JP2003202074A - Control device of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an automatic transmission which prevents degradation of ride comfort caused by change of friction states and hydraulic pressure of supply oil. <P>SOLUTION: An assist clutch control means 33 has a friction coefficient calculation means 32 for calculating a friction coefficient of a clutch from a clutch rotation number difference and a clutch oil temperature. A driving instruction calculation means 106 determines a pressing force of an assist clutch from a transmitting torque instruction value and the friction coefficient calculated by the friction coefficient calculation means 32. Since an assist clutch transmission torque is maintained in accordance with the calculated instruction value even if the transmission torque characteristics of the assist clutch is changed by the difference of clutch rotation number and the clutch oil temperature, shifting shock caused when shifting is reduced, and thus degradation of ride comfort is prevented. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission in an automobile, and more particularly to a control device for an automatic transmission suitable for use in an automatic transmission that transmits torque using a friction clutch.

[0002]

2. Description of the Related Art A vehicle having a manual transmission (MT: manual transmission) has better fuel consumption than a vehicle equipped with a transmission using a torque converter, and recently, a manual transmission mechanism has been used as a clutch. A so-called automatic MT (Automated Manual Transmission), which is an automated gear change system, has been developed. However, in the conventional control at the time of shifting in the automatic MT, the acceleration fluctuation occurs due to the disengagement / engagement operation of the first friction clutch for disconnecting / engaging the torque transmission between the engine and the transmission, and the occupant feels uncomfortable. I had to give.

Therefore, as described in Japanese Patent Application Laid-Open No. 2000-65199, a second friction clutch (assist clutch) for transmitting torque during gear shifting is provided.
An automatic transmission provided between an input shaft and an output shaft of a transmission is known. In the control at the time of shifting in the automatic MT provided with the assist clutch, by pressing the assist clutch from the state in which the dog clutch is engaged at the start of shifting, torque transmission is performed while the assist clutch slides and predetermined torque transmission is performed. When it is realized, the dog clutch is released. When the disengagement of the dog clutch is completed, the pressing force of the assist clutch is controlled so that the input shaft speed of the transmission reaches the target input shaft speed in a predetermined time. When the ratio of the input shaft rotational speed to the output shaft rotational speed reaches the gear ratio after shifting, the gear shifting operation is performed by engaging the meshing clutch of the next stage. In this way, the transmission path of the driving force is changed from the mesh type clutch to the assist clutch to realize the torque transmission during the shift.

[0004]

However, since the mesh type clutch can realize only ON-OFF operation in the engaged state and the disengaged state, the mesh type clutch of the mesh type clutch in a state where torque transmission by the assist clutch is insufficient. When engaging / disengaging or engaging / disengaging the dog clutch with excessive torque transmission by the assist clutch, a large torque fluctuation occurs on the output shaft when engaging / releasing the dog clutch, resulting in poor riding comfort. There was a problem of doing. Therefore,
It is necessary to set the torque transmission of the assist clutch accurately.

However, in the case of a wet clutch, the torque transmission characteristic of the assist clutch is not a constant friction state due to a change in the friction state due to a change in the clutch rotational speed difference and a change in the friction state due to the oil temperature characteristic. Even with force, the transmission torque changes, and there is a problem that the riding comfort deteriorates depending on the state.

Also, the disengagement of the dog clutch is completed,
When the pressing force of the assist clutch is controlled so that the input shaft rotation speed of the transmission becomes the target input shaft rotation speed in a predetermined time, when the assist clutch is a wet clutch, the friction state due to the change in the clutch rotation speed difference is Since the frictional state is not constant due to changes and changes in the frictional state due to the oil temperature characteristic, the transmission torque changes even with the same clutch pressing force. As a result, the input shaft rotation speed of the transmission may not be able to follow the target input shaft rotation speed in a predetermined time, which causes a problem that the shift time may be extended or the shift may not be completed.

Also, the pressing force of the assist clutch is
In the method of controlling using the hydraulic pressure generated by the proportional electromagnetic pressure valve driven by passing an electric current, it is generated even when a constant electric current is passed due to the change of the electric resistance due to the change of the environmental temperature. The hydraulic pressure may change.
Even in this case, due to the change in the generated hydraulic pressure,
The transmission torque may change, so that the input shaft rotation speed of the transmission may not follow the target input shaft rotation speed in a predetermined time, which may extend the shift time or may not complete the shift. There was a problem.

Further, in the process of generating the hydraulic pressure by the proportional electromagnetic pressure valve, if the required hydraulic pressure is supplied from the beginning, it takes time to close the invalid stroke of the clutch, which causes a delay in shifting, so that the clutch is ineffective. In order to close the stroke as quickly as possible, it is necessary to perform preliminary pressure generation control in which a hydraulic pressure higher than the supplied hydraulic pressure is generated in advance for a predetermined time. In preparatory pressure generation control, the change in hydraulic oil temperature causes the viscosity of the oil to change, so even if a constant hydraulic pressure is supplied for a certain period of time, the time until the ineffective stroke of the clutch is exhausted changes. It may happen. Even in this case, if the time required to reduce the clutch invalid stroke becomes longer, the shift time is extended, and if the time required to reduce the clutch invalid stroke becomes shorter, a torque fluctuation more than the required torque is output. There was a problem that it occurred on the axle and the riding comfort deteriorates.

As described above, Japanese Patent Laid-Open No. 2000-651
In the conventional automatic MT using the assist clutch as described in Japanese Patent Laid-Open No. 99, there is a problem that the riding comfort is deteriorated due to a change in frictional state, a change in supplied hydraulic pressure and the like.

An object of the present invention is to provide a control device for an automatic transmission which can prevent deterioration of riding comfort caused by a change in frictional state and a change in supplied hydraulic pressure.

[0011]

(1) In order to achieve the above object, the present invention provides the output of an output rotary shaft of an engine of a vehicle by engaging or disengaging a hydraulic friction clutch in response to a shift command signal instructing a shift. A control device for an automatic transmission that changes gear ratios by changing a gear ratio is provided with a friction clutch control means for performing correction control so that the torque transmission characteristic of the friction clutch becomes a target torque transmission characteristic. . With such a configuration, it is possible to prevent the deterioration of the riding comfort caused by the change of the friction state and the change of the supplied hydraulic pressure.

(2) In the above (1), preferably,
The friction clutch control means calculates the hydraulic pressure supplied to the hydraulic friction clutch engagement device according to the required engagement force of the hydraulic friction clutch, the supply hydraulic pressure calculation means, and the clutch disc rotation speed of the friction clutch. A friction coefficient calculation means for calculating a friction coefficient based on a clutch rotation speed difference calculated from the clutch plate rotation speed of the friction clutch and an oil oil temperature of the friction clutch, and a friction coefficient calculated by the friction coefficient calculation means. And a supply oil pressure changing means for changing the supply oil pressure calculated by the supply oil pressure calculating means based on the above.

(3) In the above (1), preferably,
The friction clutch control means calculates a hydraulic pressure to be supplied to the hydraulic friction clutch engagement device in accordance with a required engagement force of the hydraulic friction clutch, and a predetermined hydraulic pressure that continues for a predetermined time. A preparatory pressure generating means for supplying the hydraulic friction clutch engagement device to reduce the ineffective stroke, and a preparatory pressure generating time changing means for changing at least one of the preparatory pressure and the generation duration time according to the hydraulic oil temperature. It was prepared.

(4) In the above item (1), preferably,
The friction clutch control means, in accordance with the hydraulic pressure supplied to the hydraulic friction clutch, a drive current calculation means for calculating a current for driving an electromagnetic pressure control valve that generates a hydraulic pressure to be supplied to the hydraulic friction clutch engagement device, Drive current changing means for changing the current calculated by the drive current calculating means in accordance with the temperature of the hydraulic oil is provided.

(5) In order to achieve the above object, the present invention comprises a plurality of torque transmission means between the input shaft and the output shaft of the automatic transmission, and the torque transmission means of at least one gear stage. A hydraulic friction clutch, the torque transmission means of the other gears are meshing clutches, and an automatic transmission control device for controlling the friction clutch when shifting from one gear to the other gear, A friction clutch control means is provided for performing correction control so that the torque transmission characteristic of the friction clutch becomes a target torque transmission characteristic. With such a configuration, it is possible to prevent the deterioration of the riding comfort caused by the change of the friction state and the change of the supplied hydraulic pressure.

(6) In the above item (5), preferably
The friction clutch control means calculates the hydraulic pressure supplied to the hydraulic friction clutch engagement device according to the required engagement force of the hydraulic friction clutch, the supply hydraulic pressure calculation means, and the clutch disc rotation speed of the friction clutch. A friction coefficient calculation means for calculating a friction coefficient based on a clutch rotation speed difference calculated from the clutch plate rotation speed of the friction clutch and an oil oil temperature of the friction clutch, and a friction coefficient calculated by the friction coefficient calculation means. And a supply oil pressure changing means for changing the supply oil pressure calculated by the supply oil pressure calculating means based on the above.

(7) In the above item (5), preferably
The friction clutch control means calculates a hydraulic pressure to be supplied to the hydraulic friction clutch engagement device in accordance with a required engagement force of the hydraulic friction clutch, and a predetermined hydraulic pressure that continues for a predetermined time. A preparatory pressure generating means for supplying the hydraulic friction clutch engagement device to reduce the ineffective stroke, and a preparatory pressure generating time changing means for changing at least one of the preparatory pressure and the generation duration time according to the hydraulic oil temperature. It was prepared.

(8) In above (5), preferably,
The friction clutch control means, in accordance with the hydraulic pressure supplied to the hydraulic friction clutch, a drive current calculation means for calculating a current for driving an electromagnetic pressure control valve that generates a hydraulic pressure to be supplied to the hydraulic friction clutch engagement device, Drive current changing means for changing the current calculated by the drive current calculating means in accordance with the temperature of the hydraulic oil is provided.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION The configuration and operation of a control device for an automatic transmission according to an embodiment of the present invention will be described below with reference to FIGS. First, the overall configuration of an automobile system using the control device for an automatic transmission according to the present embodiment will be described with reference to FIG. FIG. 1 is a system configuration diagram showing an overall configuration of an automobile system using an automatic transmission control device according to an embodiment of the present invention.

The control device 40 includes the clutch control means 30.
, A mesh type clutch control means 31, a friction coefficient calculation means 32, an assist clutch control means 33, and an engine control means 34. Each control means 30, 31,
33 and 34 and the arithmetic means 32 are composed of a program stored in the memory of the microcomputer and executed by the CPU, and data stored in the memory and necessary for executing the program.

The engine 1 is provided with an engine speed sensor 35 for measuring the speed of the engine 1 and an electronically controlled throttle 21 for adjusting the engine torque. The opening degree of the electronically controlled throttle 21 is controlled by the control device 40. The amount of depression of the accelerator pedal is output from an accelerator pedal sensor 22 provided on the accelerator pedal, and is taken into the control device 40 as a throttle opening command value. The control device 40 can control the torque of the engine 1 with high accuracy by controlling the opening degree of the electronically controlled throttle 21.

The electronic control throttle 21 is provided in an intake pipe (not shown). The throttle opening of the electronically controlled throttle 21 is input from the electronically controlled throttle 21 to the control device 40 as a throttle opening signal. In the engine 1, the intake air amount is controlled by the electronically controlled throttle 21, and a fuel amount corresponding to this intake air amount is injected from a fuel injection device (not shown). Further, in the engine 1, the ignition timing is determined from signals such as the air-fuel ratio determined from the intake air amount and the injected fuel amount, the engine speed, etc., and ignition is performed by an ignition device (not shown). ing.

The fuel injection device has an intake port injection system in which fuel is injected into an intake port or an in-cylinder injection system in which fuel is directly injected into a cylinder. However, the operating range (engine torque, engine rotation speed) required for an engine is used. It is advantageous to use an engine of a system that can reduce fuel consumption by comparing the areas determined by the number) and that has good exhaust performance.

A clutch 3 is provided on the engine output shaft 2 of the engine 1, and the torque of the engine 1 can be transmitted to the input shaft 4. The clutch 3 is a clutch mechanism that transmits the torque of the engine to the transmission. For example, a clutch for starting and shifting that is used when the vehicle is engaged at the time of starting is an example, and in this case, a dry single plate system or the like is used as the clutch 3. The input shaft 4 has a first drive gear (5th speed drive gear) 5
The second drive gear (second speed drive gear) 8, the third drive gear (fourth speed drive gear) 7 and the fourth drive gear (first speed drive gear) 23 are fixed. A drive gear 6 for the assist clutch is rotatably provided on the input shaft 4.

Pressing force of clutch 3 (clutch torque)
An actuator (not shown) driven by hydraulic pressure, an actuator driven by an electric motor, or the like is used for the control. This actuator is a controller 4
It is controlled by the clutch control means 30 housed in 0. By adjusting the pressing force (clutch torque) of the clutch 3, the engine output shaft 2 to the input shaft 4 of the engine 1 can be adjusted.
It is possible to disconnect / contact the power transmission to the vehicle and to transmit it in a slipping state. A rotation speed detection sensor 20 that detects the rotation speed of the input shaft 4 is provided near the input shaft 4.

On the other hand, the drive wheel output shaft 9 of the transmission has a first driven gear (5) having a synchronizer ring 14.
Speed driven gear) 10 and a second driven gear (second speed driven gear) 13 having a synchronizer ring 14
, A third driven gear (fourth driven gear) 12 having a synchronizer ring 17, and a fourth driven gear (first driven gear) 24 having a synchronizer ring 17 are rotatably provided. An assist clutch driven gear 11 is fixed to the drive wheel output shaft 9.

The first driven gear 10 is in mesh with the first drive gear 5, and the second driven gear 13 is
It meshes with the second drive gear 8. Further, the third driven gear 12 meshes with the third drive gear 7, and the fourth driven gear 24 is the fourth drive gear 2.
It is in mesh with 3 respectively. Further, the assist clutch driven gear 11 meshes with the assist clutch drive gear 6.

A synchronizer meshing mechanism 15 for selecting the first driven gear 10 or the second driven gear 13 between the first driven gear 10 and the second driven gear 13 and engaging the driven wheel output shaft 9 with the selected drive gear. First having
The mesh type clutch 16 is provided. The first driven gear 10 and the second driven gear 13 are provided with stoppers (not shown) so as not to move in the axial direction of the drive wheel output shaft 9. Further, the first dog clutch 16 is provided with a groove (not shown) that meshes with a plurality of grooves (not shown) provided on the drive wheel output shaft 9, and the groove is provided in the axial direction of the drive wheel output shaft 9. Is movable, the movement of the drive wheel output shaft 9 in the rotational direction is restricted. Therefore, from the first drive gear 5 or the second drive gear 8 to the first driven gear 10
Alternatively, the rotational torque transmitted to the second driven gear 13 is transmitted to the first meshing clutch 16 and is transmitted to the drive wheel output shaft 9 via the first meshing clutch 16.

Between the third driven gear 12 and the fourth driven gear 24, a synchronizer meshing gear 18 for selecting the third driven gear 12 or the fourth driven gear 24 and engaging with the drive wheel output shaft 9 is provided. Have second
The mesh type clutch 19 is provided. The third driven gear 12 and the fourth driven gear 24 are provided with stoppers (not shown) so as not to move in the axial direction of the drive wheel output shaft 9. Further, similarly to the first dog clutch 16, the second dog clutch 19 is provided with a groove (not shown) that meshes with a plurality of grooves (not shown) provided in the drive wheel output shaft 9. Therefore, the drive wheel output shaft 9 is movable in the axial direction, but the drive wheel output shaft 9 is restricted from moving in the rotation direction. Therefore, the rotational torque transmitted from the third drive gear 7 or the fourth drive gear 23 to the third driven gear 12 or the fourth driven gear 24 is transmitted to the second dog clutch 19 and It is transmitted to the drive wheel output shaft 9 through the mesh type clutch 19.

The input shaft 4 is provided with a drive gear (3) for the assist clutch rotatably provided on the input shaft 4.
An assist clutch (wet friction clutch) 25 for engaging the high speed drive carrier 6 with the input shaft 4 is provided.
The assist clutch drive gear 6 is provided with a stopper (not shown) so as not to move in the axial direction of the input shaft 4. Further, the assist clutch 25 is provided on the input shaft 4
It is configured to transmit power by a frictional force generated by pressing the clutch plate provided on the vehicle and the clutch plate provided on the assist clutch 25. Therefore,
The rotational torque transmitted from the input shaft 4 to the assist clutch drive gear 6 via the assist clutch 25 is transmitted to the drive wheel output shaft 9 via the assist clutch driven gear 11. As described above, in order to transmit the rotation torque of the input shaft 4 to the assist clutch drive gear 6, the assist clutch 25 is driven to slide the assist clutch drive gear 6 and the input shaft 4,
It is necessary to transmit torque in the tightened state. The assist clutch 25 is driven by an actuator driven by hydraulic pressure, an electric actuator such as an electric motor, or the like. In the case of an actuator driven by hydraulic pressure, the hydraulic pressure is determined by the amount of current that drives the proportional electromagnetic pressure valve, and the engagement force of the assist clutch 25 can be adjusted by controlling this hydraulic pressure. By adjusting the fastening force, the torque transmission of the assist clutch 25 in a slipping state causes the rotational torque of the input shaft 4 to be transmitted to the assist clutch drive gear 6 and the assist clutch driven gear 1.
1 to the drive wheel output shaft 9.

In order to transmit the rotational torque of the input shaft 4 to the first mesh type clutch 16, the first mesh type clutch 16 is moved in the axial direction of the drive wheel output shaft 9 to move the first mesh type clutch 16. The meshing clutch 16 of the first driven gear 10
Alternatively, it is necessary to fasten the second driven gear 13. Here, in order to fasten the first driven gear 10 or the second driven gear 13 and the drive wheel output shaft 9, the first mesh type clutch 16 is moved. To move the clutch 16, an actuator driven by hydraulic pressure, an electric actuator such as an electric motor, or the like is used. By adjusting the stroke movement amount of the first meshing clutch 16, the rotational torque of the input shaft 4 can be transmitted to the drive wheel output shaft 9 via the first meshing clutch 16. Also, the drive wheel output shaft 9
The rotation speed of is detected by a rotation detection sensor 29 provided near the drive wheel output shaft 9.

Further, in order to transmit the rotational torque of the input shaft 4 to the second mesh type clutch 19, the second mesh type clutch 19 is moved in the axial direction of the drive wheel output shaft 9.
The second dog clutch 19 is connected to the third driven gear 12
Alternatively, it is necessary to fasten the second driven gear 24. To engage the first driven gear 12 or the second driven gear 24 and the drive wheel output shaft 9, the second mesh type clutch 19 is moved. For movement, an actuator driven by hydraulic pressure, an electric actuator such as an electric motor, or the like is used. By adjusting the stroke movement amount of the second meshing type clutch 19, the rotational torque of the input shaft 4 is transmitted through the second meshing type clutch 19 to the drive wheel output shaft 9
Can be transmitted to.

The drive control of the first mesh type clutch 16 and the second mesh type clutch 19 by the actuator is
Meshing clutch control means 3 housed in the controller 40
Based on the command from 1, the first and second mesh type clutch drive devices 27 are used. Further, the drive control by the actuator of the assist clutch 25 is performed by the control device 4
This is performed by the assist clutch drive device 28 based on a command from the assist clutch control means 33 stored in 0.

Thus, the first drive gear 5, the second drive gear
Drive gear 8, the third drive gear 7, and the fourth drive gear 23 from the drive wheel output shaft via the first driven gear 10, the second driven gear 13, the third driven gear 12, and the fourth driven gear 24. The rotational torque of the input shaft 4 transmitted to the transmission shaft 9 is transmitted to the axle via a differential gear (not shown) to rotate drive wheels (not shown).

The actuator for driving the clutch 3 is
The stroke and pressing force are controlled by the clutch drive device 26. The actuator for driving the first dog clutch 16 and the actuator for driving the second dog clutch 19 are the dog clutch drive devices 27.
Stroke control and force control. In the actuator that drives the assist clutch 25, the clutch transmission torque is controlled by pressing the clutch plate of the assist clutch 25 by the assist clutch drive device 28 based on a control command from the assist clutch control means 33. Further, the electronic control throttle 21 is configured to control the throttle opening degree by the engine control means 34.

2 to 9, the structure of the assist clutch control means 33 used in the control device for the automatic transmission according to the present embodiment will be described. FIG. 2 is a block diagram showing the configuration of the assist clutch control means 33 used in the control device for the automatic transmission according to the embodiment of the present invention. FIG. 3 is a block diagram showing the configuration of the shift time setting means 101 in the assist clutch control means 33 used in the control device for the automatic transmission according to the embodiment of the present invention.
FIG. 4 is a block diagram showing the configuration of the assist clutch transmission torque FF command setting means 102 in the assist clutch control means 33 used in the control device for the automatic transmission according to the embodiment of the present invention. FIG. 5 shows the assist clutch transmission torque FF in the assist clutch control means 33 in the assist clutch control means 33 used in the control device for the automatic transmission according to the embodiment of the present invention.
It is a block diagram which shows the structure of command calculation means A1021. FIG. 6 shows the assist clutch transmission torque FF command calculation means C10 in the assist clutch transmission torque FF command setting means 102 in the assist clutch control means 33 used in the control device for an automatic transmission according to one embodiment of the present invention.
FIG. 23 is an explanatory diagram of operations of 23. FIG. 7 is a block diagram showing the configuration of the target rotation speed trajectory setting means 103 in the assist clutch control means 33 used in the control device for the automatic transmission according to the embodiment of the present invention. FIG. 8 shows the assist clutch transmission torque FB in the assist clutch control means 33 used in the control device for the automatic transmission according to the embodiment of the present invention.
3 is a block diagram showing the configuration of command setting means 104. FIG. FIG. 9 is a block diagram showing the configuration of the drive command calculation means 107 in the assist clutch control means 33 used in the control device for the automatic transmission according to the embodiment of the present invention.

The assist clutch control means 33 includes the shift time setting means 101 and the assist clutch transmission torque FF.
Command setting means 102 and target rotational speed trajectory setting means 103
And assist clutch transmission torque FB command setting means 10
4, a synthesizing means 105, and a drive command computing means 106.

The shift time setting means 101 sets the time from the start of engagement of the assist clutch 25 to the release of the engagement.

As shown in FIG. 3, the shift time setting means 10
When the rotation speed of the input shaft 4 of the transmission output from the sensor 20 is input to 1, the shift time calculation means 1011 sets the shift time based on the input rotation speed of the input shaft. The shift time calculation means 1011 has a shift time map preset according to the rotation speed of the input shaft 4 of the transmission, and the shift time is set from this shift time map.

As shown in FIG. 2, the shift time setting means 10
1 outputs the shift time set by the shift time calculation means 1011 as the shift time from the start of engagement of the assist clutch 25 to the release of the engagement. The shift time value output from the shift time setting means 101 is input to the assist clutch transmission torque FF command setting means 102 and the target rotational speed trajectory setting means 103.

The assist clutch transmission torque FF command setting means 102 sets the feedforward command value of the assist clutch transmission torque.

As shown in FIG. 4, assist clutch transmission torque FF command setting means 102 includes assist clutch transmission torque FF command calculation means A 1021, assist clutch transmission torque FF command calculation means B 1022, and assist clutch transmission torque FF command calculation. And means C1023.

As shown in FIG. 5, the assist clutch transmission torque FF command calculation means A1021 has the number of revolutions of the input shaft 4 of the transmission output from the sensor 20, the first speed to the second speed, the second speed to the third speed. The shift pattern such as is input, and the meshing clutch (clutch 16, clutch 19) is released.
When a trigger (control start / completion trigger) output by engagement is input, the assist clutch transmission torque change amount calculation means 10211 sets the assist clutch transmission torque change amount. The assist clutch transmission torque change amount calculation means 10211 has an assist clutch transmission torque change amount map preset according to the input shaft rotation speed and the shift pattern (1 → 2 shift, 2 → 3 shift, etc.), From this assist clutch transmission torque change amount map, the assist clutch transmission torque change amount is set,
Assist clutch transmission torque FF command 1 calculation means 102
12 is output.

The assist clutch transmission torque FF command 1 calculation means 10212 shown in FIG. 5 calculates and outputs the assist clutch transmission torque FF command value. When the shift time output from the shift time setting unit 101 and the assist clutch transmission torque change amount output from the assist clutch transmission torque change amount calculation unit 10211 are input to the assist clutch transmission torque FF command 1 calculation unit 10212, From these two values, the assist clutch transmission torque FF command value 1 as shown in FIG. 6A is calculated and output to the assist clutch transmission torque FF command calculation means C1023.

Further, the assist clutch transmission torque FF command calculation means B1022 shown in FIG. 4 is determined by the engine torque value when the engine torque value is input.
The assist clutch transmission torque FF command value 2 as shown in (B) is output to the assist clutch transmission torque FF command calculation means C1023.

Further, the assist clutch transmission torque FF command calculation means C1023 shown in FIG. 4 has an assist clutch transmission torque FF command value 1 and an assist clutch transmission torque FF command output from the assist clutch transmission torque FF command calculation means A1021. Computing means B1022
The assist clutch transmission torque FF command value 2 output from the assist clutch transmission torque FF command value 2 is calculated, and the synthesizing means 10 shown in FIG. 2 is calculated.
Output to 5.

Target rotation speed trajectory setting means 10 shown in FIG.
As shown in FIG. 7A, reference numeral 3 indicates the rotation speed of the drive wheel output shaft 9 output from the sensor 29, the shift pattern (1 → 2 shift, 2 → 3 shift, etc.) and the shift time setting means 101. When the output gear shift time is input and the trigger (control start / completion trigger) output by disengagement / engagement of the dog clutch (clutch 16, clutch 19) is input, the characteristic diagram of FIG. 7B is displayed. Based on this, the trajectory of the target rotation speed of the transmission input shaft 4 is set and output to the assist clutch transmission torque FB command setting means 104.

The assist clutch transmission torque FB command setting means 104 sets a feedback command value of the assist clutch transmission torque.

As shown in FIG. 8A, the assist clutch transmission torque FB command setting means 104 outputs the input shaft target rotation speed of the transmission output from the target rotation speed trajectory setting means 103 and the sensor 20. When the input shaft rotation speed of the transmission is input and a trigger (control start / completion trigger) output by disengagement / engagement of the dog clutch (clutch 16, clutch 19) is input, it is shown in FIG. 8 (B). The deviation between the input shaft target rotation speed and the input shaft rotation speed is obtained, and the feedback command value of the assist clutch transmission torque is obtained from this deviation and output to the synthesizing means 105.

The synthesizing means 105 shown in FIG. 2 has an assist clutch transmission torque FF command value output from the assist clutch transmission torque FF command setting means 102, and an assist clutch output from the assist clutch transmission torque FB command setting means 104. The feedback command value of the transmission torque is combined and output as the assist clutch transmission torque command value to the drive command calculation means 106.

As shown in FIG. 9, the drive command calculation means 10
6 is a preparatory pressure generating means 1061, a preparatory pressure generating time changing means 1062, a supply hydraulic pressure calculating means 1063, a supply hydraulic pressure changing means 1064, a drive current calculating means 1065,
It is composed of a drive current changing unit 1066.

When the control start trigger is input, the preparatory pressure generating means 1061 sets the preparatory pressure and the preparatory pressure generation time determined from the characteristics of the assist clutch and the proportional electromagnetic pressure valve measured in advance, and prepares the preparatory pressure. Occurrence time changing means 10
Output to 62. The preparation pressure generation time changing means 1062
When the preparation pressure and the preparation pressure generation time set by the oil temperature and preparation pressure generation means 1061 are input, the preparation pressure generation time is longer as the oil temperature is lower, and the preparation pressure generation time is shorter as the oil temperature is higher. The preparation pressure generation time is changed so that The changed preparation pressure generation time and the preparation pressure input from the preparation pressure generation unit 1061 are output to the supply hydraulic pressure calculation unit 1063.

The supply hydraulic pressure calculating means 1063 is the synthesizing means 1
When the preparatory pressure output from the transmission torque command output from 05 and the preparatory pressure generation time changing unit 1062 and the preparatory pressure generation time are input, from the characteristics of the assist clutch and the proportional electromagnetic pressure valve measured in advance, The supplied hydraulic pressure 1 is calculated from the transmission torque command using the determined torque-hydraulic pressure conversion table or the like.

When the time from the start of control is within the preparation pressure generation time, the supply oil pressure calculating means 1063 compares the supply oil pressure 1 with the size of the preparation pressure, and if the supply oil pressure 1> the preparation pressure, the supply oil pressure is obtained. 1 is the supply hydraulic pressure Pb, and if the supply hydraulic pressure 1 is greater than the preparation pressure, the preparation pressure is the supply hydraulic pressure Pb. When the time from the control start is after the preparation pressure generation time has elapsed, the supply hydraulic pressure 1 is set to the supply hydraulic pressure Pb. The supplied hydraulic pressure Pb thus calculated is output to the supplied hydraulic pressure changing means 1064.

The supply hydraulic pressure changing means 1064 is the synthesizing means 1
When the transmission torque command output from 05, the friction coefficient output from the friction coefficient calculating means 32 and the supply oil pressure Pb output from the supply oil pressure calculating means 1063 are input,
First, the assist clutch operating hydraulic pressure is calculated from the transmission torque command value and the friction coefficient. In the case of an assist clutch (multi-plate wet clutch), T is the assist clutch transmission torque command value, Pc is the assist clutch operating hydraulic pressure, and μ is the friction coefficient.
Then, the drive command calculation means 106 calculates the assist clutch operating oil pressure P from the assist clutch transmission torque command value T.
c is converted based on the following equation (1). Pc = ((T / μRN) + F) × (1 / A) (1)
Here, R is the clutch effective radius, N is the number of plates, F is the clutch reaction force, and A is the piston pressure receiving area.

In the equation (1), R, N, F and A are fixed values, so that it is understood that the assist clutch operating oil pressure Pc is a function of the transmission torque T and the friction coefficient μ.

The friction coefficient calculating means 32 calculates the friction coefficient μ as needed from the difference between the clutch rotational speed and the clutch oil oil temperature by using a map of the friction coefficient characteristics measured in advance to drive the friction coefficient μ. It is output to the command calculation means 106. The supply hydraulic pressure calculation unit 1063 uses the calculated assist clutch actuation hydraulic pressure Pc and the supply hydraulic pressure Pb output from the supply hydraulic pressure calculation unit 1063, and when the time from the start of control is within the preparation pressure generation time, the supply hydraulic pressure. Pb is supplied to the drive current calculating means 1065 as a supply hydraulic pressure.
When the time from the start of control is after the preparation pressure generation time has elapsed, the assist clutch operating oil pressure Pc is output to the drive current calculating means 1065 as the supply oil pressure.

When the supply hydraulic pressure output from the supply hydraulic pressure changing unit 1064 is input, the drive current calculating unit 1065 uses a hydraulic pressure-current conversion table or the like determined from the characteristic of the proportional electromagnetic pressure valve measured in advance. Then, the drive current for driving the proportional electromagnetic pressure valve is calculated and output to the drive current changing means 1066.

When the oil temperature and the drive current output from the drive current calculating means 1065 are input, the drive current changing means 1066 reduces the drive current as the oil temperature lowers, and the drive current as the oil temperature increases. The drive current is changed so as to increase and output as an assist clutch command.

The operation of the automatic transmission control device according to the present embodiment during shifting will now be described. When there is a shift request, the actual shift starts after a predetermined time. The throttle opening is narrowed based on the start of the shift, and then the assist clutch 25 is driven to start the torque transmission due to the slip (the rise of the assist clutch torque capacity command) to gradually increase the clutch pressing force of the assist clutch 25. (At the time of the maximum value of the assist clutch torque capacity command value). Torque is transmitted by the slip of the assist clutch 25, and the output shaft torque of the drive wheel output shaft 9 temporarily decreases to a torque value according to the gear ratio to which the assist clutch 25 is attached.

After that, the second clutch 16 on the low speed side (fourth clutch
When the clutch 19) is disengaged, the input shaft 4 and the output shaft 9 are disengaged from each other and the assist clutch slips. Therefore, the slip transmission torque of the assist clutch 25 becomes a load on the engine, and the engine speed is increased. descend.
At this time, the engine generated by the decrease of the engine speed
The shear torque is transmitted to the drive wheel output shaft 9 by the assist clutch 25, the output shaft torque increases, the required torque is obtained, and the vehicle speed is secured. Therefore, after the low-speed side dog clutch (clutch 16 or clutch 19) is released, the assist clutch drive gear 6 and the assist clutch driven gear 11 by the assist clutch 25 are released.
Running by.

After that, the engine speed and the drive wheel output shaft 9
When the ratio of the rotational speeds becomes the gear ratio after shifting, it becomes a condition that the high speed side meshing clutch (the clutch 16 or the clutch 19) can be engaged, so that the drive wheel output shaft 9 and the high speed side meshing clutch are engaged. To conclude.

Next, the contents of the shift control by the control device for the automatic transmission according to the present embodiment will be described with reference to FIGS. 10 to 16 and 19 are flowcharts showing the content of the shift control by the control device for the automatic transmission according to the embodiment of the present invention.
FIG. 8 is an operation explanatory diagram of the shift control by the control device for the automatic transmission according to the embodiment of the present invention.

In FIG. 10, when the shift start command is output, in step 203, the engine control means 34
Performs down control for reducing the engine torque to a predetermined value. The down control is performed until the engine torque decreases to a predetermined value, and in step 204, the control device 4
If 0 determines that the engine torque has decreased to the predetermined value, in step 205, the assist clutch control means 33 performs the control process of the assist clutch 25 during engagement of the dog clutch.

Here, the details of the assist clutch control process will be described with reference to FIG. The assist clutch control process is executed by the assist clutch control means 33.

When the control start is triggered after the engine torque down control is completed, the control means 33 estimates the engine torque in step 2051.

Next, at step 2052, the assist clutch transmission torque FF command setting means 102 and the assist clutch transmission torque FB command setting means 104 calculate the target command value of the assist clutch transmission torque.

Next, at step 2053, the friction coefficient calculating means 32 calculates the friction coefficient from the clutch rotational speed difference and the clutch oil oil temperature.

Next, at step 2054, the drive command calculation means 106 calculates the hydraulic pressure of the assist clutch from the target command value of the assist clutch transmission torque and the friction coefficient.

Here, referring to FIG. 12, step 205
The contents of the drive command calculation processing in 4 will be described.
In step 20541, the preparatory pressure generating means 1061
The preparation pressure generation time changing means 1062 calculates the preparation pressure and the preparation pressure generation time. The preparation pressure generation time is changed according to the oil temperature.

Next, in step 20542, the supply hydraulic pressure calculating means 1063 calculates the supply hydraulic pressure according to the preparation pressure when the time from the start of control is within the preparation pressure generation time. Further, when the time from the start of control is after the preparation pressure generation time has elapsed, the hydraulic pressure supplied is calculated according to the assist clutch transmission torque command. The calculated supply hydraulic pressure is changed by the friction coefficient calculated in step 2053.

Next, at step 20543, drive current calculation means 1065 and drive current change means 1066.
Calculates the drive current for driving the proportional electromagnetic pressure valve that supplies the hydraulic pressure from the supplied hydraulic pressure to the assist clutch, and changes the drive current according to the oil temperature.

Next, at step 2055 in FIG. 11, the assist clutch control means 33 transmits the torque of the assist clutch 25, and when the predetermined torque transmission is performed, the engagement of the low speed side meshing clutch is released to assist the assist clutch 25. Transmission torque control by the clutch 25 is performed.

When the control process of the assist clutch 25 during the engagement of the dog clutch of step 205 shown in FIG. 11 is performed, the control device 4 operates in step 206.
A value of 0 determines whether or not the engagement of the low-speed side dog clutch is released.

When it is determined in step 206 that the engagement of the low speed side dog clutch is released, step 2
At 07, the assist clutch control means 33 performs the control process of the assist clutch 25 during the disengagement of the dog clutch.

Here, referring to FIG. 13, step 207
The contents of the assist clutch control process during the release of the dog clutch will be described.

After the disengagement of the dog clutch is completed, if there is a trigger to start the control, in step 2071,
The shift time setting means 101 shown in FIG. 2 sets a shift time (time from engagement to release of the assist clutch 25).

Here, referring to FIG. 14, step 207
The contents of the shift time process 1 will be described.

When a control start trigger is issued, step 20
At 711, the shift time setting means 101 shown in FIG.
The shift time calculation means 1011 sets the shift time.

Next, when the shift time setting process is performed in step 2071, in step 2072 of FIG. 13, the assist clutch transmission torque FF command setting means 102 of the assist clutch control means 33 shown in FIG.
Performs a feedforward command value setting process for the assist clutch transmission torque.

Here, referring to FIG. 15, step 207
The contents of the shift time setting process of No. 2 will be described.

At step 20721, the assist clutch transmission torque FF command setting means 102 shown in FIG.
Assist clutch transmission torque FF command calculation means A10
21 calculates an assist clutch transmission torque FF command value 1.

Here, referring to FIG. 16, step 207
The contents of the assist clutch transmission torque FF command value calculation process 21 will be described.

When the shift time setting process is performed in step 2071, it is determined in step 207121 whether the number of control processes is one. If the number of control processes is not one, the process proceeds to step 207214 and the number of control processes is changed. If the number of rotations of the input shaft 4 is 1, the rotation speed of the input shaft 4 and the shift pattern (1 → 2 shift, 2 → 3 shift, etc.) of the input shaft 4 are determined in step 207212 from the characteristic diagram shown in FIG. The calculation processing of the change amount is performed. Here, the rotation speed change amount is obtained by the following formula: rotation speed change amount = input shaft rotation speed × (1-post-shift gear ratio / pre-shift gear ratio).

Next, at step 207213, the assist clutch transmission torque FF command calculation means A1021 shown in FIG. 5 causes the assist clutch transmission torque change amount calculation means 10211 to change the shift time with respect to the change amount of the rotation speed of the input shaft 4. Based on the assist clutch transmission torque change amount characteristic diagram as shown in FIG. 18 determined by the above, the setting calculation process of the assist clutch transmission torque change amount is performed. Here, the transmission torque change amount is the transmission torque change amount = inertia × second clutch gear ratio ×
It is calculated as the rotation speed change amount / shift time.

Next, at step 207214, the processing for calculating the command value for changing the assist clutch transmission torque value is performed, and the routine goes to step 20722 in FIG.

In step 20722 of FIG. 15, the engine control means 34 estimates the engine torque.

Next, in step 20723, as shown in FIG.
The assist clutch transmission torque FF command setting means 102 shown in (1) performs the calculation process of the assist clutch transmission torque FF command value 2 from the engine torque value.

Next, at step 2073, the target rotational speed trajectory setting means 103 shown in FIG. 7 performs processing for setting the trajectory of the target rotational speed of the transmission input shaft 4.

Here, referring to FIG. 19, step 207
The contents of the target rotational speed trajectory calculation processing of No. 3 will be described.

In step 2072 of FIG. 19A, the feedforward command value setting process for the assist clutch transmission torque is performed, and then in step 20731, the dog clutch (clutch 16
Alternatively, the elapsed time ratio after releasing the clutch 19) is calculated.

Next, in step 20732, as shown in FIG.
The weight gain is set from the weight gain characteristic diagram for the shift time shown in FIG. 9 (B).

Next, at step 20733, the trajectory of the target rotation speed of the transmission input shaft 4 is arithmetically processed, and the routine proceeds to step 2074 of FIG.

In step 2074 of FIG.
The assist clutch transmission torque FB command setting means 104 shown in (4) sets a feedback command value of the assist clutch transmission torque.

Next, at step 2075, the friction coefficient calculating means 32 calculates the friction coefficient from the clutch rotational speed difference and the clutch oil oil temperature.

Next, in step 2076, the supply hydraulic pressure changing means 1064 calculates the hydraulic pressure of the assist clutch from the command value set in step 2074 and the friction coefficient calculated in step 2075.

Then, in step 2077, the assist clutch 25 is controlled, and the routine proceeds to step 208.

In step 208, the controller 40
Is a meshing clutch (clutch 16 or clutch 1
9) It is determined whether or not the fastening of step 9) is completed, and step 208
When it is determined that the engagement of the dog clutch is not completed in step S207, the process proceeds to step 2072 of step 207.

If it is determined in step 208 that the engagement of the dog clutch is completed, in step 209, the engine control means 34 controls the return of the engine torque. In the engine torque return control, the assist clutch 25 is released. Here, for engagement of the dog clutch (clutch 16 or clutch 19), a command for engagement is generated when the ratio of the number of rotations of the input shaft 4 and the number of rotations of the output shaft 9 becomes the same as the gear ratio after shifting, The engagement control of the dog clutch (clutch 16 or clutch 19) is performed.

Although the above description is about the automatic MT, it can be applied to an automatic transmission using a conventional torque converter having a hydraulic friction clutch and a planetary gear.

As described above, according to the present embodiment, even if the transmission torque characteristic of the assist clutch 25 changes due to the clutch rotational speed difference, the clutch oil oil temperature, etc., the assist clutch transmission according to the calculated command value is performed. Since the torque can be held, shift shock at the time of shifting can be reduced.

[0102]

According to the present invention, it is possible to prevent the deterioration of the riding comfort caused by the change of the frictional state and the change of the supplied hydraulic pressure.

[Brief description of drawings]

FIG. 1 is a system configuration diagram showing an overall configuration of an automobile system using an automatic transmission control device according to an embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of assist clutch control means 33 used in a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 3 is a block diagram showing a configuration of a shift time setting means 101 in an assist clutch control means 33 used in a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 4 is a block diagram showing a configuration of assist clutch transmission torque FF command setting means 102 in assist clutch control means 33 used in a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 5 is an assist clutch transmission torque FF command calculation unit A1021 in the assist clutch transmission torque FF command setting unit 102 in the assist clutch control unit 33 used in the control device for the automatic transmission according to the embodiment of the present invention.
3 is a block diagram showing the configuration of FIG.

FIG. 6 is an assist clutch transmission torque FF command calculation unit C1023 in the assist clutch transmission torque FF command setting unit 102 in the assist clutch control unit 33 used in the control device for the automatic transmission according to the embodiment of the present invention.
FIG. 7 is an operation explanatory diagram of

FIG. 7 is a block diagram showing a configuration of a target rotation speed trajectory setting means 103 in an assist clutch control means 33 used in a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 8 is a block diagram showing a configuration of assist clutch transmission torque FB command setting means 104 in assist clutch control means 33 used in a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 9 is a block diagram showing a configuration of a drive command calculation means 107 in an assist clutch control means 33 used in a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 10 is a flowchart showing the content of shift control by the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 11 is a flowchart showing the content of shift control by the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 12 is a flowchart showing the contents of shift control by the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 13 is a flowchart showing the content of shift control by the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 14 is a flowchart showing the content of shift control by the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 15 is a flowchart showing the content of shift control by the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 16 is a flowchart showing the content of shift control by the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 17 is an operation explanatory diagram of the shift control by the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 18 is an operation explanatory diagram of the shift control by the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 19 is a flowchart showing the content of shift control by the control device for the automatic transmission according to the embodiment of the present invention.

[Explanation of symbols]

1 ... engine 2 ... Engine output shaft 3 ... Clutch 4 ... Input shaft 5 ... first drive gear 6 ... Drive gear for assist clutch 7 ... Third drive gear 8 ... Second drive gear 9 ... Output shaft 10 ... First driven gear 11 ... Driven gear for assist clutch 12 ... Third driven gear 13 ... Second driven gear 16 ... First mesh clutch 19 ... Second mesh clutch 20, 29 ... Revolution sensor 21 ... Electronically controlled throttle 22 ... Accelerator pedal sensor 23 ... Fourth drive gear 24 ... Fourth driven gear 25 ... Assist clutch 26 ... Clutch drive device 27 ... Interlocking clutch drive device 28 ... Assist clutch drive device 30 ... Clutch control means 31 ... Meshing clutch control means 32 ... Friction coefficient calculation means 33 ... Assist clutch control means 34 ... Engine control means 35 ... Engine speed sensor 40 ... Control device

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16H 59:72 F16H 59:72 (72) Inventor Tetsuo Matsumura 2520 Takaba, Hitachinaka City, Ibaraki Stock Company Hitachi Ltd. Automotive equipment group (72) Inventor Naoyuki Ozaki 2520 Takaba, Hitachi, Ibaraki Prefecture, Ltd. Stock company, Hitachi Ltd. Automotive equipment group (72) Hiroshi Kuroiwa 2520 Takata, Hitachinaka, Ibaraki, Ltd. Hitachi, Ltd. Automotive equipment group (72) Inventor Ayako Suzuki 1-7-2 Nishishinjuku, Shinjuku-ku, Tokyo F-term inside Fuji Heavy Industries Ltd. (reference) 3J552 MA04 MA13 NA01 NB04 PA02 PA20 QA13C QB07 QB08 RA02 SA03 SA07 SA08 SA13 TA02 TA10 TA11 UA03 UA08 VA03W VA07W VA07Y VA32W VA32Y VA34W VA34Y VA37W VA39W VA39Y VA48W VA 74W VA76W VC01Z VC02Z VC05Z VC06Z VD02Z

Claims (8)

[Claims] 1. A control device for an automatic transmission that shifts the output of an output rotary shaft of an engine of a vehicle by changing a gear ratio by engaging or disengaging a hydraulic friction clutch in accordance with a shift command signal for instructing a shift. An automatic transmission control device comprising friction clutch control means for correcting and controlling a clutch torque transfer characteristic to be a target torque transfer characteristic. 2. The automatic transmission control device according to claim 1, wherein the friction clutch control means supplies hydraulic pressure to the hydraulic friction clutch engagement device in accordance with a required engagement force of the hydraulic friction clutch. The friction coefficient is calculated on the basis of the supply oil pressure calculating means for calculating, the clutch rotational speed difference calculated from the clutch disc rotational speed of the friction clutch and the clutch plate rotational speed of the friction clutch, and the oil temperature of the friction clutch. An automatic transmission comprising: a friction coefficient calculating means; and a supply oil pressure changing means for changing the supply oil pressure calculated by the supply oil pressure calculating means based on the friction coefficient calculated by the friction coefficient calculating means. Control device. 3. The control device for an automatic transmission according to claim 1, wherein the friction clutch control means supplies the hydraulic pressure to the hydraulic friction clutch engagement device according to the required engagement force of the hydraulic friction clutch. A supply pressure calculation means for calculating a supply pressure, a preparation pressure generation means for supplying a predetermined pressure for a predetermined time to the hydraulic friction clutch engagement device to close an ineffective stroke, and at least the preparation pressure or the generation duration time. A control device for an automatic transmission, comprising: a preparatory pressure generation time changing means for changing one according to a hydraulic oil temperature. 4. The automatic transmission control device according to claim 1, wherein the friction clutch control means generates a hydraulic pressure to be supplied to the hydraulic friction clutch engagement device in accordance with a hydraulic pressure supplied to the hydraulic friction clutch. Characterized by including drive current calculating means for calculating a current for driving the electromagnetic pressure control valve, and drive current changing means for changing the current calculated by the drive current calculating means according to the hydraulic oil temperature. Transmission control device. 5. An automatic transmission comprising a plurality of torque transmission means between an input shaft and an output shaft, wherein the torque transmission means of at least one shift stage is a hydraulic friction clutch, and the torque transmission of other shift stages. In a control device for an automatic transmission that controls the friction clutch when shifting from one shift speed to the other shift speed, a torque transmission characteristic of the friction clutch is a target torque transmission. An automatic transmission control device comprising friction clutch control means for performing correction control so as to obtain characteristics. 6. The automatic transmission control device according to claim 5, wherein the friction clutch control means supplies hydraulic pressure to the hydraulic friction clutch engagement device in accordance with a required engagement force of the hydraulic friction clutch. The friction coefficient is calculated on the basis of the supply oil pressure calculating means for calculating, the clutch rotational speed difference calculated from the clutch disc rotational speed of the friction clutch and the clutch plate rotational speed of the friction clutch, and the oil temperature of the friction clutch. An automatic transmission comprising: a friction coefficient calculating means; and a supply oil pressure changing means for changing the supply oil pressure calculated by the supply oil pressure calculating means based on the friction coefficient calculated by the friction coefficient calculating means. Control device. 7. The control device for an automatic transmission according to claim 5, wherein the friction clutch control means supplies hydraulic pressure to the hydraulic friction clutch engagement device according to a required engagement force of the hydraulic friction clutch. A supply pressure calculation means for calculating a supply pressure calculation means, a preparation pressure generation means for supplying a predetermined oil pressure to the hydraulic friction clutch engagement device for a predetermined time to close an ineffective stroke, and at least the preparation pressure or the generation duration time. A control device for an automatic transmission, comprising: a preparatory pressure generation time changing unit that changes one of the two in accordance with a hydraulic oil temperature. 8. The control device for an automatic transmission according to claim 5, wherein the friction clutch control means generates a hydraulic pressure to be supplied to the hydraulic friction clutch engagement device according to the hydraulic pressure supplied to the hydraulic friction clutch. Characterized by including drive current calculating means for calculating a current for driving the electromagnetic pressure control valve, and drive current changing means for changing the current calculated by the drive current calculating means according to the hydraulic oil temperature. Transmission control device.