JP3087867B2 - Transmission control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic shift mode in which a shift stage is automatically set according to a running state such as a vehicle speed and a throttle opening, and a manual shift mode in which a shift stage is set by manual operation. The present invention relates to a shift control device for an automatic transmission capable of selecting a mode.

[0002]

2. Description of the Related Art Conventionally, a gear shift mechanism and a plurality of friction engagement devices have been provided, and the engagement of the friction engagement devices has been selectively switched by the operation of a hydraulic control device. A shift control device for an automatic transmission configured to achieve the above is already widely known.

Further, a technique has been proposed in which a good shift characteristic is maintained by performing feedback control of an engagement pressure of a friction engagement device during a shift. (For example, JP-A-63-12137).

This feedback control detects the rotational speed of a member whose rotational speed changes when a shift is executed, such as a turbine shaft in an automatic transmission, a drum of each clutch or brake, or a member of an engine. The engagement pressure of the friction engagement device in the automatic transmission is feedback-controlled so that this rotation speed changes along the locus of the target rotation speed to be followed by the member after the shift output.

[0005] When such feedback control is adopted, the engagement pressure of the friction engagement device is always adjusted to the target rotational speed regardless of the variation peculiar to the vehicle during manufacture or over time. Since the control is performed so as to change along the locus of the rotational speed, it is possible to always obtain good shift characteristics.

[0006] However, since this feedback control is performed based on the rotational state of a member whose rotational speed changes due to a gear shift, the feedback control is performed until the rotational member changes its rotational speed (the inertia phase is changed). Until the start), there is a problem that the feedback control cannot be performed.

Conventionally, the supply of hydraulic pressure until the rotating member starts to change the rotational speed is determined by a map or the like depending on the type of shift or running parameters such as throttle opening reflecting the engine load. The oil pressure value was determined.

However, in the hydraulic system of the automatic transmission, as described above, there is always a variation peculiar to the vehicle, which occurs at the time of manufacture or over time, and therefore, even if the traveling parameters are the same, Even if the type and the throttle opening are the same, the generated hydraulic pressure is not necessarily the same. Therefore, depending on this variation, the hydraulic pressure (engagement pressure) supplied to engage the friction engagement device may be different. In some cases, the initial value greatly deviates from the optimum value, and feedback control is started, and an extremely large engagement pressure correction is performed to eliminate the deviation.

[0009] In an extreme case, a deviation of the hydraulic pressure occurs that cannot be corrected by the correction amount after the feedback control is started, and the rotational locus of the rotating member is made to coincide with the intended target rotational speed locus. There was also a problem that it was not possible.

In order to solve such a problem, Japanese Patent Laid-Open Publication No. Hei 3-37470 proposes a shift control device for performing learning control.

The shift control device basically determines the initial value of the engagement pressure depending on the running parameters of the vehicle, for example, the type of shift, the throttle opening, and the like. The initial value is corrected based on a change mode (history of the correction amount) of the engagement pressure correction amount in the feedback control of the engagement pressure during the previous shift.

According to this device, the initial value of the current engagement pressure can be properly corrected by confirming the manner of change of the engagement pressure correction amount in the previous shift. As a result, the shift started with the corrected initial value of the engagement pressure does not deviate so much from the trajectory of the target rotation speed even when entering the feedback control region, so that the feedback control is performed smoothly and a favorable Shift characteristics can be obtained.

Here, the initial value of the engagement pressure of the friction engagement device is optimized on the basis of such data at the time of shifting, or the manner of feedback (setting of a time constant, etc.) is optimized. This control is generally called "learning control."

On the other hand, apart from the technique of learning and controlling the engagement pressure characteristics of the friction engagement device, conventionally, an automatic shift mode for automatically setting a shift speed and a manual shift mode for manually setting a shift speed are conventionally known. There is known an automatic transmission that can be appropriately selected by a driver's judgment.

[0015]

By the way, if the above-described learning control technique is applied to such an automatic transmission in which the automatic transmission mode and the manual transmission mode can be selected, the following problem occurs. Problem.

That is, in the learning in the normal automatic shift mode, since the shift pattern is determined, the running condition of the vehicle is uniquely determined by the rough throttle opening and the type of shift. It is enough to take up the vehicle speed. Therefore, the capacity of the RAM (random access memory) for storing the learning contents is also limited. In addition, since the learning condition is relatively simple (for example, only shifting while the accelerator is depressed), the control logic for rewriting the learning value is also simple.

On the other hand, in the manual shift mode, since the manual shift is possible , the shift operation is performed at an arbitrary vehicle speed and a throttle opening. Since there are infinite numbers, the learning value may be enormous, and the control logic such as discrimination of the power transmission direction at that time becomes complicated.

The present invention has been made in view of such a conventional problem, and does not increase the RAM capacity or complicate the control logic. It is an object of the present invention to provide a shift control device for an automatic transmission that can realize characteristics.

The present invention, as shown in FIG.
Automatic shift mode for setting the gear automatically and manual shift
Shift mode selecting means for selecting a manual shift mode.
A learning control unit having a learning function of optimizing the engagement pressure of the friction engagement device based on data at the time of shifting. means for executing the learning control when the selection means selects the automatic shift mode, and means for storing and holding the learning contents of when selecting the automatic shift mode, the previous SL gear change mode selecting means manually A means for executing a shift control based on the learning content stored and held in the automatic shift mode when the shift mode is selected is provided, thereby solving the above problem.

[0020]

In the shift control device according to the present invention, when the manual shift mode is selected, the control of the engagement pressure of the friction engagement device is performed based on the contents learned in the automatic shift mode. Therefore, the shift characteristics in the manual shift mode can be improved without increasing the capacity of the RAM and without complicating the control logic. In the present invention,
When the manual shift mode is selected, the automatic shift mode
Of the engagement pressure of the friction engagement device
Control is executed, but at this time, the manual shift mode is selected.
When learning is done, for example, this can be simplified
Often, it does not necessarily require prohibition.
Also, the "automatic transmission mode" and the "manual transmission mode"
In short, "mode" means "automatic shift mode".
Is automatically set regardless of the driver's intention.
Mode, manual shift mode is a manual operation by the driver
Any mode that can change the speed of the
The configuration is not limited.

[0021]

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 2 is a block diagram showing a basic configuration of an embodiment of the present invention. E is an engine, A is an automatic transmission, and C is a hydraulic control device of the automatic transmission.

The automatic transmission A includes an automatic shift mode for automatically setting a shift speed in accordance with a running state and a manual shift mode for setting a shift speed based on a manual operation (here, "direct shift mode"; And "DM") can be selected by operating the shift lever.

The opening of the throttle valve 10 of the engine E is adjusted by an actuator 11, and the actuator 11 is controlled by an electronic control unit (E-ECU) 12 for the engine.
Is controlled by

The engine electronic control unit 12 has a central processing element (CPU), a storage element (ROM, RAM), and an input / output interface as main elements, and is provided with a sensor 14 for detecting an amount of depression of an accelerator pedal 13. , A vehicle speed signal, a brake signal from a side brake switch or a foot brake switch, an engine water temperature signal, and the like. And
The throttle valve 10 is set to a predetermined opening by operating the actuator 11 in accordance with the operation amount of the accelerator pedal 13, and the fuel injection amount by the fuel injection device 15 is controlled to an amount suitable for the throttle opening.

In the automatic transmission A, a solenoid valve (not shown) of the hydraulic control unit C is controlled by an electronic control unit (A-ECU) 16 for the automatic transmission, and a manual valve (FIG. (Not shown) to achieve a predetermined gear position.

As shown in FIG. 2, the shift device 17 includes a parking range (P), a reverse range (R), a neutral range (N), a drive range (D), a three range (3), and a two range (2). , L range (L) and a direct mode range (DM) for manual gear shifting can be switched and selected by the shift lever 18.

When the direct shift mode (DM) range is selected, an operation signal is sent to the electronic control unit 16 for the automatic transmission by a switch provided on the shift lever, thereby manually changing the first gear to the fourth gear. Any gear up to the gear can be set.

Briefly describing this point, as shown in FIG. 4, a plus (+) switch 18 for shifting the gear position in the up direction is provided above the shift lever 18.
A is provided in front of a lower portion of the shift lever 18 for shifting the gear position in the down direction.
A switch 18B is provided. When these switches are pressed while the shift lever 18 is positioned in the direct shift mode (DM), the transmission normally shifts up one shift (+) or one down shift (-) for the current gear. I do. This operation is configured so as to be effective only in the direct shift mode (DM).

The electronic control unit 16 for the automatic transmission shown in FIG.
Are central processing elements (CPU) and storage elements (ROM, R
AM) and an input / output interface as main elements. According to a shift position signal input from the shift device 17, the selected mode is an automatic shift mode or a manual shift mode (direct shift mode).
In the direct shift mode selection state, the plus switch 18A or the minus switch 1
The gear position is determined according to the signal from the gear 8B, and a gear change command signal corresponding to the gear position is output to the hydraulic control device C.

The electronic control unit 16 for the automatic transmission includes:
Signals such as a turbine rotation signal, a vehicle speed V, an accelerator operation amount θ, a brake signal, an engine water temperature, and a pattern select signal are input.

Next, the mechanical structure of the automatic transmission A will be described with reference to the skeleton diagram of FIG.

This automatic transmission A has a torque converter 21 having a lock-up clutch 20 and a second transmission section (overdrive mechanism) having a set of planetary gear mechanisms.
30 and a first transmission section (underdrive mechanism section) 40 for setting a plurality of forward speeds and reverse speeds by two sets of planetary gear mechanisms.

The second transmission section 30 performs high-low switching between two stages. The carrier 31 of the planetary gear mechanism is connected to the turbine runner 22 of the torque converter 21. A clutch C0 and a one-way clutch F0 are provided between the carrier 31 and the sun gear 32 so as to be in a parallel relationship with each other. Further, a brake B0 is provided between the sun gear 32 and the housing HU.

The sun gears 41 and 42 of each planetary gear mechanism of the first transmission unit 40 are provided on a common sun gear shaft 43, and are provided on the left (front side) planetary gear mechanism of the first transmission unit 40 in the drawing. A clutch C1 is provided between the ring gear 44 and the ring gear 33 in the second transmission section 30.

The sun gear shaft 43 and the second transmission 30
A clutch C2 is provided between the clutch C2 and the ring gear 33. In the first transmission section 40, the carrier 45 of the planetary gear mechanism on the left side in the figure and the ring gear 46 of the planetary gear mechanism on the right side (rear side) are integrally connected. An output shaft 47 is connected to the carrier 45 and the ring gear 46.

The brake B1 which is a band brake
Are provided to stop the rotation of the sun gear shaft 43. Specifically, the brake B1 is provided on the outer peripheral side of the clutch drum of the clutch C2. A one-way clutch F1 is provided between the sun gear shaft 43 and the housing HU.
And the brake B2 are arranged in series. Further, a one-way clutch F2 and a brake B3 are arranged in parallel between the carrier 48 and the housing HU in the rear planetary arrangement mechanism.

FIG. 5 shows the essential parts of the hydraulic control device C in detail.

In the figure, reference numeral 74 denotes a manual valve. The manual valve 74 is connected to the shift device 17.
Equipped with a spool 72 that is moved in conjunction with the movement of
It is connected to a line pressure oil passage 76 for guiding a line pressure PL adjusted by a primary regulator valve (not shown). That is, the spool 72 in the 3, D or DM range.
Is positioned at the D position shown in the figure, a forward range pressure having the same magnitude as the line pressure PL is output from the D port 78. In the S (2) range, the spool 72
Positioning the D port 78 and S
The line pressure PL is output from the port 80, and in the L (1) range, the spool 72 is positioned at the L position, so that the line pressure PL is output from the D port 78, the S port 80, and the L port 82.

The line pressure PL output from the D port 78 is supplied to the clutch C1 and to the first solenoid valve (solenoid) 62 and the third solenoid valve 66 via orifices 84 and 88, respectively. . The line pressure PL in the line pressure oil passage 76 is also supplied to the second solenoid valve 64 via the orifice 86. First to third solenoid valves 6
Reference numerals 2, 64, and 66 denote on-off valves, respectively, which release the downstream sides of the orifices 84, 86, and 88 to an atmospheric pressure when in an energized state.
4, 86 and 88, the signal pressures Ps1, Ps
2. Generate Ps3.

The line pressure PL output from the S port 80 is supplied to a supply port 92 of the O / D lock valve 90. The O / D lock valve 90 has a spool 98 selectively positioned at a non-lock position where the supply port 92 communicates with the output port 94, a lock position where the output port communicates with the drain port 96, and the spool 98. 10 for urging the spring toward the lock position
0, and an oil chamber 102 to which the signal pressure Ps1 is guided to position the spool 98 at the unlocked position. O /
When the shift device 17 is operated in the S range or the L range and the first solenoid valve 62 is in the non-excited state, the D lock valve 90 activates the coast brake cutoff valve 1.
The hydraulic pressure for preferentially locating the 04 in the non-cut position is output from the output port 94.

Coast brake cutoff valve 104
Is for operating the engine brake at the first speed and the second speed in the direct shift mode, and has an input port 106 connected to the D port 78 of the manual valve 74 and a drain port 118, The output port 1 connected to a first D port 162 of a 2-3 shift valve 148 to be described later is connected to one of the input port 106 and the drain port 118 by the spool 110.
08 is selectively communicated. Reference numeral 112 denotes a spring that urges the spool 110 in the valve opening direction. Reference numeral 114 denotes an oil chamber that accommodates the spring 112 and receives a hydraulic pressure from the output port 94.
116 is a signal pressure Ps3 for positioning the spool 110 at the cut position against the urging force of the spring 112.
It is an oil chamber to accept.

With this configuration, when the signal pressure Ps3 is generated, the spool 110 is positioned at the cut position. However, when the oil pressure from the output port 94 is acting on the oil chamber 114, the spool 110 has priority. At the non-cut position.

The 1-2 shift valve 120 is a valve that is switched by the second solenoid valve 64 when shifting from the first speed to the second speed, and accommodates a spool 122 and a spring 124 for urging the spool 122. An oil chamber 126 and an oil chamber 128 for receiving a signal pressure Ps2 for moving the spool 122 against the spring 124 are provided.

The 1-2 shift valve 120 has a second coast port 130 and a first brake port 133 selectively communicated with one of the second coast port 130 and the drain port 132. The first brake port 133 is connected to the brake B1 via a second coast modulator valve 134. Also, the 1-2 shift valve 120 includes:
A D port 136 communicating with the D port 78 of the manual valve 74 is provided. A brake B2 is connected to a second brake port 140 selectively communicated with one of the D port 136 and the other drain port 138. Have been. Further, a third drain selectively connected to one of the other drain port 142 and the low coast port 144 is provided.
The brake port 146 is connected to the brake B3.

The 2-3 shift valve 148 is a valve that is switched when the first electromagnetic valve 62 shifts from the second speed to the third speed, and includes a spool 150 and a spring 152 that biases the spool 150. An oil chamber 156 is provided for receiving the signal pressure Ps1 in order to move the spool 150 against the spring 152. The 2-3 shift valve 148 includes a manual valve 7
The L range pressure output from the fourth L port 82 is supplied to the oil chamber 154. The 2-3 shift valve 148 is provided with a first drain port 158, a brake port 160, and a first D port 162, and the brake port 160 is connected to the 1-2 shift valve 1
20 is connected to the second coast port 130 and the brake port 160 is connected to the first drain port 15.
8 and one of the first D ports 162.

The 2-3 shift valve 148 is provided with a hold output port 164, an input port 166, a clutch port 168, and a second drain port 170 in this order. When the first drain port 158 and the brake port 160 are in communication, the first D port 162
And the hold output port 164, the input port 166 and the clutch port 168 communicate with each other, and the brake port 1
When the port 60 communicates with the first D port 162, the hold output port 164 and the input port 166, and the clutch port 168 and the second drain port 170 communicate with each other.

Further, the 2-3 shift valve 148 is provided with a brake port 172 and a second D port 174, and the clutch port 168 is connected to the input port 166.
The second drain port 170 communicates with the brake port 172 and, conversely, the clutch port 1
When 68 is in communication with the second drain port 170, the brake port 172 and the second D port 174 are in communication. And the clutch port 1
68 is connected to the clutch C <b> 2 and the oil chamber 126 of the 1-2 shift valve 120. Also, brake port 17
2 is a low coast port 144 of the 1-2 shift valve 120 via a low coast modulator valve 176.
It is connected to the.

The 3-4 shift valve 180 is a valve that is switched by the second solenoid valve 64 during the shift from the third speed to the fourth speed, thereby executing the shift of the second shift unit 30. An oil chamber 186 containing a spool 182, a spring 184 for urging the spool 182,
Signal pressure P to move the spool 182 against
and an oil chamber 188 for receiving s2.

The oil chamber 186 is connected to the hold output port 164 of the 2-3 shift valve 148.
In the 3-4 shift valve 180, when the signal pressure Ps2 is supplied, the input port 190 connected to the line pressure oil passage 76 communicates with the brake port 192 connected to the brake B0, and the signal pressure Ps2 Is not supplied, the input port 190 communicates with the clutch port 194 connected to the clutch C0.

The hydraulic control device C configured as described above
As shown in the operation table of FIG. 6, the first solenoid valve 62, the second solenoid valve 64, the third
Depending on the combination of the operations of the solenoid valve 66, each friction engagement device is engaged or released to realize a predetermined gear position. In FIG. 6, a circle indicates an excited state or an engaged state.
Crosses indicate a non-excited state or a released state, respectively.

When a shift command for the first speed or the second speed in the case where a direct shift mode described later is set, the third solenoid valve 66 is turned on and the coast brake cutoff valve 104 is turned on. The spool 110 is shown in FIG.
, The forward range pressure output from the D port 78 of the manual valve 74 changes to the first D port 162 of the 2-3 shift valve 148.
And the second D port 174. Therefore, the first
When establishing the first speed or the second speed, the first solenoid valve 6
2 is set to the excited state, the spool 150 of the 2-3 shift valve 148 is actuated according to the biasing force of the spring 152.
The first D port 1 is positioned at the position shown on the right side of FIG.
62 communicates with the brake port 160 and the second D port 1
74 communicates with the brake port 172. Therefore, the forward range pressure is supplied to the second coast port 130 and the low coast port 144 of the 1-2 shift valve 120 which communicate with the brake port 160 and the brake port 172, respectively.

In the first shift stage, the signal pressure Ps2 is supplied to the oil chamber 128 of the 1-2 shift valve 120, and the low coast port 144 is connected to the third brake port 14.
6, since the brake B3 is engaged by the supply of the forward range pressure, the rotation of the carrier 48 is prevented, and the engine brake operates even in the first speed. The 1-2 shift valve 120 is connected to the second shift valve 120.
At the speed stage, the signal pressure Ps2 is not supplied to the oil chamber 128, the second coast port 130 communicates with the first brake port 133, and the brake B1 is engaged by the supply of the forward range pressure. The rotation of the sun gears 41 and 42 in the first transmission section 40 is prevented, and the engine brake operates even in the second speed.

As described above, the automatic transmission A can perform the shift in the automatic shift mode and the shift in the manual shift mode. The switching of the mode and the selection of the shift speed in the manual shift mode are performed as follows. This is performed by the shift device 17 described above. And direct shift mode (DM)
, The switch 18A or 18 of the shift lever 18
By operating B, the gear stage can be set to any of the first to fourth gear stages, and the electronic control unit 16 for the automatic transmission changes the hydraulic control device C according to the set gear stage. A shift command signal is output to the first to third solenoid valves S1, S2, S3.

Next, the learning control of the initial value of the engagement pressure of the friction engagement device will be described. The learning of the initial value of the engagement pressure and the control using the same are performed differently according to predetermined conditions, as described later.

The learning control is performed in the same manner as in the technique disclosed in the above-mentioned publication, by controlling the engagement pressure correction amount (duty ratio input to the first to third solenoid valves S1, S2, S3) in the feedback control of the engagement pressure during shifting. ) Is detected, the initial value of the engagement pressure is corrected based on the change of the correction amount, and the corrected value is updated as a learning value. Then, at the time of the next shift, the learning value is set as an initial value.

More specifically, a turbine shaft is selected here as a member whose rotational speed changes when the shift is executed. The feedback control of the engagement pressure is performed by electronically controlling the solenoid valve so that the actual turbine rotation speed changes along the locus of the turbine target rotation speed.

Shift determination by the electronic control unit 16 for automatic transmission (for example, shift determination from the first gear to the second gear)
Is performed, the shift valve is switched in a known manner and line pressure begins to be supplied to the friction engagement device.
Then, feedback control is performed so that the turbine rotation speed changes along with the turbine target rotation speed.

The solenoid valve generates a solenoid pressure corresponding to the difference between the turbine rotation speed and the turbine target rotation speed by a known method.

That is, as described above, the rotation speed of the turbine 22 is input to the electronic control unit 16 for the automatic transmission. This turbine rotational speed is compared with a turbine target rotational speed set in advance according to the engine torque and the type of shift. For example, in the case of a 1 → 2 shift, the execution of the 1 → 2 shift lowers the turbine rotational speed. If the turbine rotation speed falls earlier than the target rotation speed, the shift will progress too fast. Therefore, in order to reduce the engagement transient hydraulic pressure of the friction engagement device, the target rotation speed and the actual rotation speed are reduced. A load current command based on the duty ratio corresponding to the speed deviation is input to the solenoid valve. Thus, the solenoid valve generates a solenoid pressure corresponding to the load current by a known method.

By the way, even if there is a variation during manufacture or a change over time between the vehicles, if the rotational member changes the rotational speed due to the speed change, that is, after the start of the inertia phase (after the start of the feedback control). Although it is possible to cope with the feedback control to some extent, the hydraulic pressure starts to be supplied after the shift command is issued, and the supply of the hydraulic pressure starts until the rotation member starts to change rotation (until the inertia phase starts). During this period, the feedback control is not performed. Therefore, when the initial value of the engagement pressure shifts to a higher or lower level due to various variations or the like, the start itself of the inertia phase is abnormally advanced or delayed. Sometimes.

In an extreme case, for example, there may be a case where sufficient engagement pressure cannot be corrected sufficiently even by feedback control after the start of the inertia phase.

The problem is that the initial value of the engagement pressure from the shift command to the start of the inertia phase is determined only by the traveling parameters (shift type and throttle opening), and the engine torque and the friction of the friction engagement device are determined. This is caused by the fact that the variation in the coefficient of friction of the material is not considered at all.

Therefore, in order to solve this, it is sufficient to set the initial engagement pressure in consideration of various variations and aging. That is, when performing a certain shift, it is determined whether or not the initial engagement pressure set at that time was appropriate based on the same throttle opening previously performed and the shift characteristics of the same shift type. It is sufficient to learn and determine the initial engagement pressure of the shift to be performed this time based on this. The determination of the validity of the initial engagement pressure of the previously performed shift is performed based on the change mode of the correction amount (duty ratio) during the feedback control at that time.

Naturally, when the specifications at the time of gear shifting are very close to the set values and the gear shifting is normally performed by the initial engagement pressure set at the design stage, the change in the duty ratio during the feedback control is very small. And the shift characteristics are also good.

However, for example, if the set value of the initial engagement pressure is too low, a correction is made to decrease the duty ratio and increase the engagement pressure. Conversely, if the initial engagement pressure is too high, a correction is made to increase the duty ratio and decrease the engagement pressure. Therefore, it is possible to determine whether the initial engagement pressure set at that time was too high, too low, or appropriate based on the magnitude and direction of the change in the duty ratio of the previously performed shift.

Which of the already performed shifts is used as a reference for learning depends on not only the conditions of the type of shift and the throttle opening, but also the timing of the shift and the oil temperature. Determined by conditions. For example, a shift performed at an extremely low oil temperature immediately after the engine is started or a shift performed long before is not useful. Furthermore, learning of the initial engagement pressure
It is not always necessary to refer to only one of the previously performed shifts, and a number of shifts may be referred to by, for example, a weighted average.

Next, the content of the learning control of the initial value of the engagement pressure will be described with reference to the flowchart of FIG.

When this control is started, first, in step 102, input processing of various sensor signals and the like is performed. Next, at step 103, the shift position is changed to the D range (D
(Including the M range). If the range is not the D range, the subsequent processing is passed and the process proceeds to the return step.

In the case of the D range, it is determined in step 104 whether or not the automatic shift mode (auto mode) is set. In the case of the automatic mode, it is determined in step 105 whether or not an upshift is performed. It is determined whether it is in a state where it can be performed. As the latter condition, it is checked whether or not the oil temperature is within a predetermined range, and whether or not the turbine rotation sensor has failed.

If it is determined that the upshift is performed and that the learning control is possible, the routine proceeds to step 107, where the initial value of the engagement pressure is learned and updated based on the change mode at the time of shifting. Specifically, learning is performed by looking at the duty ratio at the time of feedback control (as described above).

Then, the program proceeds to a step 108, wherein a shift control is carried out by using the learned value. When this step is completed, the process proceeds to the return step.

If it is determined that the shift is not an upshift or that learning control is impossible, the process immediately proceeds to a return step.

If it is determined in step 104 that the mode is not the auto mode, it is determined that the mode is the direct shift mode. Therefore, it is determined in step 110 whether an upshift is to be performed. Or not (whether or not the accelerator pedal is depressed)
Is determined.

In the automatic mode (automatic shift mode), learning is performed only in the power-on state due to the setting of shift lines. However, in the direct shift mode, power-on and power-off are optional, so not all of the auto mode can be referred to. Therefore, preconditions such as these steps 110 and 111 are provided.

In the direct shift mode, when the upshift is performed and the power is on, the learning operation of the initial value of the engagement pressure is prohibited, and the learning value used in the direct shift mode is calculated (steps 112 and 113). . That is,
In the direct shift mode, since the logic becomes complicated, direct learning control is not performed, and the initial value is determined with reference to the value learned in the auto mode. For example, as shown in the following formula, a value obtained by correcting the learning value in the auto mode by the vehicle speed is set as an initial value.

DLDSi = LDSi + f (v) (1)

Here, DLDSi is the duty ratio of the solenoid valve in the direct shift mode, LDSi is the duty ratio (learning value) of the solenoid in the automatic mode, and f (v) is a correction term depending on the vehicle speed. The method of correction based on the vehicle speed is, for example, to increase the initial value when the vehicle speed is high.

Even in the direct shift mode, if the conditions for upshifting and power-on, which are prerequisites for learning control, are not satisfied, the routine proceeds to step 114, where learning control is not performed.

As is apparent from the above description, there is a concept that the learning control in the direct shift mode is not performed at all because of an increase in the number of RAMs and the complexity of the control logic. The learning control is not performed only when the learning value in the automatic mode cannot be used, and the characteristics of the manual shift are improved as much as possible. That is, the learning control is executed when the auto mode upshift and the power are turned on as a result,
The shift control is performed based on the learning value obtained by the learning control in the automatic mode when the upshift or power-on is performed in the direct shift mode. It will not be done.

The target to be corrected (corrected) as a result of learning may be an engagement pressure other than the initial value.

[0082]

As described above, according to the shift control apparatus for an automatic transmission according to the present invention, R
The shift characteristics in the manual shift mode can be improved without increasing the capacity of the AM and without complicating the control logic for performing the learning control.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the gist of the present invention.

FIG. 2 is a block diagram showing one embodiment of the present invention.

FIG. 3 is a skeleton diagram of the automatic transmission A in the embodiment.

FIG. 4 is a perspective view of a shift lever used in the embodiment.

FIG. 5 is a system diagram of a hydraulic control device of the automatic transmission according to the embodiment.

FIG. 6 is an operation table of the automatic transmission according to the embodiment.

FIG. 7 is a flowchart showing an example of a control routine of the embodiment.

[Explanation of symbols]

 16: Electronic control unit for automatic transmission 17: Shift unit A: Automatic transmission C: Hydraulic control unit

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Takeshi Inuzuka 10 Takane, Fujiimachi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Masashi Hattori 10, Takane, Fujiimachi, Anjo, Aichi Aisin・ AW Co., Ltd. (56) References JP-A-4-92154 (JP, A) JP-A-4-185958 (JP, A) JP-A-2-42253 (JP, A) JP-A-5-205 263903 (JP, A) (58) Field surveyed (Int. Cl. ⁷ , DB name) F16H 61/00-61/12

Claims (2)

(57) [Claims] [Claim 1] and the automatic transmission mode to set the shift stage in the automatic
Shift mode selecting means for selecting a manual shift mode capable of manual shifting; learning control means having a learning function for optimizing the engagement pressure of the friction engagement device based on data at the time of shifting;
A shift control device for an automatic transmission, comprising: a learning control unit configured to execute the learning control when the shift mode selection unit selects the automatic shift mode; and selecting the automatic shift mode. means for storing and holding the learning contents of the while, when the previous SL gear change mode selecting means has selected the manual shift mode, means for executing the shift control based on the learning content stored and held in the automatic shift mode And a shift control device for an automatic transmission. (2) 2. The gear shift mode selector according to claim 1,
When the gear is in manual shift mode,
Shifting of automatic transmission characterized by discontinuing learning control
Control device.