JP2004360874A - Shift control device of automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift control device of an automatic transmission for vehicle capable of carrying out fine learning when shipping from a factory and when a dealer performs maintenance. <P>SOLUTION: This shift control device of an automatic transmission for vehicle includes a first fill time detecting means 86 (S11-S15) for repeating the control to supply the predetermined first fill oil pressure P<SB>FF</SB>for the predetermined time after perfectly releasing a hydraulic friction engaging device, while gradually shortening the supply time, and for detecting the time when transmission of torque is not generated in the hydraulic friction engaging device as the first fill time t<SB>FF</SB>. With this structure, even if shift is not carried out during travelling, learning based on the first fill control can be performed, and fine learning can be carried out when shipping from a factory and when a dealer performs maintenance. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a shift control device for an automatic transmission for a vehicle, and more particularly to learning at the time of factory shipment or maintenance at a dealer.
[0002]
[Prior art]
Generally, an automatic transmission for a vehicle has a command value for supplying hydraulic pressure to a hydraulic friction engagement device and a hydraulic friction realized by the command value due to variations between individuals which are inevitable in a manufacturing stage. The correlation with the torque capacity of the engagement device is not always uniform, and there is a possibility that the engine may blow up or a double lock may generate a negative torque during gear shifting. For example, although the hydraulic pressure level is learned and corrected in accordance with the change rate of the turbine rotation speed generated at the time of shifting, the learning correction does not proceed until shifting is performed during traveling with such a technology, so that the learning is not performed by the user. There was an adverse effect that learning was not completed until it passed. Therefore, techniques for solving this problem have been proposed. For example, this is a method of learning the hydraulic control characteristics of an automatic transmission described in Patent Document 1. According to this technique, learning of the vehicle automatic transmission can be performed at the time of factory shipment or at the time of maintenance at a dealer.
[0003]
However, the above-mentioned conventional technology has a disadvantage that the first fill (quick apply) control for shortening the piston stroke of the hydraulic cylinder for engaging the hydraulic friction engagement device provided in the vehicle automatic transmission cannot be corrected. It was something to leave. The technique described in Patent Document 2 records a piston stroke of a hydraulic cylinder for engaging a hydraulic friction engagement device of an automatic transmission for a vehicle at the time of factory shipment or maintenance at a dealer. However, what is required in actual hydraulic control is a first fill time for shortening the piston stroke, and the first fill time varies depending on factors such as a pipeline resistance value of the hydraulic control device. Therefore, it was not enough to record the value of the piston stroke. That is, at present, a shift control device of an automatic transmission for a vehicle that can execute fine learning at the time of factory shipment or at the time of maintenance at a dealer has not yet been provided.
[0004]
[Patent Document 1]
JP-A-8-86351
[Patent Document 2]
JP 2003-14119 A
[Patent Document 3]
JP-A-11-201314
[Patent Document 4]
JP-A-11-182660
[Patent Document 5]
JP-A-63-231041
[0005]
[Problems to be solved by the invention]
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a shift control device for an automatic transmission for a vehicle capable of executing fine learning at the time of factory shipment or maintenance at a dealer. To provide.
[0006]
[Means for Solving the Problems]
In order to achieve such an object, the gist of the present invention is to provide a first fill control for reducing a piston stroke of a hydraulic cylinder for engaging a hydraulic friction engagement device provided in an automatic transmission for a vehicle. A shift control device for an automatic transmission for a vehicle, wherein the control for supplying a predetermined first fill oil pressure for a predetermined time after completely releasing the hydraulic friction engagement device is repeated while gradually reducing the time. It is characterized by including a first fill time detecting means for detecting the time when the transmission of torque is no longer generated in the hydraulic friction engagement device as a first fill time.
[0007]
【The invention's effect】
With this configuration, the control for supplying the predetermined first fill oil pressure for a predetermined time after the hydraulic friction engagement device is completely released is repeated while gradually reducing the time, and the torque transmission to the hydraulic friction engagement device is performed. Since it includes the first fill time detecting means for detecting the time when the vehicle stops generating as the first fill time, learning based on the first fill control can be performed even if the shift is not performed during traveling. In other words, it is possible to provide a shift control device for an automatic transmission for a vehicle, which can execute fine learning at the time of factory shipment or maintenance at a dealer.
[0008]
Other aspects of the invention
Preferably, after supplying the first fill oil pressure for the first fill time obtained by the first fill time detecting means, the first fill oil pressure is lowered to a predetermined standby oil pressure smaller than the first fill oil pressure to stand by, and the hydraulic friction It includes a standby time detecting means for detecting a time until torque transmission occurs in the engagement device as a standby time. In this manner, the shift control device of the automatic transmission for the vehicle that executes the standby hydraulic control that maintains the predetermined standby time at the predetermined standby oil pressure after the first fill control is performed at the time of factory shipment or at a dealer. There is an advantage that more detailed learning can be executed at times.
[0009]
Preferably, a standby hydraulic pressure detecting means for gradually increasing hydraulic pressure supplied to the hydraulic friction engagement device and detecting a minimum hydraulic pressure at which torque transmission occurs in the hydraulic friction engagement device as the standby oil pressure is provided. Including. This has the advantage that more detailed learning can be performed at the time of factory shipment or maintenance at a dealer.
[0010]
Preferably, the hydraulic pressure supplied to the hydraulic friction engagement device is gradually increased to detect the minimum hydraulic pressure at which the hydraulic friction engagement device is fully engaged and the input torque at that time. A hydraulic pressure / torque detecting means, a hydraulic pressure based on a standby hydraulic pressure detected by the standby hydraulic pressure detecting means from a predetermined relationship, and a minimum hydraulic pressure and an input torque detected by the full engagement hydraulic pressure / torque detecting means. Correlation calculating means for calculating a correlation between the hydraulic pressure supplied to the frictional engagement device and the torque capacity. This has the advantage that more detailed learning can be performed at the time of factory shipment or maintenance at a dealer.
[0011]
Further, preferably, the hydraulic friction engagement device is used for clutch-to-clutch shifting of the automatic transmission, and upon the engagement, after supplying the first fill oil pressure for the first fill time, The standby pressure is caused to stand by for the standby time, and then the engagement pressure is increased in accordance with the hydraulic pressure determined based on the correlation. In this way, there is an advantage that fine learning can be performed at the time of shipment from a factory or at the time of maintenance at a dealer, regarding clutch-to-clutch shifting in which the engine tends to blow up or negative torque due to double locking tends to occur.
[0012]
【Example】
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.
[0013]
FIG. 1 is a diagram illustrating a driving force transmission device 10 to which a shift control device for a vehicle automatic transmission according to an embodiment of the present invention is applied. The power transmission device 10 has a horizontal-type automatic transmission 16 and is suitably used for an FF (front engine / front drive) type vehicle. In the driving force transmission device 10, the driving force generated by the engine 12, which is a driving force source for traveling, is transmitted via a torque converter 14, an automatic transmission 16, a differential gear device (not shown), a pair of axles, and the like. And transmitted to the left and right drive wheels.
[0014]
The engine 12 is an internal combustion engine such as a gasoline engine that generates a driving force by burning fuel injected into a cylinder. Further, the torque converter 14 includes a pump impeller 18 connected to a crankshaft of the engine 12, a turbine impeller 22 connected to an input shaft 20 of the automatic transmission 16, and a one-way clutch. The automatic transmission 16 includes a stator wheel 26 connected to a housing (transmission case) 24 of the automatic transmission 16, and performs power transmission via fluid. A lock-up clutch 28 is provided between the pump wheel 18 and the turbine wheel 22 so as to be engaged, slipped, or released. When the lock-up clutch 28 is completely engaged, the pump impeller 18 and the turbine impeller 22 are integrally rotated.
[0015]
The automatic transmission 16 includes a first transmission section 32 mainly including a single pinion type first planetary gear device 30, a single pinion type second planetary gear device 34, and a double pinion type third planetary gear device. A second transmission unit 38 mainly composed of the device 36 is provided on a coaxial line, and the rotation of the input shaft 20 is changed and output from the output gear 40. The output gear 40 is meshed with the differential gear device via a counter shaft (not shown) or directly. Since the automatic transmission 16 is configured substantially symmetrically with respect to the center line, the lower half of the center line is omitted in FIG.
[0016]
The first planetary gear device 30 constituting the first transmission portion 32 includes three rotating elements of a sun gear S1, a carrier CA1, and a ring gear R1, and the sun gear S1 is connected to the input shaft 20. The carrier CA1 is rotated relative to the input shaft 20 as an intermediate output member by being rotationally driven and the ring gear R1 being non-rotatably fixed to the housing 24 via the third brake B3. Further, in the second planetary gear unit 34 and the third planetary gear unit 36 that constitute the second transmission unit 38, four rotating elements RM1 to RM4 are configured by being partially connected to each other. . Specifically, the first rotating element RM1 is constituted by the sun gear S3 of the third planetary gear device 36, and the ring gear R2 of the second planetary gear device 34 and the ring gear R3 of the third planetary gear device 36 are connected to each other. The second rotating element RM2 is formed, and the carrier CA2 of the second planetary gear unit 34 and the carrier CA3 of the third planetary gear unit 36 are connected to each other to form a third rotating element RM3. Constitutes a fourth rotary element RM4. That is, in the second planetary gear device 34 and the third planetary gear device 36, the carriers CA2 and CA3 are formed of a common member, and the ring gears R2 and R3 are formed of a common member. The pinion gear of the second planetary gear unit 34 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear unit 36.
[0017]
The first rotary element RM1 (sun gear S3) is integrally connected to a carrier CA1 of the first planetary gear device 30 as an intermediate output member, and is selectively connected to the housing 24 by a first brake B1. Rotation is stopped. The second rotating element RM2 (ring gears R2 and R3) is selectively connected to the input shaft 20 via a second clutch C2, and is selectively connected to the housing 24 by a second brake B2 to rotate. Stopped. The third rotating element RM3 (carriers CA2 and CA3) is integrally connected to the output gear 40 and outputs rotation. The fourth rotation element RM4 (sun gear S2) is selectively connected to the input shaft 20 via a first clutch C1. The first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 are all multi-plate hydraulic friction engagement devices that are frictionally engaged by hydraulic cylinders.
[0018]
FIG. 2 is an engagement table for explaining an engagement operation of a clutch and a brake for establishing each shift speed of the automatic transmission 16, in which “○” indicates engagement, and a blank indicates release. . As shown in FIG. 2, in the automatic transmission 16, the first shift speed is established by engaging both the first clutch C1 and the second brake B2. The 1 → 2 shift from the first gear to the second gear is achieved by releasing the second brake B2 and engaging the first brake B1. The 2 → 3 shift from the second gear to the third gear is achieved by releasing the first brake B1 and engaging the third brake B3. The 3 → 4 shift from the third shift stage to the fourth shift stage is achieved by releasing the third brake B3 and engaging the second clutch C2. The 4 → 5 shift from the fourth speed to the fifth speed is achieved by releasing the first clutch C1 and engaging the third brake B3. The 5 → 6 shift from the fifth gear to the sixth gear is achieved by releasing the third brake B3 and engaging the first brake B1. When the second brake B2 and the third brake B3 are both engaged, the reverse shift speed is established. That is, the automatic transmission 16 performs the clutch-to-clutch shift that engages the engagement-side hydraulic friction engagement device in parallel with releasing the disengagement-side hydraulic friction engagement device in any of the forward shifts. Execute The gear ratio of each gear is appropriately determined by the gear ratios ρ1, ρ2, and ρ3 of the first planetary gear device 30, the second planetary gear device 34, and the third planetary gear device 36. For example, if ρ1 ≒ 0.45, ρ2 ≒ 0.38, and ρ3 ≒ 0.41, the gear ratio shown in FIG. 2 is obtained, and the value of the gear ratio step (the ratio of the gear ratio between the respective gears) is substantially equal. The gear ratio is appropriate and the total gear ratio width (= 3.62 / 0.59) is as large as about 6.1, the gear ratio of the reverse gear is also appropriate, and an appropriate gear ratio characteristic can be obtained as a whole.
[0019]
FIG. 3 is a block diagram illustrating an electric system provided in the vehicle for controlling the driving force transmission device 10. The electronic control unit 42 shown in FIG. 3 is a so-called microcomputer including, for example, a CPU, a ROM, a RAM, an interface, and the like, and executes various controls by processing input signals according to a program stored in the ROM in advance. . The electronic control unit 42 includes a switch on / off signal from an ignition switch and an engine rotation speed N from an engine rotation sensor. _E , The engine water temperature T from the engine water temperature sensor _W , The engine intake air temperature T from the engine intake air temperature sensor _A Indicative of the engine intake air amount Q from the engine intake air amount sensor _A Signal indicating the throttle opening θ from the throttle opening sensor _TH , The accelerator opening θ from the accelerator opening sensor _AC , A signal indicating a brake operation from a brake switch, a signal indicating a vehicle speed V from a vehicle speed sensor, a signal indicating a front / rear position of the shift lever from a shift lever position sensor, and a left / right position of the shift lever from a shift lever position sensor And an input rotation speed N which is a rotation speed of the turbine wheel 22 from a turbine rotation sensor. _IN Output rotation speed N, which is the rotation speed of the output gear 40 of the automatic transmission 16. _OUT And the oil temperature T of the working oil supplied to the automatic transmission 16 from the oil temperature sensor. _AT , A signal indicating the operation position of the shift pattern changeover switch, a signal from the ABS electronic control unit, a signal from the VSC / TRC electronic control unit, a signal from the A / C electronic control unit, and the like. You. On the other hand, from the electronic control unit 42, a fuel injection signal to the fuel injection valve 44, an ignition signal to the igniter 46, a drive signal to the starter, a display signal to the shift position display, a signal to the ABS electronic control unit, A signal to the VSC / TRC electronic control unit, a signal to the A / C electronic control unit, and the like are output. In order to control the operation of the linear solenoid valves SL1, SL2, SL3, SL4, SL5, SLU, and SLT, which are electromagnetic control valves provided in the hydraulic control circuit 48 for controlling the operation of the automatic transmission 16. Is output.
[0020]
FIG. 4 is a diagram simply illustrating the main part of the hydraulic control circuit 48. The hydraulic pump 50 shown in FIG. 4 is, for example, a mechanical hydraulic pump that pumps hydraulic oil, which has been recirculated to the strainer 52, at a predetermined hydraulic pressure in accordance with the rotation of the engine 12. The first regulator valve 54 uses a hydraulic pressure supplied from the hydraulic pump 50 as a source pressure and a line pressure P. _L Adjust the pressure. The solenoid modulator valve 56 is connected to the line pressure P supplied from the first regulator valve 54. _L And the modulator pressure P _M Is supplied to the linear solenoid valves SL1, SL2, SL3, SL4, SL5 and the like. The linear solenoid valves SL1, SL2, SL3, SL4, and SL5 are connected to the modulator pressure P supplied from the solenoid modulator valve 56 in accordance with a command value from the electronic control unit 42. _M Respectively as the first clutch control pressure P _C1 , The second clutch control pressure P _C2 , First brake control pressure P _B1 , The second brake control pressure P _B2 , Third brake control pressure P _B3 Is supplied to the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. That is, each of the hydraulic friction engagement devices provided in the automatic transmission 16 is directly pressure-controlled by a dedicated electromagnetic control valve device.
[0021]
FIG. 5 is a sectional view schematically showing a configuration of the third brake B3 as an example of a hydraulic friction engagement device provided in the automatic transmission 16. As shown in FIG. 5, the third brake B3 includes a plurality of (four in FIG. 5) brake plates 58 functioning as a plate member on the housing side and a plurality of brake plates 58 (FIG. 5) functioning as a plate member on the ring gear side. (Four) brake disks 62, and the brake plates 58 and the brake disks 62 are alternately arranged in the axial direction. A plurality of fitting projections 60 are formed on the outer peripheral side of each brake plate 58, and the plurality of fitting projections 60 are fitted with a plurality of fitting grooves 66 formed on the inner peripheral side of the housing 24. Accordingly, the housing 24 is provided so as to be relatively movable in the axial direction with respect to the housing 24 and is not rotatable relative to the housing 24. Further, a plurality of fitting protrusions 64 are formed on the inner peripheral side of each brake disk 62, and the plurality of fitting protrusions 64 are formed with a plurality of fitting grooves 68 formed on the outer peripheral side of the ring gear R1. By being fitted, it is provided so as to be relatively movable in the axial direction with respect to the ring gear R1 and not to be relatively rotatable. A backing plate 70 is provided at one end where the brake plate 58 and the brake disc 62 overlap, and the brake plate 58 and the brake disc 62 are sandwiched between the backing plate 70 and the other end. A hydraulic cylinder 72 is provided for applying pressure to engage the third brake B3. The hydraulic cylinder 72 is provided between the hydraulic oil chamber 74 formed in a part of the housing 24 and the backing plate 70 by receiving the hydraulic pressure supplied to the hydraulic oil chamber 74. And a piston 76 for pressing the piston 62.
[0022]
FIG. 6 is a functional block diagram for explaining a main part of the control function of the electronic control unit 42. The standby oil pressure detecting means 80 shown in FIG. 6 repeats a control of supplying a predetermined oil pressure to the hydraulic friction engagement device for a predetermined time while gradually increasing the oil pressure. The minimum hydraulic pressure to be generated is the standby hydraulic pressure P _WA Detected as For example, in a state where the vehicle is stopped by a braking device such as a foot brake and only the first clutch C1 of the hydraulic friction engagement device provided in the automatic transmission 16 is engaged, the third brake A predetermined control oil pressure P is applied to the hydraulic oil chamber 74 of B3. _B3 Is controlled by the control oil pressure P _B3 Is repeated while gradually increasing the input rotation speed N of the automatic transmission 16. _IN The minimum hydraulic pressure at which the change occurs is determined by the standby hydraulic pressure P of the third brake B3. _WAB3 Detected as Here, the input rotation speed N _IN The change in the engine rotation speed N is indicated by the symbol “×” in the time chart of FIG. _E , A change deviating from a proportional relationship (neutral state) with respect to, and the same applies to the following description.
[0023]
The full engagement hydraulic pressure / torque detecting means 82 gradually increases the hydraulic pressure supplied to the hydraulic friction engagement device, and sets a minimum hydraulic pressure P at which the hydraulic friction engagement device is completely engaged. _ST And the input torque T at that time _ST Is detected. For example, in a state where the vehicle is stopped by a braking device such as a foot brake and only the first clutch C1 of the hydraulic friction engagement device provided in the automatic transmission 16 is engaged, the third brake Control oil pressure P supplied to the hydraulic oil chamber 74 of B3 _B3 And the input rotation speed N of the automatic transmission 16 is increased. _IN Oil pressure P at which is zero _STB3 And the engine intake air amount Q at that time _A And the input torque T of the automatic transmission 16 estimated from the input / output speed ratio of the torque converter 14 and the like. _STB3 And detect.
[0024]
The correlation calculating means 84 calculates the standby hydraulic pressure P detected by the standby hydraulic pressure detecting means 80 from a predetermined relationship. _WA And the minimum hydraulic pressure P detected by the full engagement hydraulic pressure / torque detecting means 82. _ST And input torque T _ST And a correlation between the hydraulic pressure supplied to the hydraulic friction engagement device and the torque capacity is calculated. For example, the standby hydraulic pressure P detected by the standby hydraulic pressure detection means 80 from the relationship shown in the following equation (1). _WAB3 Command value p corresponding to _WAB3 And the minimum hydraulic pressure P detected by the full engagement hydraulic pressure / torque detecting means 82. _STB3 Command value p corresponding to _STB3 And input torque T _STB3 Based on the control hydraulic pressure P _B3 Command value p corresponding to _B3 And its command value p _B3 Are calculated, the correlation coefficients K1 and K2 with the torque capacity of the third brake B3 are realized. Note that α in the equation (1) is a torque distribution ratio (known value) of the third brake B3 at the third speed.
[0025]
T _IN × α = K1 × p _B3 -K2 ... (1)
[0026]
FIG. 7 is a time chart illustrating a learning operation of the control device of the vehicle automatic transmission by the electronic control device 42. The first fill time detecting means 86 detects the standby hydraulic pressure P after completely releasing the hydraulic friction engagement device. _WA Predetermined first fill oil pressure P greater than _FF Is repeated while gradually decreasing the time, and the time when torque transmission does not occur in the hydraulic friction engagement device is set to a first fill time (piston stroke time) t. _FF Detected as For example, in a state where the vehicle is stopped by a braking device such as a foot brake and only the first clutch C1 of the hydraulic friction engagement device provided in the automatic transmission 16 is engaged, the third brake After completely releasing B3, the predetermined first fill oil pressure P _FFB3 Is repeatedly supplied to the hydraulic oil chamber 74 for a predetermined time while the time is gradually reduced, so that the input rotation speed N of the automatic transmission 16 is _IN The time at which no change occurs in the first fill time t, which is the duration of the first fill control for reducing the piston stroke S of the hydraulic cylinder 72 shown in FIG. _FFB3 Detected as
[0027]
The waiting time detecting means 88 is provided with the first fill oil pressure P _FF Is the first fill time t obtained by the first fill time detecting means 86. _FF The standby oil pressure P detected by the standby oil pressure detecting means 80 after the supply _WA To a standby time t until the transmission of torque to the hydraulic friction engagement device occurs. _WA Detected as For example, the first fill hydraulic pressure P is supplied to the hydraulic oil chamber 74 of the third brake B3. _FFB3 Is the first fill time t obtained by the first fill time detecting means 86. _FFB3 The standby oil pressure P detected by the standby oil pressure detecting means 80 after the supply _WAB3 To the standby position, and the input rotation speed N of the automatic transmission 16 _IN Is the waiting time t until a change occurs _WAB3 Detected as
[0028]
As described above, the forward shifting by the automatic transmission 16 engages the engagement-side hydraulic friction engagement device in parallel with disengagement of the release-side hydraulic friction engagement device. A clutch-to-clutch shift is a 2 → 3 shift from the second shift stage to the third shift stage, a 4 → 5 shift from the fourth shift stage to the fifth shift stage, and a shift from the fourth shift stage to the third shift stage. In the 4 → 3 shift and the 6 → 5 shift from the sixth shift to the fifth shift, the third brake B3 functions as an engagement-side hydraulic friction engagement device. The shift control unit 90 controls the shift of the automatic transmission 16 via the linear solenoid valves SL1 to SL5 provided in the hydraulic control circuit 48 based on the correlation calculated by the correlation calculation unit 84. In the clutch-to-clutch shift in which the third brake B3 is used as a hydraulic friction engagement device on the engagement side, the first fill hydraulic pressure P is applied to the linear solenoid valve SL5. _FFB3 Command value p corresponding to _FFB3 Is the first fill time t obtained by the first fill time detecting means 86. _FFB3 The supplied first fill control is executed. Subsequently, the standby hydraulic pressure P detected by the standby hydraulic pressure detection means 80 is set. _WAB3 And the standby hydraulic pressure P _WAB3 The standby time t detected by the standby time detecting means 88 _WAB3 The standby hydraulic pressure control to be maintained is executed. Subsequently, the command value p supplied to the linear solenoid valve SL5 _B3 Is gradually increased so as to sweep up the engagement pressure of the third brake B3, and after the third brake B3 is fully engaged, the command value p _B3 Is the maximum value. In the clutch-to-clutch shift, the release control of the disengagement-side hydraulic friction engagement device is performed in parallel with the engagement control of the engagement-side hydraulic friction engagement device. Although the engine 12 tends to blow up or generate negative torque due to double locking, the first fill time t _FF And standby time t _WA By completing the learning at the time of shipment from the factory or at the time of maintenance at a dealer, it is possible to preferably prevent such a problem from occurring from the beginning.
[0029]
FIG. 8 is a flowchart for explaining a main part of a learning operation of the control device of the vehicle automatic transmission by the electronic control device 42, which is repeatedly executed with a very short cycle time of about several msec to several tens msec. is there.
[0030]
First, in step (hereinafter, step is omitted) S1, after the vehicle is stopped by a braking device such as a foot brake or the T terminal is short-circuited and the test mode is executed to start learning, the learning is started in S2. In, the hydraulic friction engagement device to be learned and corrected, for example, the third brake B3 is completely released. Next, at S3, a predetermined control oil pressure P is applied to the third brake B3. _B3 Is supplied for a predetermined time, and then at S4, the input rotation speed N of the automatic transmission 16 is _IN Is determined whether or not a change has occurred. If the determination in S4 is negative, the control hydraulic pressure P supplied to the third brake B3 is determined in S5. _B3 Are increased again by a small pressure, the processing after S3 is executed again. However, if the determination in S4 is affirmative, in S6, the command value p at that time is changed. _B3 Is the standby hydraulic pressure P _WAB3 Standby hydraulic pressure command value p corresponding to _WAB3 After that, in S7, a sweep-up of the hydraulic pressure supplied to the third brake B3 is performed. Next, at S8, the input rotation speed N of the automatic transmission 16 is set. _IN Is determined to be zero. If the determination in S8 is denied, the processes in S7 and subsequent steps are executed again. However, if the determination in S8 is affirmed, in S9, the current command value p _STB3 And engine intake Q _A And the input torque T of the automatic transmission 16 estimated from the input / output speed ratio of the torque converter 14 and the like. _STB3 Is stored in S10 corresponding to the correlation calculating means 84, the command value p stored in S6 from the above-described equation (1). _WAB3 , The command value p stored in S9 _STB3 , And input torque T _STB3 Control hydraulic pressure P based on _B3 Command value p corresponding to _B3 And its command value p _B3 Are calculated, the correlation coefficients K1 and K2 with the torque capacity of the third brake B3 are calculated. In the above control, S2 to S6 correspond to the standby hydraulic pressure detection means 80, and S7 to S9 correspond to the full engagement hydraulic pressure / torque detection means 82, respectively.
[0031]
Next, in S11, after the third brake B3 is completely released, in S12, the standby hydraulic pressure P stored in S6 to the third brake B3. _WAB3 First fill hydraulic pressure P greater than _FFB3 Is supplied for a predetermined time. Next, in S13, the input rotation speed N of the automatic transmission 16 is set. _IN Is determined whether or not a change has occurred. If the determination in S13 is affirmative, in S14, after the third brake B3 is completely released again, the first fill hydraulic pressure P _FFB3 After the supply time is set to be very short, the processing of S12 and subsequent steps is executed again. However, if the determination of S13 is denied, in S15, the first fill oil pressure P _FFB3 Supply time t is the first fill time t _FFB3 Then, in S16, the control oil pressure P supplied to the third brake B3 _B3 Is the standby hydraulic pressure P stored in S6. _WAB3 It is lowered until it is made to stand by. Next, at S17, the input rotation speed N of the automatic transmission 16 is determined. _IN Is determined whether or not a change has occurred. If the determination in S17 is denied, the processes in S16 and subsequent steps are executed again. However, if the determination in S17 is affirmative, in S18, the control hydraulic pressure P supplied to the third brake B3 is determined. _B3 Is the standby hydraulic pressure P stored in S6. _WAB3 Is the waiting time t _WAB3 After this is stored, this routine is terminated. In the above control, S11 to S15 correspond to the first fill time detecting means 86, and S16 to S18 correspond to the standby time detecting means 88, respectively.
[0032]
As described above, according to the present embodiment, after the hydraulic friction engagement device is completely released, the predetermined first fill hydraulic pressure P _FF Is repeated while gradually reducing the time, and the time when torque transmission does not occur in the hydraulic friction engagement device is defined as a first fill time t. _FF Since the first fill time detecting means 86 (S11 to S15) for detecting the first fill time is included, learning based on the first fill control can be performed even if the shift is not performed during traveling. In other words, it is possible to provide a shift control device for an automatic transmission for a vehicle, which can execute fine learning at the time of factory shipment or maintenance at a dealer.
[0033]
In addition, the first fill hydraulic pressure P _FF Is the first fill time t obtained by the first fill time detecting means 86. _FF After supplying the first fill oil pressure P _FF A predetermined standby hydraulic pressure P smaller than _WA To a standby time t until the transmission of torque to the hydraulic friction engagement device occurs. _WA The automatic transmission for a vehicle executes standby hydraulic pressure control for maintaining a predetermined standby time at a predetermined standby oil pressure subsequent to the first fill control since the standby time detecting means 88 (S16 to S18) is detected. The control device has the advantage that more detailed learning can be performed at the time of factory shipment or at the time of maintenance at a dealer.
[0034]
Further, the hydraulic pressure supplied to the hydraulic friction engagement device is gradually increased, and a command value corresponding to the lowest hydraulic pressure at which torque transmission occurs in the hydraulic friction engagement device is set to the standby hydraulic command value p. _WA Since it includes the standby oil pressure detecting means 80 (S2 to S6) for detecting as, there is an advantage that more detailed learning can be executed at the time of factory shipment or maintenance at a dealer.
[0035]
Further, the hydraulic pressure supplied to the hydraulic friction engagement device is gradually increased, and a command value p corresponding to the minimum hydraulic pressure at which the hydraulic friction engagement device is completely engaged is set. _ST And the input torque T at that time _ST And the standby hydraulic pressure command value p detected by the standby hydraulic pressure detection means 80 from a predetermined relationship with the complete engagement hydraulic pressure / torque detection means 82 (S7 to S9). _WA And the command value p detected by the full engagement hydraulic pressure / torque detecting means 82. _ST And input torque T _ST And a correlation calculating means 84 (S10) for calculating a correlation between a command value supplied to the electromagnetic control valve device for controlling the hydraulic friction engagement device and the torque capacity based on the above. There is an advantage that more detailed learning can be performed at the time of factory shipment or at the time of maintenance at a dealer.
[0036]
Further, the hydraulic friction engagement device is used for clutch-to-clutch shifting of the automatic transmission 16, and the first fill hydraulic pressure P _FF Is the first fill time t _FF After being supplied, the standby hydraulic pressure P _WA At the standby time t _WA Since the engagement pressure is increased according to the hydraulic pressure determined based on the correlation, the clutch is shifted to a stand-by state. There is an advantage that detailed learning can be executed at the time of maintenance at a time or at a dealer.
[0037]
As described above, the preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other embodiments.
[0038]
For example, in the above-described embodiment, the learning only for the third brake B3 has been described. However, it goes without saying that the hydraulic friction engagement device to be learned is not limited to the third brake B3. Similar learning is performed for the first clutch C1, the second clutch C2, the first brake B1, or the second brake B2. The present invention is also suitably applied to learning for a single-plate or belt-type hydraulic friction engagement device.
[0039]
Although not particularly mentioned in the above-described embodiment, the learning by the shift control device of the automatic transmission for a vehicle according to the present invention is executed at any stage before or after the automatic transmission 16 is mounted on the vehicle. It does not matter.
[0040]
Although not specifically exemplified, the present invention can be implemented with various modifications without departing from the spirit of the invention.
[Brief description of the drawings]
FIG. 1 is a diagram illustrating a driving force transmission device to which a shift control device for a vehicle automatic transmission according to an embodiment of the present invention is applied.
FIG. 2 is an engagement table for explaining an engagement operation of a clutch and a brake for establishing each shift speed of the automatic transmission of FIG. 1;
FIG. 3 is a block diagram illustrating an electric system provided in the vehicle for controlling the driving force transmission device of FIG. 1;
FIG. 4 is a diagram simply illustrating a main part of the hydraulic control circuit of FIG. 3;
5 is a cross-sectional view schematically showing a configuration of a third brake as an example of a hydraulic friction engagement device provided in the automatic transmission of FIG.
6 is a functional block diagram illustrating a main part of a control function of the electronic control device of FIG. 3;
FIG. 7 is a time chart illustrating a learning operation of the control device for the automatic vehicle transmission by the electronic control device of FIG. 6;
8 is a flowchart illustrating a main part of a learning operation of the control device of the automatic transmission for a vehicle by the electronic control device of FIG. 6;
[Explanation of symbols]
16: Automatic transmission
72: Hydraulic cylinder
76: Piston
80: standby oil pressure detecting means
82: Full engagement hydraulic pressure / torque detection means
84: Correlation calculation means
86: First fill time detecting means
88: Standby time detecting means
C1: First clutch (hydraulic friction engagement device)
C2: Second clutch (hydraulic friction engagement device)
B1: First brake (hydraulic friction engagement device)
B2: Second brake (hydraulic friction engagement device)
B3: Third brake (hydraulic friction engagement device)

Claims (5)

A shift control device for an automatic transmission for a vehicle, which performs a first fill control for reducing a piston stroke of a hydraulic cylinder for engaging a hydraulic friction engagement device provided in the automatic transmission for a vehicle,
When the hydraulic friction engagement device is completely released and the control for supplying a predetermined first fill oil pressure for a predetermined time is repeated while gradually decreasing the time, and the transmission of torque to the hydraulic friction engagement device stops. A shift control device for an automatic transmission for a vehicle, comprising a first fill time detecting means for detecting the time as a first fill time. After supplying the first-fill oil pressure for the first-fill time obtained by the first-fill time detecting means, the first-fill oil pressure is lowered to a predetermined standby oil pressure smaller than the first-fill oil pressure to stand by, and torque transmission to the hydraulic friction engagement device is performed. 2. The shift control device for an automatic transmission for a vehicle according to claim 1, further comprising a standby time detecting means for detecting a time until the occurrence of the occurrence as a standby time. 3. The system according to claim 2, further comprising standby oil pressure detection means for gradually increasing the oil pressure supplied to the hydraulic friction engagement device and detecting the lowest oil pressure at which torque transmission occurs in the hydraulic friction engagement device as the standby oil pressure. Shift control device for automatic transmission for vehicles. Full engagement hydraulic pressure / torque detecting means for gradually increasing the hydraulic pressure supplied to the hydraulic friction engagement device to detect a minimum hydraulic pressure at which the hydraulic friction engagement device is fully engaged and an input torque at that time; ,
Supply to the hydraulic friction engagement device based on a standby hydraulic pressure detected by the standby hydraulic pressure detection means from a predetermined relationship and a minimum hydraulic pressure and an input torque detected by the full engagement hydraulic pressure / torque detection means. 4. The shift control device for an automatic transmission for a vehicle according to claim 3, further comprising a correlation calculating unit that calculates a correlation between the hydraulic pressure and the torque capacity to be performed. The hydraulic friction engagement device is used for clutch-to-clutch shifting of the automatic transmission, and upon the engagement, the first fill oil pressure is supplied for the first fill time, and then the standby oil pressure is used. The shift control device for an automatic transmission for a vehicle according to any one of claims 1 to 4, wherein a standby time is made to stand by, and then the engagement pressure is increased in accordance with a hydraulic pressure determined based on the correlation.

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