type automatic MT provided with two clutches that transmit input torque to a transmission and that transmits drive torque alternately through the two clutches is known from JP 2000-234654 A and JP 2001-295898 A. In this dual-clutch type automatic MT, when a gear shift is started, a clutch of the next gear is gradually engaged while a clutch that has been transmitting torque before the gear shift is gradually released to change the drive torque from a gear ratio before the gear shift to a gear ratio after the gear shift, thereby enabling smooth gear shifting by avoiding interruption of the drive torque.

[0004] In the above-described dual-clutch type automatic MT, JP 2007-040439 A discloses a method of performing pre-shifting to select a forward starting gear and a reverse starting gear selected for starting before range shifting during selection of a neutral range in order to ensure high starting response of a vehicle with respect to a starting selection operation at the time of starting by shifting from the N range to a forward range or a reverse range.

[0005] Furthermore, a parking assistance device that automatically guides a host vehicle to a target parking position designated by a driver is known from JP 11-208420 A. The parking assistance device is configured to automatically guide the host vehicle to the target parking position regardless of the driver's driving technique through a simple button operation or screen operation performed by the driver, and provides the driver with a simpler parking interface.

[0006] PTL 5 discloses a method for operating a motor vehicle with a dual-clutch transmission, wherein the dual-clutch transmission has a first partial transmission with a first transmission input shaft and a second partial transmission with a second transmission input shaft, wherein the dual-clutch transmission further has a first frictional powershift clutch assigned to the first transmission input shaft, which in the closed state couples the first transmission input shaft and thus the first partial transmission to a drive shaft, and a second frictional powershift clutch assigned to the second transmission input shaft, which in the closed state couples the second transmission input shaft and thus the second partial transmission to the drive shaft.

[0007] Patent Application No. 6 discloses a method for changing direction during an automated parking process of a motor vehicle with a parking assistance system with automated longitudinal and lateral guidance. According to the method, a brake control unit is first activated to stop the vehicle.

[0008] PTL 7 discloses that an idling torque or drag torque is the drag loss of a multi-plate clutch that exists when the clutch is open. The primary influencing factors are the dynamic viscosity of the oil, the oil level, the lining width, the number of friction surfaces or friction pairs, the average friction diameter, the speed, and the clearance. List of citationsPatent literature PTL 1: JP 2000-234654 A PTL 2: JP 2001-295898 A PTL 3: JP 2007-040439 A PTL 4: JP 11-208420 A PTL 5: DE 10 2014 225 474 A1 PTL 5: DE 10 2013 214 764 A1 PTL 7: Idle moment. In: Wikipedia - The Free Encyclopedia. Edited on: May 7, 2013. Link: https: / / de.wikipedia.org / w / index.php?title=Leerlaufmoment&oldid=216244693 [accessed on May 9, 2022]. Summary of the inventionTechnical problem

[0009] The control described in JP 2007-040439 A is a control for ensuring the starting response of the vehicle with respect to the starting selection operation by engaging both the forward starting gear and the reverse starting gear in advance during the selection of the N range and performing only an operation of engaging a clutch at the time of shifting from the N range to a drive range.

[0010] However, the clutch is generally constituted by a drive-side connector connected to a drive power source and a driven-side connector connected to a wheel shaft side. A predetermined clearance (dead zone) exists between the drive-side connector and the driven-side connector. Consequently, there is a possibility that it is difficult to transmit driving power, and the starting response deteriorates until the clearance disappears due to the movement of either the drive-side connector or the driven-side connector.

[0011] In particular, because the host vehicle is automatically guided to the target parking position designated by the driver in the vehicle equipped with the parking assistance device, there is a case where the forward / reverse control is frequently switched regardless of the range. At this time, there is a possibility that during the execution of the parking assistance, a hardness may occur in the forward / reverse control switching due to gear shifting and clutch play.

[0012] It is an object of the present invention to provide a transmission control device that can shorten a shift period between forward control and reverse control of a transmission. The solution to the problem

[0013] To achieve the above object, the present invention relates to a transmission control device that controls a transmission, including a forward power transmission mechanism configured to move a vehicle forward, and a reverse power transmission mechanism configured to drive the vehicle backward. Each of the forward power transmission mechanism and the reverse power transmission mechanism includes a drive-side connector and a driven-side connector.The forward power transmission mechanism and the reverse power transmission mechanism are configured to change a contact state in which the drive-side connector and the driven-side connector are pushed to be in contact with each other, a retracted state in which the pushing forces are released to retract the drive-side connector and the driven-side connector, and an intermediate state formed as the intermediate state between the contact state and the retracted state.When the vehicle is controlled based on a previously generated control content including switching between forward control and reverse control, one of the forward control and reverse control is executed by controlling one power transmission mechanism between the forward power transmission mechanism and the reverse power transmission mechanism to the contact state while controlling the other power transmission mechanism to the intermediate state. The intermediate state is changed in accordance with an oil temperature so that it is shifted closer to the contact state as the oil temperature increases. The advantageous effects of the invention

[0014] According to the present invention, it is possible to shorten the switching period between the forward control and the reverse control of the transmission Brief description of the drawings Fig. 1 is a schematic diagram illustrating a configuration of a control device for an automatic transmission according to an embodiment of the present invention. Fig. Figure 2 is a graphical representation of the configuration illustrating a retracted state of the clutch. Fig. Figure 3 is a configuration graphical representation illustrating an intermediate state of the clutch. Fig. Figure 4 is a configuration graphical representation illustrating an intermediate state of the clutch. Fig. Figure 5 is a configuration graphical representation illustrating a contact state of the clutch. Fig. 6 is a block diagram illustrating a powertrain control unit 100 used in the control device for the automatic transmission according to the embodiment of the present invention, and an input / output signal relationship of an engine control unit 101 and a parking assist device 110. Fig. 7 is a flowchart illustrating an outline of an overall control content of a control method according to the embodiment of the present invention. Fig. 8 is a flowchart illustrating an outline of the parking assist switching control according to the embodiment of the present invention. Fig. 9 is a flowchart illustrating an outline of parking assistance information acquisition according to the embodiment of the present invention. Fig. 10 is a flowchart illustrating an outline of a target gear position calculation according to the embodiment of the present invention. Fig. 11 is a flowchart illustrating an outline of a clutch target position calculation according to the embodiment of the present invention. Fig. 12 is a flowchart illustrating an outline of the clutch target position calculation according to the embodiment of the present invention. Fig. 13 is a schematic diagram of a vehicle route during parking according to the embodiment of the present invention. Fig. 14 is a time chart illustrating an operation during parking according to the embodiment of the present invention. Fig. 15 is a schematic diagram of the operation during parking according to the embodiment of the present invention. Fig. 16 is a schematic diagram of the operation during parking according to the embodiment of the present invention. Fig. 17 is a schematic diagram of the operation during parking according to the embodiment of the present invention. Fig. 18 is a schematic diagram of the operation during parking according to the embodiment of the present invention. Fig. 19 is a schematic diagram of the operation during parking according to the embodiment of the present invention. Fig. 20 is a schematic diagram of a vehicle route during parking reversing according to the embodiment of the present invention. Fig. 21 is a timing chart illustrating the operation during parking reversing according to the embodiment of the present invention. Fig. 22 is a schematic diagram illustrating a configuration of a control device for an automatic transmission according to a second embodiment of the present invention. Fig. 23 is a graph illustrating a relationship between a clutch position and an oil temperature in an intermediate state. Fig. 24 is a graph illustrating a relationship between a clutch position and an input torque in the intermediate state. Fig. 25 is a graph illustrating a relationship between a clutch position and a flow rate of lubricating oil in the intermediate state. Description of the embodiments

[0015] In the following, the embodiments of the present invention with respect to the Fig. 1 to 25 are described in detail.

[0016] First, a configuration example of a control device for a motor vehicle having an automatic transmission according to the present invention will be described with respect to Fig. 1 described.

[0017] Fig. 1 is a schematic diagram of a system configuration example illustrating an embodiment of the control device for the automotive vehicle equipped with the automatic transmission according to the present invention.

[0018] An engine 7 as a drive power source, an engine speed sensor (not illustrated) that measures the speed of the engine 7, an electronically controlled throttle valve (not illustrated) that adjusts engine torque, and a fuel injection device (not illustrated) configured to inject a fuel amount corresponding to the intake air amount are provided. It is possible to control the torque of the engine 7 with high accuracy by controlling the intake air amount, the fuel amount, an ignition timing, or the like by an engine control unit 101. An intake port injection system in which fuel is injected into an intake port or a direct injection system in which fuel is injected directly into a cylinder is illustrated as the fuel injection device.It is advantageous to use an engine of a system that has good exhaust gas performance and can reduce fuel consumption by comparing the operating ranges (a range determined by engine torque and engine speed) required for the engine. The drive power source can be a diesel engine, a natural gas engine, an electric motor, or the like, as well as a gasoline engine.

[0019] An automatic transmission 50 is provided with a first clutch 8, a second clutch 9, a first input shaft 41, a second input shaft 42, an output shaft 43, a first drive gear 1, a second drive gear 2, a reverse drive gear 10, a third drive gear 3, a fourth drive gear 4, a fifth drive gear 5, a sixth drive gear 6, a first driven gear 11, a second driven gear 12, a reverse driven gear 20, a third driven gear 13, a fourth driven gear 14, a fifth driven gear 15, a sixth driven gear 16, an intermediate gear 30, a first synchromesh mechanism 21, a second synchromesh mechanism 22, a third synchromesh mechanism 23, a fourth synchromesh mechanism 24, a rotation sensor 31, a rotation sensor 32 and a rotation sensor 33.It is possible to transmit or interrupt the transmission of the torque of the engine 7 to the first input shaft 41 by engaging or disengaging the first clutch 8. It is also possible to transmit or interrupt the transmission of the torque of the engine 7 to the second input shaft 42 by engaging and disengaging the second clutch 9. In the present embodiment, a wet multi-disk clutch is used for the first clutch 8 and the second clutch 9, but a dry single-disk clutch may be used, and it is possible to use any friction transmission mechanism. Furthermore, it is also possible to use an electromagnetic powder clutch.

[0020] The second input shaft 42 is hollow, wherein the first input shaft 41 is configured to pass through the hollow portion of the second input shaft 42 and to be capable of relative movement in a rotational direction with respect to the second input shaft 42.

[0021] The first drive gear 1, the third drive gear 3, the fifth drive gear 5, and the reverse drive gear 10 are fixed to the second input shaft 42 and rotatable relative to the first input shaft 41. Furthermore, the second drive gear 2, the fourth drive gear 4, and the sixth drive gear 6 are fixed to the first input shaft 41 and configured to be capable of relative movement in the rotational direction relative to the second input shaft 42.

[0022] The sensor 31 is provided as a means for detecting a rotational speed of the first input shaft 41, while the sensor 32 is provided as a means for detecting the rotational speed of the second input shaft 42.

[0023] On the other hand, the output shaft 43 is provided with the first driven gear 11, the second driven gear 12, the third driven gear 13, the fourth driven gear 14, the fifth driven gear 15, the sixth driven gear 16, and the reverse driven gear (not shown). The first driven gear 11, the second driven gear 12, the third driven gear 13, the fourth driven gear 14, the fifth driven gear 15, the sixth driven gear 16, and the reverse driven gear 20 are rotatable relative to the output shaft 43.

[0024] Furthermore, the sensor 33 is provided as a means for detecting a rotational speed of the output shaft 43.

[0025] Among these gears, the first drive gear 1 meshes with the second driven gear 11, while the second drive gear 2 meshes with the second driven gear 12. Furthermore, the third drive gear 3 meshes with the third driven gear 13, while the fourth drive gear 4 meshes with the fourth driven gear 14. Furthermore, the fifth drive gear 5 meshes with the fifth driven gear 15, while the sixth drive gear 6 meshes with the sixth driven gear 16. Furthermore, the reverse drive gear 10, the intermediate gear 30, and the reverse driven gear 20 mesh with each other. Further, the first synchronous gear mechanism 21, which engages the first driven gear 11 with the output shaft 43 or engages the reverse driven gear 20 with the output shaft 43, is provided between the first driven gear 11 and the reverse driven gear 20.

[0026] Further, the third synchronous gear mechanism 23, which engages the second drive gear 12 with the output shaft 43 or engages the fourth driven gear 14 with the output shaft 43, is provided between the second driven gear 12 and the fourth driven gear 14.

[0027] Further, the second synchronous gear mechanism 22, which engages the fifth output gear 15 with the output shaft 43 or engages the third output gear 13 with the output shaft 43, is provided between the fifth output gear 15 and the third output gear 13.

[0028] Furthermore, the sixth output gear 16 is provided with the fourth synchronous gear mechanism 24, which engages the sixth output gear 16 with the output shaft 43.

[0029] Since a powertrain control unit 100 controls each current of a solenoid valve 105c and a solenoid valve 105d provided in a hydraulic mechanism 105, a position or a load of the first synchromesh mechanism 21 is controlled via a hydraulic piston (not illustrated) and a shift fork (not illustrated) provided in a shift actuator 61, it is possible to transmit torque of the second input shaft 42 to the output shaft 43 by engaging the first synchromesh mechanism 21 with the first output gear 11 or the reverse output gear 20 via the first synchromesh mechanism 21.Here, it is configured such that by increasing the current of the solenoid valve 105d, a load is applied in a direction in which the first synchromesh mechanism 21 moves toward the first driven gear 11, and by increasing the current of the solenoid valve 105c, a load is applied in a direction in which the first synchromesh mechanism 21 moves toward the reverse driven gear 20. Incidentally, the shift actuator 61 is provided with a position sensor 61a (not illustrated) that measures the position of the first synchromesh mechanism 21.

[0030] Further, since the powertrain control unit 100 controls each current of a solenoid valve 105e and a solenoid valve 105f provided in the hydraulic mechanism 105, a position or a load of the second synchromesh mechanism 22 is controlled via a hydraulic piston (not shown) and a shift fork (not shown) provided in a shift actuator 62, it is possible to transmit the torque of the second input shaft 42 to the output shaft 43 by engaging the second synchromesh mechanism 22 with the fifth output gear 15 or the third output gear 13 via the second synchromesh mechanism 22. Incidentally, the shift actuator 62 is provided with a position sensor 62a (not shown) that measures a position of the second synchromesh mechanism 22.

[0031] Since the powertrain control unit 100 controls each current of a solenoid valve 105g and a solenoid valve 105h provided in the hydraulic mechanism 105, a position or a load of the third synchromesh mechanism 23 is controlled via a hydraulic piston (not shown) and a shift fork (not shown) provided in a shift actuator 63, it is possible to transmit the torque of the first input shaft 41 to the output shaft 43 by engaging the third synchromesh mechanism 23 with the second output gear 12 or the fourth output gear 14 via the third synchromesh mechanism 23. Incidentally, the shift actuator 63 is provided with a position sensor 63a (not shown) that measures the position of the third synchromesh mechanism 23.

[0032] Furthermore, since the powertrain control unit 100 controls each current of a solenoid valve 105i and a solenoid valve 105j provided in the hydraulic mechanism 105, a position or a load of the fourth synchromesh mechanism 24 is controlled via a hydraulic piston (not shown) and a shift fork (not shown) provided in a shift actuator 64, it is possible to transmit the torque of the first input shaft 41 to the output shaft 43 by engaging the fourth synchromesh mechanism 24 with the sixth output gear 16 via the fourth synchromesh mechanism 24. Incidentally, the shift actuator 64 is provided with a position sensor 64a (not shown) that measures the position of the fourth synchromesh mechanism 24.

[0033] In this way, the torque of the transmission input shaft 41, which has been transmitted from the first drive gear 1, the second drive gear 2, the third drive gear 3, the fourth drive gear 4, the fifth drive gear 5, the sixth drive gear 6 and the reverse drive gear 10 via the first driven gear 11, the second driven gear 12, the third driven gear 13, the fourth driven gear 14, the fifth driven gear 15, the sixth driven gear 16 and the reverse driven gear 20, is transmitted to an axle (not shown) via a differential gear (not shown) connected to the transmission output shaft 43.

[0034] Further, the current of a solenoid valve 105a provided in the hydraulic mechanism 105 is controlled by the powertrain control unit 100 to control a pressure plate (not illustrated) provided in the first clutch 8, thereby controlling a transmission torque of the first clutch 8.

[0035] Further, the current of a solenoid valve 105b provided in the hydraulic mechanism 105 is controlled by the powertrain control unit 100 to control a pressure plate (not illustrated) provided in the second clutch 9, thereby controlling a transmission torque of the second clutch 9.

[0036] A parking assistance control unit 110 is connected to a camera that can image the front, rear, and side of a vehicle, recognizes the outside world through image processing, and detects, for example, an obstacle around the vehicle. Furthermore, the parking assistance control unit 110 is connected to a display. The display is a multimedia interface that displays an image obtained by the camera and notifies the driver of various types of information, and receives an instruction of a target parking position from the driver using a touch display. Furthermore, the parking assistance control unit 110 is also connected to an electric power steering system, controlling an electric motor to steer the steering during a parking assistance operation to automatically guide a host vehicle to the target parking position.

[0037] The transmission control unit 100, the engine control unit 101, and the parking assistance control unit 110 are configured to mutually send and receive information via the communication means 103.

[0038] The shift actuator 61 is controlled by the solenoid valve 105c and the solenoid valve 105d, whereby the first synchromesh gear mechanism 21 is engaged with the first output gear 11 to engage the second clutch 9, thereby performing first gear traveling.

[0039] The shift actuator 63 is controlled by the solenoid valve 105g and the solenoid valve 105h, whereby the third synchromesh gear mechanism 23 is engaged with the second output gear 12 to engage the first clutch 8, thereby performing second-speed traveling.

[0040] The shift actuator 62 is controlled by the solenoid valve 105e and the solenoid valve 105f, whereby the second synchromesh gear mechanism 22 is engaged with the third output gear 13 to engage the second clutch 9, thereby performing third-speed traveling.

[0041] The shift actuator 63 is controlled by the solenoid valve 105g and the solenoid valve 105h, whereby the third synchromesh gear mechanism 23 is engaged with the fourth output gear 14 to engage the first clutch 8, thereby performing fourth-speed traveling.

[0042] The shift actuator 62 is controlled by the solenoid valve 105e and the solenoid valve 105f, whereby the second synchromesh gear mechanism 22 is engaged with the fifth output gear 15 to engage the second clutch 9, thereby performing fifth-speed traveling.

[0043] The shift actuator 64 is controlled by the solenoid valve 105i and the solenoid valve 105j, whereby the fourth synchromesh gear mechanism 24 is engaged with the sixth output gear 16 to engage the first clutch 8, thereby performing sixth-speed traveling.

[0044] The shift actuator 61 is controlled by the solenoid valve 105c and the solenoid valve 105d, whereby the first synchromesh gear mechanism 21 is engaged with the reverse output gear 20 to engage the second clutch 9, thereby performing reverse traveling.

[0045] Incidentally, the hydraulic mechanism using the solenoid valve and the hydraulic piston in the present embodiment is configured as a mechanism for operating a first intermeshing gear mechanism 21, a second intermeshing gear mechanism 22, a third intermeshing gear mechanism 23, and a fourth intermeshing gear mechanism 24. However, instead of the solenoid valve and the hydraulic piston, it may be configured to use an electric motor and a reduction gear, an electric motor and a drum, or another mechanism for controlling the intermeshing gear mechanisms 21, 22, 23, and 24.Further, when the electric motor is used, various motors using a so-called DC motor in which a magnet is fixed and a winding is rotated in the case of using the electric motor or a so-called permanent magnet synchronous motor in which a winding is fixed and a magnet is rotated are applicable as the motor.

[0046] Furthermore, the present embodiment is configured as the hydraulic mechanism using the solenoid valve to operate the first clutch 8 and the second clutch 9, but it may be configured such that the clutch is operated using an electric motor and a reduction gear, or such that the pressure plate of the clutch is controlled by an electromagnetic coil, and it may be configured to use another mechanism for controlling the first clutch 8 and the second clutch 9.

[0047] Next, the details of the clutch 8 and the clutch 9 are Fig. 1 regarding the Fig. 2 to 5. The Fig. Incidentally, Figures 2 to 5 illustrate a single-disk dry clutch, but the present invention is also applicable to the multi-disk wet clutch.

[0048] The Fig. 2 to 5 illustrate explanatory views of a retracted state in which torque is completely cut off from the drive power source, a contact state capable of transmitting torque from the drive power source, and an intermediate state between the retracted state and the contact state. When pressure is applied to a drive-side friction surface 2002 by hydraulic pressure 2001, the drive-side friction surface 2002 compresses a return spring and moves in a direction of a main shaft 2007 to be able to contact a driven-side friction surface 2003.

[0049] First, the withdrawn state is determined with respect to Fig. 2 described.

[0050] The withdrawn state is a state before a time t1 in Fig. 2, the state where a clearance 2006 between the drive-side friction surface 2002 and the driven-side friction surface 2003 is the largest, because the hydraulic pressure 2001 is 0 MPa, and a transmittable torque is 0 Nm. When the hydraulic pressure 2001 begins to increase at time t1, the retracted state is changed to the intermediate state.

[0051] Next, the intermediate state with respect to the Fig. 3 and Fig. 4 described.

[0052] From time t1 to time t2, the hydraulic pressure is equal to or less than a fixed load PSPG of the return spring, and the drive-side friction surface 2002 does not move even if the hydraulic pressure 2001 increases, and consequently the clearance 2006 and the transmittable torque are not changed in this state.

[0053] When at time t2 the hydraulic pressure 2001 becomes equal to or higher than the set load PSPG of the return spring, the drive-side friction surface 2002 starts to move in the direction of the main shaft 2007, and the clearance 2006 between the drive-side friction surface 2002 and the driven-side friction surface 2003 starts to decrease, as shown in Fig. 4. On the other hand, the clearance between the drive-side friction surface 2002 and the driven-side friction surface 2003 is present, with the transmittable torque remaining at 0 Nm. When the hydraulic pressure 2001 increases, the clearance 2006 decreases, with Fig. 5 a state is formed when the game becomes zero.

[0054] The intermediate state according to the present embodiment is formed from time t1 at which the increase of the hydraulic pressure is started to time t3 at which the clearance 2006 between the drive-side friction surface 2002 and the driven-side friction surface 2003 becomes zero.

[0055] Furthermore, the contact state after time t3 is Fig. 5. When the hydraulic pressure 2001 increases, a thrust pressure between the drive-side friction surface 2003 and the driven-side friction surface 2003 increases, whereby the transmission torque increases.

[0056] Fig. 6 illustrates a relationship of the input and output signals between the transmission control unit 100, the engine control unit 101, and the parking assist device 110. The transmission control unit 100 is configured as a control unit including an input unit 100i, an output unit 100o, and a computer 100c. Similarly, the engine control unit 101 is also configured as a control unit including an input unit 101i, an output unit 101o, and a computer 101c. Similarly, the parking assist control unit 110 is also configured as a control unit including an input unit 110i, an output unit 110o, and a computer 110c.An engine torque command value TTe is transmitted from the transmission control unit 100 to the engine control unit 101 using the communication means 103, and the engine control unit 101 controls an intake air amount, a fuel amount, an ignition timing, and the like (not shown) of the engine 7 to realize the TTe. Furthermore, an engine torque detecting means (not shown) for detecting an input torque to the transmission is provided within the engine control unit 101, so that a rotational speed Ne of the engine 7 and an engine torque Te generated by the engine 7 are detected by the engine control unit 101 and transmitted to the transmission control unit 100 using the communication means 103.A torque sensor is used as the engine torque detecting means, or estimating means using the parameters of the engine such as an injection pulse width of an injector, a pressure in an intake pipe, and an engine speed may be used.

[0057] In order to realize a target transmission torque of the first clutch, the powertrain control unit 100 controls the current of the solenoid valve 105a by adjusting a voltage V_cla applied to the solenoid valve 105a, thereby engaging and disengaging the first clutch 8.

[0058] Further, in order to realize a target transmission torque of the second clutch, the powertrain control unit 100 controls the current of the solenoid valve 105b by adjusting a voltage V_clb applied to the solenoid valve 105b, thereby engaging and disengaging the second clutch 9.

[0059] Further, in order to realize a target position of the first synchronous transmission mechanism 21, the powertrain control unit 100 controls the currents of the solenoid valves 105c and 105d by adjusting the voltages V1_slv1 and V2_slv2 applied to the solenoid valves 105c and 105d, thereby engaging and disengaging the first synchronous transmission mechanism 21.

[0060] Further, in order to realize a target position of the second synchronous transmission mechanism 22, the powertrain control unit 100 controls the currents of the solenoid valves 105e and 105f by adjusting the voltages V1_slv2 and V2_slv2 applied to the solenoid valves 105e and 105f, thereby engaging and disengaging the synchronous transmission mechanism 22.

[0061] Further, in order to realize a target position of the third synchronous gear mechanism 23, the powertrain control unit 100 controls the currents of the solenoid valves 105g and 105h by adjusting the voltages V1_slv3 and V2_slv3 applied to the solenoid valves 105g and 105h, thereby engaging and disengaging the third synchronous gear mechanism 23.

[0062] Further, in order to realize a target position of the fourth synchronous gear mechanism 24, the powertrain control unit 100 controls the currents of the solenoid valves 105i and 105j by adjusting the voltages V1_slv4 and V2_slv4 applied to the solenoid valves 105i and 105j, thereby engaging and disengaging the fourth synchronous gear mechanism 24.

[0063] Incidentally, the powertrain control unit 100 is provided with a current detection circuit (not illustrated) in which the current of each solenoid valve is controlled by changing a voltage output so that the current of each solenoid valve follows a target current.

[0064] Further, a first input shaft rotation speed NiA, a second input shaft rotation speed NiB, and an output shaft rotation speed No are input to the powertrain control unit 100 from the rotation sensor 31, the rotation sensor 32, and the rotation sensor 33, respectively.

[0065] Further, an ON / OFF signal Brk configured to detect whether a brake is stepped on is input to the powertrain control unit 100 from a brake switch 304.

[0066] Further, a position RPslv 1 of a sleeve 1, a position RPslv 2 of a sleeve 2, a position RPslv 3 of a sleeve 3, and a position RPslv 4 of a sleeve 4, which indicate the respective stroke positions of the first synchromesh mechanism 21, the second synchromesh mechanism 22, the third synchromesh mechanism 23, and the fourth synchromesh mechanism 24, are input to the powertrain control unit 100 from the position sensor 61a of the sleeve 1, the position sensor 62a of the sleeve 2, the position sensor 63a of the sleeve 3, and the position sensor 64a of the sleeve 4.

[0067] Further, a clutch A hydraulic pressure sensor 65 capable of detecting a hydraulic pressure Pcla of the first clutch 8 and a clutch B hydraulic pressure sensor 66 capable of detecting a hydraulic pressure Pclb of the second clutch 9 are input to the powertrain control unit 100.

[0068] A vehicle speed Vsp is transmitted from the powertrain control unit 100 to the parking assist control device 110 using the communication means 103. The parking assist control device 110 receives a signal from a display or an operation switch and controls the operation / non-operation state of the parking assist device. Furthermore, the parking assist control device 110 transmits an operation / non-operation state fPark of the parking assist device to the powertrain control unit 100 using the communication means 103. Furthermore, the parking assist device 110 estimates or detects a current position of the host vehicle based on the vehicle speed, the camera, or the like, and transmits a target gear position based on the detected position to the powertrain control unit 100 using the communication means 103.

[0069] Next, a control method using a control device of an automatic transmission according to the present embodiment will be described with respect to the Fig. 7 to 12 described.

[0070] Fig. 7 is a flowchart illustrating an outline of an overall control content of a control device for the automatic transmission according to the first embodiment of the present invention.

[0071] The content according to Fig. 7 is programmed into the computer 100c of the powertrain control unit 100 and is repeatedly executed in a predetermined cycle. That is, the processing of the following steps 701 to 703 is executed by the powertrain control unit 100.

[0072] Step 701 is a step of determining whether to execute parking assistance control. Whether to execute parking assistance is determined based on fPark received from the parking assistance control device 110 using the communication means 103. If fPark is "1," it is determined to execute parking assistance, and processing proceeds to step 704. If fPark is "0," it is determined not to execute parking assistance, and processing proceeds to step 703 to execute the existing switching control.

[0073] Step 704 is a step of determining whether execution of the parking aid switching control is permitted. If execution of the parking aid switching control is permitted, processing proceeds to step 702, where the parking aid switching control is executed. If it is not permitted, processing proceeds to step 703, where the existing switching control is executed.

[0074] It is desirable that permission to execute the parking assist switching control be determined based on a condition of the transmission. When a lubricating oil temperature of the transmission is lower than a predetermined predetermined oil temperature, the controllability of the transmission is poor, and a flow resistance of a wet clutch is also large, thus it is desirable to disallow execution.

[0075] Further, when the engine speed is higher than a predetermined speed because, for example, an engine water temperature is low or an engine load is large due to an air conditioner or the like, the flow resistance of the wet clutch is also large, and thus it is desirable not to allow the execution.

[0076] Further, it is desirable not to allow execution when a drag torque is larger than a value set in advance by estimating the drag torque of the lubricating oil based on an engine speed, a clutch speed, a lubricating oil temperature, a lubrication amount, and a play of a clutch.

[0077] Next, step 702 in Fig. 7 regarding Fig. 8 described in detail.

[0078] Step 801 is a parking information acquisition step of receiving the necessary information in the present embodiment from the parking assistance control device 110 using the communication means 103.

[0079] Step 802 is a target gear position calculation step of calculating a target assist position when the parking assist control is executed.

[0080] Step 803 is a clutch A target position calculation step of selecting a clutch to transmit a driving force based on the calculation result of step 802 and calculating a target position of the clutch A.

[0081] Step 804 is a clutch B target position calculation step of selecting a clutch to transmit a driving force based on the calculation result of step 802 and calculating a target position of the clutch B.

[0082] Next, step 801 in Fig. 8 regarding Fig. 9 described in detail.

[0083] Fig. 9 illustrates the parking information acquisition step, which is the step of receiving the necessary information from the parking assistance control device 110 using the communication means 103 in the present embodiment.

[0084] Step 901 is a total shift count TCNTFRCHG acquisition step of causing the parking assist control device 110 to calculate a route from a position of the host vehicle to a target parking position at the time of executing the parking assist control, calculating a shift count between the forward control and the reverse control during the route, and transmitting the calculated shift count using the communication means 103, and causing the powertrain control unit 100 to acquire the received shift count as the total shift count TCNTFRCHG.

[0085] Here, the total switching count TCNTFRCHG is the switching count between the forward control and the reverse control during the route from the host vehicle position to the target parking position at the time of executing the parking assist control in the case of parking the vehicle, but is a switching count between the forward control and the reverse control during a route from the host vehicle position to a target parking out position in the case of parking the vehicle.

[0086] Step 902 is a step of detecting the target gear position TGPDRVSUP at the time of executing the parking assist control. The parking assist control device 110 calculates a target gear position during the execution of the parking assist control based on the position of the host vehicle detected or estimated from a vehicle speed VSP and the camera, and transmits the calculated target gear position using the communication means 103. The powertrain control unit 100 detects the received target gear position as the target gear position TGPDRVSUP.

[0087] Here, the present embodiment is configured so that the target gear position is acquired by the parking assistance control device 110 via the communication means 103, but it is sufficient to know a direction of the target forward / backward movement, and the instruction information of the forward / backward movement may be acquired instead of the target gear position.

[0088] Next, step 802 in Fig. 8 regarding Fig. 10. Step 802 is the target gear position calculation step of calculating a final target gear position based on the information received in step 801 from the parking assistance control device 110 using the communication means 103.

[0089] Step 1001 is a step of determining whether a current shift count CNTFRCHG of the forward / reverse control has reached the total shift count TCNTFRCHG. Processing proceeds to step 1008 when the shift count CNTFRCHG calculated in step 1005 has reached the total shift count TCNTFRCHG, and proceeds to step 1002 when the shift count CNTFRCHG does not reach the total shift count TCNTFRCHG.

[0090] Step 1002 is a step of determining whether the target gear position TGPDRVSUP is a second gear. If it is a second gear, processing proceeds to step 1003, where the second gear is set to the target gear position TGP, and a reverse gear (R) is set to a pre-shift gear position TGPPRE. If the target gear position TGPDRVSUP is not the second gear, processing proceeds to step 1007, where the reverse gear is set to the target gear position TGP and the second gear is set to the pre-shift gear position TGPPRE.

[0091] Here, step 1002 is the determination based on the gear position, but it can be the determination based on forward or reverse control. In the case of forward control, a forward gear is set to the target gear position TGP, while a reverse gear is set to the pre-shift gear position TGPPRE. In the case of reverse control, the reverse gear may be set to the target gear position TGP, while the forward gear may be set to the pre-shift gear position TGPPRE.

[0092] Step 1004 is a step of determining whether the target gear position TGP has changed. If the target gear position TGP has changed, processing proceeds to step 1005 to increment the shift count CNTFRCHG of the forward / reverse control shift count.

[0093] The step 1008 is a step of a case where the shift count CNTFRCHG of the forward / reverse control shift count has reached the total shift count TCNTFRCHG, with a previous value of the target gear position TGP being held because there is no need of forward / reverse control shifting.

[0094] Step 1009 is a step of determining whether the target gear position TGP is reverse. If reverse, processing proceeds to step 1010, where the neutral position (N) is set to the pre-shift gear position TGPPRE. When the shift count CNTFRCHG of the forward / reverse control shift count has reached the total shift count TCNTFRCHG, there is no subsequent shift between forward control and reverse control, making it difficult to predict the next gear, and thus neutral is set to cope with any situation.

[0095] If it is determined in step 1009 that the target gear position TGP is not the reverse gear, the forward gear is set. Here, it is desirable that the forward gear be set to be one step higher or one step lower than the target gear position TGP.

[0096] Next, step 803 in Fig. 8 regarding Fig. 11 described in detail.

[0097] Step 1101 is a step of determining whether the target gear position TGP is second gear. If the target gear position TGP is second gear, processing proceeds to step 1102, a clutch A is set to an intermediate state of 1, and it is determined in step 1103 whether a launch request fLCH is "1." The launch request fLCH is desired "0" when a brake switch is ON, or is desired "1" as the presence of the launch request when the brake switch is OFF. If the launch request fLCH is "1," processing proceeds to step 1105, where clutch A engagement control is executed to control the clutch into the contact state. If the launch request fLCH is "0," the intermediate control executed in step 1102 is continued.If the target gear position TGP is not the second gear in step 1101, the processing proceeds to step 1104, where the clutch A is set to an intermediate state 2 and the processing is terminated.

[0098] Here, it is desired that an intermediate control 1 in step 1102 and an intermediate control 2 in step 1104 for changing the clutch position in the intermediate state in accordance with an oil temperature as shown in Fig. 23, it is particularly desirable to set the intermediate state of the clutch to be closer to the contact side as the temperature of the lubricating oil supplied to the drive-side connector and the driven-side connector increases. With such a configuration, it is possible to reduce the influence of drag torque when the oil temperature is low.

[0099] Further, it is desirable that the intermediate controller 1 in step 1102 and the intermediate controller 2 in step 1104 are capable of changing the clutch position in accordance with a torque input to the drive-side connector to the intermediate state as shown in Fig. 24, it is particularly desirable to set the intermediate state of the clutch to be closer to the contact side as the input torque increases. With such a configuration, it is possible to suppress engine speed overshoot while improving high-torque response.

[0100] Further, it is desirable that the intermediate controller 1 in step 1102 and the intermediate controller 2 in step 1104 are capable of changing the coupling position in the intermediate state in accordance with a flow rate of the lubricating oil supplied to the drive-side connector and the driven-side connector, as shown in Fig. 25, it is particularly desirable to set the intermediate state of the clutch to be closer to the retraction side as the flow rate of the lubricating oil increases. With such a configuration, it is possible to reduce the influence of drag torque when the oil temperature is low.

[0101] Furthermore, it is desirable to adjust the setting based on the Fig. 23, Fig. 24 and Fig. 25 at the intermediate control 1 of step 1102 and the intermediate control 2 of step 1104, wherein it is desired that the setting in step 1104 is set to the retreat side compared to the setting in step 1102.

[0102] Next, a control of engagement of the clutch A in step 1105 will be described in detail.

[0103] Next, step 1105 is a step of changing the clutch from the intermediate state to the contact state. A thrust load of the clutch is increased in accordance with the torque input to the drive-side connector to increase the transmission torque of the clutch.

[0104] The clutch transmission torque is changed in accordance with a predetermined increase DTCI and a predetermined decrease DTCD.

[0105] The increase DTCI and the decrease DTCD are desirably set by a shock due to a sudden change in the transmission torque and a driving force reaction, and may be configured to be changeable by the driver using a navigation system or the like.

[0106] Further, the presence or absence of a following vehicle is confirmed using an outside world detection sensor such as a camera, and the increase DTCI and the decrease DTCD may be increased for quick parking when there is the following vehicle, and the increase DTCI and the decrease DTCD may be decreased for better driving comfort when there is no following vehicle.

[0107] Furthermore, the DTCI increase and DTCI decrease can be increased for rapid parking when the driver is not on board the motor vehicle, while the DTCI increase and DTCD decrease can be decreased for better driving comfort when the driver is on board the motor vehicle.

[0108] With such a configuration, it is possible to achieve both the shock and the reaction in accordance with a driving scene.

[0109] Next, step 804 in Fig. 8 regarding Fig. 12 described in detail.

[0110] Step 1201 is a step of determining whether the target gear position TGP is the reverse gear. If the target gear position TGP is the reverse gear, processing proceeds to step 1202, a clutch B is set to an intermediate state 1, and it is determined in step 1203 whether the launch request fLCH is "1." The launch request fLCH is desired "0" when a brake switch is ON, or is desired "1" as the presence of the launch request when the brake switch is OFF. If the launch request fLCH is "1," processing proceeds to step 1205, where clutch B engagement control is executed to control the clutch into the contact state. If the launch request fLCH is "0," the intermediate control executed in step 1202 is continued.If the target gear position TGP is not the R gear in step 1201, the processing proceeds to step 1204, where the clutch B is set to an intermediate state 2, and the processing is terminated.

[0111] Here, it is desired that the intermediate controller 1 in step 1202 and the intermediate controller 2 in step 1204 are capable of changing the clutch position in the intermediate state in accordance with an oil temperature, as shown in Fig. 23, it is particularly desirable to set the intermediate state of the clutch to be closer to the contact side as the temperature of the lubricating oil supplied to the drive-side connector and the driven-side connector increases. With such a configuration, it is possible to reduce the influence of drag torque when the oil temperature is low.

[0112] Further, it is desirable that the intermediate controller 1 in step 1202 and the intermediate controller 2 in step 1204 be capable of changing the clutch position to the intermediate state in accordance with a torque input to the drive-side connector, as shown in Fig. 24, it is particularly desirable to set the intermediate state of the clutch to be closer to the contact side as the input torque increases. With such a configuration, it is possible to suppress engine speed overshoot while improving high-torque response.

[0113] Further, it is desirable that the intermediate controller 1 in step 1202 and the intermediate controller 2 in step 1204 are capable of changing the coupling position in the intermediate state in accordance with a flow rate of the lubricating oil supplied to the drive-side connector and the driven-side connector, as shown in Fig. 25, it is particularly desirable to set the intermediate state of the clutch to be closer to the retraction side as the flow rate of the lubricating oil increases. With such a configuration, it is possible to reduce the influence of drag torque when the oil temperature is low.

[0114] Furthermore, it is desirable to adjust the setting based on the Fig. 23, Fig. 24 and Fig. 25 in the intermediate control 1 of step 1102 and the intermediate control 2 of step 1104, wherein it is desired that the setting in step 1104 is set to the retreat side compared to the setting in step 1102.

[0115] Next, the engagement control of clutch A in step 1105 will be described in detail. Step 1105 is a step of changing the clutch from the intermediate state to the contact state. A thrust load of the clutch is increased in accordance with the torque input to the drive-side connector to increase the transmission torque of the clutch.

[0116] Next, an operation at the time of executing the parking assistance in the control device of the automatic transmission according to the control method of the present embodiment will be described with respect to the Fig. 13 to 19 described.

[0117] Fig. 13 illustrates a route of the vehicle during automatic parking according to the present embodiment. When the parking assistance is executed at time t1, an accelerator pedal, a brake, and a steering are automatically operated by the parking assistance control device, and the vehicle moves to a position at time t4. When the parking assistance control device detects an obstacle at time t4, the vehicle stops, and the target gear position is set to reverse to reverse the vehicle to a position at time t5. When the parking assistance control device detects an obstacle behind the vehicle at time t5, the forward gear is set as the target gear to move the vehicle to a position at time t6.When the parking assist control device detects an obstacle at time t6, the vehicle stops, setting the reverse gear as the target gear to drive the vehicle backward, and the vehicle stops at a position at time t7.

[0118] Next, the operation will Fig. 13 regarding Fig. 14 described in detail. Fig. Fig. 14 is a timing chart at the time of executing the parking assistance according to the control method of the present invention. The times t1 to t7 in Fig. 14 illustrate the same conditions as the times t1 to t7 in Fig. 13.

[0119] Before time t1, the parking assist has not yet been executed, the target gear position TGP is first gear, the pre-shift gear position TGPPRE is second gear, and both clutch A and clutch B are in the retracted state, consequently the vehicle speed is zero and the vehicle is stopped.

[0120] At time t1, the parking assist fPark is set by the parking assist control device, “3” is set as the total shift count TCNTFRCHG by the parking assist control device, the target gear position TGP is the second gear, the pre-shift gear position TGPPRE is the reverse gear (R), and the sleeve 1 and the sleeve 3 are engaged with the R gear and the second gear, respectively.

[0121] When the sleeve 1 and the sleeve 3 are fully engaged at time t2, both the clutch A and the clutch B are set to the intermediate state. When the clutch A is controlled to the contact state at time t3, the vehicle starts to move forward, consequently the vehicle speed increases as a positive value, while the vehicle stops at time t4 and the clutch A is set to the intermediate state.

[0122] When the target gear position is set to "R" by the parking assist control device at time t4, the shift count CNTFRCHG is counted up, and clutch B is set to the contact state while clutch A is maintained in the intermediate state. Because the vehicle starts to move backward, the vehicle speed increases as a negative value, and the vehicle stops at time t5 and clutch B is set to the intermediate state.

[0123] When the target gear position is set to the second gear again at time t5 by the parking assist control device, the shift count CNTFRCHG is counted up, with clutch A being set to the contact state while clutch B is maintained in the intermediate state. Because the vehicle starts moving forward, the vehicle speed increases as a positive value, with the vehicle stopping at time t6 and clutch A being set to the intermediate state.

[0124] When the target gear position is set to "R" again by the parking assist control device at time t6, the shift count CNTFRCHG is incremented to coincide with the total shift count TCNTFRCHG. Accordingly, the target gear position is maintained at "R" and the pre-shift gear position is "N." Consequently, clutch A is set to the retracted state and clutch B is set to the contact state, so the vehicle begins reverse movement. Consequently, the vehicle speed increases as a negative value, and the vehicle stops at time t7.

[0125] Fig. 15 is a schematic diagram of the present embodiment, illustrating a state before time t1. Before time t1, the first synchromesh mechanism 21 is engaged at the first gear, the third synchromesh mechanism 23 is engaged at the second gear, and the clutch A (8) and the clutch B (9) are set in the disengaged state.

[0126] Fig. 16 is a schematic diagram of the present embodiment, illustrating a state at time t2. When the parking assist fPark is set at time t2, the first synchromesh mechanism 21 is engaged at R.

[0127] Fig. 17 is a schematic diagram of the present embodiment, illustrating a state at time t3. When the engagement of the first synchromesh mechanism 21 at R is completed at time t3, both clutch A (8) and clutch B (9) are set to the intermediate state.

[0128] Fig. 18 is a schematic diagram of the present embodiment, illustrating a state when the vehicle is moving forward from time t3 to t4. From time t3 to t4, clutch A (8) is set in the contact state, while clutch B (9) is maintained in the intermediate state.

[0129] Fig. 19 is a schematic diagram of the present embodiment, illustrating a state when the vehicle is traveling backward from time t4 to t5. From time t4 to t5, clutch B (9) is set in the contact state, while clutch A (8) is maintained in the intermediate state.

[0130] Next, an operation at the time of parking out in the control device of the automatic transmission according to the control method of the present invention will be described with respect to the Fig. 20 and Fig. 21 described. Fig. 20 illustrates a route of the vehicle at the time of reversing out of a parking space according to the present embodiment. When parking assistance is executed at time t1, an accelerator pedal, a brake, and a steering are automatically operated by the parking assistance control device, and the vehicle moves to a position at time t4. When the parking assistance control device detects an obstacle at time t4, the vehicle stops, and the target gear position is set to reverse to reverse the vehicle to a position at time t5. When the parking assistance control device detects that there is no obstacle in front of the vehicle at time t5, the forward gear is set as the target gear, and the vehicle moves to the position at time t6.

[0131] Next, the operation will Fig. 20 regarding Fig. 21 described in detail. Fig. Fig. 21 is a time chart at the time of executing the parking assistance according to the control method of the present embodiment. The times t1 to t7 in Fig. 21 illustrate the same conditions as the times t1 to t7 in Fig. 20.

[0132] Before time t1, the parking assist has not yet been executed, the target gear position TGP is the first gear, the pre-shift gear position TGPPRE is the second gear, and both the clutch A and the clutch B are in the retracted state, thus the vehicle speed is zero and the vehicle is stopped.

[0133] At time t1, the parking assist fPark is set by the parking assist control device, “2” is set as the total shift count TCNTFRCHG by the parking assist control device, the target gear position TGP is the second gear, the pre-shift gear position is the reverse gear (R), and the sleeve 1 and the sleeve 3 are engaged with the R gear and the second gear, respectively.

[0134] When the sleeve 1 and the sleeve 2 are fully engaged at time t2, both the clutch A and the clutch B are set to the intermediate state. When the clutch A is controlled to the contact state at time t3, the vehicle starts to move forward, consequently the vehicle speed increases as a positive value, while the vehicle stops at time t4 and the clutch A is set to the intermediate state.

[0135] When the target gear position is again set to second gear by the parking assist control device at time t5, the shift count CNTFRCHG is incremented to coincide with the total shift count TCNTFRCHG. Accordingly, the target gear position is maintained at second gear, and the pre-shift gear position is set to third gear, which is the forward gear. Consequently, clutch B is set to the disengaged state and clutch A is set to the contact state. Because the vehicle begins forward movement, the vehicle speed increases as a positive value.

[0136] Conventionally, there is an automatic transmission in which a forward gear is engaged and a forward clutch is placed in a standby state to improve forward starting response in a D range, and an R gear is engaged and a reverse clutch is placed in a standby state to improve reverse starting response in an R gear. However, the gears and clutches to be used are different between the D range and the R range, and consequently, the response deteriorates due to a shift operation during parking in which D / R is frequently shifted, so it is likely to cause a feeling of stiffness during automatic parking.

[0137] On the other hand, in the present embodiment, when a request for automatic parking is determined, the forward clutch and the reverse clutch are set to the standby state to reduce the feeling of stiffness during automatic parking. In this way, it is possible to shorten the forward / reverse control switching period in the vehicle including the automatic transmission equipped with the parking assist device.

[0138] Incidentally, in the present embodiment, the automatic MT of the double clutch type has been described, but it is sufficient to use a transmission including a clutch for switching between a forward control and a reverse control, and a continuously variable transmission as shown in Fig.22 may be used, or an automatic transmission that achieves the gear stages through a plurality of clutches and a plurality of planetary gears may be used. List of reference symbols 1, 11 gear (first gear) 2, 12 gears (second gear) 3, 13 gear (third gear) 4, 14 gears (fourth gear) 5, 15 gear (fifth gear) 6, 16 gears (sixth gear) 7 Power machine 8 first clutch 9 second clutch 21 first synchronous transmission mechanism (first to third gears) 22 second synchromesh mechanism (fifth gear) 23 third synchromesh mechanism (second to fourth gears) 24 fourth synchromesh mechanism (sixth gear 31 Input shaft speed sensor 32 Output shaft speed sensor 41 first input shaft 42 second input shaft 42 Output shaft 50 gearboxes 61 Shift actuator (first to third gears) 62 Shift actuator (fifth gear) 63 Shift actuator (second to fourth gears) 64 Shift actuator (fifth gear) 105 Hydraulic mechanism 100 Powertrain control unit 101 Engine control unit 110 Parking aid control device 103 means of communication

Claims

[1] A transmission control device that controls a transmission (50), the transmission control device comprising: a forward power transmission mechanism configured to move a vehicle forward; and a reverse power transmission mechanism configured to drive the vehicle backward, wherein each of the forward power transmission mechanism and the reverse power transmission mechanism comprises a drive-side connector and a driven-side connector, the forward power transmission mechanism and the reverse power transmission mechanism are configured so that they can change a contact state in which the drive-side connector and the driven-side connector are pushed to be in contact with each other, a retracted state in which the pushing forces are released to retract the drive-side connector and the driven-side connector, and an intermediate state formed as the intermediate state between the contact state and the retracted state, and when the vehicle is controlled based on a previously generated control content that includes switching between forward control and reverse control, one of the forward control and the reverse control is carried out by controlling a power transmission mechanism between the forward power transmission mechanism and the reverse power transmission mechanism to the contact state while controlling the other power transmission mechanism to the intermediate state, wherein the intermediate state is changed in accordance with an oil temperature such that it is shifted closer to the contact state as the oil temperature increases. [2] The transmission control device according to claim 1, wherein when switching between the forward control and the reverse control is performed a plurality of times during a route from a current position of the vehicle to a target position, the intermediate state is released after the last switching. [3] The transmission control device according to claim 1, wherein the previously generated control content automatically guides the vehicle to a target parking position. [4] The transmission control device according to claim 1, wherein the previously generated control content guides the vehicle from a parking position to a target non-parking position. [5] The transmission control device according to claim 1, wherein the intermediate state is changed in accordance with a driving force input to the drive-side connector. [6] The transmission control device according to claim 1, wherein the intermediate state is changed in accordance with a flow rate of the lubricating oil supplied to the drive-side connector and the driven-side connector. [7] The transmission control device according to claim 1, wherein in the intermediate state, an intermediate state of a power transmission mechanism is set before the contact state to be closer to a contact state side compared to an intermediate state of a power transmission mechanism held in the intermediate state. [8] The transmission control apparatus according to claim 1, wherein the control of the intermediate state is released when an oil temperature is low. [9] The transmission control apparatus according to claim 1, wherein the control of the intermediate state is released when a rotational speed of a drive power source is high. [10] The transmission control device according to claim 1, wherein in the contact state, the thrust forces of the drive-side connector and the driven-side connector are switched in accordance with whether a driver is on board. [11] A transmission control device that controls a transmission (50), the transmission control device comprising: a forward power transmission mechanism configured to move a vehicle forward; and a reverse power transmission mechanism configured to drive the vehicle backward, wherein each of the forward power transmission mechanism and the reverse power transmission mechanism comprises a drive-side connector and a driven-side connector, the forward power transmission mechanism and the reverse power transmission mechanism are configured so that they can change a contact state in which the drive-side connector and the driven-side connector are pushed to be in contact with each other, a retracted state in which the pushing forces are released to retract the drive-side connector and the driven-side connector, and an intermediate state formed as the intermediate state between the contact state and the retracted state, and when a control command is input regarding a previously generated control content that includes switching between the forward control and the reverse control of the vehicle, both the forward power transmission mechanism and the reverse power transmission mechanism are controlled to the intermediate state, wherein the intermediate state is changed in accordance with an oil temperature such that it is shifted closer to the contact state as the oil temperature increases.

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