Patent Publication Number: US-7211028-B2

Title: Method of controlling a vehicle, apparatus for controlling the same, transmission and apparatus for controlling the same

Description:
BACKGROUND OF THE INVENTION 
     The present invention relates to a method of controlling a vehicle, a vehicle control apparatus, a transmission, and an apparatus for controlling a transmission, and particularly to a method of controlling a vehicle, a vehicle control apparatus, a transmission, and a transmission control apparatus, which are suitable to control the automatic transmission in the vehicle. 
     A vehicle of a manual transmission type is excellent in fuel economy compared to a vehicle mounting a transmission using a torque converter. However, coordination of the clutch and the accelerator at starting is difficult to be operated. If the coordination of the clutch and the accelerator at starting is not operated well, a large shock is generated at engaging the clutch, or rotation speed of the engine may be rapidly increased when the clutch pressure is insufficient, that is, what is called as a blowing-up phenomenon occurs. Further, when the clutch is suddenly engaged while rotation speed of the engine is insufficient, or when the vehicle is started to run on an uphill, the engine may be stopped, that is, what is called as engine stopping occurs. 
     In order to solve these problems, a system automatizing clutching and shifting using the mechanism of a manual transmission, that is, an automatized MT (an automatized manual transmission) has been developed. However, a driver sometimes feels incongruity because suspension of driving torque occurs by disengaging and engaging of the clutch in the control at shifting gear in the conventional automatized MT (the automatized manual transmission). 
     A system disclosed in, for example, U.S. Pat. No. 2,703,169 is known. In order to avoid the interruption of torque during shifting in the system, an assist clutch or a friction clutch of one form of a friction transfer means is added to the conventional automatized MT (the automatized manual transmission) to perform rotation speed synchronization and torque transmission for shifting gear by controlling the assist clutch when shifting is performed. 
     It is necessary to control the above assist clutch to synchronize the rotation speed of an input shaft of the transmission with the rotation speed which corresponds to the next gear position by the above assist clutch in such a vehicle. However, it was revealed that the time required to synchronize these rotation speeds gets longer in consequence of the change in characteristics due to the machine difference between assist clutches or the deterioration with age, the change in characteristics due to the replacement of the assist clutch or the changing of operating fluid, or the machine difference between engines or the deterioration with age, and shift quality is deteriorated by the sluggish feeling of shifting. Moreover, the striking-feeling occurs if the time required to synchronize the rotation speeds is occasionally shortened, and shift quality decreases. 
     SUMMARY OF THE INVENTION 
     A first object of the present invention is to provide a vehicle control method, a vehicle control apparatus, a transmission, and a transmission control apparatus, which can improve the shift quality by preventing the time required to synchronize the rotation speeds from becoming long or short even if the machine difference between assist clutches or the deterioration with age occurs, and improve the shift quality by suppressing the time required to synchronize the rotation speeds from becoming long or short even if the change in characteristics due to the replacement of a clutch or the changing of operating fluid. 
     A second object of the present invention is to provide a vehicle control method, a vehicle control apparatus, a transmission, and a transmission control apparatus, which can prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
     (1) The present invention adopts the following configuration in order to obtain the above first object. 
     A method of controlling a vehicle including a driving force source for generating the driving force, a cogwheel type transmission provided with a plurality of cogwheel rows, and a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one above torque transfer means being the friction transfer means, comprising the Steps of controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, setting a target synchronous rotation speed based on the output rotation speed of said transmission and at least one of parameters indicative of the state of said driving force source or said transmission, and setting an command value to said friction transfer means so that the input rotation speed of said transmission may be synchronized with said target synchronous rotation speed, further comprising the Steps of: 
     setting the target required shift time based on at least one of parameters indicative of the state of said driving force source or said transmission, and 
     correcting the command value to said friction transfer means so that the required shift time from the shifting start to the shifting end may approach at said target required shift time. 
     Thereby, it is possible to prevent the time required to synchronize the rotation speeds from becoming long or short even if the machine difference between assist clutches or the deterioration with age occurs, and improve the shift quality by suppressing the time required to synchronize the rotation speeds from becoming long or short even if the change in characteristics due to the replacement of a clutch or the changing of operating fluid. 
     (2) Preferably, in the above (1), the command value to said friction transfer means is corrected so that the transfer torque of said friction transfer means may be increased when said input rotation speed is larger than said target synchronous rotation speed.
 
(3) Preferably, in the above (1), the command value to said friction transfer means is corrected so that the transfer torque of said friction transfer means may be decreased when said input rotation speed is smaller than said target synchronous rotation speed.
 
(4) Preferably, in the above (1), the command value to said friction transfer means is corrected so that said required shift time may approach at said target required shift time whenever shifting is repeated.
 
(5) The present invention adopts the following configuration in order to obtain the above second object.
 
     A method of controlling a vehicle including a driving force source for generating the driving force, a cogwheel type transmission provided with a plurality of cogwheel rows, and a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one above torque transfer means being the friction transfer means, comprising the Steps of controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, setting a target synchronous rotation speed based on the output rotation speed of said transmission and at least one of parameters indicative of the state of said driving force source or said transmission, and setting an command value to said friction transfer means so that the input rotation speed of said transmission may be synchronized with said target synchronous rotation speed, further comprising the Steps of: 
     correcting the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed. 
     Thereby, it is possible to prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
     (6) The present invention adopts the following configuration in order to obtain the above second object. 
     A method of controlling a vehicle including a driving force source for generating the driving force, a cogwheel type transmission provided with a plurality of cogwheel rows, and a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one above torque transfer means being the friction transfer means, comprising the Steps of controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, setting a feed forward command value to said friction transfer means based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a target synchronous rotation speed based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a feedback command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed of the transmission, controlling the input rotation speed of said transmission and the output shaft torque of said transmission under shifting by setting the command value to said friction transfer means based on said feedforward command value and said feedback command value, further comprising the Steps of: 
     correcting the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between said feedforward command value and the command value to said friction transfer means. 
     Thereby, it is possible to prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
     (7) Preferably, in the above (5) or (6), the command value to said friction transfer means is corrected by calculating the correction of said command value when the synchronous time required until said input rotation speed is synchronized with said target synchronous rotation speed becomes larger than the predetermined time.
 
(8) Preferably, in the above (5) or (6), the command value to said friction transfer means is corrected by calculating the correction of said command value when the amount of the change per unit time in said input rotation speed is within the fixed range.
 
(9) Preferably, in the above (5) or (6), the command value to said friction transfer means is corrected by calculating the correction of said command value when the amount of the change per unit time in said output rotation speed is within the fixed range.
 
(10) Preferably, in the above (5) or (6), the command value to said friction transfer means is corrected by calculating the correction of said command value when the amount of the change per unit time in said input torque is within the fixed range.
 
(11) Preferably, in the above (5) or (6), the command value to said friction transfer means is corrected by calculating the correction of said command value when the amount of the change per unit time in the opening of an accelerator pedal is within the fixed range.
 
(12) Preferably, in the above (5) or (6), the command value to said friction transfer means is corrected so that the required shift time may approach at said target required shift time whenever shifting is repeated.
 
(13) The present invention adopts the following configuration in order to obtain the above first object.
 
     A method of controlling a vehicle including a driving force source for generating the driving force, a cogwheel type transmission provided with a plurality of cogwheel rows, and a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one above torque transfer means being the friction transfer means, comprising the Steps of controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, setting a feed forward command value to said friction transfer means based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a target synchronous rotation speed based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a feedback command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed of the transmission, controlling the input rotation speed of said transmission and the output shaft torque of said transmission under shifting by setting the command value to said friction transfer means based on said feedforward command value and said feedback command value, further comprising the Steps of: 
     correcting the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between the integral value of said feedforward command value and the integral value of the command value to said friction transfer means. 
     Thereby, it is possible to prevent the time required to synchronize the rotation speeds from becoming long or short even if the machine difference between assist clutches or the deterioration with age occurs, and improve the shift quality by suppressing the time required to synchronize the rotation speeds from becoming long or short even if the change in characteristics due to the replacement of a clutch or the changing of operating fluid. 
     (14) The present invention adopts the following configuration in order to obtain the above first object. 
     A method of controlling a vehicle including a driving force source for generating the driving force, a cogwheel type transmission provided with a plurality of cogwheel rows, and a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one above torque transfer means being the friction transfer means, comprising the Steps of controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, setting a target input rotation speed based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a feed forward command value to said friction transfer means based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a target synchronous rotation speed based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a feedback command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed of the transmission, controlling the input rotation speed of said transmission and the output shaft torque of said transmission under shifting by setting the command value to said friction transfer means based on said feedforward command value and said feedback command value, further comprising the Steps of: 
     correcting the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between the integral value of said feedforward command value and the integral value of the command value to said friction transfer means. 
     Thereby, it is possible to prevent the time required to synchronize the rotation speeds from becoming long or short even if the machine difference between assist clutches or the deterioration with age occurs, and improve the shift quality by suppressing the time required to synchronize the rotation speeds from becoming long or short even if the change in characteristics due to the replacement of a clutch or the changing of operating fluid. 
     (15) Preferably, in the above (13) or (14), the command value to said friction transfer means is corrected by calculating the correction of said command value when the amount of the change per unit time in said output rotation speed is within the fixed range.
 
(16) Preferably, in the above (13) or (14), the command value to said friction transfer means is corrected by calculating the correction of said command value when the amount of the change per unit time in said input torque is within the fixed range.
 
(17) Preferably, in the above (13) or (14), the command value to said friction transfer means is corrected by calculating the correction of said command value when the amount of the change per unit time in the opening of an accelerator pedal is within the fixed range.
 
(18) Preferably, in the above (13) or (14), the command value to said friction transfer means is corrected so that the required shift time from the shifting start to the shifting end may approach at said target required shift time whenever shifting is repeated.
 
(19) Preferably, in any one of the above (1), (5), (6), (13) and (14), the shifting is carried out with said friction transfer means opened when the correction value of said friction transfer means becomes larger than a fixed value.
 
(20) Preferably, in any one of the above (1), (5), (6), (13) and (14), the shifting is carried out with said friction transfer means opened when the correction value of said friction transfer means becomes smaller than a fixed value.
 
(21) The present invention adopts the following configuration in order to obtain the above first object.
 
     A vehicle control apparatus including a driving force source for generating the driving force, a cogwheel type transmission provided with a plurality of cogwheel rows, a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one of said torque transfer means being the friction transfer means, and a shift control means for controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, 
     said shift control means setting a target synchronous rotation speed based on the output rotation speed of said transmission and at least one of parameters indicative of the state of said driving force source or said transmission, and setting an command value to said friction transfer means so that the input rotation speed of said transmission may be synchronized with said target synchronous rotation speed, wherein 
     said shift control means sets the target required shift time based on at least one of parameters indicative of the state of said driving force source or said transmission, and 
     corrects the command value to said friction transfer means so that the required shift time from the shifting start to the shifting end may approach at said target required shift time. 
     Thereby, it is possible to prevent the time required to synchronize the rotation speeds from becoming long or short even if the machine difference between assist clutches or the deterioration with age occurs, and improve the shift quality by suppressing the time required to synchronize the rotation speeds from becoming long or short even if the change in characteristics due to the replacement of a clutch or the changing of operating fluid. 
     (22) The present invention adopts the following configuration in order to obtain the above second object. 
     A vehicle control apparatus including a driving force source for generating the driving force, a cogwheel type transmission provided with a plurality of cogwheel rows, a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one of said torque transfer means being the friction transfer means, and a shift control means for controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, 
     said shift control means setting a target synchronous rotation speed based on the output rotation speed of said transmission and at least one of parameters indicative of the state of said driving force source or said transmission, and setting an command value to said friction transfer means so that the input rotation speed of said transmission may be synchronized with said target synchronous rotation speed, wherein: 
     said shift control means corrects the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed. 
     Thereby, it is possible to prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
     (23) The present invention adopts the following configuration in order to obtain the above second object. 
     A vehicle control apparatus including a driving force source for generating the driving force, a cogwheel type transmission provided with a plurality of cogwheel rows, a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one of said torque transfer means being the friction transfer means, and a shift control means for controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, 
     said shift control means setting a feed forward command value to said friction transfer means based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a target synchronous rotation speed based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a feedback command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed of the transmission, controlling the input rotation speed of said transmission and the output shaft torque of said transmission under shifting by setting the command value to said friction transfer means based on said feed forward command value and said feedback command value, wherein 
     said shift control means corrects the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between said feedforward command value and the command value to said friction transfer means. 
     Thereby, it is possible to prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
     (24) The present invention adopts the following configuration in order to obtain the above first object. 
     A transmission comprising a cogwheel type transmission provided with a plurality of cogwheel rows, a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one of said torque transfer means being the friction transfer means, and a shift control means for controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, 
     said shift control means setting a target synchronous rotation speed based on the output rotation speed of said transmission and at least one of parameters indicative of the state of said driving force source or said transmission, and setting an command value to said friction transfer means so that the input rotation speed of said transmission may be synchronized with said target synchronous rotation speed, wherein 
     said shift control means sets the target required shift time based on at least one of parameters indicative of the state of said driving force source or said transmission, and 
     corrects the command value to said friction transfer means so that the required shift time from the shifting start to the shifting end may approach at said target required shift time. 
     Thereby, it is possible to prevent the time required to synchronize the rotation speeds from becoming long or short even if the machine difference between assist clutches or the deterioration with age occurs, and improve the shift quality by suppressing the time required to synchronize the rotation speeds from becoming long or short even if the change in characteristics due to the replacement of a clutch or the changing of operating fluid. 
     (25) The present invention adopts the following configuration in order to obtain the above second object. 
     A transmission comprising a cogwheel type transmission provided with a plurality of cogwheel rows, a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one of said torque transfer means being the friction transfer means, and a shift control means for controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, said shift control means setting a target synchronous rotation speed based on the output rotation speed of said transmission and at least one of parameters indicative of the state of said driving force source or said transmission, and setting an command value to said friction transfer means so that the input rotation speed of said transmission may be synchronized with said target synchronous rotation speed, wherein 
     said shift control means corrects the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed. 
     Thereby, it is possible to prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
     (26) The present invention adopts the following configuration in order to obtain the above second object. 
     A transmission comprising a cogwheel type transmission provided with a plurality of cogwheel rows, a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission, at least one of said torque transfer means being the friction transfer means, and a shift control means for controlling said friction transfer means when shifting from one cogwheel row to the other cogwheel row, 
     said shift control means setting a feed forward command value to said friction transfer means based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a target synchronous rotation speed based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a feedback command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed of the transmission, controlling the input rotation speed of said transmission and the output shaft torque of said transmission under shifting by setting the command value to said friction transfer means based on said feedforward command value and said feedback command value, wherein: 
     said shift control means corrects the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between said feedforward command value and the command value to said friction transfer means. 
     Thereby, it is possible to prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
     (27) The present invention adopts the following configuration in order to obtain the above second object. 
     An apparatus for controlling a transmission comprising a shift control means for controlling a friction transfer means of a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission when shifting from one cogwheel row of a cogwheel type transmission provided with a plurality of cogwheel rows to the other cogwheel row, 
     said shift control means setting a target synchronous rotation speed based on the output rotation speed of said transmission and at least one of parameters indicative of the state of said driving force source or said transmission, and setting an command value to said friction transfer means so that the input rotation speed of said transmission may be synchronized with said target synchronous rotation speed, wherein 
     said shift control means sets the target required shift time based on at least one of parameters indicative of the state of said driving force source or said transmission, and 
     corrects the command value to said friction transfer means so that the required shift time from the shifting start to the shifting end may approach at said target required shift time. 
     Thereby, it is possible to prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
     (28) The present invention adopts the following configuration in order to obtain the above second object. 
     A transmission comprising a shift control means for controlling a friction transfer means of a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission when shifting from one cogwheel row of a cogwheel type transmission provided with a plurality of cogwheel rows to the other cogwheel row, 
     said shift control means setting a target synchronous rotation speed based on the output rotation speed of said transmission and at least one of parameters indicative of the state of said driving force source or said transmission, and setting an command value to said friction transfer means so that the input rotation speed of said transmission may be synchronized with said target synchronous rotation speed, wherein 
     said shift control means corrects the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed. 
     Thereby, it is possible to prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
     (29) The present invention adopts the following configuration in order to obtain the above second object. 
     A transmission comprising a shift control means for controlling a friction transfer means of a plurality of torque transfer means provided between an input shaft and an output shaft of said transmission when shifting from one cogwheel row of a cogwheel type transmission provided with a plurality of cogwheel rows to the other cogwheel row, 
     said shift control means setting a feed forward command value to said friction transfer means based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a target synchronous rotation speed based on at least one of parameters indicative of the state of said driving force source or said transmission, setting a feedback command value to said friction transfer means based on the difference between said target synchronous rotation speed and said input rotation speed of the transmission, controlling the input rotation speed of said transmission and the output shaft torque of said transmission under shifting by setting the command value to said friction transfer means based on said feedforward command value and said feedback command value, wherein 
     said shift control means corrects the command value to said friction transfer means by calculating the correction of the command value to said friction transfer means based on the difference between said feedforward command value and the command value to said friction transfer means. 
     Thereby, it is possible to prevent the decrease of the shift quality without making the time required to synchronize the rotation speeds long even if the machine difference between engines or the deterioration with age occurs. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a system diagram showing a first configuration example of a vehicle control apparatus according to a first embodiment of the present invention. 
         FIG. 2  is a system diagram showing a second configuration example of a vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 3  is a diagram explaining the engaging relationship between the clutch and the driven gear in the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 4  is a block diagram showing the input and output signal relationship by a communication means  103  among a power train control unit  100 , an engine control unit  101  and a hydraulic pressure control unit  102  in the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 5  is a flow chart showing the control content of the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 6  is a flowchart showing the content of timers indicating elapsing time of the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 7  is a flowchart showing the control content of the disengaging control phase in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 8  is an illustration of calculating methods of the target disengaging time Tm_off and the target torque gradient dTTq in the disengaging control phase in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 9  is a flowchart showing the control content of the torque assist control phase in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 10  is a time chart showing the control content of the torque assist control phase in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 11  is an illustration showing a calculating method of the target shift time Tm_s, the target increasing time Tm_inc and the target decreasing time Tm_dec in the torque assist control phase in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 12  is a time chart showing the control content of the rotation synchronous control phase in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 13  is a time chart showing the control content of the engaging control phase in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 14  is a time chart showing the control content of the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 15  is a time chart showing the control content when there is no correction by assist torque learning correction value LatDSTTq in Step  906  of  FIG. 8  in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 16  is a flow chart showing the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 17  is an illustration showing a calculating method of the target shift required time upper limit TTm_sfnMX and the target shift required time lower limit TTm_sfnMN in the correction value calculating processing in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 18  is an illustration showing the content of the control when the transfer characteristics of the assist clutch is changed into a smaller value by vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 19  is an illustration showing the content of the control when transfer characteristics of the assist clutch is changed into a larger value by vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 20  is an illustration showing the transition of the shift time when the transfer characteristics of the assist clutch is changed by vehicle control apparatus according to the first embodiment of the present invention. 
         FIG. 21  is a time chart showing the control content when there is no correction by assist torque learning correction value LatDSTTq in Step  906  of  FIG. 9  in the shift control by the vehicle control apparatus according to the second embodiment of the present invention. 
         FIG. 22  is a flow chart showing the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the second embodiment of the present invention. 
         FIG. 23  is a flow chart showing the content of the torque difference integral value calculating processing shown in  FIG. 22 . 
         FIG. 24  is a flow chart showing the content of the learning correction value calculating processing shown in FIG.  22 . 
         FIG. 25  is an illustration showing a renewing method of the learning correction value in the shift control by the vehicle control apparatus according to the second embodiment of the present invention. 
         FIG. 26  is an illustration showing the content of the control of the torque assist control phase in the shift control by the vehicle control apparatus according to the second embodiment of the present invention. 
         FIG. 27  is an illustration showing the content of the control of the rotation synchronous control phase in the shift control by the vehicle control apparatus according to the second embodiment of the present invention. 
         FIG. 28  is a flow chart showing the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the third embodiment of the present invention. 
         FIG. 29  is a flow chart showing the content of the torque difference integral value calculating processing shown in  FIG. 28 . 
         FIG. 30  is a flow chart showing the content of the learning correction value calculating processing shown in  FIG. 28 . 
         FIG. 31  is an illustration showing an example of the modification of the torque difference integral value calculating processing of the correction value calculating processing in the shift control by the vehicle control apparatus according to the third embodiment of the present invention. 
         FIG. 32  is a flowchart showing the processing content of the torque assist phase in the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention. 
         FIG. 33  is a flow chart showing the content of Step  3202  of  FIG. 32 . 
         FIG. 34  is a flow chart showing the content of Step  3203  of  FIG. 32 . 
         FIG. 35  is a time chart showing the control content of the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention. 
         FIG. 36  is a time chart showing the content of the control when the assist torque is not corrected in the shift control by vehicle control apparatus according to the third embodiment of the present invention. 
         FIG. 37  is a flow chart showing the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention. 
         FIG. 38  is a flow chart showing the content of the area difference integral value calculating processing shown in  FIG. 37 . 
         FIG. 39  is a flow chart showing the content of the learning correction value calculating processing shown in  FIG. 37 . 
         FIG. 40  is an illustration showing a renewing method of the learning correction value of the correction calculating processing in the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention. 
         FIG. 41  is an illustration showing an example of the modification of the area difference integral value calculating processing of the correction value calculating processing in the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention. 
         FIG. 42  is a flowchart showing the processing content of the torque assist phase in the shift control by the vehicle control apparatus according to the fifth embodiment of the present invention. 
         FIG. 43  is a flow chart showing the content of Step  4202  of  FIG. 42 . 
         FIG. 44  is a flow chart showing the content of Step  4203  of  FIG. 42 . 
         FIG. 45  is a flow chart showing the content of the failure diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the second embodiment of the present invention. 
         FIG. 46  is a time chart showing the processing when the use of the assist clutch is prohibited based on the diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the second embodiment of the present invention. 
         FIG. 47  is a flow chart showing the content of the failure diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the third embodiment of the present invention. 
         FIG. 48  is a flow chart showing the content of the deterioration diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the second embodiment of the present invention. 
         FIG. 49  is a flow chart showing the content of the deterioration diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the fourth embodiment of the present invention. 
         FIG. 50  is a flow chart showing the content of the deterioration diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the fourth embodiment of the present invention. 
         FIG. 51  is a system diagram showing the configuration of a vehicle control apparatus according to a sixth embodiment of the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The configuration and the operation of a first embodiment of a vehicle control apparatus according to the present invention will be described below, referring to  FIG. 1  to  FIG. 20 . 
     Initially, a first configuration example of the system of controlling the vehicle of the present embodiment will be described, referring to  FIG. 1 . 
       FIG. 1  is a system diagram showing the first configuration example of the system of controlling the vehicle of the first embodiment of the present invention. 
     An engine  1  comprises an engine rotation speed sensor, not shown, for measuring rotation speed of the engine  1 ; an electronic control throttle (not shown in the figure) for controlling engine torque; and a fuel injector (not shown in the figure) for injecting an amount if fuel corresponding to an amount of intake air. An engine control unit  101  can control torque of the engine  1  with high accuracy by operating the amount of intake air, the amount of fuel, ignition timing and so on. As the fuel injector, there are an intake port injection type in which fuel is injected into an intake port, and an in-cylinder injection type in which fuel is directly injected into a cylinder. It is advantageous that which type of engine is used is determined by comparing the operating range (a range determined by an engine torque and an engine rotation speed) required for the engine and selecting one type capable of reducing fuel consumption and reducing the amount of emission gas. 
     A first clutch input disk  2  is connected to the engine  1 , and torque of the engine  1  can be transmitted to a transmission input shaft  10  by engaging the first clutch input disk  2  with a first clutch output disk  3 . A dry single-plate type clutch is generally used for the first clutch, but any type of a friction transmitting means such as a wet multi-plate clutch or a magnetic clutch may be used. 
     A first drive gear  4 , a second drive gear  5 , a third drive gear  6 , a fourth drive gear  7 , a fifth drive gear  8  and a backward drive gear (not shown) are provided to the input shaft  10 . An actuator  22  driven by hydraulic pressure is used for controlling a pushing force (a clutch torque) between the first clutch input disk  2  and the first clutch output disk  3 , and the output power of the engine  1  can be transmitted or cut off to the input shaft  10  by controlling the pushing force (the clutch torque). 
     The first drive gear  4 , the second drive gear  5 , the third drive gear  6 , the fourth drive gear  7 , the fifth drive gear  8  and the backward drive gear are fixed to the transmission input shaft  10 . Further, a sensor  29  for detecting the rotation speed of the transmission input shaft  10  is provided. 
     On the other hand, a first driven gear  12 , a second driven gear  13 , a third driven gear  14 , a fourth driven gear  15 , a fifth driven gear  16  and a backward driven gear are rotatably provided to the output shaft  18  of the transmission. The first driven gear  16  is engaged with the first drive gear  4 , and the second driven gear  13  is engaged with the second drive gear  5 . The third driven gear  14  is engaged with the third drive gear  6 , and the fourth driven gear  15  is engaged with the fourth drive gear  7 . The fifth driven gear  16  is engaged with the fifth drive gear  8 , and the backward driven gear is engaged with the backward drive gear. 
     Further, a second clutch (called as an engaging clutch or a dog clutch)  19  having a synchronizer mechanism for engaging the first driven gear  12  with the output shaft  18  of the transmission or engaging the second driven gear  13  with the output shaft  18  of the transmission is provided between the first driven gear  12  and the second driven gear  13 . Therefore, the rotation torque transmitted from the first drive gear  4  or the second drive gear  5  to the first driven gear  12  or the second driven gear  13  is transmitted to the second clutch  19 , and then transmitted to the output shaft  18  of the transmission through the second clutch  19 . 
     Further, a third clutch (called as an engaging clutch or a dog clutch)  20  having a synchronizer mechanism for engaging the third driven gear  14  with the output shaft  18  of the transmission or engaging the fourth driven gear  15  with the output shaft  18  of the transmission is provided between the third driven gear  14  and the fourth driven gear  15 . Therefore, the rotation torque transmitted from the third drive gear  6  or the fourth drive gear  7  to the third driven gear  14  or the fourth driven gear  15  is transmitted to the third clutch  20 , and then transmitted to the output shaft  18  of the transmission through the third clutch  20 . 
     Further, a fourth clutch (called as an engaging clutch or a dog clutch)  21  having a synchronizer mechanism for engaging the fifth driven gear  16  with the output shaft  18  of the transmission or engaging the backward driven gear through a reversing gear with the output shaft  18  of the transmission is provided between the fifth driven gear  16  and the backward driven gear. Therefore, the rotation torque transmitted from the fifth drive gear  8  or the backward drive gear  9  to the fifth driven gear  16  or the backward driven gear is transmitted to the fourth clutch  21 , and then transmitted to the output shaft  18  of the transmission through the third clutch  21 . In a case where the backward driven gear is engaged with the output shaft  18  of the transmission through a reversing gear, an engaging clutch not having the synchronizer mechanism different from the fourth clutch  21  may be used. 
     As described above, in order to transmit the rotation torque of the transmission input shaft  10  to the second clutch  19  or the third clutch  20  or the fourth clutch  21 , it is necessary to move any one of the second clutch  19 , the third clutch  20  and the fourth clutch  21  in the axial direction of the output shaft  18  of the transmission to engage with any one of the first driven gear  12 , the second driven gear  13 , the third driven gear  14 , the fourth driven gear  15 , the fifth driven gear  16  and the backward driven gear. In order to engage with any one of the first driven gear  12 , the second driven gear  13 , the third driven gear  14 , the fourth driven gear  15 , the fifth driven gear  16  and the backward driven gear with the output shaft  18  of the transmission, any one of the second clutch  19 , the third clutch  20  and the fourth clutch  21  in the axial direction of the output shaft  18  of the transmission must be moved. In order to move any one of the second clutch  19 , the third clutch  20  and the fourth clutch  21 , a shift mechanism  27  and a select mechanism  28  are operated by actuators, that is, a shift first actuator  23 , a shift second actuator  24 , and a select first actuator  25  and a select second actuator  26  which are driven by hydraulic pressure. The operational relationship of the shift mechanism  27  and the select mechanism  28  using the shift first actuator  23  and the shift second actuator  24 , and the select first actuator  25  and the select second actuator  26  is to be described later referring to  FIG. 4 . By engaging any one of the second clutch  19 , the third clutch  20  and the fourth clutch  21  with any one of the first driven gear  12 , the second driven gear  13 , the third driven gear  14 , the fourth driven gear  15 , the fifth driven gear  16  and the backward driven gear, the rotation torque of the transmission input shaft  10  can be transmitted to the driving wheel output shaft  18  through any one of the second clutch  19 , the third clutch  20  and the fourth clutch  21 . Further, a sensor  30  for detecting the rotation speed of the output shaft  18  of the transmission is provided. 
     The shift first actuator  23  and the shift second actuator  24 , and the select first actuator  25  and the select second actuator  26  may be constructed of solenoid valves or motors or the like. Further, the shift/select mechanisms  27  may be constructed of a shifter rail and a shifter folk, or constructed in a drum type. The operation of the shift first actuator  23 , the shift second actuator  24 , the select first actuator  25  and the select second actuator  26 , and the operational relationship of the first engaging clutch  19 , the second engaging clutch  20  and the third engaging clutch  21  are to be described later, referring to  FIG. 3 . 
     A seventh drive gear  201  is connected to an assist clutch input disk  203  of a second clutch (hereinafter, referred to as an assist clutch) of a friction clutch of one type of friction transmitting means, and the transmission input shaft  10  is connected to an assist clutch output disk  204 . The torque of a seventh driven gear  202  can be transmitted to the output shaft  18  of the transmission by engaging the assist clutch input disk  203  with the assist clutch output disk  204 . 
     An actuator  205  driven by hydraulic pressure is used for controlling a pushing force (an assist clutch torque) between the assist clutch input disk  203  and the assist clutch output disk  204 , and the output power of the engine  1  can be transmitted or interrupted to the output shaft  18  of the transmission by controlling the pushing force (the assist clutch torque). The actuator  205  may be constructed of solenoid valves or motors or the like. Further, although a wet multi-plate clutch is generally used for the assist clutch of the one type of friction transmitting means, any type of friction transmitting means such as a magnetic clutch or the like may be used. 
     As described above, the rotation torque of the transmission input shaft  10  transmitted from the first drive gear  4 , the second drive gear  5 , the third drive gear  6 , the fourth drive gear  7 , the fifth drive gear  8  or the backward drive gear through the first driven gear  12 , the second driven gear  13 , the third driven gear  14 , the fourth driven gear  15 , the fifth driven gear  16  or the backward driven gear is transmitted to wheels (not shown in the figure) through a differential gear (not shown in the figure) connected to the output shaft  18  of the transmission. 
     The first clutch actuator  22  generating the thrust force (the clutch torque) between the first clutch input disk  2  and the first clutch output disk  3 ; the shift mechanism  27  operating the second clutch  19 , the third clutch  20  and the fourth clutch  21 ; the shift first actuator  23 , the shift second actuator  24  driving the shift mechanism  27 ; and the select first actuator  25 , the select second actuator  26  control each clutch by controlling the hydraulic pressure applied to each actuator by the hydraulic pressure control unit  102  and by adjusting stroke amounts of hydraulic pressure cylinders (not shown) provided to each actuator. 
     Further, the engine  1  is constructed so that the torque of the engine  1  is controlled with high accuracy by the engine control unit  101  operating the amount of intake air, the amount of fuel, the ignition timing and so on. Further, the hydraulic pressure control unit  102  and the engine control unit  101  are controlled by a power train control unit  100 . The power train control unit  101 , the engine control unit  101  and the hydraulic pressure control unit  102  mutually send and receive information through a communication means  103 . Further, a warning lump is provided which is lit or extinguished by power train control unit  100 . 
     Next, a second configuration example of the system of controlling the vehicle of the present embodiment will be described, referring to  FIG. 2 . 
       FIG. 2  is a system diagram showing the second configuration example of the system of controlling the vehicle of the first embodiment of the present invention. In the figure, the same numerals as in  FIG. 1  designates like parts. 
     Although the example shown in  FIG. 1  is constructed of two shafts of the transmission input shaft  10  and the output shaft  18  of the transmission, the present example is constructed of three shafts including a counter shaft  208 . That is, the power of the engine  1  is transmitted from an input drive gear  206  to an input driven gear  207 , and then transmitted from the counter shaft  208  to the output shaft  18  of the transmission through the first drive gear  4 , the second drive gear  5 , the third drive gear  6 , the fourth drive gear  7 , the fifth drive gear  8 , a backward drive gear (not shown in the figure) or the seventh drive gear  201 ; and the first driven gear  12 , the second driven gear  13 , the third driven gear  14 , the fourth driven gear  15 , the fifth driven gear  16 , a backward driven gear (not shown in the figure) or the seventh driven gear  202 . Further, the seventh drive gear  201  and the seventh driven gear  202  connected to the assist clutch may be constructed in a gear position. 
     As described above, the present invention comprises the gear type transmission having the plurality of gear trains and the plurality of torque transmitting means between the input shaft and the output shaft of the transmission, and can be applied to various kinds of transmissions using at least one of the above-described torque transmitting means as the friction transmitting means. 
     The engaging relationship between the clutch and the driven gear in the present embodiment of the system of controlling the vehicle will be described below, referring to  FIG. 3 . 
       FIG. 3(A)  and (B) are diagrams explaining the engaging relationship between the clutch and the driven gear in the system of controlling the vehicle of the first embodiment of the present invention. 
       FIG. 3  shows the engaging relationship between the second clutch  19 , the third clutch  20 , the fourth clutch  21  and the first driven gear  12 , the second driven gear  13 , the third driven gear  14 , the fourth driven gear  15 , the fifth driven gear  16 , the backward driven gear  17  by controlling the shift mechanism  27  and the select mechanism  28 , that is, the shift position and the select position using the shift first actuator  23  and the shift second actuator  24 , and the select first actuator  25  and the select second actuator  26  shown in  FIG. 1 . 
     By setting the select position to a position SL 1  by turning the select first actuator  25  ON and the select second actuator  26  OFF, and by setting the shift position to a position SF 1  by turning the shift first actuator  23  ON and the shift second actuator  24  OFF, the shift position and the select position are moved to a point P 1  to form a first speed stage by engaging the second clutch  19  with the first driven gear  12 . 
     By setting the select position to the position SL 1  by turning the select first actuator  25  ON and the select second actuator  26  OFF, and by setting the shift position to a position SF 3  by turning the shift first actuator  23  OFF and the shift second actuator  24  ON, the shift position and the select position are moved to a point P 2  to form a second speed stage by engaging the second clutch  19  with the second driven gear  13 . 
     By setting the select position to a position SL 2  by turning the select first actuator  25  ON and the select second actuator  26  ON, and by setting the shift position to the position SF 1  by turning the shift first actuator  23  ON and the shift second actuator  24  OFF, the shift position and the select position are moved to a point P 3  to form a third speed stage by engaging the third clutch  20  with the third driven gear  14 . 
     By setting the select position to a position SL 2  by turning the select first actuator  25  ON and the select second actuator  26  ON, and by setting the shift position to a position SF 3  by turning the shift first actuator  23  OFF and the shift second actuator  24  ON, the shift position and the select position are moved to a point P 4  to form a fourth speed stage by engaging the third clutch  20  with the fourth driven gear  15 . 
     By setting the select position to a position SL 3  by turning the select first actuator  25  OFF and the select second actuator  26  ON, and by setting the shift position to the position SF 1  by turning the shift first actuator  23  ON and the shift second actuator  24  OFF, the shift position and the select position are moved to a point P 5  to form a fifth speed stage by engaging the fourth clutch  21  with the fifth driven gear  16 . 
     By setting the select position to the position SL 3  by turning the select first actuator  25  OFF and the select second actuator  26  ON, and by setting the shift position to the position SF 3  by turning the shift first actuator  23  OFF and the shift second actuator  24  ON, the shift position and the select position are moved to a point PR to form a backward stage by engaging the fourth clutch  21  with the backward driven gear  17 . 
     By setting the select position to the position SL 2  by turning the select first actuator  25  ON and the select second actuator  26  ON, engagement of the gear is released to form a neutral position. 
     Referring to  FIG. 4 , description will be made below on the input and output signal relationship among the power train control unit  100 , the engine control unit  101  and the hydraulic pressure control unit  102  using the communication means  103 . 
       FIG. 4  is a block diagram showing the input and output signal relationship by a communication means  103  among the power train control unit  100 , the engine control unit  101  and the hydraulic pressure control unit  102  in the system of controlling the vehicle of the first embodiment of the present invention. 
     The power train control unit  100  is constructed as a control unit having an input part  100   i , an output part  100   o  and a computer  100   c . Similarly, the engine control unit  101  is also constructed as a control unit having an input part  101   i , an output part  101   o  and a computer  10   c . The hydraulic pressure control unit  102  is also constructed as a control unit having an input part  102   i , an output part  102   o  and a computer  102   c.    
     An engine torque command value tTe is transmitted from the power train control unit  100  to the engine control unit  101  using the communication means  103 , and the engine control unit  101  controls the amount of intake air, the amount of fuel and the ignition timing (not shown in the figure) so as to satisfy the engine torque command tTe. Further, a means (not shown in the figure) for detecting an engine torque to become an input torque to the transmission is provided inside the engine control unit  101 , and the engine control unit  101  detects a rotation speed Ne of the engine  1  and an engine torque Te generated by the engine  1  and transmits them to the power train control unit  100  using the communication means  103 . As the engine torque detecting means, a torque sensor may be used, or an estimating means from parameters of the engine such as an injection pulse width of the injector or a pressure inside the intake pipe, an engine rotation speed and the like may be used. 
     The power train control unit  100  sends a first clutch target torque TTqSTA, a target shift position tpSFT, a target select position tpSEL and an assist clutch target torque TTq to the hydraulic pressure control unit  102 , and the hydraulic pressure control unit engages and disengages the first clutch input disk  2  and the first clutch output disk  3  by controlling the first clutch actuator  22  so as to satisfy the first clutch target torque TTqSTA. Further, the hydraulic pressure control unit controls the shift first actuator  23 , the shift second actuator  24 , the select first actuator  25  and the select second actuator  26  and controls the shift position and the select position by operating the shift/select mechanism  27  to engage and disengage the first engaging clutch  19 , the second engaging clutch  20  and the third engaging clutch  21  so as to satisfy the target shift position tpSFT and the target select position tpSEL. Further, the hydraulic pressure control unit controls the assist clutch actuator  205  to engage and disengage the assist clutch input disk  203  and the assist clutch output disk  204  so as to satisfy the assist clutch target torque TTq. 
     Further, the hydraulic pressure control unit  102  detects a position signal posSTA expressing engaging and disengaging of the first clutch, a shift position signal rpSFT and a select position signal rpSEL, and sends the signals to the power train control unit  100 . 
     Further, the power train control unit  100  receives an input shaft rotation speed Ni and an output shaft rotation speed No from the input shaft rotation sensor  29  and the output shaft rotation sensor  30 , respectively. Further, the power train control unit  100  receives a range position signal RngPos expressing a shift lever position such as P-range, R-range, N-range or D-range, and a Stepping-in amount of accelerator pedal Aps, and an ON/OFF signal Brk from a brake switch for detecting whether or not the brake is Stepped in. 
     When a driver sets, for example, the shift range to the D-range and Steps in the accelerator, the power train control unit  100  judges that the driver intends to start and accelerate the vehicle. On the other hand, when the driver Steps in the brake pedal, the power train control unit judges that the driver intends to decelerate and stop the vehicle. Then, the power train control unit sets the engine torque command value tTe, the first clutch target torque TTqSTA, the target shift position tpSFT and the target select position tpSEL so as to satisfy the intension of the driver. Further, The power train control unit  100  sets a gear position from a vehicle speed Vsp calculated from the output shaft rotation speed tpSFT and the Stepping-in amount of the accelerator pedal Aps, and sets the engine torque command value tTe, the first clutch target torque TTqSTA, the target shift position tpSET, the target select position tpSEL and the assist clutch target torque TTq so as to perform the shifting operation to the set gear position. 
     The control content of shift control by the present embodiment of the system of controlling the vehicle will be described below, referring to  FIG. 5  to  FIG. 14 . Firstly, the overall control content of the shift control by the present embodiment of the system of controlling the vehicle will be described, referring to  FIG. 5 . 
       FIG. 5  is a flowchart showing the control content of the shift control by the system of controlling the vehicle of the first embodiment of the present invention. 
     The control content of the shift control to be described below are programmed in the computer  10   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  501  to  513  described below is executed by the power train control unit  100 . 
     The power train control unit  100  reads parameters in Step  501 , and judges in Step  502  whether the shift control is necessary or not. If the shift control is necessary, the processing advances to Step  503 . If the shift control is not necessary, the shift control is completed. Whether or not the shift control is necessary is judged as follows. That is, a gear position is set from a vehicle speed Vsp and a Stepping-in amount of the accelerator Aps, and it is judged that the shift control is necessary if the set gear position is different from a present gear position. If the shift control is necessary, shifting operation is started by Step  503  and the flowing Steps. 
     As the shifting operation is started, disengaging control for disengaging the gear is executed in Step  503  (a disengaging control phase). The disengaging control is to be described later in detail, referring to  FIG. 7 . 
     Next, it is judged in Step  504  whether or not the disengaging control is completed. If the disengaging control is completed, the processing advances to Step  505 . If the disengaging control is not completed yet, the processing of Step  503  is executed again. Therein, the judgment of Step  504  is executed by whether or not the shift position rpSFT is at a position which can be judged to be a disengaging position, that is, by whether or not the shift position rpSFT is within a preset range near the shift position SF 2  in  FIG. 3 . Letting the thresholds for judging as the disengaging position be SF 1 OFF and SF 3 OFF, respectively, if the shift position rpSFT satisfies a condition of the threshold SF 1 OFF □ the shift position rpSFT □ the threshold SF 3 OFF, it is judged that the shift position rpSFT is in the disengaging position. There, it is preferable that the thresholds SF 1 OFF and SF 3 OFF are ranges as wide as possible within positions where the engaging clutch is out of the engaging condition. 
     After completion of the disengaging control, torque assist control is executed in Step  505  (a torque assist control phase). The torque assist control is to be described later in detail, referring to  FIG. 9 . 
     Next, in Step  506 , it is judged whether or not the shift position is in the neutral position. The judgment of Step  506  is executed by whether or not the shift position rpSFT is at a position which can be judged to be a neutral position, that is, by whether or not the shift position rpSFT is within a preset range near the shift position SF 2  in  FIG. 3 . If the shift position is in the neutral position, a select position shift command is made in Step  507 . After completion of select position shift, the processing advances to Step  508 . If the shift position is not in the neutral position, the processing advances to Step  508 . In a case of, for example, 2nd to 3rd shifting, the target select position tpSEL is from the position SL 1  to the position SL 2  in  FIG. 3 . 
     Next, in Step  508 , it is judged whether or not the torque assist control is completed. The completion condition of the torque assist control is the condition that elapsing time exceeds a target shift time set by the method to be described later referring to  FIG. 11 , or the condition that the difference between a rotation speed of the next gear position and an input rotation speed becomes small (when the condition of □input rotation speed Ni—output rotation speed No×gear ratio of the target gear position γn≦ΔNiAT is satisfied). 
     If the torque assist control is completed, the processing advances to Step  509  (a rotation synchronous control phase) to execute rotation synchronous control to be described later referring to  FIG. 12 . If the torque assist control is not completed yet, the processing advances to Step  505  to continue the torque assist control. 
     Next, in Step  510 , it is judged whether or not the rotation synchronous control is completed. The completion condition of the rotation synchronous control is the condition that the difference between a rotation speed of the next gear position and an input rotation speed becomes small (when the condition of □input rotation speed Ni—output rotation speed No×gear ratio of the target gear position γn≦ΔNiNS is satisfied) and the select position is in the target position. In a case of, for example, 2→3 shifting, the judgment of the select position is executed by whether or not the select position rpSEL in  FIG. 3  is within a predetermined range near the position SL 2 . It is preferable that a time delay is provided in the judgment of both of the rotation difference condition and the select position condition. Further, in the case where the rate of change in the input rotation speed Ni per unit time becomes small, it is preferable that the condition of (rate of change in the input rotation speed ΔNi≦ΔDNiNS) is also added. 
     If the synchronizing control is completed, in order to engage the gear the processing advances to Step  511  (an engaging control phase) to execute engaging control. The engaging control is to be described in detail, referring to  FIG. 13 . If the synchronizing control is not completed yet, the processing advances to Step  509  again to continue the synchronizing control. 
     Next, in Step  512 , it is judged whether or not the engaging control is completed. Therein, the completion condition of the engaging control is the condition that the difference between a rotation speed of the next gear position and an input rotation speed becomes small (when the condition of | input rotation speed Ni—output rotation speed No×gear ratio of the target gear position γn|≦ΔNiCN is satisfied) and the shift position is in the target position. In a case of, for example, 2nd to 3rd shifting, the judgment of the shift position is executed by whether or not the shift position rpSFT in  FIG. 3  is within a predetermined range near the position SF 1 . 
     If the engaging control is completed, the processing advances to Step  513  (a shifting completion phase), and the target torque TTq of the assist clutch is set to 0, and then the shift control is completed. If the engaging control is not completed yet, the processing advances to Step  511  again to continue the engaging control. 
     While, the correction value is calculated by using the correction value calculating processing in Step  514 . The details of the correction value calculating processing will be described later with reference to  FIG. 16 . 
     Description will be made below on the content of timers showing elapsing time of the shift control by the present embodiment of the system of controlling the vehicle, referring to  FIG. 6 . 
       FIG. 6  is a flowchart showing the content of timers showing elapsing time of the shift control by the system of controlling the vehicle of the first embodiment of the present invention. 
     The control content of the timers to be described below are programmed in the computer  100   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  601  to  510  described below is executed by the power train control unit  100 . 
     The power train control unit  100  judges in Step  601  whether the shift control is being progressed or not. If the shift control is being progressed, the processing advances to Step  602 . If the shift control is not being progressed, the processing advances to Step  610  to reset disengaging control phase timer Tm_op, torque assist control phase timer Tm_ta, rotation synchronous control timer phase timer Tm_ns and engaging control phase timer Tm_cn. 
     If the shift control is being progressed, it is judged in Step  602  whether or not it is in a disengaging control phase. If it is in the disengaging control phase, the processing advances to Step  606  to count up the disengaging control phase timer Tm_op. If it is not in the disengaging control phase, the processing advances to Step  603 . 
     If it is not in the disengaging control phase, it is judged in Step  602  whether or not it is in a torque assist control phase. If it is in the torque assist control phase, the processing advances to Step  607  to count up the torque assist control phase timer Tm_ta. If it is not in the torque assist control phase, the processing advances to Step  604 . 
     If it is not in the torque assist control phase, it is judged in Step  604  whether or not it is in a rotation synchronous control phase. If it is in the rotation synchronous control phase, the processing advances to Step  608  to count up the rotation synchronous control phase timer Tm_ns. If it is not in the rotation synchronous control phase, the processing advances to Step  605 . 
     If it is not in the rotation synchronous control phase, it is judged in Step  605  whether or not it is in an engaging control phase. If it is in the engaging control phase, the processing advances to Step  609  to count up the engaging control phase timer Tm_cn. If it is not in the engaging control phase, the processing not executed. 
     The control content of the disengaging control phase of Step  503  of the shift control by the present embodiment of the system of controlling the vehicle will be described below, referring to  FIG. 7 ,  FIG. 8  and  FIG. 14 . 
       FIG. 7  is a flowchart showing the control content of the disengaging control phase in the shift control by the system of controlling the vehicle of the first embodiment of the present invention.  FIG. 8  is illustrations explaining methods of calculating the target disengaging time Tm_off and the target torque gradient dTTq in the disengaging control phase in the shift control by the system of controlling the vehicle of the first embodiment of the present invention.  FIG. 14  is a time chart showing the control content of the shift control by the system of controlling the vehicle of the first embodiment of the present invention. 
       FIG. 14  shows a time chart of the control at up-shift from the second gear position to the third gear position. In  FIG. 14 , a period from the time point ta to the time point tb corresponds to the disengaging control phase, a period from the time point tb to the time point te corresponds to the torque assist control phase, a period from the time point te to the time point tf corresponds to the rotation synchronous control phase, a period from the time point tf to the time point tg corresponds to the engaging control phase, and a period from the time point tg to the time point th corresponds to the shifting completion phase.  FIG. 14(A)  shows the target shift torque Tq_J.  FIG. 14(B)  shows the target torque TTq of the assist clutch of (B).  FIG. 14(C)  shows the transmitted torque of the assist clutch.  FIG. 14(D)  shows the input rotation speed Ni and the target synchronizing rotation speed Ni_ref.  FIG. 14  (E) shows the shift position rpSFT.  FIG. 14(F)  shows the select position rpSEL. 
     The control content of the disengaging control phase to be described below are programmed in the computer  100   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  701  to  708  described below is executed by the power train control unit  100 . 
     In Step  701  of  FIG. 7 , the power train control unit  100  reads parameters, and then in Step  702 , sets a target disengaging torque TTq_off. The target disengaging torque TTq_off is calculated by multiplying an inpur torque Tq_in by a gain G_op. The input torque Tq_in is calculated by subtracting inertia variation caused by the change ΔNi per unit time in the input rotation speed from the engine torque Te as the base. It is preferable that the gain G_op is set every gear position to be disengaged. 
     Next, in Step  703 , it is judged whether or not it is just after starting the disengaging control phase. If the disengaging control phase timer Tm_op=0, it is regarded as just after starting the disengaging control phase. Then, a target disengaging time Tm_off is set in Step  704 , and a target torque gradient dTTq is set in Step  705 , and the processing advances to Step  706 . Each of the target disengaging time Tm_off and the target torque gradient dTTq is assumed to be a function of the target disengaging torque TTq_off. As shown in FIG. (A), the target disengaging time Tm_off is calculated by inputting the target disengaging torque TTq_off, and is separately set for each gear position to be disengaged. Further, as shown in FIG. (B), the target torque gradient dTTq is calculated by inputting the target disengaging torque TTq_off, and is separately set for each gear position to be disengaged. 
     On the other hand, in Step  703 , if the disengaging control phase timer Tm_op≠0, the processing advances to Step  706 . 
     Next, in Step  706 , the target torque TTq of the assist clutch is set. The target torque TTq is asymptotically brought up to the target disengaging torque TTq_off by adding the target torque gradient dTTq set in Step  705  to the preceding target torque TTq. 
     On the other hand, time judgment is performed in Step  707 . If the disengagning control phase timer Tm_op≧the target disengaging time Tm_off, the shift position is shifted in Step  708 . In a case of, for example, 2nd to 3rd shifting, the target shift position tpSET is moved from the position SF 3  to the position SF 2  in  FIG. 3 . 
     In the disengaging control phase, as the target torque TTq of the assist clutch shown in  FIG. 14(B)  rises, the actual assist clutch transmitting torque of  FIG. 14(C)  rises, and the shift position rpSFT of  FIG. 14(E)  is started to move from the position SF 3  to the position SF 2 . 
     The control content of the torque assist control phase of Step  505  of the shift control by the present embodiment of the system of controlling the vehicle will be described below, referring to  FIG. 9  to  FIG. 11  and  FIG. 14 . 
       FIG. 9  is a flowchart showing the control content of the torque assist control phase in the shift control by the system of controlling the vehicle of the first embodiment of the present invention.  FIG. 10  is a time chart showing the control content of the torque assist control phase in the shift control by the system of controlling the vehicle of the first embodiment of the present invention.  FIG. 11  is an illustration explaining methods of calculating the target shift time Tm_s, the target increasing time Tm_inc and the target decreasing time Tm_dec in the torque assist control phase in the shift control by the system of controlling the vehicle of the first embodiment of the present invention. 
       FIG. 10  shows a case of up-shift (the input rotation speed before shifting Ni_pre&gt;the input rotation speed after shifting Ni_nxt).  FIG. 10(A)  shows the input rotation speed before shifting Ni_pre and the input rotation speed after shiftingNi_nxt.  FIG. 10(B)  shows the basic inertia torque Tq_b.  FIG. 10(C)  shows target shift torque Tq_J.  FIG. 10(D)  shows the target torque of the assist clutch TTq. 
     The control content of the torque assist control phase to be described below are programmed in the computer  100   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  901  to  911  described below is executed by the power train control unit  100 . 
     In Step  901  of  FIG. 9 , the power train control unit  100  reads parameters, and then in Step  902 , judges by a value of the torque assist control phase timer Tm_ta whether or not it is just after starting of the torque assist control phase. If the torque assist control phase timer Tm_ta=0, it is judged that it is just after starting the torque assist control phase. Then, Step  903 , Step  904 , Step  905  and Step  906  are executed, and after that, the processing advances to Step  907 . If the torque assist control phase timer Tm_ta≠0, the processing advances to Step  907 . 
     In Step  903  (the target shift time setting processing), the target shift time Tm_s is set. The target shift time Tm_s is assumed to be a function of the engine torque Te. As shown in  FIG. 11(A) , the target shift time Tm_s is calculated by inputting the engine torque Te, and is separately set for each shifting pattern. 
     Next, in Step  904  (the target increasing time setting processing, and the target decreasing time setting processing), the target increasing time Tm_inc and the target decreasing time Tm_dec shown in  FIG. 10(C)  are set. As shown in  FIG. 11  (B) and  FIG. 11(C) , each of the target increasing time Tm_inc and the target decreasing time Tm_dec is assumed to be a function of the engine torque Te. As shown in  FIG. 11(B)  and  FIG. 11(C) , the target shift time Tm_s is calculated by inputting the engine torque Te, and is separately set for each shifting pattern. 
     Next, in Step  905 , the basic inertia torque Tq_b shown in  FIG. 10(C)  is calculated. The basic inertia torque Tq_b is a torque necessary for shifting from the rotation speed Ni_pre equivalent to an input power before shifting to the rotation speed Ni_nxt equivalent to an input power after shifting. Letting an inertia coefficient from the engine to the input shaft be J, and the unit conversion coefficient be α, the basic inertia torque Tq_b of the torque necessary for shifting becomes J×(Ni_pre−Ni_nxt)×α/Tm_s. 
     Next, in Step  906 , a reference inertia torque Tq_B shown in  FIG. 10(C)  is calculated. The reference inertia torque Tq_B is a torque which has an area equal to an area of the basic inertia torque Tq_b×the target shift time Tm_s when the reference inertia torque Tq_B increases (decreases, in the case of downshift) in the target increasing time Tm_inc and decreases (increases, in the case of downshift) in the target decreasing time Tm_dec within the target shift time Tm_s, and calculated according to the equation shown in Step  906  of  FIG. 9 . The reference inertia torque Tm_B when the reference inertia torque Tq_B is increased in the target increasing time Tm_inc and decreased in the target decreasing time Tm_dec within the target shift time Tm_s is calculated so that the area S 1  of  FIG. 10(B)  may become equal to the area S 2  of  FIG. 10(C) . At that time, a torque which increases from 0 to the reference inertia torque Tq_B in the target increasing time Tm_inc and decreases from the reference inertia torque Tq_B to 0 in the target decreasing time Tm_dec becomes the target shift torque Tq_J. Further, the correction in the calculation of reference inertia torque Tq_B is vehicleried out by assist torque learning correction value LatDSTTq. the calculation method of the assist torque learning correction value LatDSTTq will be described later with reference to FIG.  FIG. 16 . 
     Step  907 , Step  908 , Step  909  and Step  910  are the target shift torque setting processing. In Step  907 , classification of cases is performed using the torque assist control phase timer Tm_ta to determine the method of calculating the target shift torque Tq_J. If the torque assist control phase timer Tm_ta&lt;the target increasing time Tm_inc, the processing advances to Step  908 . If the torque assist control phase timer Tm_ta&lt;the target shift time Tm_s—the target decreasing time Tm_dec, the processing advances to Step  909 . If the case is a case other than the above, the processing advances to Step  910 . 
     When the torque assist control phase timer Tm_ta&lt;the target increasing time Tm_inc, in Step  908  the target shift torque Tq_J is increased up to the reference inertia torque Tq_B in the target increasing time Tm_inc (decreased down when down-shifting). It is set that the target shift torque Tq_J=the reference inertia torque Tq_B×the torque assist control phase timer Tm_ta/the target increasing time Tm_inc. 
     When the torque assist control phase timer Tm_ta&lt;the target shift time Tm_s—the target decreasing time Tm_dec, in Step  909  it is set that the target shift torque Tq_J=the reference inertia torque Tq_B. 
     In the cases other than the above, in Step  910  the target shift torque Tq_J is decreased down to 0 in the target decreasing time Tm_dec (increased up when down-shifting). It is set that the target shift torque Tq_J=the reference inertia torque Tq_B×(the target shift time Tm_s—the torque assist control phase timer Tm_ta)/the target decreasing time Tm_dec. 
     Next, in Step  911 , the target torque TTq of the assist clutch shown in  FIG. 10(D)  is calculated. It is set that the target torque TTq=the target shift torque Tq_J×the shift torque adjustment gain Jgain+the engine torque Te×the engine torque adjustment gain Bgain. It is preferable that each of the shift torque adjustment gain Jgain and the engine torque Te×the engine torque adjustment gain Bgain is set for each shifting pattern. Further, it is preferable that each of the shift torque adjustment gain Jgain and the engine torque Te×the engine torque adjustment gain Bgain is a function of the input torque (or the engine torque) before shifting. 
     As shown in  FIG. 14(E) , when the shift position rpSFT is close to the position SF 2  (the time tb), the control phase becomes the torque assist control phase. In the torque assist control phase, as the target shift torque Tq_J of  FIG. 14(A)  increases up to the reference inertia torque Tq_B and then decreases down to 0, the assist clutch target torque of  FIG. 14(B)  increases up and then decreases down. As the assist clutch target torque TTq of  FIG. 14(B)  increases up and then decreases down, the actual transmitting torque of the assist clutch of  FIG. 14(C)  is increased and decreased, and the input rotation speed Ni of  FIG. 14(D)  is decreased. Thereby, the input rotation speed Ni can be controlled while the target shift torque Tq_J is satisfied. Further, the select position rpSEL of  FIG. 14(F)  is shifted from the position SL 1  to the position SL 2 . 
     Although in the description of  FIG. 9 , the target shift torque Tq_J is calculated using the target increasing time Tm_inc and the target decreasing time Tm_dec, the target shift torque Tq_J may be calculated by setting a target increasing torque and a target decreasing torque. 
     Further, the target shift torque Tq_J may be calculated by inputting a rotation speed difference before shifting (the input rotation speed before shifting Ni_pre—the input rotation speed after shifting Ni_nxt) instead of the engine torque Te. Further, the target shift torque Tq_J may be calculated by inputting an accelerator opening degree instead of the engine torque Te. 
     The control content of the rotation synchronous control phase of Step  509  of the shift control by the present embodiment of the system of controlling the vehicle will be described below, referring to  FIG. 12  and  FIG. 14 . 
       FIG. 12  is a time chart showing the control content of the rotation synchronous control phase in the shift control by the system of controlling the vehicle of the first embodiment of the present invention. 
     The control content of the rotation synchronous control phase to be described below are programmed in the computer  100   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  1201  to  1210  described below is executed by the power train control unit  100 . 
     In Step  1201 , the power train control unit  100  reads parameters, and then in Step  1202 , judges by a value of the rotation synchronous control phase timer Tm_ns whether or not it is just after starting of the rotation synchronous control phase. If the rotation synchronous control phase timer Tm_ns=0, it is judged that it is just after starting the rotation synchronous control phase. Then, Step  1203  is executed, and after that, the processing advances to Step  1204 . If the rotation synchronous control phase timer Tm_ns≠0, the processing advances to Step  1204 . 
     When it is just after starting the rotation synchronous control phase, in Step  1203 , a proportional correction gain Kp and an integral correction gain Ki for rotation speed feedback are set. There, it is preferable that each of the proportional correction gain Kp and the integral correction gain Ki is separately set for each shifting pattern or for each target gear position. 
     Next, in Step  1204 , the target synchronizing rotation speed (the target input rotation speed) Ni_ref is set. The target synchronizing rotation speed is to be a value around the input rotation speed calculated by multiplying the output rotation speed No by the gear ratio Gm after shifting. 
     Next, in Step  1205 , a difference Ni_err between the target synchronizing rotation speed Ni_ref and the input rotation speed Ni is calculated, and then in Step  1206 , an integral value Ni_errI of the rotation speed difference Ni_err is calculated. 
     Next, in Step  1207 , a proportional correction value DNi_p and an integral correction value DNi_i are calculated using the rotation speed difference Ni_err, the rotation speed difference integral value Ni_errI, the proportional correction gain Kp and the integral correction gain Ki. 
     Next, in Step  1208 , a feedback torque Tq_FB is set. Letting the inertia coefficient from the engine to the input shaft be J, and the unit conversion coefficient be α, the feedback torque Tq_FB is calculated by J×(DNi_p−DNi_i)×α. 
     Next, in Step  1209 , a feed-forward torque Tq_FF is set. It is set that the feed-forward torque Tq_FF=the engine torque Te×the engine torque adjustment gain Bgain. Similarly to  FIG. 9  (the torque assist control phase), it is preferable that the engine torque adjustment gain Bgain is set for each shifting pattern. Further, it is preferable that the engine torque adjustment gain Bgain is a function of the engine torque. 
     Next, in Step  1210 , the assist clutch target torque TTq is set. The target torque TTq is set as TTq=Tq_FB+Tq_FF using the feedback torque Tq_FB and the feed-forward torque Tq_FF. 
     In the rotation synchronous control phase, the actual assist clutch transmitting torque of  FIG. 14(C)  is controlled by changing the target torque TTq of the assist clutch of  FIG. 14(B)  so that the input rotation speed Ni of  FIG. 14(D)  may follow the target synchronizing rotation speed Ni_ref. 
     The control content of the engaging control phase of Step  511  of the shift control by the present embodiment of the system of controlling the vehicle will be described below, referring to  FIG. 13  and  FIG. 14 . 
       FIG. 13  is a time chart showing the control content of the engaging control phase in the shift control by the system of controlling the vehicle of the first embodiment of the present invention. 
     The control content of the engaging control phase to be described below are programmed in the computer  100   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  901  to  911  described below is executed by the power train control unit  100 . 
     In Step  1301  of  FIG. 13 , the power train control unit  100  reads parameters, and then in Step  1302 , judges by a value of the engaging control phase timer Tm_cn whether or not it is just after starting of the engaging control phase. If the engaging control phase timer Tm_cn=0, it is judged that it is just after starting the engaging control phase. Then, Step  1303  is executed, and after that, the processing advances to Step  1304 . If the engaging control phase timer Tm_cn ≠0, the processing advances to Step  1304 . 
     In Step  1303 , a proportional correction gain Kp and an integral correction gain Ki for rotation speed feedback are set. There, similarly to  FIG. 12  (the rotation synchronous control phase), it is preferable that each of the proportional correction gain Kp and the integral correction gain Ki is separately set for each shifting pattern or for each target gear position. 
     Next, in Step  1304 , the target synchronizing rotation speed Ni_ref for the rotation speed feedback is set. The target synchronizing rotation speed is to be a value around the input rotation speed calculated by multiplying the output rotation speed No by the gear ratio Gm after shifting. 
     Next, in Step  1305 , a difference Ni_err between the target synchronizing rotation speed Ni_ref and the input rotation speed Ni is calculated, and then in Step  1306 , an integral value Ni_errI of the rotation speed difference Ni_err is calculated. 
     Next, in Step  1307 , a proportional correction value DNi_p and an integral correction value DNi_i are calculated using the rotation speed difference Ni_err, the rotation speed difference integral value Ni_errI, the proportional correction gain Kp and the integral correction gain Ki. 
     Next, in Step  1308 , a feedback torque Tq_FB is set. Letting the inertia coefficient from the engine to the input shaft be J, and the unit conversion coefficient be α, the feedback torque Tq_FB is calculated by J×(DNi_p−DNi_i)×α. 
     Next, in Step  1309 , a feed-forward torque Tq_FF is set. It is set that the feed-forward torque Tq_FF=the engine torque Te×the engine torque adjustment gain Bgain. Similarly to  FIG. 9  (the torque assist control phase) and to  FIG. 12  (the rotation synchronous control phase), it is preferable that the engine torque adjustment gain Bgain is set for each shifting pattern. Further, it is preferable that the engine torque adjustment gain Bgain is a function of the engine torque. 
     Next, in Step  1310 , the assist clutch target torque TTq is set. The assist clutch target torque TTq is set as TTq=Tq_FB+Tq_FF using the feedback torque Tq_FB and the feed-forward torque Tq_FF. 
     On the other hand, the shift position is shifted in Step  1311 . In a case of, for example, 2→3 shifting, the target shift position tpSET is moved from the position SF 3  to the position SF 2  in  FIG. 3 . 
     In the engaging control phase, the actual assist clutch transmitting torque of  FIG. 14(C)  is controlled by changing the target torque TTq of the assist clutch of  FIG. 14(B)  so that the input rotation speed Ni of  FIG. 14(D)  may further follow the target synchronizing rotation speed Ni_ref, and the shift position rpSFT of  FIG. 14(E)  is shifted from the position SF 2  to the position SF 1 . The control phase becomes the shifting completion phase at the time tg when shifting of the shift position rpSFT to the position SF 1  is completed, and the target torque TTq of the assist clutch of  FIG. 14(B)  becomes 0 to complete the shift control. 
     The shift time when there is no correction by assist torque learning correction value LatDSTTq in Step  906  of  FIG. 8  in the shift control by the vehicle control apparatus according to the present embodiment will be explained with reference to  FIG. 15 . 
       FIG. 15  is a time chart showing the control content when there is no correction by assist torque learning correction value LatDSTTq in Step  906  of  FIG. 8  in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
       FIG. 15  shows the time chart during up-shifting from the 2nd gear position to the 3rd gear position, and shows an example of the shift time extended by the machine difference between assist clutches and the deterioration with age. 
     Compared with the example shown in  FIG. 14 , the decrease in input rotation speed Ni of  FIG. 15(D)  is slower. The time until input rotation speed Ni synchronizes with target synchronous rotation speed Ni_ref is longer. Therefore, the required time of the rotation synchronous control phase from time te to time tf becomes longer, and the entire shift time is longer. 
     On the other hand, when the shift time shortens contrary to the example shown in  FIG. 15 , the decrease in input rotation speed Ni becomes faster oppositely. Therefore, the striking-feeling occurs at shifting due to the increase of the inertia torque caused by the change in input rotation speed Ni, and shift quality deteriorates. 
     Next, the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the present embodiment will be explained with reference to  FIG. 16  and  FIG. 17 . 
       FIG. 16  is a flow chart showing the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the first embodiment of the present invention.  FIG. 17  is an illustration showing a calculating method of the target shift required time upper limit TTm_sfnMX and the target shift required time lower limit TTm_sfnMN in the correction value calculating processing in the shift control by the vehicle control apparatus according to the first embodiment of the present invention. 
     The content of the following correction value calculating processing is programmed in computer  100   c  of power train control unit  100 , and carried out at a predetermined repeatedly. That is, the processing of the following Steps  1601 – 1609  is executed by power train control unit  100 . 
     In Step  1601  of  FIG. 16 , power train control unit  100  reads parameters, and next judges whether the rotation synchronous phase ends in Step  1602 . 
     When the rotation synchronous phase has ended in Step  1602 , the processing advances to Step  1603 . When the rotation synchronous phase does not end, the processing advances to Step  1609 . In the Step, the value of assist torque learning correction LatDSTTq is stored, and the processing is completed. 
     When the rotation synchronous phase has ended, required shift time Tm_sfn is calculated in Step  1603 . Required shift time Tm_sfn is assumed to be the time required from the open control to the engagement control. In the example of  FIG. 16 , required shift time Tm_sfn is calculated as the sum of torque assist control phase timer Tm_at and rotation synchronous control phase timer Tm_ns. Required shift time Tm_sfn may be calculated by the time when shift position rpSFT is a neutral position. Moreover, required shift time Tm_sfn may be calculated by the time when the command value of the assist clutch is one except the open command. 
     Next, it is judged whether required shift time Tm_sfn is within the fixed range in Step  1604 . The processing advances to Step  1605  when required shift time Tm_sfn is larger than target required shift time upper limit TTm_sfnMX or when required shift time Tm_sfn is smaller than target required shift time lower limit TTm_sfnMN. Otherwise, the processing advances to Step  1609 , and assist torque learning correction value LatDSTTq is stored, and the processing is completed. 
     Here, target required shift time upper limit TTm_sfnMX and target required shift time lower limit TTm_sfnMN are calculated by using the engine torque Te as an input respectively as shown in  FIG. 17(A)  and  FIG. 17(B) . Further, this is set separately in each shifting pattern. Moreover, It is possible to calculate it by using the before-shifting rotation difference (input rotation speed Ni_pre before shifting-input rotation speed Ni_nxt after shifting) as an input instead of the engine torque Te. Further, it is possible to calculate by using amount Aps of the accelerator pedal control as an input instead of the engine torque Te. 
     Next, in Step  1605  and Step  1606 , a large and small relation between target synchronous rotation speed Ni_ref and input rotation speed Ni is provided depending on the sign of rotation speed difference integral value Ni_errI calculated in Step  1206  of  FIG. 12 . 
     The processing advances to Step  1607  when rotation speed difference integral value Ni_errI&gt;0. In the Step, the processing is ended by adding positive side correction value LatPls to assist torque learning correction value LatDSTTq, and updating assist torque learning correction value LatDSTTq. 
     The processing advances to Step  1608  when rotation speed difference integral value Ni_errI&lt;0. In the Step, the processing is ended by adding negative side correction value LatMns to assist torque learning correction value LatDSTTq, and updating assist torque learning correction value LatDSTTq. 
     the processing advances to Step  1609  when rotation speed difference integral value Ni_errI=0. In the Step, assist torque learning correction value LatDSTTq is stored, and processing is ended. Here, positive side correction value LatPls and negative side correction value LatMns are assumed to be the predetermined constants or the table structure of the parameters indicative of the state of the transmission. Further, it is preferable that these are separately set by the shifting pattern. Moreover, it is preferable to update assist torque learning correction value LatDSTTq by dividing according to the operation area of the assist clutch. 
     It is possible to judge whether required shift time Tm_sfn is larger than the target required shift time in Step  1604  by setting the target required shift time instead of target required shift time upper limit TTm_sfnMX and target required shift time lower limit TTm_sfnMN in Step  1604 . Alternatively, it is possible to judge whether required shift time Tm_sfn is smaller than the target required shift time in Step  1604  by setting the target required shift time instead of target required shift time upper limit TTm_sfnMX and target required shift time lower limit TTm_sfnMN in Step  1604 . 
     By constructing as described above, it is possible to shift as shown in  FIG. 14  to improve the shift quality by preventing the required shift time from becoming long or oppositely short even if the machine difference between assist clutches or the deterioration with age occurs. 
     Next, the content of the control when the transfer characteristics of the assist clutch is changed by the vehicle control apparatus according to this embodiment will be explained with reference to FIG.  18 – FIG. 20 . 
       FIG. 18  is an illustration showing the content of the control when the transfer characteristics of the assist clutch is changed into a smaller value by vehicle control apparatus according to the first embodiment of the present invention.  FIG. 19  is an illustration showing the content of the control when transfer characteristics of the assist clutch is changed into a larger value by vehicle control apparatus according to the first embodiment of the present invention.  FIG. 20  is an illustration showing the transition of the shift time when the transfer characteristics of the assist clutch is changed by vehicle control apparatus according to the first embodiment of the present invention. 
       FIG. 18  shows the change in input rotation speed Ni and assist clutch torque by the learning correction in the torque assist control phase (corresponding to time tb−time te in  FIG. 15 ) when the transfer torque characteristics of the assist clutch is changed into a smaller value by the replacement of the assist clutch or the exchange of the assist clutch hydraulic operating fluid. 
     Whenever shifting is repeated, assist clutch torque increases in the torque assist control phase as shown in  FIG. 18(A) . Input rotation speed Ni approaches gradually target synchronous rotation speed Ni_ref at the end (time te) of the torque assist control phase as shown in  FIG. 18(B) . The time required of the rotation synchronous control phase after time te shortens, and the required shift time can be shortened because the rotation speed difference becomes small at the end (time te) of the torque assist control phase. 
       FIG. 19  shows the change in input rotation speed Ni and assist clutch torque by the learning correction in the torque assist control phase (corresponding to time tb−time te in  FIG. 15 ) when the transfer torque characteristics of the assist clutch is changed into a larger value by the replacement of the assist clutch or the exchange of the assist clutch hydraulic operating fluid. 
     Whenever shifting is repeated, assist clutch torque increases in the torque assist control phase as shown in  FIG. 19(A) . Input rotation speed Ni approaches gradually target synchronous rotation speed Ni_ref at the end (time te) of the torque assist control phase as shown in  FIG. 19(B) . The time required of the rotation synchronous control phase after time te shortens, and the required shift time can be shortened because the rotation speed difference becomes small at the end (time te) of the torque assist control phase. While, the end time (time te) of the torque assist control phase becomes early, because input rotation speed Ni decreases fast. As a result, it is possible to avoid generating the striking-feeling because the inertia torque increases. 
     When the transfer torque characteristics of the assist clutch is changed by the replacement of the assist clutch or the exchange of the assist clutch hydraulic operating fluid, the required shift time is shortened whenever shifting is repeated as shown in  FIG. 20  and it settles between the target required shift time lower limit and the target required shift time upper limit as shown in  FIG. 18  or  FIG. 19 . Similarly, the required shift time gradually becomes long whenever shifting is repeated also when the required shift time is smaller than the target required shift time lower limit, and it settles between the target required shift time lower limit and the target required shift time upper limit. 
     As described above, it is possible to avoid the decrease of the shift quality by preventing the time required to synchronize the rotation speeds from becoming long or short even if the machine difference between assist clutches or the deterioration with age occurs. Further, it is possible to improve the shift quality by suppressing the time required to synchronize the rotation speeds from becoming long or short even when the characteristics is changed by the replacement of the assist clutch or the exchange of the assist clutch hydraulic operating fluid. 
     The configuration and the operation of a vehicle control apparatus according to the present embodiment will be explained below, referring to  FIG. 21  to  FIG. 27 . 
     Here, the configuration of a vehicle control apparatus according to second embodiment is similar to that shown in  FIG. 1  or  FIG. 2 . The engaging relationship between the clutch and the driven gear in the present embodiment is similar to that shown in  FIG. 3 . The input-output signal relationship by the communication means  103  among the power train control unit  100 , the engine control unit  101  and the hydraulic pressure control unit  102  in the control apparatus of the vehicle according to the present embodiment is similar to that shown in  FIG. 4 . The overall control content of the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 5 . The content of the timer indicative of the elapsed time of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 6 . The control content of the disengaging control phase of Step  503  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 7 ,  FIG. 8  and  FIG. 14 . Although the control content of the torque assist control phase of Step  505  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 9  to FIG.  11  and  FIG. 14 , the control content described later with reference to  FIG. 26  is adopted instead of that of  FIG. 9 . Although the control content of the rotation synchronous control phase of Step  509  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 12  and  FIG. 14 , the control contenthown in  FIG. 27  is adopted instead of that of  FIG. 12 . The control content of the engaging control phase of Step  511  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 13  and  FIG. 14 . The content of the correction value calculating processing is different from that shown in  FIG. 16 . 
     First, the shift time when there is no correction by assist torque learning correction value LatDSTTq in Step  906  of  FIG. 9  in the shift control by the vehicle control apparatus according to the second embodiment of the present invention will be explained with reference to  FIG. 21 . 
       FIG. 21  is a time chart showing the control content when there is no correction by assist torque learning correction value LatDSTTq in Step  906  of  FIG. 9  in the shift control by the vehicle control apparatus according to the second embodiment of the present invention. 
       FIG. 21  shows a time chart of up-shift from the 2nd gear position to the 3rd gear position, and shows the example when the input torque changes and the shift time becomes long by the machine difference of engine  1  or the deterioration with age. 
     The decrease in input rotation speed Ni of  FIG. 21(D)  is earlier than that of  FIG. 14 , as shown in  FIG. 21 . Input rotation speed Ni is dropped far more than target synchronous rotation speed Ni_ref. Therefore, the time until input rotation speed Ni synchronizes with target synchronous rotation speed Ni_ref is long, the time required of the rotation synchronous control phase from time te to time tf becomes long. As a result, the entire shift time becomes long. 
     Next, the content of the processing of the correction value calculating processing in the shift control by the vehicle control apparatus according to this embodiment will be explained with reference to FIG.  22 – FIG. 27 . 
       FIG. 22  is a flow chart showing the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the second embodiment of the present invention.  FIG. 23  is a flow chart showing the content of the torque difference integral value calculating processing shown in  FIG. 22 .  FIG. 24  is a flow chart showing the content of the learning correction value calculating processing shown in  FIG. 22 .  FIG. 25  is an illustration showing a renewing method of the learning correction value in the shift control by the vehicle control apparatus according to the second embodiment of the present invention. 
     The control content of the correction value calculating processing are programmed in the computer  100   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  2201  to  2202  described below is executed by the power train control unit  100 . 
     The correction value calculating processing in Step  514  shown in  FIG. 5  is composed of the torque difference integral value calculating processing in Step  2201  and the learning correction value calculating processing in Step  2202  in this embodiment. The content of each processing is described later with reference to  FIG. 23  and  FIG. 24 . Step  2201  and Step  2202  are called as the subroutine in the correction value calculating processing. 
     Here, the detailed content of the calculating processing of the torque difference integral value in Step  2201  of  FIG. 22  will be explained with reference to  FIG. 23 . 
     The power train control unit  100  reads parameters in Step  2301 , and judges whether it is in a rotation synchronous phase in Step  2302 . If it is in the rotation synchronous phase, the processing advances to Step  2303 . Otherwise, the processing is ended. 
     When it is in the rotation synchronous phase, it is judged whether the time required of a rotation synchronous phase is long in Step  2303 . When rotation synchronous control phase timer Tm_ns&gt;rotation synchronous phase required upper limit time Tm_nsMX, the processing advances to Step  2306 . When the rotation synchronous control phase timer Tm_ns≦the rotation synchronous phase required upper limit time Tm_nsMX, It is assumed torque difference integral value STTqDns=0 in Step  2304 , and torque difference integrating timer Tm_nsST=0 in Step  2305 , and then the processing is ended. 
     When rotation synchronous control phase timer Tm_ns&gt;rotation synchronous phase required upper limit time Tm_nsMX, the processing advances to Step  2306 . Torque difference TTqD between target torque TTq and feedforward command value torque Tq_FF is calculated in Step  2306 . 
     Next, the torque difference integral value STTqDns is updated as torque difference integral value STTqDns+TTqD in Step  2307 . 
     In addition, torque difference integrating timer Tm_nsST is counted up in Step  2308 , and The processing is ended. Here, rotation synchronous phase required upper limit time Tm_nsMX is calculated by inputting the engine torque Te. Moreover, this is set separately in each shifting pattern. Further, it may be calculated by inputting the rotation speed difference before shifting (the input rotation speed before shifting Ni_pre—the input rotation speed after shifting Ni_nxt) instead of the engine torque Te. Further, it may be calculated by inputting an accelerator pedal control amount Aps instead of the engine torque Te. 
     After the end of the processing of  FIG. 23 , the processing returns to correction value calculating processing  514  of  FIG. 22 , and the next Step  2202  is executed. 
     Next, the content of the calculating processing of the learning correction value of Step  2202  in  FIG. 22  will be explained with reference to  FIG. 24 . 
     The power train control unit  100  reads parameters in Step  2401 , and judges whether the rotation synchronous phase is ended in Step  2402 . The processing advances to Step  2403  when the rotation synchronous phase has ended. Otherwise, the processing is ended. 
     Next, it is judged whether torque difference integrating timer Tm_nsST is counted up in Step  2403 . The processing advances to Step  2404  when torque difference integrating timer Tm_nsST is counted up (≠0). While, the processing is ended when torque difference integrating timer Tm_nsST=0. 
     Next, it is judged in Step  2404  whether it is immediately after the shifting ends. The processing advances to Step  2405  immediately after the shifting ends, otherwise the processing is ended. 
     Next, the torque difference integral value STTqDns calculated in Step  2307  and Step  2308  of  FIG. 23  is divided with torque difference integrating timer Tm_nsST to obtain torque difference average value ATTqDns in Step  2405 . 
     Next, the learning correction LnsTTqD is updated as learning correction LnsTTqD+torque difference average value ATTqDns, and the processing is ended in Step  2406 . 
     Here, it is preferable to update learning correction value LnsTTqD after the upper limit and the lower limit of torque difference average value ATTqDns are limited to a fixed value in Step  2406 . Further, it is preferable to update learning correction value LnsTTqD after torque difference average value ATTqDns is multiplied by the gain for adjusting the amount of the learning correction. 
     In addition, it is preferable to update learning correction LnsTTqD with dividing the area by the operation area in the drive force source. When the drive force source is engine  1 , it is preferable to update learning correction value LnsTTqD of each area after making the map structure by dividing the area according to the injection pulse width of engine  1  and engine rotation speed Ne, etc. as shown in  FIG. 25 . Other parameters indicative of the state of engine  1  such as a command value of the throttle opening or the engine torque, etc. may be used here instead of the injection pulse width. 
     Next, the content of the control of the torque assist control phase in the shift control by the vehicle control apparatus according to this embodiment will be explained with reference to  FIG. 26 . 
       FIG. 26  is an illustration showing the content of the control of the torque assist control phase in the shift control by the vehicle control apparatus according to the second embodiment of the present invention. 
     In Step  2601 , the power train control unit  100  reads parameters, and then in Step  2602 , judges whether it is just after starting of the torque assist control phase. If the the torque assist control phase timer Tm_ta=0, Step  2603 , Step  2604 , Step  2605  and Step  2606  are executed, and after that, the processing advances to Step  2607 . If the torque assist control phase timer Tm_ta≠0, the processing advances to Step  2607 . 
     The target shift time Tm_s is set in Step  2603  (target shift time setting processing) immediately after the starting of the torque assist control phase. Target shift time Tm_s is assumed to be a function of the engine torque Te as well as  FIG. 9 . 
     Next, the target increase time Tm_inc and target decrease time Tm_dec are set in Step  2604  (target increase time setting processing and target decrease time setting processing). Both target increase time Tm_inc and target decrease time Tm_dec are assumed to be a function of the engine torque Te as well as  FIG. 8 . 
     Next, when shifting from rotation speed Ni_pre corresponding to the input before the shifting to rotation speed Ni_nxt corresponding to the input after the shifting during target shift time Tm_s, the necessary torque for the shifting is calculated in Step  2605 . Assumed that the inertia coefficient from the engine to the input shaft is J and the unit conversion coefficient is α, the torque necessary for the shifting or basic inertia torque becomes Tq_b is J×(Ni_pre−Ni_nxt)×α−Tm_s. That is, the basic inertia torque Tq_b&gt;0 for the up-shift and the basic inertia torque becomes Tq_b&lt;0 for the downshift. Where, input rotation speed Ni_pre before the shifting=output rotation speed No×the gear ratio before the shifting, and input rotation speed Ni_nxt after the shifting=output rotation speed No×the gear ratio after the shifting. 
     Next, the reference inertia torque Tq_B which is the torque that the area becomes equal to basic inertia torque Tq_b×target shift time Tm_s when increasing at target increase time Tm_inc (decrease in case of downshift), and decreasing at target decrease time Tm_dec (increase in case of downshift) within target shift time Tm_s is calculated in Step  2606 . 
     Step  2607 , Step  2608 , Step  2609 , and Step  2610  are the target shifting torque setting processing, and the content of processing is similar to that of  FIG. 9 . 
     Next, the target torque TTq of the assist clutch is calculated in Step  2611 . It is assumed target torque TTq=target shifting torque Tq_J×shifting torque adjustment gain Jgain+(engine torque Te+learning correction value LnsTTqD)×engine torque adjustment gain Bgain by using learning correction LnsTTqD calculated in Step  2406 . It is preferable to set shifting torque adjustment gain Jgain and engine torque adjustment gain Bgain in each shifting pattern as well as  FIG. 9 . Further, it is preferable to do as a function of the input torque before the shifting (or engine torque). 
     Moreover, target shifting torque Tq_J can be calculated by setting the increase torque to be aimed and the decrease torque to be aimed although target shifting torque Tq_J is calculated by target increase time Tm_inc and target decrease time Tm_dec. 
     Next, the content of the control of the rotation synchronous control phase of Step  509  in the shift control by the vehicle control apparatus according to the present embodiment will be explained with reference to  FIG. 27 . 
       FIG. 27  is an illustration showing of the present invention. 
     In Step  2701 , the power train control unit  100  reads parameters, and then in Step  2702 , judges whether it is just after starting of the rotation synchronous control phase. If the rotation synchronous control phase timer Tm_ns=0, Step  2703  is executed, and after that, the processing advances to Step  2704 . If the rotation synchronous control phase timer Tm_ns≠0, the processing advances to Step  2704 . 
     When it is just after starting the rotation synchronous control phase, in Step  2703 , a proportional correction gain Kp and an integral correction gain Ki for rotation speed feedback are set. There, it is preferable that each of the proportional correction gain Kp and the integral correction gain Ki is separately set for each shifting pattern or for each target gear position as well as  FIG. 12 . 
     Next, in Step  2704 , the target synchronizing rotation speed (the target input rotation speed) Ni_ref for the feedback of the rotation speed is set. The target synchronizing rotation speed Ni_ref is to be a value around the input rotation speed calculated by multiplying the output rotation speed No by the gear ratio Gm after the shifting. 
     Next, in Step  2705 , a difference Ni_err between the target synchronizing rotation speed Ni_ref and the input rotation speed Ni is calculated, and then in Step  2706 , an integral value Ni_errI of the rotation speed difference Ni_err is calculated. 
     Next, in Step  2707 , a proportional correction value DNi_p and an integral correction value DNi_i are calculated using the rotation speed difference Ni_err, the rotation speed difference integral value Ni_errI, the proportional correction gain Kp and the integral correction gain Ki. 
     Next, feedforward torque Tq_FB is set in Step  2708 . 
     Next, feedforward torque Tq_FF is set in Step  2709 . Feedforward torque Tq_FF is assumed to be Tq_FF=(engine torque Te+learning correction value LnsTTqD)×engine torque adjustment gain Bgain by using learning correction value LnsTTqD calculated in Step  2406 . 
     Next, the target torque TTq of the assist clutch is set in Step  2710 . 
     Further, it is preferable to set TTq_off=Tq_in+LnsTTqD by correcting the torque of the target disengaging torque by learning correction value LnsTTqD in Step  702  of  FIG. 7 . 
     As described above, it is possible to prevent the shift time from becoming long as shown in  FIG. 20  even if the machine difference between assist clutches or the deterioration with age occurs according to the present embodiment. Therefore, it becomes possible to shift as shown in  FIG. 14 , and the decrease in shift quality can be prevented. 
     The configuration and the operation of a vehicle control apparatus according to the present embodiment will be explained below, referring to  FIG. 28  to  FIG. 31 . 
     Here, the configuration of a vehicle control apparatus according to the present embodiment is similar to that shown in  FIG. 1  or  FIG. 2 . The engaging relationship between the clutch and the driven gear in the present embodiment is similar to that shown in  FIG. 3 . The input-output signal relationship by the communication means  103  among the power train control unit  100 , the engine control unit  101  and the hydraulic pressure control unit  102  in the control apparatus of the vehicle according to the present embodiment is similar to that shown in  FIG. 4 . The overall control content of the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 5 . The content of the timer indicative of the elapsed time of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 6 . The control content of the disengaging control phase of Step  503  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 7 ,  FIG. 8  and  FIG. 14 . The control content of the torque assist control phase of Step  505  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 26 ,  FIG. 10 ,  FIG. 11  and  FIG. 14 . The control content of the rotation synchronous control phase of Step  509  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 27  and  FIG. 14 . The control content of the engaging control phase of Step  511  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 13  and  FIG. 14 . The content of the correction value calculating processing is different from those shown in  FIG. 16  and  FIG. 22 . 
     First, the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the present embodiment will be explained with reference to  FIG. 28  and  FIG. 29 . 
       FIG. 28  is a flow chart showing the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the third embodiment of the present invention.  FIG. 29  is a flow chart showing the content of the torque difference integral value calculating processing shown in  FIG. 28 .  FIG. 30  is a flow chart showing the content of the learning correction value calculating processing shown in  FIG. 28 . 
     The content of the correction calculating processing to be described below are programmed in the computer  100   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  2801  and  2802  described below is executed by the power train control unit  100 . 
     The correction value calculating processing in Step  514  shown in  FIG. 5  is composed of the torque difference integral value calculating processing in Step  2801  and the learning correction value calculating processing in Step  2802  in this embodiment. The content of each processing is described later with reference to  FIG. 29  and  FIG. 30 . Step  2801  and Step  2802  are called as the subroutine in the correction value calculating processing. 
     Here, the detailed content of the calculating processing of the torque difference integral value in Step  2801  of  FIG. 28  will be explained with reference to  FIG. 29 . 
     The power train control unit  100  reads parameters in Step  2901 , and judges whether it is in a rotation synchronous phase in Step  2902 . If it is in the rotation synchronous phase, the processing advances to Step  2903 . Otherwise, the processing is ended. 
     When it is in the rotation synchronous phase, it is judged whether the time required of a rotation synchronous phase is long in Step  2903 . When rotation synchronous control phase timer Tm_ns&gt;rotation synchronous phase required upper limit time Tm_nsMX, the processing advances to Step  2907 . When rotation synchronous control phase timer Tm_ns≦rotation synchronous phase required upper limit time Tm_nsMX, the processing advances to Step  2904 . 
     When rotation synchronous control phase timer Tm_ns≦rotation synchronous phase required upper limit time Tm_nsMX, it is assumed integration correction integral value SDNi_i=0 in Step  2904 , and integration correction integrating timer Tm_nsSI=0 in Step  2905 , and then the processing is ended. 
     When rotation synchronous control phase timer Tm_ns&gt;rotation synchronous phase required upper limit time Tm_nsMX, integration correction integral value SDNi_i is updated to SDNi_i+Dni_i in Step  2907 . Integration correction integrating timer Tm_nsSI is counted up in Step  2908  and the processing is ended. 
     Here, rotation synchronous phase required upper limit time Tm_nsMX is calculated by inputting the engine torque Te as well as  FIG. 23 . Moreover, this is set separately in each shifting pattern. Further, it may be calculated by inputting a rotation speed difference before shifting (the input rotation speed before shifting Ni_pre—the input rotation speed after shifting Ni_nxt) instead of the engine torque Te. Further, it may be calculated by inputting an accelerator pedal control amount Aps instead of the engine torque Te. 
     After the end of the processing in  FIG. 29 , the processing returns to correction value calculating processing of  FIG. 28 , and the next Step  2802  is executed. 
     Next, the content of the calculating processing of the learning correction value of Step  2802  in  FIG. 30  will be explained with reference to  FIG. 30 . 
     The power train control unit  100  reads parameters in Step  3001 , and judges whether the rotation synchronous phase is ended in Step  3002 . The processing advances to Step  3003  when the rotation synchronous phase has ended. Otherwise, the processing is ended. 
     When the rotation synchronous phase has ended, it is judged whether integration correction value integrating timer Tm_nsSI is counted up in Step  3003 . 
     When integration correction integrating timer Tm_nsSI is counted up (≠0), the processing advances to Step  3004 . When integration correction integrating timer Tm_nsSI=0, the processing is ended. 
     Next, it is judged whether it is immediately after the shifting is ended in Step  3004 . If so, the processing advances to Step  3005 . Otherwise, the processing is ended. 
     Next, in Step  3005 , integration correction average value ADNi_i is calculated by integration correction integrating timer Tm_nsSI and integration correction integral value SDNi_i calculated in Step  2907  and Step  2908  of  FIG. 29 , and the processing advances to Step  3006 . 
     Next, in Step  3006 , assumed that the inertia coefficient from the engine to the input shaft is J and the unit conversion coefficient is α, average integral torque Atq_FBI is calculated. 
     Next, the learning correction LnsTTqD is updated according to learning correction value LnsTTqD+average integration torque ATq_FBI in Step  3007 , and the processing is ended. 
     Here, it is preferable to update learning correction value LnsTTqD after the upper limit and the lower limit of average integral torque Atq_FBI are limited to a fixed value in Step  3007 . Further, it is preferable to update learning correction value LnsTTqD after average integral torque Atq_FBI is multiplied by the gain for adjusting the amount of the learning correction. 
     In addition, it is preferable to update learning correction LnsTTqD with dividing the area by the operation area in the drive force source as well as  FIG. 24 . 
     Moreover, it is preferable to correct the setting of the target disengaging torque to TTq_off=Tq_in+LnsTTqD according to learning correction value LnsTTqD in Step  702  of  FIG. 7 . 
     As described above, it is possible to prevent the shift time from becoming long as shown in  FIG. 20  even if the machine difference between assist clutches or the deterioration with age occurs according to the present embodiment. Therefore, it becomes possible to shift as shown in  FIG. 14 , and the decrease in shift quality can be prevented. 
     Next, an example of the modification of the torque difference integral value calculating processing shown in  FIG. 29  will be explained with reference to  FIG. 31 . 
       FIG. 31  is an illustration showing an example of the modification of the torque difference integral value calculating processing of the correction value calculating processing in the shift control by the vehicle control apparatus according to the third embodiment of the present invention. 
     The processing in Step  3101  to Step  3105  of  FIG. 31  is added between Step  2903  and Step  2907  of  FIG. 29 . 
     It is judged whether the rotation difference between target synchronous rotation speed Ni_ref and input rotation speed Ni is small in Step  3101 . When the rotation difference is small, the processing advances to Step  3102 , and when the rotation difference is large, the processing advances to Step  2904  in  FIG. 29 . 
     Next, it is judged whether or not the amount of the change per unit time of input rotation speed Ni is small in Step  3102 . When |ΔNi| is small, the processing advances to Step  3103 , and when |ΔNi| is large, the processing advances to Step  2904  in  FIG. 29 . 
     Next, it is judged whether or not the amount of the change per unit time of output rotation speed No is small in Step  3103 . When |ΔNo| is small, the processing advances to Step  3104 , and when |ΔNo| is large, the processing advances to Step  2904  in  FIG. 29 . 
     Next, it is judged whether or not the amount of the change per unit time of engine torque Te is small in Step  3104 . When |ΔTe| is small, the processing advances to Step  3105 , and when |ΔTe| is large, the processing advances to Step  2904  in  FIG. 29 . 
     Next, it is judged whether or not the amount of the change per unit time of accelerator control amount Aps is small in Step  3105 . When |ΔApe| is small, the processing advances to Step  2907  in  FIG. 29 , and when |ΔApe| is large, the processing advances to Step  2904  in  FIG. 29 . 
     It is possible to improve more the accuracy of the learning correction by composing like this modification. 
     As described above, it is possible to prevent the shift time from becoming long as shown in  FIG. 20  even if the machine difference between assist clutches or the deterioration with age occurs according to the present embodiment. Therefore, it becomes possible to shift as shown in  FIG. 14 , and the decrease in shift quality can be prevented. 
     The configuration and the operation of the vehicle control apparatus according to a fourth embodiment of the present invention will be described below, referring to  FIG. 32  to  FIG. 41 . 
     There, the configuration of a vehicle control apparatus according to the present embodiment is similar to that shown in  FIG. 1  or  FIG. 2 . The engaging relationship between the clutch and the driven gear in the present embodiment is similar to that shown in  FIG. 3 . The input-output signal relationship by the communication means  103  among the power train control unit  100 , the engine control unit  101  and the hydraulic pressure control unit  102  in the system of controlling the vehicle according to the present embodiment is similar to that shown in  FIG. 4 . The overall control content of the system of controlling the vehicle according to the present embodiment are similar to those shown in  FIG. 5 . The content of the timer indicative of the elapsed time of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 6 . The control content of the disengaging control phase of Step  503  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 7 ,  FIG. 8  and  FIG. 14 . Although the control content of the torque assist control phase of Step  505  of the shift control by the vehicle control apparatus according to the present embodiment is similar to those shown in  FIG. 9  to  FIG. 11 , the control content described later with reference to  FIG. 32  to  FIG. 34  is adopted instead of that in  FIG. 9  to  FIG. 14 . The control content of the rotation synchronous control phase of Step  509  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 12  and  FIG. 14 . The control content of the engaging control phase of Step  511  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 13  and  FIG. 14 . 
     The content of the correction value calculating processing is different from those of  FIG. 16 ,  FIG. 22  and  FIG. 28 , and is described later with reference to  FIG. 37 , etc. 
     First, the content of the processing of the torque assist phase in the shift control by the vehicle control apparatus according to the present embodiment will be explained with reference to FIG.  32 – FIG. 35 . 
       FIG. 32  is a flowchart showing the processing content of the torque assist phase in the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention.  FIG. 33  is a flow chart showing the content of Step  3202  in  FIG. 32 .  FIG. 34  is a flow chart showing the content of Step  3203  in  FIG. 32 .  FIG. 35  is a time chart showing the control content of the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention. 
       FIG. 35  shows the time chart showing the control at the up-shift from the 2nd gear position to the 3rd gear position. In  FIG. 35 , the period of time ta to time tb designates the disengagement control phase, the period of time tb to time te torque assist control phase, the period of time te to time tf rotation synchronous control phase, the period of time tf to time tg engagement control phase, and the period of time tg to time th shift end.  FIG. 35(A)  shows target shifting torque Tq_J.  FIG. 35(B)  shows target torque TTq of the assist clutch.  FIG. 35(C)  shows the transfer torque of the assist clutch.  FIG. 35(D)  shows input rotation speed Ni and target synchronous rotation speed Ni_ref.  FIG. 35(E)  shows shift position rpSFT.  FIG. 35(F)  shows select position rpSEL. 
     The control content of the shift control to be described below are programmed in the computer  100   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  3201  to Step  3204  described below is executed by the power train control unit  100 . 
     In Step  3201  of  FIG. 32 , power train control unit  100  reads parameters, and calculates feedforward torque Tq_FF as the feedforward torque calculating processing in Step  3202 . The detailed content of Step  3202  is described later with reference to  FIG. 33 . In Step  3203 , power train control unit  100  calculates feedback torque Tq_FB as the feedback torque calculating processing in Step  3203 . The detailed content of Step  3203  is described later with reference to  FIG. 34 . 
     Next, the target torque TTq of the assist clutch is calculated from feedforward torque Tq_FF and feedback torque Tq_FB in Step  3204 . 
     Next, the content of the processing of Step  3202  (feedforward torque calculating processing) of  FIG. 32  will be explained with reference to  FIG. 33 . Basic processing is similar to that of  FIG. 8 . 
     In Step  3301 , the power train control unit  100  reads parameters, and then in Step  3302 , judges whether it is just after the starting of the torque assist control phase. If the the torque assist control phase timer Tm_ta=0, Step  3303 , Step  3304 , Step  3305  and Step  3306  are executed, and after that, the processing advances to Step  3307 . If the torque assist control phase timer Tm_ta≠0, the processing advances to Step  3307 . 
     Target shift time Tm_s is set in Step  3303  (target shift time setting processing) immediately after the starting of the torque assist control phase. Target shift time Tm_s is assumed to be a function of the engine torque Te. 
     Next, the target increase time Tm_inc and target decrease time Tm_dec are set in Step  3304  (target increase time setting processing and target decrease time setting processing). Both target increase time Tm_inc and target decrease time Tm_dec are assumed to be a function of the engine torque Te. 
     Next, when shifting from rotation speed Ni_pre corresponding to the input before the shifting to rotation speed Ni_nxt corresponding to the input after the shifting during target shift time Tm_s set in Step  3303 , the necessary torque for the shifting is calculated in Step  3305 . Assumed that the inertia coefficient from the engine to the input shaft is J and the unit conversion coefficient is α, the torque necessary for the shifting or basic inertia torque becomes Tq_b is j×(Ni_pre−Ni_nxt)×α÷Tm_s. Where, input rotation speed Ni_pre before the shifting=output rotation speed No×the gear ratio before the shifting, and input rotation speed Ni_nxt after the shifting=output rotation speed No×the gear ratio after the shifting. 
     Next, the reference inertia torque Tq_B which is the torque that the area becomes equal to basic inertia torque Tq_b×target shift time Tm_s when increasing at target increase time Tm_inc (decrease in case of downshift), and decreasing at target decrease time Tm_dec (increase in case of downshift) within target shift time Tm_s is calculated in Step  3306 . When reference inertia torque Tq_B is calculated, it is corrected by using assist torque learning correction value LatDSTTq. Assist torque learning correction value LatDSTTq is calculated by using the correction value calculating processing described later with reference to  FIG. 37 . 
     Step  3307 , Step  3308 , Step  3309  and Step  3310  are the target shift torque setting processing. In Step  3307 , classification of cases is performed using the torque assist control phase timer Tm_ta. In Step  3308 , Step  3309  and Step  3310 , target shift torque Tq_J of each case (Case  1 , Case  2 , Case  3 ) is calculated. 
     Next, feedforward torque Tq_FF of the assist clutch is calculated in Step  3311 . It is assumed feedforward torque Tq_FF=target shifting torque Tq_J×shifting torque adjustment gain Jgain+engine torque Te×engine torque adujustment gain Bgain. It is preferable to set shifting torque adjustment gain Jgain and engine torque adjustment gain Bgain in each shifting pattern. Further, it is preferable to do as a function of the input torque before the shifting (or engine torque). 
     Moreover, target shifting torque Tq_J can be calculated by setting the increase torque to be aimed and the decrease torque to be aimed although target shifting torque Tq_J is calculated by target increase time Tm_inc and target decrease time Tm_dec. 
     Next, the content of the processing of Step  3203  (feedback torque calculating processing) in  FIG. 32  will be explained with reference to  FIG. 34 . 
     In Step  3401 , power train control unit  100  reads parameters, and in Step  3402 , it calculates change amount DNi_T of the rotation speed to obtain target shifting torque Tq_J calculated in Step  3308 , Step  3309  and Step  3310  of  FIG. 33 . Assumed that the inertia coefficient from the engine to the input shaft is J, the unit conversion coefficient is α, and the control cycle time is Tm_job, Change amount DNi_T of the rotation speed becomes DNi_T=−(Tq_J÷(J×α))×Tm_job. 
     Next, in Step  3403 , it is judged whether or not it is just after the starting of the torque assist control phase. If the torque assist control phase timer Tm_ta=0, Step  3404  and Step  3405  is executed, and after that, the processing advances to Step  3407 . If the torque assist control phase timer Tm_at≠0, Step  3406  is executed and then the processing advances to Step  3407   
     When it is just after starting of the torque assist control phase, in Step  3404 , a proportional correction gain Kp, an integral correction gain Ki and a differential correction gain Kd for rotation speed feedback are set. There, it is preferable that each of the proportional correction gain Kp, the integral correction gain Ki and the differential correction gain Kd is separately set for each shifting pattern or for each target gear position. 
     Next, in Step  3405 , an initial value of basic input rotation speed Ni_b is set. The initial value of basic input rotation speed Ni_b just after the starting of the torque assist control phase is set to input rotation speed Ni_pre before the shifting. 
     Basic input rotation speed Ni_b is set in Step  3406  when it is not immediately after the starting of the torque assist control phase. Basic input rotation speed Ni_b is changed in increments of change amount DNi_T of the rotation speed calculated in Step  3402 . Basic input rotation speed Ni_b corresponds to the target input rotation speed in which the change in the rotation speed by the change of the vehicle speed is not considered. 
     Next, the target transmission gear ratio setting processing is executed in Step  3407 . Target transmission gear ratio T_rat is calculated as T_rat=Ni_b÷No_st based on basic input rotation speed Ni_b and output rotation speed No_st at the beginning of the shifting. Here, (input rotation speed Ni_st at the beginning of the shifting÷transmission gear ratio) can be used instead of output rotation speed No_st at the beginning of the shifting 
     Next, the target input rotation speed setting processing is executed in Step  3408 . Target input rotation speed Ni_ref=output rotation speed No×target transmission gear ratio T_rat is calculated. As a result, the change in the rotation speed by the change in the vehicle speed can be reflected. 
     Next, difference Ni_err between target input rotation speed Ni_ref and input rotation speed Ni is calculated in Step  3409 . Further, integral value Ni_errI of rotation speed difference Ni_err is calculated in Step  3410 , and differential value dNi_err of rotation speed difference Ni_err is calculated in Step  3411 . 
     Next, proportional correction value DNi_p, integral correction value DNi_i, and differential correction value DNi_err are calculated by using rotation speed difference Ni_err, rotation speed difference integral value Ni_errI, rotation speed difference differential value dNi_err, proportional correction gain Kp, integral correction gain Ki, and differential correction gain Kd in Step  3412 . 
     Next, feedback torque Tq_FB is set in Step  3413 . Assumed that the inertia coefficient from the engine to the input shaft is J, the unit conversion coefficient is α, feedback torque Tq_FB=J×(DNi_p+DNi_i+DNi_d)×α is calculated. 
     Here, output rotation speed No_st at the beginning of the shifting in Step  3407  is assumed to be output rotation speed No when changing from the disengaging control phase into the torque assist control phase. Furthermore, it is preferable to select the filtered value of the output rotation speed No when changing from from the disengaging control phase into the torque assist control phase, the average value of the values taken over several times immediately before changing from the disengaging control phase into the torque assist control phase in order to suppress the influence of the change of the rotation by the disengaging control. 
     Next, the content of the torque assist control will be explained with reference to  FIG. 35 . 
     In the disengaging phase (time ta to time tb), shift position rpSFT in  FIG. 35(E)  begins to move from position SF 3  to position SF 2  when target torque TTq of the assist clutch in  FIG. 35(D)  rises up. 
     When shift position rpSFT comes near of position SF 2  (time tb), the torque assist control phase (time tb to time te) starts. 
     In the torque assist control phase, feedforward torque Tq_FF of  FIG. 35(B)  rises and falls while target shifting torque Tq_J of  FIG. 35(A)  rises up to reference inertia torque Tq_B and then falls to 0. When feedforward torque Tq_FF of  FIG. 35(B)  rises and falls, input rotation speed Ni of  FIG. 35(C)  decreases. In addition, target input rotation speed Ni_ref of  FIG. 35(C)  which is the rotation speed to obtain target shifting torque Tq_J of  FIG. 35(A)  changes, and the feedback torque of  FIG. 35(D)  changes to improve the difference between target input rotation speed Ni_ref and input rotation speed Ni. Target torque TTq of  FIG. 35(D)  is set based on feedforward torque Tq_FF and feedback torque Tq_FB. As a result, input rotation speed Ni can be controlled to follow target input rotation speed Ni_ref, obtaining target shifting torque T_J. Moreover, select position rpSEL of  FIG. 35(F)  moves from position SL 1  to position SL 2 . 
     In the rotation synchronous control phase (time te to time tf), target torque TTq of the assist clutch in  FIG. 35(D)  is controlled so that input rotation speed Ni in  FIG. 35(C)  may follow target input rotation speed Ni_ref. 
     In the engagement control phase (time tf to time tg), target torque TTq of the assist clutch in  FIG. 35(D)  is controlled so that input rotation speed Ni of  FIG. 35(C)  may continue to follow target input rotation speed Ni_ref, and shift position rpSFT in  FIG. 35(E)  moves from position SF 2  to position SF 1 . 
     The shifting end phase (time tg to time th) starts at time tg when the movement of shift position rpSFT to position SF 1  was completed, target torque TTq of the assist clutch of (D) becomes 0, and the shift control is ended. 
     Here, the example of up-shift from the 2nd gear position to the 3rd gear position when the shift time becomes long due to the machine difference between assist clutches or the deterioration with age when there is no correction by assist torque learning correction LatDSTTq in Step  3306  of  FIG. 33  is explained with reference to  FIG. 36 . 
       FIG. 36  is a time chart showing the content of the control when the assist torque is not corrected in the shift control by vehicle control apparatus according to the third embodiment of the present invention. 
     Compared with the example of  FIG. 35 , the decrease in input rotation speed Ni of  FIG. 36(D)  is slower, and the time until input rotation speed Ni synchronizes with target synchronous rotation speed Ni_ref is long. As a result, the time required of the rotation synchronous control phase from time te to time tf becomes long, and the entire shift time is long. 
     Next, the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the present embodiment will be explained with reference to  FIG. 37  to  FIG. 40 . 
       FIG. 37  is a flow chart showing the content of the correction value calculating processing in the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention.  FIG. 38  is a flow chart showing the content of the area difference integral value calculating processing shown in  FIG. 37 .  FIG. 39  is a flow chart showing the content of the learning correction value calculating processing shown in  FIG. 37 .  FIG. 40  is an illustration showing a renewing method of the learning correction value of the correction calculating processing in the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention. 
     The control content of the shift control to be described below are programmed in the computer  100   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  3701  to  3702  described below is executed by the power train control unit  100 . 
     As shown in  FIG. 37 , the correction value calculating processing in Step  514  shown in  FIG. 5  is composed of the area difference integral value calculating processing in Step  3701  and the learning correction value calculating processing in Step  3702  in this embodiment. The content of each processing is described later with reference to  FIG. 38  and  FIG. 39 . Step  3701  and Step  3702  are called as the subroutine in the correction value calculating processing. 
     Here, the detailed content of the calculating processing of the area difference integral value in Step  3701  of  FIG. 37  will be explained with reference to  FIG. 38 . 
     The power train control unit  100  reads parameters in Step  3801 , and judges whether it is in a torque assist phase in Step  3802 . If it is in the rotation synchronous phase, the processing advances to Step  3805 . Otherwise, the processing advances to Step  3803 . 
     When it is not in the torque assist control phase, feedforward torque integral value STq_FF=0 is set in Step  3803 . 
     Next, assist clutch target torque integral value STTq=0 is set in Step  3804 , and the processing is ended. 
     When it is in the torque assist control phase, feedforward torque integral value STq_FF is updated to feedforward torque integral value STq_FF+feedforward torque Tq_FF in Step  3805 . Next, the target torque integral value STTq is updated to assist clutch target torque integral value STTq+target torque TTq in Step  3806 . Next, area difference DSTTq is calculated based on target torque integral value STTq and feedforward torque integral value STq_FF in Step  3807 , and the processing is ended. 
     Next, the detailed content of the calculating processing of the learning correction value in Step  3702  of  FIG. 37  will be explained with reference to  FIG. 39 . 
     Power train control unit  100  reads parameters in Step  3901 . Next, it is judged whether the torque assist control phase is ended in Step  3902 . when the processing is ended, the processing advances to Step  3903 . Otherwise, the processing is ended. 
     when the torque assist control phase is ended, it is judged whether or not it is immediately after the end of the shifting in Step  3903 . When it is immediately after the end of the shifting, the processing advances to Step  3904 , Otherwise the processing is ended. 
     When it is immediately after the end of the shifting, Assist torque learning correction LatDSTTq is updated to assist torque learning correction LatDSTTq+area difference DSTTq in Step  3904 , and the processing is ended. 
     Here, it is preferable to update assist torque learning correction value LatDSTTq after the upper limit and the lower limit of area difference DSTTq are limited to a fixed value. Further, it is preferable to update assist torque learning correction value LatDSTTq after area difference DSTTq is multiplied by the gain for adjusting the amount of the learning correction. 
     In addition, it is preferable to update assist torque learning correction value LatDSTTq with dividing the area by the operation area in the assist clutch. When the drive force source is engine  1 , it is preferable to update assist clutch learning correction value LatDSTTq of each area after dividing the area according to basic inertia torque Tq_b, etc. as shown in  FIG. 40 . Other parameters indicative of the state of assist clutch such as a assist clutch oil pressure, assist clutch current, etc. may be used here instead of the basic inertia torque Tq_b. 
     As described above, it is possible to shift as shown in  FIG. 35  to improve the shift quality by preventing the required shift time from becoming long or oppositely short as shown in  FIG. 36  even if the machine difference between assist clutches or the deterioration with age occurs. Further, when the transfer torque characteristics of the assist clutch is changed by the replacement of the assist clutch or the exchange of the assist clutch hydraulic operating fluid, the required shift time is converged whenever shifting is repeated as shown in  FIG. 20 . 
     Next, the example of the modification of the area difference integral value calculating processing shown in  FIG. 38  will be explained with reference to  FIG. 41 . 
       FIG. 41  is an illustration showing an example of the modification of the area difference integral value calculating processing of the correction value calculating processing in the shift control by the vehicle control apparatus according to the fourth embodiment of the present invention. 
     The processing of Step  4101  to Step  4104  in  FIG. 41  is added between Step  3802  and Step  3805  in  FIG. 38 . 
     It is judged whether or not the amount of the change per unit time of engine torque Te is small in Step  4101 . When |ΔNo| is small, the processing advances to Step  4102 , and when |ΔNo| is large, the processing advances to Step  3803  in  FIG. 38 . 
     Next, when |ΔNo| is small, it is judged whether or not the amount of the change per unit time of engine torque Te is small in Step  4102 . When |ΔTe| is small, the processing advances to Step  4103 , and when |ΔTe| is large, the processing advances to Step  3803  in  FIG. 38 . 
     When |ΔTe| is small, it is judged whether or not the amount (ΔApe) of the change per unit time of accelerator control amount Aps is small in Step  4103 . When |ΔApe| is small, the processing advances to Step  3805  in  FIG. 38 , and when |ΔApe| is large, the processing advances to Step  3803  in  FIG. 38 . 
     The accuracy of the learning correction can be improved more by composing as described above. 
     As described above, it is possible to improve the shift quality by preventing the required shift time from becoming long or oppositely short even if the machine difference between assist clutches or the deterioration with age occurs. Further, when the transfer torque characteristics of the assist clutch is changed by the replacement of the assist clutch or the exchange of the assist clutch hydraulic operating fluid, the required shift time is converged whenever shifting is repeated. 
     The configuration and the operation of a fifth embodiment of a vehicle control apparatus according to the present invention will be described below, referring to  FIG. 42  to  FIG. 44 . 
     There, the configuration of a vehicle control apparatus according to second embodiment is similar to that shown in  FIG. 1  or  FIG. 2 . The engaging relationship between the clutch and the driven gear in the present embodiment is similar to that shown in  FIG. 3 . The input-output signal relationship by the communication means  103  among the power train control unit  100 , the engine control unit  101  and the hydraulic pressure control unit  102  in the system of controlling the vehicle according to the present embodiment is similar to that shown in  FIG. 4 . The overall control content of the system of controlling the vehicle according to the present embodiment are similar to those shown in  FIG. 5 . The content of the timer indicative of the elapsed time of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 6 . The control content of the disengaging control phase of Step  503  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 7 ,  FIG. 8  and  FIG. 14 . Although the control content of the torque assist control phase of Step  505  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 9  to  FIG. 11  and  FIG. 14 , the control content described later with reference to  FIG. 42  to  FIG. 44  is adopted herein instead of those of  FIG. 9  to  FIG. 11 . The control content of the rotation synchronous control phase of Step  509  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 12  and  FIG. 14 . The control content of the engaging control phase of Step  511  of the shift control by the vehicle control apparatus according to the present embodiment are similar to those shown in  FIG. 13  and  FIG. 14 . The content of the correction value calculating processing is similar to that of  FIG. 37  in this embodiment. 
     Here, the processing content of the torque assist phase in the shift control by the vehicle control apparatus according to the present embodiment will be explained with reference to  FIG. 42  to  FIG. 44 . 
       FIG. 42  is a flowchart showing the processing content of the torque assist phase in the shift control by the vehicle control apparatus according to the fifth embodiment of the present invention.  FIG. 43  is a flow chart showing the content of Step  4202  of  FIG. 42 .  FIG. 44  is a flow chart showing the content of Step  4203  of  FIG. 42 . 
     The control content of the correction value calculating processing are programmed in the computer  10   c  of the power train control unit  100 , and repetitively executed in a predetermined cycle. That is, the processing from Step  4201  to  4204  described below is executed by the power train control unit  100 . 
     In Step  4201  of  FIG. 42 , power train control unit  100  reads parameters, and calculates feedforward torque Tq_FF as the feedforward torque calculating processing in Step  4202 . The detailed content of Step  4202  is described later with reference to  FIG. 43 . 
     In Step  4203 , power train control unit  100  calculates feedback torque Tq_FB as the feedback torque calculating processing in Step  4203 . The detailed content of Step  4203  is described later with reference to  FIG. 44 . 
     Next, the target torque TTq of the assist clutch is calculated from feedforward torque Tq_FF and feedback torque Tq_FB in Step  4204 . 
     Next, the content of the processing of Step  4202  (feedforward torque calculating processing) in  FIG. 42  will be explained with reference to  FIG. 43 . Basic processing is similar to that of  FIG. 8 . 
     Power train control unit  100  reads parameters in Step  4301 , and sets input rotation speed Ni_ref to be aimed in Step  4302 . Target input rotation speed Ni_ref is set based on the shifting pattern or the output rotation speed, etc. 
     Next, shifting torque Tq_J to obtain target input rotation speed Ni_ref is calculated in Step  4303 . Assumed that the amount of the change in the target input rotation speed Ni_ref is ΔNi_ref, the inertia coefficient from the engine to the input shaft is J, the unit conversion coefficient is α, the target shift time is Tm_s, and the assist torque learning correction value is LatDSTTq, the target shifting torque is calculated as Tq_J=J×ΔNi_ref×α+LatDSTTq÷Tm_s. 
     Next, feedforward torque Tq_FF of the assist clutch is calculated in Step  3311 . It is assumed feedforward torque Tq_FF=target shifting torque Tq_J×shifting torque adjustment gain Jgain+engine torque Te×engine torque adujustment gain Bgain. It is preferable to set shifting torque adjustment gain Jgain and engine torque adjustment gain Bgain in each shifting pattern as well as the case in  FIG. 33 . Further, it is preferable to do as a function of the input torque before the shifting (or engine torque). 
     Next, the content of the processing of Step  4203  (feedback torque calculating processing) in  FIG. 42  will be explained with reference to  FIG. 44 . 
     In Step  4401 , the power train control unit  100  reads parameters, and then in Step  4402 , judges whether it is just after the starting of the torque assist control phase. When the the torque assist control phase timer Tm_ta=0, Step  4403  is executed, and after that, the processing advances to Step  4404 . When the torque assist control phase timer Tm_ta≠0, the processing advances to Step  4406 . 
     When it is just after starting of the torque assist control phase, in Step  4403 , a proportional correction gain Kp, an integral correction gain Ki and a differential correct6ion gain Kd for rotation speed feedback are set. There, it is preferable that each of the proportional correction gain Kp, the integral correction gain Ki and the differential correction gain Kd is separately set for each shifting pattern or for each target gear position. 
     Next, difference Ni_err between target input rotation speed Ni_ref and input rotation speed Ni is calculated in Step  4404 . Further, integral value Ni_errI of rotation speed difference Ni_err is calculated in Step  4405 , and differential value dNi_err of rotation speed difference Ni_err is calculated in Step  4406 . 
     Next, proportional correction value DNi_p, integral correction value DNi_i, and differential correction value DNi_err are calculated by using rotation speed difference Ni_err, rotation speed difference integral value Ni_errI, rotation speed difference differential value dNi_err, proportional correction gain Kp, integral correction gain Ki, and differential correction gain Kd in Step  4407 . 
     Next, feedback torque Tq_FB is set in Step  4408 . Assumed that the inertia coefficient from the engine to the input shaft is J and the unit conversion coefficient is α, the feedback torque is calculated as Tq_FB=J×(Dni_p+Dni_I+Dni_d)×α. 
     As described above, it is possible to improve the shift quality by preventing the required shift time from becoming long or oppositely short as shown in  FIG. 36  even if the machine difference between assist clutches or the deterioration with age occurs, and to shift as shown in  FIG. 35 . Further, when the transfer torque characteristics of the assist clutch is changed by the replacement of the assist clutch or the exchange of the assist clutch hydraulic operating fluid, the required shift time is converged whenever shifting is repeated as shown in  FIG. 20 . 
     Next, the content of the processing of the example to which the failure diagnosis function to the assist clutch is added to the shift control by the vehicle control apparatus by the second embodiment will be explained with reference to  FIG. 45  and  FIG. 46 . 
       FIG. 45  is a flow chart showing the content of the failure diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the second embodiment of the present invention. 
     The failure diagnosis processing of the assist clutch according to this embodiment is added to the calculating processing of the learning correction value shown in  FIG. 24 . Namely, Step  4501 , Step  4502  and Step  4503  are added between Step  2405  and Step  2406  in  FIG. 24 , and the processing of Step  4504  is newly added. 
     In Step  4501 , power train control unit  100  judges whether or not the absolute value of torque difference average value ATTqDns calculated in Step  2405  of  FIG. 24  is larger than the specified value ATTqDnsNG. When it is large, the processing advances to Step  4502 , Otherwise, the processing returns to Step  4506  of  FIG. 24 . 
     When the absolute value of torque difference average value ATTqDns is larger than the specified value ATTqDnsNG, the frequency that the absolute value of torque difference average value ATTqDns becomes larger than the specified value ATTqDnsNG is counted in Step  4502 . The counter CATTqDns is counted up, and the processing advances to Step  4503 . 
     Next, in Step  4503 , it is judged whether counter CATTqDns is larger than fixed count CATTqDnsNG. When it is small, the processing returns to Step  4506  of  FIG. 24 , and when it is large, the processing advances to Step  4504 . 
     When counter CATTqDns is larger than fixed count CATTqDnsNG, the use of the assist clutch is prohibited in Step  4504 . Further, it is preferable to light warning lamp  104  of  FIG. 1  and inform the driver. Here, it is possible to use a buzzer as an information means to the driver instead of the warning lamp. 
     The shifting when the use of the assist clutch is prohibited in Step  4504  is performed by engaging input shaft clutch input disk  2  and output disk  3  after input shaft clutch input disk  2  and output disk  3  are disengaged in the beginning, and the shift position and the select position are changed to the target position. 
     Next, the content of the control of up-shift from the 2nd gear position to the 3rd gear position when the use of the assist clutch is prohibited will be explained with reference to  FIG. 46 . 
       FIG. 46  is a time chart showing the processing when the use of the assist clutch is prohibited based on the diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the second embodiment of the present invention. 
     When the shifting is started at time ta, the input shaft clutch torque shown in  FIG. 46(A)  decreases in the beginning, and engine rotation speed Ne of  FIG. 46(C)  begins to decrease. Shift position rpSFT of  FIG. 46(D)  moves from SF 3  to SF 2  between time tb and time tc, select position rpSEL of  FIG. 46(E)  moves from SL 1  to SL 2  between time tc and time td, and shift position rpSFT of  FIG. 46(D)  moves from SF 2  to SF 1  between time td and time te. Finally, the input shaft clutch torque of  FIG. 46(A)  rises between time te and time tf, and the shifting is completed. 
     The assist clutch torque is kept disengaging as shown in  FIG. 46(B) . 
     The assist clutch can be diagnosed by this embodiment as explained above, and the use of the assist clutch can be prohibited at the breakdown. 
     Next, the content of the processing of the example to which the failure diagnosis function of the assist clutch is added to the shift control by the vehicle control apparatus according to the third embodiment will be explained with reference to  FIG. 47 . 
       FIG. 47  is a flow chart showing the content of the failure diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the third embodiment of the present invention. 
     The failure diagnosis processing of the assist clutch according to this embodiment is added to the calculating processing of the learning correction value shown in  FIG. 30 . Namely, Step  4701 , Step  4702  and Step  4703  are added between Step  3005  and Step  3006  in  FIG. 30 , and the processing of Step  4704  is newly added. 
     In Step  4701 , power train control unit  100  judges whether or not the absolute value of integral correction average value ADNi_i calculated in Step  3005  of  FIG. 30  is larger than the specified value ADNi_iNG. When it is large, the processing advances to Step  4702 , Otherwise, the processing returns to Step  3006  of  FIG. 30 . 
     When the absolute value of integral correction average value ADNi_i is larger than the specified value ADNi_iNG, the frequency that the absolute value of integral correction average value ADNi_i becomes larger than specified value ADNi_iNG is counted in Step  4702 . Counter CADNi_i is counted up, and the processing advances to Step  4703 . 
     Next, in Step  4703 , it is judged whether counter CADNi_i is larger than fixed count CADNi_iNG. When it is small, the processing returns to Step  3006  of  FIG. 30 , and when it is large, the processing advances to Step  4704 . 
     When counter CADNi_i is larger than fixed count CADNi_iNG, the use of the assist clutch is prohibited in Step  4704 . Further, it is preferable to light warning lamp  104  of  FIG. 1  and inform the driver. Here, it is possible to use a buzzer as an information means to the driver instead of the warning lamp. 
     The shifting when the use of the assist clutch is prohibited in Step  4704  is performed by engaging input shaft clutch input disk  2  and output disk  3  after input shaft clutch input disk  2  and output disk  3  are disengaged in the beginning, and the shift position and the select position are changed to the target position. The time chart at up-shifting from the second gear position to the third gear position when the use of the assist clutch is prohibited in Step  4704  is similar to one of  FIG. 46 . 
     The assist clutch can be diagnosed by this embodiment as explained above, and the use of the assist clutch can be prohibited at the breakdown. 
     Next, the content of the processing of the example to which the deterioration diagnosis function of the assist clutch is added to the shift control by the vehicle control apparatus according to the second embodiment will be explained with reference to  FIG. 48 . 
       FIG. 48  is a flow chart showing the content of the deterioration diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the second embodiment of the present invention. 
     The dterioration diagnosis processing of the assist clutch according to this embodiment is added to the calculating processing of the learning correction value shown in  FIG. 24 . 
     Namely, Step  4801  and Step  4802  are added after Step  2406  in  FIG. 24 . 
     In Step  4801 , power train control unit  100  judges whether or not the absolute value of learning correction value LnsTTqD calculated in Step  2406  of  FIG. 24  is larger than the specified value LnsTTqDNG. When it is small, the processing is ended. 
     When it is large, the processing advances to Step  4802 , and the use of the assist clutch is prohibited. Further, it is preferable to light warning lamp  104  of  FIG. 1  and inform the driver. Here, it is possible to use a buzzer as an information means to the driver instead of the warning lamp. 
     The shifting when the use of the assist clutch is prohibited in Step  4802  is performed by engaging input shaft clutch input disk  2  and output disk  3  after input shaft clutch input disk  2  and output disk  3  are disengaged in the beginning, and the shift position and the select position are changed to the target position. The time chart at up-shifting from the second gear position to the third gear position when the use of the assist clutch is prohibited in Step  4802  is similar to one of  FIG. 46 . 
     Here, the deterioration diagnosis function of  FIG. 48  can be added to the control flow of the embodiment shown in  FIG. 30  as well as  FIG. 24 . Further, The function can be added to the control flow of the embodiment in which the failure diagnosis function is added as shown in  FIG. 45  and  FIG. 47 . Preferably, the function is added to  FIG. 45  or  FIG. 47 . 
     The assist clutch can be diagnosed by this embodiment as explained above, and the use of the assist clutch can be prohibited at the deterioration. 
     Next, the content of the processing of the example to which the deterioration diagnosis function of the assist clutch is added to the shift control by the vehicle control apparatus according to the fourth embodiment will be explained with reference to  FIG. 49 . 
       FIG. 49  is a flow chart showing the content of the deterioration diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the fourth embodiment of the present invention. 
     The deterioration diagnosis processing of the assist clutch according to this embodiment is added to the calculating processing of the learning correction value shown in  FIG. 38 . Namely, Step  4901 , Step  4902 , Step  4903  and Step  4904  are added after Step  3807  in  FIG. 38 , and the processing of Step  4905  is newly added. 
     In Step  4701 , power train control unit  100  judges whether or not it is just after the shifting is completed. If so, the processing advances to Step  4902 , Otherwise, the processing is ended. 
     It is judged whether the absolute value of area difference DSTTq calculated in Step  3807  of  FIG. 38  is larger than specified value DSTTqNG in Step  4902  immediately after the shifting end. When it is large, the processing advances to Step  4903 , and the processing is ended. 
     When the absolute value of area difference DSTTq is larger than the specified value DSTTqNG, the frequency that the absolute value of area difference DSTTq becomes larger than specified value DSTTqNG is counted in Step  4903 . Counter CDSTTq is counted up, and the processing advances to Step  4904 . 
     Next, in Step  4904 , it is judged whether counter CDSTTq is larger than fixed count CDSTTqNG. When it is small, the processing is completed. When it is large, the processing advances to Step  4905 , and the use of the assist clutch is prohibited. Further, it is preferable to light warning lamp  104  of  FIG. 1  and inform the driver. Here, it is possible to use a buzzer as an information means to the driver instead of the warning lamp. 
     The shifting when the use of the assist clutch is prohibited in Step  4905  is performed by engaging input shaft clutch input disk  2  and output disk  3  after input shaft clutch input disk  2  and output disk  3  are disengaged in the beginning, and the shift position and the select position are changed to the target position. The time chart at up-shifting from the second gear position to the third gear position when the use of the assist clutch is prohibited in Step  4802  is similar to one of  FIG. 46 . 
     The assist clutch can be diagnosed by this embodiment as explained above, and the use of the assist clutch can be prohibited at the deterioration. 
     Next, the content of the processing of a second example to which the deterioration diagnosis function of the assist clutch is added to the shift control by the vehicle control apparatus according to the fourth embodiment will be explained with reference to  FIG. 50 . 
       FIG. 50  is a flow chart showing the content of the deterioration diagnosis processing of the assist clutch added to the shift control by vehicle control apparatus according to the fourth embodiment of the present invention. 
     The deterioration diagnosis processing of the assist clutch according to this embodiment is added to the calculating processing of the learning correction value shown in  FIG. 39 . Namely, Step  5001  and Step  5002  are added after Step  3904  in  FIG. 38 . 
     In Step  5001 , power train control unit  100  judges whether or not the absolute value of assist torque learning correction value LatDSTTq calculated in Step  3904  of  FIG. 39  is larger than the specified value LatDSTTqNG. When it is small, the processing is completed. 
     When it is large, the processing advances to Step  5002 , and the use of the assist clutch is prohibited. Further, it is preferable to light warning lamp  104  of  FIG. 1  and inform the driver. Here, it is possible to use a buzzer as an information means to the driver instead of the warning lamp. 
     The shifting when the use of the assist clutch is prohibited in Step  4905  is performed by engaging input shaft clutch input disk  2  and output disk  3  after input shaft clutch input disk  2  and output disk  3  are disengaged in the beginning, and the shift position and the select position are changed to the target position. The time chart at up-shifting from the second gear position to the third gear position when the use of the assist clutch is prohibited in Step  4802  is similar to one of  FIG. 46 . 
     Here, the deterioration diagnosis function of  FIG. 50  can be added to the control flow of the embodiment shown in  FIG. 16  or  FIG. 49  as well as  FIG. 39 . 
     The assist clutch can be diagnosed by this embodiment as explained above, and the use of the assist clutch can be prohibited at the deterioration. 
     As described above, the breakdown or the deterioration of the assist clutch can be judged by providing the function of the failure diagnosis or the deterioration diagnosis shown in  FIG. 45  to  FIG. 50 , and a further breakdown and deterioration can be prevented from occurring. 
     The configuration and the operation of a sixth embodiment of a vehicle control apparatus according to the present invention will be described below, referring to  FIG. 51 . 
       FIG. 51  is a system diagram showing the configuration of a vehicle control apparatus of a sixth embodiment of the present invention. In the figure, the same numerals as in  FIG. 1  designates like parts. 
     A point of the present embodiment different from the embodiment of  FIG. 1  is as flows. Although the embodiment shown in  FIG. 1  is constructed in that the torque of the engine  1  is transmitted to the transmission input shaft  10  by engaging the first clutch input disk  2  with the second clutch output disk  3 , the present embodiment is constructed using a twin clutch. That is, a first clutch input disk  301  is directly connected to the engine  1 , and a first clutch first output disk  302  is directly connected to a transmission first input shaft  312 , and a first clutch second output disk  303  is directly connected to a transmission second input shaft  304 . The transmission second input shaft  304  is formed in a hollow shaft, and the transmission first input shaft  312  is penetrated through the hollow portion of the transmission second input shaft  304  so that the transmission first input shaft  312  can be rotated in the rotation direction relative to the transmission second input shaft  304 . The first drive gear  4 , the third drive gear  6  and the fifth drive gear  8  are fixed to the transmission second input shaft  304 , and are rotatable with respect to the transmission first input shaft  312 . Further, the second drive gear  5  and the fourth drive gear  7  is fixed to the transmission first input shaft  312 , and are rotatable with respect to the transmission second input shaft  304 . The engaging and disengaging of the first clutch input disk  301  with and from the first clutch first output disk  302  is performed by a first clutch actuator  305 , and the engaging and disengaging of the first clutch input disk  301  with and from the first clutch second output disk  303  is performed by a first clutch actuator  306 . 
     Further, a first engaging clutch  309  having a synchronizer mechanism for engaging the first driven gear  12  with the transmission output shaft  18  and for engaging the third driven gear  14  with the transmission output shaft  18  is provided between the first driven gear  12  and the third driven gear  14 . Accordingly, the rotation torque transmitted from the first drive gear  4  or the third drive gear  6  to the first driven gear  12  or the third driven gear  14  is transmitted to the first engaging clutch  309 , and then transmitted to the transmission output shaft  18  through the first engaging clutch  309 . 
     Further, a third engaging clutch  311  having a synchronizer mechanism for engaging the second driven gear  13  with the transmission output shaft  18  and for engaging the fourth driven gear  15  with the transmission output shaft  18  is provided between the third driven gear  13  and the fourth driven gear  15 . Accordingly, the rotation torque transmitted from the second drive gear  5  or the fourth drive gear  7  to the second driven gear  13  or the fourth driven gear  15  is transmitted to the third engaging clutch  311 , and then transmitted to the transmission output shaft  18  through the third engaging clutch  311 . 
     Further, a second engaging clutch  310  having a synchronizer mechanism for engaging the fifth driven gear  15  with the transmission output shaft  18  is provided in the fifth driven gear  16 . Accordingly, the rotation torque transmitted from the fifth drive gear  8  to the fifth driven gear  16  is transmitted to the second engaging clutch  310 , and then transmitted to the transmission output shaft  18  through the second engaging clutch  310 . 
     For example, letting a case where the torque is transmitted to the transmission output shaft  18  using the first drive gear  4  and the first driven gear  12  be a first gear position; a case where the torque is transmitted to the transmission output shaft  18  using the third drive gear  6  and the third driven gear  14  be a third gear position; and a case where the torque is transmitted to the transmission output shaft  18  using the fourth drive gear  7  and the fourth driven gear  15  be a fourth gear position, the up-shift shifting from the first gear position to the third gear position or the down-shift shifting from the third gear position to the first gear position is performed by executing control similar to the control of the assist clutch in the embodiment illustrated in  FIG. 1  using the first clutch first output disk  302  from the condition of keeping the first clutch first output disk  302  in the disengaging state and keeping the third engaging clutch  311  and the fourth driven gear  15  in the engaging state. By doing so, the torque waveform and input rotation speed during shifting can be controlled. 
     Further, for example, letting a case where the torque is transmitted to the transmission output shaft  18  using the second drive gear  5  and the second driven gear  13  be a second gear position; a case where the torque is transmitted to the transmission output shaft  18  using the fourth drive gear  7  and the fourth driven gear  15  be a fourth gear position; and a case where the torque is transmitted to the transmission output shaft  18  using the fifth drive gear  8  and the fifth driven gear  16  be a fifth gear position, the up-shift shifting from the second gear position to the fourth gear position or the down-shift shifting from the fourth gear position to the second gear position is performed by executing control similar to the control of the assist clutch in the embodiment illustrated in  FIG. 1  using the first clutch second output disk  303  from the condition of keeping the first clutch second output disk  303  in the disengaging state and keeping the second engaging clutch  310  and the fifth driven gear  16  in the engaging state. By doing so, the torque waveform and input rotation speed during shifting can be controlled. 
     Therefore, a thrust force (first input shaft clutch torque) between input shaft clutch input disk  301  and input shaft clutch first output disk  302 , a thrust force (second input shaft clutch torque) between input shaft clutch input disk  301  and input shaft clutch second output disk  303 , the learning and the failure diagnosis can be obtained. 
     Here, the correction value calculating processing can be composed by the combination of  FIG. 16  and  FIG. 22 , or  FIG. 16  and  FIG. 28 , or  FIG. 37  and  FIG. 22 , or  FIG. 37  and  FIG. 28 . 
     As described above, it is possible to improve the shift quality by preventing the rotation synchronous required time from becoming long or oppositely short even if the machine difference between assist clutches or the deterioration with age occurs. Further, it is possible to improve the shift quality by preventing the rotation synchronous required time from becoming long or oppositely short even if the transfer torque characteristics of the assist clutch is changed by the replacement of the assist clutch or the exchange of the assist clutch hydraulic operating fluid, the required shift time is converged whenever shifting is repeated. 
     As described above, because the command value of assist clutch is corrected so that the required shift time may approaches to the target required shift time, it is possible to improve the shift quality even if the machine difference between assist clutches or the deterioration with age occurs. 
     Further, it is possible to improve the shift quality by correcting the command value of assist clutch so that the required shift time may approaches to the target required shift time even if the transfer torque characteristics of the assist clutch is changed by the replacement of the assist clutch or the exchange of the assist clutch hydraulic operating fluid.