JP2001012595A - Gear shift control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently perform the correction of learning even when the frequency of occurrence of gear shift is less and a learning value is difficult to be set in a learning correction control performing the correction of learning on working pressure acting on frictional elements based on the results of gear shifting. SOLUTION: A throttle opening is divided into multiple parts, and a leaning value set for this gear shift is applied to a divided throttle opening range R to which a throttle opening at the time of gear shift belongs. A divided range R4 of a full throttle opening area with less frequency of occurrence of gear shifting is overlapped with a divided range R3 of a virtual throttle opening area with more frequency of occurrence of gear shifting. Since the frequency of occurrence of gear shifting is high in the overlapped area, the learning value can be obtained earlier, and given to the divided area R4 of the full throttle opening area. Since, at the same time, the learning value is given to the divided area R3 of the virtual throttle opening area, an accurate correction of learning can be performed earlier by complementing the learning values of both areas.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a shift control device for an automatic transmission mounted on an automobile. In particular,
The present invention relates to learning correction control of an operating pressure supplied to a friction element during gear shifting.

[0002]

2. Description of the Related Art Generally, an automatic transmission mounted on an automobile is a combination of a torque converter and a transmission gear mechanism, and a power transmission path of the transmission gear mechanism is selectively operated by a plurality of friction elements such as clutches and brakes. To switch,
The automatic transmission is configured to automatically shift to a predetermined gear. However, in this type of automatic transmission, the operating pressure for a friction element that is engaged or released during gear shifting is controlled by operating pressure control means such as a duty solenoid valve. With precise control,
It is possible to realize a good shift feeling.

[0003] For example, in the initial stage when the operating pressure is supplied to the engagement-side friction element at the time of gear shifting, there is no change in the turbine speed (input speed of the transmission gear mechanism) but a change in torque. Phase is realized, after which
The operation shifts to the inertia phase in which the turbine speed changes. At this time, if the operating pressure supplied to the friction element is too high, the torque phase period becomes too short, or the turbine speed changes too rapidly during the inertia phase, so that the entire shift time becomes short. Conversely, if the operating pressure supplied to the friction element is too low, the torque phase period will be too long, and the turbine speed change during the inertia phase will be too gradual, and the entire shift time will be long. These results appear as problems such as shift shock, abuse of friction elements and a decrease in durability, and user discomfort.

In general, in a memory of a control system of an automatic transmission of this kind, data relating to a value of an operating pressure to be supplied to a friction element at the time of shifting, or a value of an operating pressure, so that such a problem does not appear. Is stored in advance. In such a case, such data and programs may include, for example, a 1-2 upshift,
-2 Downshifts are provided for each type of shift. Also, since the level of the operating pressure directly affects the fastening force of the friction element, and when the torque is large, it is required to increase the fastening force of the friction element accordingly. For example, a value such as a throttle opening or a turbine torque (input torque of a transmission gear mechanism) at the time of shifting is used as a parameter. Then, the control unit of the control system reads the above data or executes a program to determine the operating pressure based on the throttle opening during shifting and the like, and obtains the duty of the duty solenoid valve so as to obtain the operating pressure. Determine the rate.

[0005] However, due to individual differences of automobiles, aging of frictional elements, and the like, the previously stored original data and programs do not always lead to satisfactory results for all automobiles. Therefore, the progress of the shift actually occurred, such as a change in the turbine speed during the inertia phase or the length of the torque phase period, is compared with the progress of the target shift, and according to the result of the comparison. It is possible to perform a learning correction control that corrects the operating pressure supplied to the friction element, and supplies the corrected value of the operating pressure to the friction element at the next gear shift to correct the deviation from the target. Known (for example, Japanese Patent Application Laid-Open No. 9-26905)
No. 6).

As described above, the value of the operating pressure to be supplied to the friction element at the time of gear shifting is set using the throttle opening at the time of gear shifting as a parameter. Therefore, in general, the learning correction amount obtained by the learning control, that is, the learning value is also set using the throttle opening at the time of shifting as a parameter. This correction amount is a positive value that increases the operating pressure,
The control unit adds the learning correction amount to the operating pressure obtained from the original data or the like, and finally determines the operating pressure applied to the friction element.

Since the learning value is set using the throttle opening at the time of shifting as a parameter, the corresponding learning correction amount is not set for the throttle opening at which shifting does not occur forever. Then, when the current shift is executed at the same throttle opening as at the time of the shift that has occurred at least once in the past, the learning correction amount set based on the progress of the previous shift is taken into consideration only for the benefit of the learning control. Will be received. However, in reality, it is rare that a shift occurs with exactly the same throttle opening, and learning data such as the learning correction amount and the corresponding throttle opening can be obtained only discretely. As a result, many shifts are new shifts with inexperienced throttle opening, and the learning correction amount is zero, that is, the original data or original program is executed as it is, and there is a possibility that a large deviation from the target may occur. It becomes a big shift.

In order to eliminate such low efficiency, it is necessary to complement between learning values that can be obtained only discretely and to generate an approximate correction amount therebetween. Then, if the complement spreads over the entire region of the throttle opening as a parameter, it becomes correction amount information that is continuous as a function of the parameter as a whole. One of the methods for complementing between learning values that are formally set is, for example, as disclosed in Japanese Patent Application Laid-Open No. H5-203032, linear interpolation between adjacent learning values, that is, a learning value. It is known that a learning correction amount existing between the learning values is approximately calculated in proportion to the corresponding parameter value (particularly, see FIG. 8 in the publication).

A concrete example of this conventional representative learning value setting method and complementing method will be described with reference to FIGS.

That is, the throttle opening (TVO) is adopted as a parameter of the learning value, and the throttle opening is set to 0.
The full opening area from% to 100% is divided into a plurality (four in the example in the figure). From the opening (θ0 = 0%) to the opening (θ1:
For example, the learning value set based on the speed change occurring within the range of the first region (R1) up to 25%) is the same as the first region (R
1) Middle throttle opening (θ01 = (θ0 + θ1))
/ 2). According to this, the second region (R2) from the opening (θ1) to the opening (θ2: 50%, for example), and the opening (θ2) to the opening (θ3: 75, for example)
%), And the learning values set in the respective ranges of the fourth region (R4) from the opening (θ3) to the opening (θ4 = 100%) are in the range (R2). ), (R
3) middle throttle opening (θ12) between (R4),
It is assumed that the learning values are (θ23) and (θ34).

As a specific control operation, four of the memory cells in the memory unit of the control unit are used as cells for storing a learning value, and one of the cells (first cell: C1) has a first area. The first learning value (D1) obtained in (R1) is stored.
The second learning value (D2) is stored in 2), the third learning value (D3) is stored in the third cell (C3), and the fourth learning value (D4) is stored in the fourth cell (C4). .

In the figure, a curve (S) indicated by a chain line is a correction amount curve. In other words, if the learning values are set for all the throttle openings, the curve is a target curve formed by the continuous learning values. One of the objectives of the learning correction control is to repeatedly store and update the learning value to quickly generate a shape as close as possible to the ideal curve (S), that is, correction amount information with a small approximation error, at an early stage. Is to build. The difference between the correction amount calculated from the correction amount curve (S) and the correction amount actually calculated from the complement of the learning value stored in each cell is the correction amount curve (S) and the adjacent throttle. It is represented by the distance along the vertical axis between the complementary lines (L0), (L1), (L2), (L3), and (L4) connecting the learning values of the opening area.

Before the learning control is started, no learning value has been set yet, so that the value read from each cell is zero as shown in FIG. Therefore, in this state, all the complementary lines (L0), (L1), (L
2), (L3) and (L4) are arranged horizontally at the position where the correction amount is zero, and the error from the target (S) is widened to the maximum extent.

Then, for example, first, the first region (R
A shift occurs within 1), and as shown in FIG. 21, the correction amount (P1) is used as the first learning value (D1) as the first cell (C1).
, The learning value (D1 = P1) is plotted in the intermediate opening (θ01) of the first region (R1) (point a), and the intermediate opening (θ1) of the adjacent second region (R2) is plotted. θ1
An inclination occurs in the complementary line (L1) between the learning value (D2 = 0) and the learning value (2). As a result, at the intermediate opening (θ01) of the first region (R1) where the learning value is actually set and the learning value is set, the error from the target (S) is reduced. Also, in the vicinity of the intermediate opening (θ01), the error between the correction amount calculated from the inclined complementary line (L1) and the target (S) decreases somewhat, but the second region (R2) Intermediate opening (θ
Since the learning value (D2) in (12) is still zero, the slope of the complementary line (L1) is large, and the error has not yet been satisfactorily eliminated. In particular, the complementary line (L1) gradually moves away from the target (S) as approaching the second area (R2), and the error from the target (S) remains large in the second area (R2). .

The intermediate opening (θ0) of the first region (R1)
A complementary line (L0) connecting from 1) to the lower limit opening (θ0) of the region (R1) is drawn from the point (a) in parallel to the parameter axis.

FIGS. 22, 23 and 24 show the learning values (D3 = P3) and (D2 = P3) in the order of, for example, a third area (R3), a second area (R2), and a fourth area (R4). P
2), (D4 = P4) are obtained step by step. Each point (a), (b), (c),
The supplementary lines (L1), (L2), and (L3) connecting (d) are deformed along the target curve (S) via the state of being greatly inclined, and the error region is reduced stepwise. Go. Then, finally, as shown in FIG. 24, correction amount information (U) having a shape close to the target curve (S) is completed.

In this case, too, from the intermediate opening (θ34) of the fourth region (R4) to the upper limit opening (θ4) of the same region (R4).
Is drawn from point (d) in parallel to the parameter axis.

In the above process, for example, when shifting in the first region (R1) at the very beginning, a maximum error occurs with respect to the target (S). In the state shown in FIG. 21 obtained as a result, for example, when a shift occurs at a certain throttle opening degree in the first region (R1) as shown by the symbol (e), the effect of complementation is somewhat obtained, and The error from (S) is reduced to some extent from the beginning. However, the complement line (L
As described above, since the inclination of 1) is large, the error is not sufficiently eliminated. At the same time, as long as the shift occurs in the first region (R1), the first region (R1)
Although the learning value (D1) of 1) may be updated, the learning value (D2) of a non-zero significant value is set or updated in another region, particularly the adjacent second region (R2). I will not do it. That is, the complementary line (L1) remains largely inclined, and does not change to a shape that follows the final target curve (S) as shown in FIG. Therefore, even after that, almost all shifts occurring in the first region (R1) except for the vicinity of the intermediate opening (θ01) are performed even if the first region (R1) has a learning value (D1) already significant. Is set, the first region (R1)
As long as it occurs within the range, the error from the target (S) is not effectively eliminated.

The above description is based on the case where, in the above-described example, a shift occurs for the first time in the third region (R3) and the resulting state shown in FIG.
The same applies to a case where a shift is occurring at a certain throttle opening in the third region (R3) as shown by (g).

On the other hand, as shown by reference numerals (h) and (i) in FIG. 22, and by reference numeral (j) in FIG. 23, both the first region (R1) and the third region (R3) are provided. When a shift occurs in the adjacent second area (R2) or in the fourth area (R4) adjacent to the third area (R3), these second area (R2) or fourth area (R4) Are set as learning values (D2) and (D4) that are significant. As a result, the slopes of the complementary lines (L1) and (L2) or the complementary line (L3) are reduced, and are deformed along the target line (S), so that the error region almost disappears.

Of course, the first shift in the second area (R2) and the first shift in the fourth area (R4) can also sufficiently eliminate the error from the target (S). The shift in the opening areas (R2) and (R4) adjacent to the opening areas (R1) and (R3) for which a learning value of a non-zero significant value has already been given. Therefore, the result is obtained from the complementary straight lines (L1), (L2), (L
3) comes closer to the ideal curve (S), and completes the correction amount information (U) with a small approximation error. Therefore, in the above example, after the state shown in FIG. 23 obtained as a result of the shift occurring in the second area (R2) is realized, all the shifts occurring in the first area (R1) and the second area (R2) occur. ), And the third region (R
All the shifts occurring at an opening smaller than the intermediate opening (θ23) in 3) are shifts in which the error from the target (S) has been effectively and substantially completely eliminated thereafter. Similarly, in the above example, after the state shown in FIG. 24 obtained as a result of the shift in the fourth area (R4) is realized, all the shifts occurring in the fourth area (R4) and the Three areas (R
All the shifts occurring at an opening larger than the intermediate opening (θ23) in 3) are shifts in which the error with the target (S) has been effectively and substantially completely eliminated thereafter. That is, even when the shift is performed at the throttle opening that has not been executed, the correction amount at the opening is approximated well and the efficiency of the learning control is improved. .

In the above, the learning values (D1) to (D1) obtained in each of the throttle opening ranges (R1) to (R4).
If 4) is stored as a value at the throttle opening (TVO) actually detected at the time of shifting, instead of a value at each intermediate opening (θ01) to (θ34), an error from the target (S) is obtained. Is further eliminated, and the learning accuracy is further improved.
The plotted points (a) to (d) move on the ideal curve (S) in the respective areas. To do so, the memory cells (C1) to store the learning values (D1) to (D4)
Another memory cell paired with (C4) is used for storing the parameter value, and the learning value and the throttle opening are stored in each set of cells in association with each other.

[0023]

By the way, when driving an automobile, scenes in which the accelerator pedal is fully depressed rarely occur. In particular, a situation in which the accelerator pedal is fully depressed throughout the period when the vehicle speed changes and the shift command is output rarely occurs. Normally, the vehicle travels with a partial throttle opening such as 30% or 50%, and a shift occurs in such a partial throttle state. That is, the frequency of shifting at the partial throttle opening is high, and therefore the frequency of learning is high, and a learning value is easily generated. On the other hand, the frequency of shifting in a full throttle state where the throttle opening is 90% or 95% is low, and therefore, the frequency of learning is low, and a learning value is hardly generated.

Then, the following problem occurs in the learning correction control. That is, in the above example, the throttle opening is on the relatively small side, and in the first region (R1), the second region (R2), and the third region (R3) in the partial throttle state, the speed change (for example, , E, f,
g, h, i) are likely to occur and the learning frequency is high, so the points (a), (a),
(B) and (c) are generated and a complementary line (L
1) and (L2) are quickly deformed along the target line (S). In other words, the speed is quickly achieved up to the state shown in FIG. 23, and as described above, the shift that occurs in the first area (R1), the shift that occurs in the second area (R2), and the point in the third area (R3). (C) For all shifts that occur with smaller opening degrees, highly accurate learning correction control with good approximation accuracy is realized early.

On the other hand, in the fourth region (R4) where the throttle opening is the largest and in the full throttle state, the shift (for example, j) is unlikely to occur, and the learning frequency is low. Even after a relatively long time has elapsed from the start, point (d) is not easily generated, and the adjacent third region (R
The complementary line (L3) between the learning value obtained in 3) and the learning value does not easily deform along the target line (S) while being largely inclined. That is, for the shifts that do not progress easily from the state shown in FIG. 23 to the state shown in FIG. 24 and occur at an opening degree larger than the point (c) in the third area (R3), the error still remains for a long period of time. Only the less reliable learning correction control that has not been completely solved is realized.

That is, if this occurs even once, a significant non-zero value point (d) is generated, and the adjacent third region (R) is generated.
The point (d) is generated in the fourth region (R4) regardless of how many times the shift (j) does not occur in the fourth region (R4) in which the approximation accuracy with 3) is improved. In the partial throttle region (R1 to R3) where there is no
As long as only f, g, h, i) occur, the initial purpose of setting a considerable learning correction amount in advance to reduce the deviation from the target even if the shift is the first to occur is particularly A shift that occurs at an opening larger than the point (c) in the third region (R3) is not suitable at all.

Accordingly, an object of the present invention is to address such a problem and to improve the efficiency and accuracy of learning correction control. Hereinafter, the present invention will be described in detail including other problems.

[0028]

That is, to solve the above problems, the present invention is specified as follows.

First, according to the invention described in claim 1 of the present application, a torque converter, a transmission gear mechanism,
Operating pressure control means for selectively operating in response to supply and discharge of the operating pressure to realize a plurality of shift speeds, and for controlling an operating pressure on the friction element to achieve a shift; A shift control device for an automatic transmission, comprising: a correction amount setting unit configured to set a correction amount of an operating pressure for a friction element involved in the shift based on a comparison between a shift progress and a target shift progress. A parameter value detecting means for detecting a value of a predetermined parameter at the time of shifting; and a parameter value range detectable by the detecting means is divided into a plurality of ranges. Storage means for storing as a learning value of a divided parameter range including a value, and complementing between the learning value stored in the storage means and the learning value to obtain a parameter value detected during gear shifting. Correction amount generation means for generating a corresponding correction amount; learning control means for controlling the operating pressure control means in consideration of the correction amount generated by the generation means; Until the learning value is stored in the divided parameter range including the value, the parameter range is extended to include the parameter value with a high shift frequency, and the parameter range including the parameter value with the high shift frequency is included. And a range changing means for expanding the overlap.

According to this, first, a correction amount setting means for setting a learning correction amount of the operating pressure, a storage means for storing the correction amount as a learning value in a divided parameter range to which the parameter value at the time of shifting belongs, Correction amount generating means for generating an approximate correction amount by complementing between the learning values stored as above, and an operating pressure in consideration of the correction amount generated as described above is supplied to the friction element. With the learning control means for controlling the operating pressure control means as described above, the learning correction control of the operating pressure on the frictional element at the time of shifting can be performed. In particular, since it is possible to generate approximate correction amounts corresponding to parameter values detected at various values during shifting by complementing learning values, shifting with parameter values that have not been executed until now can be performed. Even when this occurs for the first time, a significant correction amount corresponding to the parameter value is approximately determined, and as a result, efficient learning control in which the deviation from the target is reduced from the beginning can be performed. .

Then, until the learned value is stored in the divided parameter range to which the parameter value to which the shift occurrence frequency is low, that is, the learning occurrence frequency is also low, such as in the aforementioned full throttle state, by the range changing means. At least during the period, the parameter range of the low occurrence frequency is expanded so that the shift occurrence frequency is high, and thus the learning frequency also includes the high parameter value, for example, as in the above-described partial throttle state. In the parameter range of low occurrence frequency, not only the learning value set based on the shift that occurred in the parameter value of low shift occurrence that is originally assigned, but also in addition to the parameter value of high shift occurrence frequency, The learning value set based on the shift is also the learning value within that range. It will be 憶.

As a result, a learning value of a non-zero significant value is assigned to the low frequency range relatively early after the start of the learning control, and the learning value set in another adjacent divided parameter range is assigned. Effective compensation with a reduced error from the target can be performed early, and in the parameter range where shifts occur less frequently, it is satisfactory even if a long time has elapsed since the start of learning control. This makes it possible to solve the problem that it is difficult to obtain sufficient complementation and the reliability of learning control is not sufficiently improved.

However, simply adding a learning value early to a parameter range in which shifts occur less frequently does not always achieve effective supplementation. That is, even if a learning value is assigned to the low frequency range, if a significant learning value is not yet set in the other divided parameter range to which the complementary line is connected, the slope of the complementary line is large from the target. This is because the reliability of the learning control is not improved.

Therefore, the range changing means in the present invention further extends the low-frequency range so as to overlap with the high-frequency range, that is, the divided parameter range including the parameter value with a high shift frequency. According to this, when a shift occurs in a range where these two parameter ranges overlap, the parameter value at the time of the shift is included in both of these parameter ranges.
The learning values set as a result of the shift are simultaneously applied to the low frequency range and the high frequency range as respective learning values. Then, since the range in which the above two parameter ranges overlap belongs to the parameter range in which the shift or learning occurs frequently, by adding the above requirements, the range between the low frequency range and the high frequency range is Effective complementation with little deviation from the target will be achieved efficiently and early.

It should be noted that, in the above-mentioned Japanese Patent Application Laid-Open No. H5-203032, when a shift occurs in one throttle opening region and a learning correction amount is given to the opening region, the opening correction is performed in that opening region. It is disclosed that a correction amount is given to an adjacent opening region at a certain ratio. However, this is a problem that can occur when the number of throttle opening areas in which learning values are stored and updated for the purpose of improving approximation accuracy by interpolation is increased, that is, learning values are assigned to all of a large number of opening areas. However, the present invention does not attempt to solve the problem caused by the level of the learning frequency for each region as in the present invention, and also discloses the technology disclosed in the publication. In, each throttle opening range is completely separated by a predetermined opening,
Unlike the present invention, the parameter ranges do not overlap each other, but have specific configurations different from each other.

Next, according to a second aspect of the present invention, in the first aspect of the present invention, the range changing means performs the shift operation in a range overlapping a parameter range including a parameter value with a high frequency of shift occurrence. When the storage means stores the learning value in the divided parameter range including the parameter value with a low shift frequency due to the occurrence, the parameter range is set so that the parameter value detected at the time of the shift becomes the limit value. It is characterized in that it is reduced.

According to a third aspect of the present invention, in the first aspect of the present invention, the range changing means includes a range changing unit which sets a range other than a range overlapping with a parameter range including a parameter value having a high shift frequency. When the storage means stores a learning value in a divided parameter range including a parameter value having a low frequency of occurrence of a shift due to a shift, the parameter range is reduced so that the above-mentioned overlap disappears. I do.

These relate to the processing of the low frequency range after the learning value is set in the low frequency range. In particular, it is intended to maintain and improve the accuracy of the learning value that is set and updated in the low frequency range.

There are two cases in which the learning value is set in the low-frequency division parameter range. One is a case where a shift occurs within a range overlapping with a high-frequency division parameter range, as described above, and the other is a range other than the overlap range, that is, a low-frequency range is originally assigned. This is a case where a shift occurs within the range of the parameter value.

Here, since the learning value given in the former case is set outside the parameter range which is originally assigned, it is necessary to update the learning value with a more accurate learning value. Is preferred. For this purpose, for example, each time the learning value is updated, the overlapping range is gradually brought closer to the original assigned range, and the next time a shift occurs in this overlapping range, the value of the learning value given is It is good to make the value closer to the value obtained in the assigned range.

Therefore, according to the second aspect of the present invention, a shift occurs within a range overlapping with a high-frequency division parameter range, and a learning value is set, stored, and updated in a low-frequency division parameter range. At times, the low frequency range is reduced so that the parameter value at the time of the current shift becomes a limit value. Since the parameter value at the time of the current shift is within the overlapping range, even after the low frequency range is reduced, the overlapping range with the high frequency range does not disappear. However, since the overlapping range exists between the parameter value at the time when the currently stored learning value is set and the limit value of the original assigned parameter range, a shift occurs next in this overlapping range. Sometimes the shift occurs closer to the original assigned parameter range than the previous shift. Therefore, the accuracy of the learning value set based on the shift is improved at least as compared with the currently stored learning value.

On the other hand, the learning value given in the latter case is a regular value set within the parameter range which is originally assigned. It is preferable to update not the learning value set in the overlapping range but the same regular learning value set again based on the shift occurring in the original assigned parameter range.

Therefore, according to the third aspect of the present invention, a shift occurs within a range other than a range overlapping with a high-frequency division parameter range, and a learning value is set, stored, and stored in a low-frequency division parameter range. When updated, the low frequency range is reduced so that the overlapping range with the high frequency range disappears. Once the normal learning value is obtained within the original assigned parameter range, the overlapping range with the high-frequency range disappears, and thereafter, the low-frequency range operates only in the original assigned range. ,
The update is performed only by the learning value set within the assigned range. As a result, the accuracy of the learning value within the low frequency range is continuously maintained.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the value of the predetermined parameter at the time of shifting is a throttle opening. I do.

This is because the level of the operating pressure affects the fastening force of the friction element, while the throttle opening affects the input torque to the transmission mechanism, and there is a correlation between the fastening force and the torque. This is because it is expedient and preferable to set the correction amount in accordance with the throttle opening.

Hereinafter, the present invention will be described in more detail through embodiments of the present invention.

[0047]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in the skeleton diagram of FIG. 1, an automatic transmission 10 according to the present embodiment has a torque converter 20 and a converter 2 as main components.
First and second planetary gear mechanisms 30 and 40 arranged adjacent to each other as a transmission gear mechanism driven by an output of 0, and a plurality of clutches and brakes for switching the power transmission path formed by these planetary gear mechanisms 30 and 40. Friction elements 51 to 55 and a one-way clutch 56,
1st to 4th speed in range, 1st to 3rd speed in S range,
And the first and second speeds in the L range and the reverse speed in the R range.

The torque converter 20 includes a pump 2 fixed in a case 21 connected to the engine output shaft 1.
2 and the pump 22
And a stator 25 interposed between the pump 22 and the turbine 23 and supported by the transmission case 11 via a one-way clutch 24 to increase the torque. And a lock-up clutch 26 provided between the case 21 and the turbine 23 and directly connecting the engine output shaft 1 and the turbine 23 via the case 21. And
The rotation of the turbine 23 is output to the planetary gear mechanisms 30 and 40 via a turbine shaft 27.

Here, an oil pump 12 driven by the engine output shaft 1 via a case 21 of the torque converter 20 is disposed on the opposite side to the engine of the torque converter 20.

On the other hand, the first and second planetary gear mechanisms 30,
Reference numeral 40 denotes sun gears 31 and 41, and a plurality of pinions 32 ... 32 meshed with the sun gears 31 and 41.
42 ... 42 and these pinions 32 ... 32, 42 ... 4
2 and pinion carriers 33, 43, and ring gears 34 meshed with the pinions 32,.
44.

Then, the turbine shaft 27 and the first
A forward clutch 51 is provided between the planetary gear mechanism 30 and the sun gear 31, a reverse clutch 52 is provided between the turbine shaft 27 and the sun gear 41 of the second planetary gear mechanism 40, and a turbine shaft 27 is provided with the second planetary gear mechanism. A 3-4 clutch 53 is interposed between the pinion carrier 43 and the pinion carrier 40, and a 2-4 brake 54 for fixing the sun gear 41 of the second planetary gear mechanism 40 is provided.

Further, the ring gear 34 of the first planetary gear mechanism 30 and the pinion carrier 43 of the second planetary gear mechanism 40
The low reverse brake 55 and the one-way clutch 56 are arranged in parallel between the transmission case 11 and these components, and the pinion carrier 33 of the first planetary gear mechanism 30 and the second planetary gear mechanism Forty ring gears 44 are connected, and the output gear 13 is connected to them.

The output gear 13 is meshed with a first intermediate gear 62 on an idle shaft 61 constituting an intermediate transmission mechanism 60, and is connected to a second intermediate gear 63 on the idle shaft 61 and a differential gear. The input gear 71 of the differential gear 70 meshes with the rotation of the output gear 13 and is input to the differential case 72 of the differential 70.
The left and right axles 73, 74 are driven via the zero.

Here, the relationship between the operating state of the friction elements 51 to 55 such as the clutches and brakes and the one-way clutch 56 and the shift speed is summarized in Table 1 below. In the table, “○” indicates engagement, and the low reverse brake 55 is engaged only at the first speed in the L range.

[0055]

[Table 1] Next, a configuration of a hydraulic control circuit that supplies and discharges an operating pressure to and from a hydraulic chamber provided in each of the friction elements 51 to 55 will be described with reference to FIG.

Of the frictional elements, the 2-4 brake 54 composed of a band brake has a fastening chamber 54a and a release chamber 54b as hydraulic chambers to which the operating pressure is supplied, and operates only in the fastening chamber 54a. When the operating pressure is supplied only to the release chamber 54b,
The two chambers 54a and 54b are released when the operating pressure is not supplied and when both the chambers 54a and 54b are supplied with the operating pressure. Further, the other friction elements 51 to 53, 55 have a single hydraulic chamber, and are fastened when the operating pressure is supplied to the hydraulic chamber.

As shown in FIG. 2, the hydraulic control circuit 10
0, the main components are: a regulator valve 101 for adjusting the discharge pressure of the oil pump 12 to generate a predetermined line pressure; a manual valve 102 for switching the range by manual operation; Reverse valve 103, bypass valve 104, and 3-4 for switching oil passages leading to friction elements 51-55
A shift valve 105, a lock-up control valve 106, and first and second ON-OFF solenoid valves (hereinafter, referred to as "first and second SV") 111 and 112 for operating these valves 103 to 106;
Solenoid relay valve (hereinafter referred to as “relay valve”) 107 for switching the supply destination of the operating pressure from SV 111
And first to third duty solenoid valves (hereinafter, referred to as "first to third DSVs") 121, 122 for controlling generation, adjustment, discharge, and the like of the operating pressure supplied to the hydraulic chambers of the friction elements 51 to 55. , 123, etc. are provided.

Here, the first and second SVs 111, 11
Each of the second and first to third DSVs 121 to 123 is a three-way valve, and can obtain a state in which the upper and downstream oil paths are communicated and a state in which the downstream oil path is drained. ing. In the latter case, the oil passage on the upstream side is shut off, so that the operating oil from the upstream side is not drained out in a drain state, and the drive loss of the oil pump 12 is reduced.

Note that the first and second SVs 111 and 112 are O
At the time of N, the upper and downstream oil passages are communicated. Also, the first
The third DSVs 121 to 123 are fully opened when OFF, that is, when the duty ratio (the ratio of the ON time in one ON-OFF cycle) is 0%, to completely communicate the upper and downstream oil passages, and When the duty ratio is 1
At the time of 00%, the oil path on the upstream side is shut off to make the oil path on the downstream side in a drain state, and at an intermediate duty ratio, the hydraulic pressure on the upstream side is used as the original pressure, and the duty ratio on the downstream side is reduced. An oil pressure adjusted to a corresponding value is generated.

The line pressure generated by the regulator valve 101 is supplied to the manual valve 102 via a main line 200, and at the same time, a solenoid reducing valve (hereinafter referred to as a "reducing valve") 108 and 3- It is supplied to the four-shift valve 105.

The line pressure supplied to the reducing valve 108 is reduced by the valve 108 to a constant pressure, and then supplied to the first and second SVs 111 and 112 via lines 201 and 202. .

This constant pressure is supplied to the relay valve 107 via the line 203 when the first SV 111 is ON, and when the spool of the relay valve 107 is located on the right side in the drawing (the same applies hereinafter). Is
Further, a pilot pressure is supplied to a control port at one end of the bypass valve 104 via the line 204 to urge the spool of the bypass valve 104 to the left. When the spool of the relay valve 107 is located on the left side, the 3-4 shift valve 105
Is supplied as pilot pressure to the control port at one end of
The spool of the 3-4 shift valve 105 is biased to the right.

When the second SV 112 is ON,
The constant pressure from the reducing valve 108 is supplied to the bypass valve 104 via a line 206, and when the spool of the bypass valve 104 is located on the right side, a lock-up control valve is further provided via a line 207. The control valve 106 is supplied as pilot pressure to a control port at one end of the control valve 106.
Bias the spool to the left. Also, bypass valve 1
When the spool No. 04 is located on the left side, the line 208
Is supplied as pilot pressure to the control port at one end of the low reverse valve 103 to urge the spool of the low reverse valve 103 to the left.

Further, the constant pressure from the reducing valve 108 is also supplied to the control port 101a of the regulator valve 101 via the line 209. In this case, the constant pressure is adjusted by the linear solenoid valve 131 provided on the line 209 according to, for example, the throttle opening of the engine. Therefore, the line pressure is adjusted by the regulator valve 101 according to the throttle opening and the like. Will be adjusted.

When the spool of the valve 105 is located on the right side, the main line 200 led to the 3-4 shift valve 105 is connected to the first line via the line 210.
The accumulator 141 communicates with the accumulator 141.
To introduce line pressure.

On the other hand, the line pressure supplied from the main line 200 to the manual valve 102 is D, S, L
Are introduced into the first output line 211 and the second output line 212 in each forward range, into the first output line 211 and the third output line 213 in the R range, and into the third output line 213 in the N range.

The first output line 211 is connected to the first output line 211.
It is led to the DSV 121 and supplies the first DSV 121 with a line pressure as a control source pressure. The downstream side of the first DSV 121 is connected to a low reverse valve 1 via a line 214.
03, and when the spool of the valve 103 is located on the right side, a further line (servo apply line)
It is guided to the engagement chamber 54a of the 2-4 brake 54 via 215. When the spool of the low reverse valve 103 is located on the left side, the spool is further guided to the hydraulic chamber of the low reverse brake 55 via a line (low reverse brake line) 216. Here, the line 21
A line 217 is branched from 4 and led to the second accumulator 142.

The second output line 212 is connected to the second output line 212.
The line pressure is supplied to the DSV 122 and the third DSV 123, the line pressure is supplied to these DSVs 122 and 123 as the control source pressure, and the line pressure is also supplied to the 3-4 shift valve 105.

The line 212 led to the 3-4 shift valve 105 is led to the lock-up control valve 106 via the line 218 when the spool of the valve 105 is located on the left side. Is located on the left side, and is further led to the hydraulic chamber of the forward clutch 51 via a line (forward clutch line) 219.

Here, the forward clutch line 2
The line 220 branched from 19 is led to the 3-4 shift valve 105. When the spool of the valve 105 is located on the left side, the line 220 communicates with the first accumulator 141 via the aforementioned line 210, and the valve 105 When the spool is located on the right side, it communicates with the release chamber 54b of the 2-4 brake 54 via the line (servo release line) 221.

The downstream side of the second DSV 122 to which the control source pressure is supplied from the second output line 212 is connected to the line 22.
The pilot pressure is supplied to the control port at one end of the relay valve 107 via the control port 2 to supply the pilot pressure to the port, thereby urging the spool of the relay valve 107 to the left. The line 22 branched from the line 222
3 is led to a low reverse valve 103, and the valve 10
When spool 3 is on the right, line 2
Leads to 24.

From the line 224, the orifice 15
1, the line 225 is branched, and the branched line 225 is led to the 3-4 shift valve 105. When the spool of the 3-4 shift valve 105 is located on the left side, the servo Release line 221
Through the release chamber 54b of the 2-4 brake 54.

Further, the orifice 1
A line 226 is further branched from a line 225 branched through the line 51, and the line 226 is further branched.
Is guided to the bypass valve 104, and is guided to the hydraulic chamber of the 3-4 clutch 53 via the line (3-4 clutch line) 227 when the spool of the valve 104 is located on the right side.

Further, the line 224 is directly led to the bypass valve 104, and communicates with the line 225 via the line 226 when the spool of the valve 104 is located on the left side. That is, the line 224 and the line 225
Are connected to bypass the orifice 151.

The downstream side of the third DSV 123 to which the control source pressure is supplied from the second output line 212 is connected to the line 22.
8 and is led to the lock-up control valve 106, and when the spool of the valve 106 is located on the right side, it communicates with the forward clutch line 219.
When the spool of the lock-up control valve 106 is located on the left side, it communicates with the front chamber 26a of the lock-up clutch 26 via the line 229.

Further, a third output line 213 from the manual valve 102 is led to the low reverse valve 103 to supply a line pressure to the valve 103. When the spool of the valve 103 is located on the left side, it is guided to the hydraulic chamber of the reverse clutch 52 via a line (reverse clutch line) 230.

The line 231 branched from the third output line 213 is led to the bypass valve 104, and when the spool of the valve 104 is located on the right side, the control of the low reverse valve 103 via the line 208 is performed. The line pressure is supplied to the port as the pilot pressure, and the spool of the low reverse valve 103 is urged to the left.

In addition to the above configuration, the hydraulic control circuit 1
00 is provided with a converter relief valve 109. This valve 109 is a regulator valve 10
After the working pressure supplied from 1 through the line 232 is regulated to a constant pressure, this constant pressure is supplied to the lock-up control valve 106 via the line 233. This constant pressure is applied to the lock-up control valve 1
When the spool of the valve 106 is located on the right side, it is supplied to the front chamber 26a of the lock-up clutch 26 via the aforementioned line 229. When the spool of the valve 106 is located on the left side, the constant pressure is applied to the line 234. The air is supplied to the rear chamber 26b via the rear chamber 26b.

The lock-up clutch 26 is released when the constant pressure is supplied to the front chamber 26a, and the spool of the lock-up control valve 106 is located on the left side, so that the operation generated by the third DSV 123 is performed. When the pressure is supplied to the front chamber 26a,
The slip state is controlled according to the operating pressure.

From the manual valve 102, lines 235 leading to the main line 200 in each of D, S, L, and N ranges are led, and the regulator valve 1
01 is connected to the pressure reducing port 101b, and the line pressure is introduced into the pressure reducing port 101b in each of the above ranges. Has become lower.

On the other hand, as shown in FIG. 3, the automatic transmission 10 has the first and second
SV111, 112, first to third DSVs 121 to 123
And a control unit 300 for controlling the linear solenoid valve 131. The control unit 300 includes a vehicle speed sensor 301 for detecting the vehicle speed of the vehicle, a throttle opening sensor 302 for detecting the throttle opening of the engine, Engine speed sensor 303 for detecting engine speed, shift position sensor 304 for detecting a shift position (range) selected by the driver, turbine 2 in torque converter 20
Signals from a turbine speed sensor 305 for detecting the rotation speed of the engine 3 and an oil temperature sensor 306 for detecting the oil temperature of the working oil are input, and the operation of the vehicle or engine indicated by the signals from these sensors 301 to 306 is performed. Each of the solenoid valves 111, 112, 121-123,
131 is controlled.

Next, the first and second SVs 111, 112
The relationship between the operating states of the first to third DSVs 121 to 123 and the supply and discharge states of the operating pressure of the friction elements 51 to 55 to and from the hydraulic chamber will be described for each shift speed.

The combinations (solenoid patterns) of the operating states of the first and second SVs 111 and 112 and the first to third DSVs 121 to 123 for each gear are set as shown in Table 2 below.

In Table 2, “○” indicates the first and second SV1.
ON for 11 and 112, 1st to 3rd DSV 121
Reference numerals 123 to 123 are OFF, and all indicate a state in which the upstream oil passage is communicated with the downstream oil passage and the original pressure is supplied to the downstream as it is. “×” indicates the first and second
OFF for SV111 and 112, 1st to 3rd DS
V121 to V123 are ON.
This shows a state in which the upstream oil passage is blocked and the downstream oil passage is drained.

[0085]

[Table 2] First, in the first gear (excluding the first gear in the L range),
As shown in FIG. 4, only the third DSV 123 operates to generate an operating pressure using the line pressure from the second output line 212 as a source pressure, and this operating pressure is supplied via a line 228 to the lock-up control valve. 106. At this point, the spool of the lock-up control valve 106 is located on the right side,
The operating pressure further increases the forward clutch line 219
Is supplied to the hydraulic chamber of the forward clutch 51 as a forward clutch pressure, whereby the forward clutch 51 is engaged.

Here, the forward clutch line 2
19 is connected to the first accumulator 1 via the 3-4 shift valve 105 and the line 210.
Due to the communication with 41, the supply of the forward clutch pressure is performed gently.

Next, in the second speed state, as shown in Table 2 and FIG. 5, in addition to the first speed state, the first DSV 12
1 also operates, and generates an operating pressure using the line pressure from the first output line 211 as a source pressure. This operating pressure is
4 to the low reverse valve 103,
At this time, since the spool of the low reverse valve 103 is located on the right side, it is further introduced into the servo release line 215, and the engagement chamber 54 of the 2-4 brake 54
a is supplied as servo apply pressure. This allows
In addition to the forward clutch 51, a 2-4 brake 54 is engaged.

Since the line 214 communicates with the second accumulator 142 via the line 217, the supply of the servo apply pressure or the application of the 2-4 brake 54 is performed gently. When the spool of the low reverse valve 103 moves to the left when shifting to the first speed in the L range, which will be described later, the hydraulic oil stored in the accumulator 142 is transmitted from the low reverse brake line 216 to the hydraulic pressure of the low reverse brake 55. The room is precharged.

In the state of the third speed, as shown in Table 2 and FIG. 6, in addition to the state of the second speed, the second DS
V122 also operates, and generates an operating pressure using the line pressure from the second output line 212 as a source pressure. This operating pressure is supplied to the low reverse valve 103 via the line 222 and the line 223. At this time, since the spool of the valve 103 is located on the right side, the line 2
24.

This operating pressure is introduced from the line 224 to the line 225 via the orifice 151,
At this point, since the spool of the 3-4 shift valve 105 is located on the left side, the servo is further moved to the release chamber 54b of the 2-4 brake 54 via the servo release line 221. Supplied as release pressure. Thereby, 2-4 brake 5
4 is released.

Also, from the line 224, the orifice 1
From line 225 branched through 51, line 22
6 is branched, and the operating pressure is guided to the bypass valve 104 by the line 226. At this time, the spool of the bypass valve 104 is located on the right side, and further, via the 3-4 clutch line 227. The pressure is supplied to the hydraulic chamber of the 3-4 clutch 53 as a 3-4 clutch pressure. Therefore, in the third speed, the forward clutch 51 and the 3-4 clutch 53 are engaged, while the 2-4 brake 54 is released.

In the third speed, the second DSV 122 generates the operating pressure as described above,
The spool of the relay valve 107 is moved to the left by being supplied to the control port 107a of the relay valve 107 via 2.

Further, in the fourth speed state, as shown in Table 2 and FIG. 7, the third DSV 123 stops generating the operating pressure and the first SV 111 operates in the third speed state.

By the operation of the first SV 111, a constant pressure from the line 201 is supplied to the relay valve 107 via the line 203. As described above, the spool of the relay valve 107 moves to the left at the third speed. , The constant pressure is
This is supplied to the control port 105a of the four-shift valve 105, and the spool of the valve 105 moves to the right. Therefore, the servo release line 221 is divided into the line 22 branched from the forward clutch line 219.
0, and the release chamber 54b of the 2-4 brake 54 communicates with the hydraulic chamber of the forward clutch 51.

Then, as described above, the third DSV 123 stops generating the operating pressure and sets the downstream side to the drain state, whereby the servo release pressure in the release chamber 54b of the 2-4 brake 54 and the forward clutch 51 Of the third DSV via the lock-up control valve 106 and the line 228.
It will be drained at 123.
The brake 54 is engaged again, and the forward clutch 51 is released.

On the other hand, at the 1st speed in the L range, Table 2 and FIG.
As shown in the figure, the first and second SVs 111 and 112 and the first and third DSVs 121 and 123 operate, and the third DSVs 121 and 123 operate.
The operating pressure generated by V123 is 1 such as D range.
Similarly to the speed, the hydraulic pressure is supplied to the hydraulic chamber of the forward clutch 51 via the line 228, the lock-up control valve 106, and the forward clutch line 219 as the forward clutch pressure, and the forward clutch 51 is engaged. At this time, the operating pressure is introduced into the first accumulator 141 through the line 220, the 3-4 shift valve 105 and the line 210, so that the forward clutch 51 is loosely engaged. The points are the same as those of the first speed such as the D range.

Further, by the operation of the first SV 111, pilot pressure is supplied to the control port 104a of the bypass valve 104 through the line 203, the relay valve 107, and the line 204, and the spool of the valve 104 is moved to the left. Accordingly, the operating pressure from the second SV 112 is reduced by the line 206 and the bypass valve 104.
And is supplied to the control port 103a of the low reverse valve 103 to move the spool of the low reverse valve 103 to the left.

Therefore, the operating pressure generated by the first DSV 121 is supplied as a low reverse brake pressure to the hydraulic chamber of the low reverse brake 55 via the line 214, the low reverse valve 103, and the low reverse brake line 216. The low reverse brake 55 is engaged in addition to the clutch 51, and the first speed at which the engine brake operates is obtained.

Further, in the R range, the first and second SVs 111 and 112 and the first to third DSVs 121 to 123 operate as shown in Table 2 and FIG. However, for the second and third DSVs 122 and 123, the second output line 2
Since the supply of the source pressure from 12 is stopped, no operating pressure is generated.

In this R range, the first,
Since the second SVs 111 and 112 are operated, the spool of the bypass valve 104 moves to the left and the spool of the low reverse valve 103 also moves to the left as in the case of the first speed in the L range. Then, in this state, the operating pressure is generated by the first DSV 121,
This is supplied to the hydraulic chamber of the low reverse brake 55 as a low reverse brake pressure.

On the other hand, in the R range, the manual valve 1
02, a line pressure is introduced into the third output line 213,
This line pressure is supplied as the reverse clutch pressure to the hydraulic chamber of the reverse clutch 52 via the low reverse valve 103 and the reverse clutch line 230 whose spool has moved to the left as described above. Therefore, the reverse clutch 52 and the low reverse brake 55 are engaged.

The third output line 213 has N
Since the line pressure is also introduced from the manual valve 102 in the range, when the spool of the low reverse valve 103 is located on the left side, the reverse clutch 52 is set in the N range.
Is concluded.

Next, the aforementioned control unit 300
Will be described taking a 1-2 upshift as an example.

The control of the upshifting itself is mainly performed by feedback control of the supply of the operating pressure to the friction element on the engagement side so that the rate of change when the turbine speed (Nt) decreases matches the target rate of change. It is done by doing. This turbine rotation change rate corresponds to the inertia phase, that is, the height of the transmission output torque with respect to the torque after the shift is completed during the period in which the turbine speed changes due to the shift. Becomes larger, and
If it is too low, the shift time will be long. Therefore, the target turbine rotation change rate corresponding to this height is set so as to be substantially equal to the height before the shift.

In the 1-2 shift, as is apparent from FIGS. 4 and 5, the working pressure generated by the third DSV 123 is supplied to the hydraulic chamber of the forward clutch 51 so that the clutch 51
The servo application pressure is generated by the first DSV 121 and supplied to the fastening chamber 54a of the 2-4 brake 54 in a state where the is applied. In that case, feedback control of the servo apply pressure by the first DSV 121 is performed.

Here, as described above, the first to third DSVs
Reference numerals 121 to 123 denote a drain state in which no operating pressure is generated at a duty ratio of 100%, a fully opened state in which the operating pressure is equal to the original pressure at 0%, and control of the operating pressure at an intermediate duty ratio.

The control of the servo apply pressure by the first DSV 121 during the 1-2 shift is performed according to the program shown in FIG. When the 1-2 shift command is output,
First, in step S1, a base oil pressure (Pb) is calculated. As shown in FIG. 11, the base oil pressure (Pb) has a constant initial value from the time when the shift command is output to the time when the turbine rotational speed (Nt) starts to decrease, that is, the time when the inertia phase indicated by the symbol (A) starts. After being held at the value (Pb '), it is set so as to increase at a fixed rate from the start of the inertia phase. At this time, the base oil pressure (Pb), particularly its initial value (Pb '), is set to a value corresponding to the throttle opening (TVO) or the turbine torque (Tt), and the values of these parameters are basically the same. If so, the same base hydraulic pressure (Pb) or initial value (Pb ') is calculated.

Next, in step S2, the feedback hydraulic pressure (Pf) is calculated. Feedback hydraulic pressure (Pf)
Is set so that the turbine rotation change rate during the inertia phase matches the target change rate after a predetermined time (T1) has elapsed from the start of the inertia phase. The reason why the feedback oil pressure (Pf) is not calculated until the predetermined time (T1) has elapsed even when the inertia phase is started is the basis for calculating the feedback oil pressure (Pf) at the beginning of the start of the inertia phase. This is because the turbine rotation change rate cannot be accurately obtained.

Next, in step S3, the learned hydraulic pressure correction amount, that is, the correction amount (P
Calculate a). As will be described in detail later, the learning correction amount (Pa) is calculated based on a learning value that is updated each time a shift is completed according to the throttle opening (TVO) at the time of the shift.

Next, at step S4, these hydraulic pressures (Pb), (Pf), and (Pa) are added to calculate a hydraulic pressure (Pb).
s) is determined, and then, in step S5, it is determined based on the value of the precharge flag (Fp) whether or not the execution period of the precharge control separately performed at the time of outputting the shift command is performed. The precharge control is to increase the responsiveness of the shift operation by rapidly increasing the servo apply pressure supplied to the engagement chamber 54a of the 2-4 brake 54 at the start of the shift to a state immediately before the engagement.

If the precharge flag (Fp) set in the precharge control is set to 1, a signal having a duty ratio of 0% is output to the first DSV 121 in step S6, and the first DSV 121 is fully opened. State. Then, when the precharge flag (Fp) is reset to 0, that is, when the precharge period ends, it is further determined in step S7 whether the 1-2 shift has ended. The end of the shift is determined, for example, when the rate of change of the turbine speed has changed from a negative value to a positive value, the absolute value of the rate of change of the turbine speed has decreased to half or less of the value during the shift, and the turbine speed ( N
This is performed when any one of the facts that t) has decreased to the rotation speed at the end of the shift calculated from the rotation speed at the start of the shift, or the rotation speed at the end of the shift, is established.

Before the end of the shift, that is, after the end of the precharge control and until the end of the shift, step S
In step 8, a signal of a duty ratio corresponding to the calculated oil pressure (Ps) obtained in step S4 is output to the first DSV 121, and the first DSV 121 calculates the duty ratio, that is, the servo apply pressure corresponding to the calculated oil pressure (Ps). It is generated and supplied to the engagement chamber 54a of the 2-4 brake 54. After the shift is completed, in steps S9 and S10,
The duty ratio is output while decreasing at a constant rate to 0%. As a result, as shown in FIG. 11, a rising servo apply pressure is obtained, and control is performed such that the turbine rotation change rate during the inertia phase matches the target change rate.

When the shift operation is completed in this way, the control unit 300 updates the learning value at the time of the current shift, for example, according to the throttle opening (TVO) at the time of outputting the shift command. In the present embodiment, the friction elements 51 to 5
The learning pressure control itself for the operating pressure for No. 5 is performed in a procedure as shown in FIG. First, when the shift is completed (step T1), the actual progress that occurred in the shift is compared with the target ideal shift progress, and a learning correction amount is set based on the result (step T2). Here, the learning correction amount is, for example, the magnitude of the peak of the turbine rotation rate of change initially generated in the inertia phase, the generation time thereof,
It is set by fuzzy synthesizing the hydraulic pressure according to the average value of the feedback operation amount (feedback hydraulic pressure (Pf)) during the inertia phase, the average value of the deviation of the turbine rotation change rate from the target change rate during the inertia phase, and the like.

The learning value is updated each time a new learning correction amount is obtained. That is, from 0% to 10
The whole range of the throttle opening up to 0% is divided into a plurality of ranges, and which of the divided throttle ranges includes the throttle opening at the time of the shift in which the current learning correction amount is set is selected. . Then, the current correction amount is given to the selected divided throttle range as a learning value, and the data is stored and updated in the memory (step T).
3). Here, a value related to the input torque to the transmission gear mechanism, for example, a turbine torque may be used instead of the throttle opening.

Next, when the same type of shift is executed (step T4), the learning values stored in the memory are complemented to each other, and the throttle opening at the time of the current shift is adjusted. A corresponding correction amount is calculated (step T5). Then, the calculated correction amount is added to the base oil pressure or the like to obtain an operating pressure to be supplied to the friction element (step T).
6).

As described above, the learning correction amount (Pa) is calculated in accordance with the type of shift and the throttle opening (TVO). Since the corresponding correction amounts are generated by complementing the learning values stored in the memory (step S3, steps T5 to T6), the shift at the throttle opening that has not been executed before is the first time this time. Even in the case of occurrence, a significant correction amount corresponding to the value of the throttle opening is approximately determined, and as a result, efficient learning correction control in which the deviation from the target is reduced from the beginning is realized. Thus, the control of the working pressure in the torque phase and the feedback control in the inertia phase are executed with high accuracy.

As shown in FIG. 13, the control unit 300 has a large number of memory cells (C11) to m in the column direction and n in the row direction.
(Cmn). As is well known, each of the memory cells C... C has a word line W1 to Wm and a bit line B1 to Bm, respectively.
The cell C located at the intersection with n and accessed at the intersection of the word lines W1 to Wm selected by the row decoder and the bit lines B1 to Bn selected by the column decoder is accessed. The control unit 300 uses some of the cells C... C for storing a learning value (operating pressure correction amount).

In this embodiment, in particular, four memory cells (Ci: i = 1 to 4) in the first to fourth columns of an arbitrary row
4) is used to store a learning value for one type of shift. In these cells (Ci), a learning correction amount (Pa) corresponding to a large throttle opening (TVO) value, that is, a learning value is basically written in ascending order of the column number (i).

FIGS. 14 to 19 show the first to fourth memory cells (C1 to C4) stored in the first to fourth memory cells, respectively.
And the fourth learning values (D1 to D4) are tabulated, the learning values (D1 to D4) are plotted, and the learning values (D1 to D4) are connected by complementary straight lines (L0 to L4). This is shown in a map form. In the drawing, for example, the description “Ci: Di = 0” means that the data stored in the memory cell in the (i) th column, that is, the (i) th cell (Ci), that is, the (i) th learning value (Di) ) Means zero. The throttle opening (TVO) is employed as a parameter corresponding to the learning value, and the full opening range from 0% to 100% of the throttle opening is divided into a plurality (four in the example in the figure).

As shown in FIG. 14, the first cell (C1) is generated within the throttle opening range extended from the maximum opening (θ0 = 0%) to the opening (θ2: 50%, for example). Gear shift and, as shown in FIGS.
The first gear set based on the shift that occurs within the throttle opening range reduced from the opening (θ0 = 0%) to the opening (θ1: 25%, for example) (the throttle opening range originally assigned, the same applies hereinafter). One learning value (D1) is stored. The stored first learning value (D1) is assumed to be a learning value at an intermediate throttle opening (θ01 = (θ0 + θ1) / 2) in the minimum range.

As shown in FIG. 14, the second cell (C2) changes from the maximum opening (θ0 = 0%) to the opening (θ3: θ3).
(For example, 75%), and a shift that occurs within the throttle opening range extended to
A second learning value (D2) set based on a shift generated within a throttle opening range reduced from the minimum opening (θ1) to the opening (θ2) is stored. The stored second learning value (D2) is assumed to be a learning value at an intermediate throttle opening (θ12 = (θ1 + θ2) / 2) in the minimum range.

Further, as shown in FIGS. 14 and 15, the third cell (C3) has a maximum throttle opening range from the opening (θ1) to the opening (θ4 = 100%). The third learning set based on the shift that has occurred and the shift that has occurred within the throttle opening range reduced from the minimum opening (θ2) to the opening (θ3) as shown in FIGS. 16 to 18. The value (D3) is stored. The stored third learning value (D3) is assumed to be a learning value at an intermediate throttle opening (θ23 = (θ2 + θ3) / 2) in the minimum range.

Then, as shown in FIGS. 14 and 15, the fourth cell (C4) has a maximum throttle opening within the range from the opening (θ1) to the opening (θ4 = 100%). As shown in FIG. 18, the fourth learning value (D4) set based on the shift that has occurred and the shift that has occurred within the throttle opening range reduced from the minimum opening (θ3) to the opening (θ4) as shown in FIG. ) Is stored. The stored fourth learning value (D4)
Is the middle throttle opening in the minimum range (θ34 =
It is assumed that the learning value is (θ3 + θ4) / 2).

In the above, the (i) th cell (C
In (i), the (i) divided throttle range (R
i) ", and the lower limit is (mni) and the upper limit is (mxi).

Before the learning control is started, no learning value has been set yet, and as shown in FIG. 14, the learning values (D1 to D4) read from the cells (C1 to C4) are set.
4) are each zero. Therefore, in this state, all the complementary lines (L0), (L1), (L2), (L
3) and (L4) are arranged horizontally at the position where the correction amount is zero, and the error from the target correction amount curve (S) is widened to the maximum extent.

For example, assuming that a shift occurs at the opening (θa) between the opening (θ0) and the opening (θ1), the opening (θa) is the first (θa) at this time. The first learning value (D1) is stored in the cell (C1). The throttle opening range during shifting (mn1 = θ0 to mx1 = θ2), that is, within the first divided throttle range (R1) and the second A throttle opening range (mn2 = θ0 to mx2) at the time of shifting when the second learning value (D2) is stored in the cell (C2).
= Θ3), that is, within the second divided throttle range (R2), as shown in FIG. 15, the learning correction amount (P1) set based on this shift is determined by the two cells (C1) and (C
2) are given as a first learning value (D1) and a second learning value (D2), respectively.

As a result, the learning value (D1 = D2 = P1) is added to the first intermediate opening (θ01) and the second intermediate opening (θ12).
Are plotted (points A) and (points B), respectively, and between these adjacent first learning values (D1) and second learning values (D2), a wide throttle opening range as compared with FIG. (Θ
At (0 to θ12), a complementary line (L1) approaching the target (S) is generated. Thus, at a relatively early stage from the start of the control, effective learning control with a reduced error from the target can be performed in a wide parameter range.

It should be noted that the complementary line (L2) between the second learning value (D2) and the third learning value (D3 = 0) has a slope, and the opening degree (θ0) from the first learning value (D1). ) Are drawn parallel to the parameter axis.

The divided throttle range (Ri) to which the learning value has been assigned is reduced. In this case, when the throttle opening at the time of the current shift is within the minimum range, the divided throttle range (Ri) is reduced to the minimum range. On the other hand, when the throttle opening at the time of the current shift is outside the minimum range, the divided throttle range (Ri)
Indicates that the throttle opening at the time of the current shift is set to the lower limit value (mn
i) or the upper limit (mxi).

As a result, since the throttle opening (θa) at the time of the first shift is between the opening (θ0) and the opening (θ1), as shown in FIG. The throttle range (R1) is the minimum range (mn1 = θ0 to m
x1 = θ1), and the second divided throttle range (R2) is a range (mn2 = θa to m) in which the lower limit value (mn2) becomes the above-described shift throttle opening (θa).
x2 = θ3). Thereby, in the first divided range (R1), the accuracy of the learning value (D1) updated thereafter is continuously maintained, and the second divided range (R1) is maintained.
In 2), the learning value (D2) updated thereafter
Accuracy gradually improves.

FIGS. 16, 17 and 18 show the opening (θc) between the opening (θ2) and the opening (θ3).
Then, the opening degree (θb) between the opening degree (θ1) and the opening degree (θ2), and then the opening degree (θd) between the opening degree (θ3) and the opening degree (θ4). , The case where the shifts occur in order is shown step by step. Adjacent learning values (A),
Complementary lines (L1), (L) connecting (B), (C), and (D)
2) and (L3) are deformed so as to follow the target curve (S) at an early stage in a wide throttle opening range as compared with FIGS. 22 to 24, and the error region gradually decreases in an early stage. Finally, as shown in FIG. 18, the correction amount information (U) having a shape close to the target curve (S) is obtained.
Is completed.

In particular, the minimum reduction range, ie, the original throttle opening range, is from opening (θ3) to opening (θ4).
And the fourth divided throttle range (R4) in the full throttle state has its lower limit (mn4) expanded to the opening (θ1) in the partial throttle state at the beginning of the learning control, and Since the third overlapped throttle range (R3) overlaps with the adjacent third divided throttle range (R3), at a relatively early stage from the start of the learning control, a significant non-zero value is added to the fourth divided throttle range (R4) where the shift occurrence frequency is low. The learning value (D4) of the value is given.

Further, since the overlap range is within the opening range in the partial throttle state, when a significant learning value (D4) is given to the fourth divided throttle range (R4), the fourth divided throttle range (R4) is adjacent. There is also a high probability that the third divided throttle range (R3) will also be given a non-zero significant learning value (D3) at the same time, so that these third and fourth divided throttle ranges (R3). , (R4), effective complementation with a reduced error from the target (S) can be performed early, and learning control with excellent reliability can be efficiently and early achieved.

In this case, as described above, when the learning value is set in the above-described overlap range, the fourth divided throttle range (R4) is set to the minimum range (θ3
Since the overlap range gradually degenerates so as to converge to? 4), a fourth learning value (D4) set in the overlap range and stored and updated in the fourth memory cell (C4). Will gradually improve thereafter.

Then, as described above, when the learning value is set within the original assigned range (θ3 to θ4), the fourth divided throttle range (R4) is reduced to the minimum range (θ3 to θ4) at a stretch. As a result, the above-mentioned overlap range disappears, so that it is stored in the fourth memory cell (C4)
The accuracy of the updated fourth learning value (D4) will be continuously maintained thereafter.

In the above description, since the fourth divided throttle range (R4) is set on the side of the full throttle region, the minimum range (θ) of the fourth divided throttle range (R4) is set.
3 to θ4), the description has been made on the premise that the frequency of shifting or learning is low. However, the present invention is not limited to this, and for other reasons, other first, second or third divided throttle ranges (R1),
In the minimum range of (R2) and (R3), the present embodiment can be applied to the case where the frequency of the shift or the learning is low, and the same operation and effect can be obtained. 18 will be apparent from FIG.

In the above description, 4 is used for storing the learning value.
Although the memory cells (C1) to (C4) are used and the entire throttle opening range is divided into four, it goes without saying that a smaller or larger number may be used.

Further, in the above description, the lower limit value (mni) or the upper limit value (mni) of each of the divided throttle ranges (R1) to (R4) at the time of the maximum expansion at the start of the learning control.
ni) is matched with the lower limit (mni) or the upper limit (mni) of the other divided throttle ranges (R1) to (R4) at the time of the most reduction, respectively. The throttle opening may be used. For example, at the beginning of the learning control, the upper limit value (mx2) of the second divided throttle range (R2) is set to the throttle value between the opening (θ2) and the opening (θ3), like the opening (θc). The opening may be used.

Further, the learning value (D1) assigned to each of the divided throttle ranges (R1) to (R4) is described above.
(D4) to (D4) are processed as learning values in the minimum range of the intermediate throttle openings (θ01) to (θ34). However, the present invention is not limited to this. For example, any other throttle opening within each minimum range It may be. For example, the learning value (D1) assigned to the first divided throttle range (R1)
Is the learning value at the opening of 0% (fully closed), and the learning value (D4) given to the fourth divided throttle range (R4) is 100% of the opening.
May be used as the learning value.

Next, an example of a specific operation program for realizing the learning correction control showing the above behavior is shown in FIG.
This will be described according to the flowchart shown in FIG.

In this program, steps S24 to S24
At 26, the hydraulic pressure correction amount (pa) set this time is
It is stored as a learned value (Di) of the divided throttle range (Ri) to which the throttle opening at the time of the current shift belongs. Further, in steps S27 to S32, the divided throttle range (Ri) in which the current learning value (Di) is stored and updated is reduced.

First, in step S21, the correction amount set in the current shift is set to the current learning value (pa). In step S22, the throttle opening detected in the current shift is set to the current parameter value (tv). Further, in step S23, the column number (i) of the memory cell is set to “1”.
The cell number (i) is incremented by one in step S34 every time the routine of steps S24 to S32 ends, and in step S33,
When it is determined that the operation up to the fourth cell (Ci: i = 4) has been completed, this program ends.

In step S24, it is determined whether or not the current parameter value (tv) is larger than the lower limit value (mni) of the (i) th divided throttle range (Ri).
In step S25, the current parameter value (tv) is set to the upper limit value (mxi) of the (i) th divided throttle range (Ri).
It is determined whether or not: As a result, if both are YES,
That is, if a shift occurs within the current (i) th divided throttle range (Ri), in step S26, the current learning value (pa) is changed to the learned value (Di) of the (i) th divided throttle range (Ri). In the (i) th memory cell (Ci). As a result, the current learning value (pa) is assigned and set as the (i) learning value (Di). on the other hand,
If any of them is NO, the next divided throttle range (R (i + 1)) is checked (step S3).
3, S34).

In step S27, it is determined whether or not the current parameter value (tv) is larger than the (i) boundary throttle opening (Ki). As shown in FIG. 18 described above, when all the divided throttle ranges (Ri) are reduced to the minimum ranges, the boundary throttle opening (Ki) is adjacent to the divided throttle ranges (Ri).
This is the throttle opening at the boundary where they touch each other without being overlapped. That is, the maximum value of the lower limit value (mni) of the (i) th divided throttle range (Ri) and the (i-1) th divided throttle range (R (i-1))
Is a value that matches the minimum value of the upper limit value (mx (i-1)). In the case of FIGS. 14 to 18 described above, the opening (θ1) is the second boundary throttle opening (K2) and the opening (θ
2) is the third boundary throttle opening (K3) and the opening (θ
3) is the fourth boundary throttle opening (K4). In addition,
For convenience, the opening (θ0) is set to the first boundary throttle opening (K
1) The opening (θ4) is changed to the fifth boundary throttle opening (K5)
And

Next, in step S28, it is determined whether or not the current parameter value (tv) is smaller than the (i + 1) th boundary throttle opening (K (i + 1)). As a result, if both are YES, that is, if a shift occurs within the minimum contracted throttle opening range that is the original assigned range, in step S29, the (i) th boundary throttle opening (Ki) is set to the lower limit (Ki). mni), and step S3
0, the (i + 1) th throttle opening (K (i +
1)) is the upper limit (mxi). As a result, the (i) -th divided throttle range (Ri) is reduced to its minimum range.

On the other hand, when it is determined in step S27 that the current parameter value (tv) is equal to or smaller than (i) the boundary throttle opening (Ki), that is, from the minimum range to the side where the throttle opening becomes smaller. If a shift has occurred within the overlap range, the current parameter value (tv) is set to the lower limit (mni) in step S31. This allows
The overlap range is reduced to the current parameter value (tv).

Further, in step S28, the current parameter value (tv) is changed to the (i + 1) th throttle opening (K).
If (i + 1)) or more is determined, that is, if a shift occurs within the overlap range from the minimum range to the side where the throttle opening increases, step S32 is performed.
Then, the current parameter value (tv) is set to the upper limit value (mxi). Accordingly, the overlap range is reduced to the current parameter value (tv).

[0148]

As described above, according to the present invention,
Since the learning value is quickly given to the parameter range in which the shift occurrence frequency is low and therefore the learning frequency is also low, the learning correction control with excellent accuracy is efficiently achieved. INDUSTRIAL APPLICABILITY The present invention can be widely and preferably applied to a shift control device of an automatic transmission, and particularly to a shift control device of an automatic transmission configured to be able to execute learning correction.

[Brief description of the drawings]

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

FIG. 2 is a circuit diagram of a hydraulic control circuit.

FIG. 3 is a control system diagram for each solenoid valve in the hydraulic control circuit.

FIG. 4 is an enlarged view of a main part of a hydraulic control circuit in a first speed state.

FIG. 5 is an enlarged view of a main part in a second speed state.

FIG. 6 is an enlarged view of a main part in the same third gear state.

FIG. 7 is an enlarged view of a main part in the same fourth speed state.

FIG. 8 is an enlarged view of a main part in a state of the first speed in the L range.

FIG. 9 is an enlarged view of a main part in a state of the reverse speed.

FIG. 10 is a flowchart showing a control operation of a first DSV at the time of a 1-2 shift.

FIG. 11 is a time chart showing changes in respective data during the same shift.

FIG. 12 is a flowchart showing the flow of the entire operation of learning correction control.

FIG. 13 is a layout diagram of memory cells in a memory unit.

FIG. 14 is a map diagram showing a correspondence between learning values at the beginning of learning control and memory cells used for storing the learning values.

FIG. 15 is a map after the learning control is started.

FIG. 16 is the same map after the learning control is started.

FIG. 17 is the same map after the learning control is started.

FIG. 18 is the same map after the learning control is started.

FIG. 19 is a flowchart illustrating an example of a specific operation of learning control.

FIG. 20 is a map diagram showing a correspondence relationship between a learning value at the beginning of a conventional learning control and a memory cell used for storing the learning value.

FIG. 21 is a map after the learning control is started.

FIG. 22 is the same map after the learning control is started.

FIG. 23 is the same map after the learning control is started.

FIG. 24 is the same map after the learning control is started.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Automatic transmission 30, 40 Transmission gear mechanism 51-55 Friction element 100 Hydraulic control circuit 121-123 Duty solenoid valve 300 Control unit 302 Throttle opening sensor 305 Turbine speed sensor C Memory cell

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Mitsuru Nagaoka 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Shinya Kamata 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. F term (for reference) 3J052 AA01 AA04 AA17 CA01 CA33 FA03 GC13 GC23 HA02 KA01 LA01

Claims (4)

[Claims] 1. A torque converter, a transmission gear mechanism,
Operating pressure control means for selectively operating in response to supply and discharge of the operating pressure to realize a plurality of shift speeds, and for controlling an operating pressure on the friction element to achieve a shift; A shift control device for an automatic transmission, comprising: a correction amount setting unit configured to set a correction amount of an operating pressure for a friction element involved in the shift based on a comparison between a shift progress and a target shift progress. A parameter value detecting means for detecting a value of a predetermined parameter at the time of shifting; and a parameter value range detectable by the detecting means is divided into a plurality of ranges. Storage means for storing as a learning value of a divided parameter range including a value, and complementing between the learning value stored in the storage means and the learning value to obtain a parameter value detected during gear shifting. Correction amount generation means for generating a corresponding correction amount; learning control means for controlling the operating pressure control means in consideration of the correction amount generated by the generation means; Until the learning value is stored in the divided parameter range including the value, the parameter range is extended to include the parameter value with a high shift frequency, and the parameter range including the parameter value with the high shift frequency is included. A shift control device for an automatic transmission, comprising: a range changing unit that expands so as to overlap. 2. The range changing unit includes: a divided parameter range including a parameter value having a low frequency of occurrence of a shift due to a shift occurring in a range overlapping a parameter range including a parameter value having a high frequency of a shift. When the learning value is stored in
The shift control device for an automatic transmission according to claim 1, wherein the parameter value detected at the time of the shift is reduced so as to be a limit value. 3. The range changing means includes a parameter value having a low frequency of occurrence of a shift due to a shift occurring in a range other than a range overlapping a parameter range including a parameter value having a high frequency of occurrence of a shift. 2. The shift control device for an automatic transmission according to claim 1, wherein when a learning value is stored in the divided parameter range, the parameter range is reduced so that the overlap disappears. 4. The shift control device for an automatic transmission according to claim 1, wherein the value of the predetermined parameter at the time of shifting is a throttle opening.